U.S. Department

of Transportation

Federal Aviation

Administration

 Distribution: ZAT−712, ZAT−423 (External) Initiated By: AJR−0

Vice President, System Operations Services

Order JO 7110.10T

Flight Services

February 14, 2008

An electronic version of this publication is on the internet at

 http://www.faa.gov/atpubs
RECORD OF CHANGES DIRECTIVE NO. JO 7110.10T

CHANGE

TO

BASIC

SUPPLEMENTS

OPTIONAL

CHANGE

TO

BASIC

SUPPLEMENTS

OPTIONAL

FAA Form 1320−5 (6−80) USE PREVIOUS EDITION
JO 7110.10T CHG 2

U.S. DEPARTMENT OF TRANSPORTATION

FEDERAL AVIATION ADMINISTRATION CHANGE

Distribution: ZAT−712: ZAT−423 (External) Initiated By: AJR−0

Vice President, System Operations Services

SUBJ: FLIGHT SERVICES

1. PURPOSE. This change transmits revised pages to Order JO 7110.10T, Flight Services, and a

Briefing Guide.

2. DISTRIBUTION. This change is distributed to select offices in Washington headquarters,

regional offices, the William J. Hughes Technical Center, and the Mike Monroney Aeronautical Center;

to all air traffic field facilities and international aviation field offices; and to interested aviation public.

3. EFFECTIVE DATE. March 12, 2009.

4. EXPLANATION OF CHANGES. See the Explanation of Changes attachment which has

editorial corrections and changes submitted through normal procedures. The Briefing Guide lists only

new or modified material, along with background information.

5. DISPOSITION OF TRANSMITTAL. Retain this transmittal until superseded by a new basic

order.

6. PAGE CONTROL CHART. See the Page Control Chart attachment.

Nancy B. Kalinowski

Vice President, System Operations Services

Date:

3/12/09 JO 7110.10T CHG 2

Explanation of Changes E of C−1

Flight Services 

Explanation of Changes

Direct questions through appropriate facility/service center office staff

to the Office of Primary Interest (OPI)

a. 6−2−3. FLIGHT PLANS WITH AREA

NAVIGATION (RNAV) ROUTES IN DOMESTIC

U.S. AIRSPACE

This change adds new paragraph 6−2−3, Flight Plans with

Area Navigation (RNAV) Routes in Domestic U.S.

Airspace. This proposal cancels and incorporates

N JO 7110.488, Flight Plans with Area Navigation

(RNAV) Routes in Domestic U.S. Airspace, effective

July 11, 2008.

b. Editorial/format changes were made where

necessary. Revision bars were not used because of the

insignificant nature of these changes.

3/12/09 JO 7110.10T CHG 2

Page Control Chart 1

PAGE CONTROL CHART

REMOVE PAGES DATED INSERT PAGES DATED

Table of Contents v . . . . . . . . . . . . . . . . . . . . 7/31/08 Table of Contents v . . . . . . . . . . . . . . . . . . . 3/12/09

Table of contents vi . . . . . . . . . . . . . . . . . . . . 7/31/08 Table of Contents vi . . . . . . . . . . . . . . . . . . . 7/31/08

1−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08 1−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/12/09

6−2−5 and 6−2−6 . . . . . . . . . . . . . . . . . . . . . . 7/31/08 6−2−5 and 6−2−6 . . . . . . . . . . . . . . . . . . . . . 3/12/09

PCG−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/31/08 PCG−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/12/09

PCG A−11 . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/31/08 PCG A−11 . . . . . . . . . . . . . . . . . . . . . . . . . . 7/31/08

PCG A−12 through A−16 . . . . . . . . . . . . . . . 7/31/08 PCG A−12 through A−17 . . . . . . . . . . . . . . 3/12/09

PCG D−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08 PCG D−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/12/09

PCG D−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08 PCG D−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08

PCG F−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08 PCG F−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08

PCG F−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08 PCG F−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/12/09

PCG M−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08 PCG M−5 . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08

PCG M−6 . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08 PCG M−6 . . . . . . . . . . . . . . . . . . . . . . . . . . 3/12/09

PCG N−1 through N−4 . . . . . . . . . . . . . . . . . 2/14/08 PCG N−1 through N−4 . . . . . . . . . . . . . . . . 3/12/09

PCG O−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08 PCG O−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08

PCG O−2 through O−4 . . . . . . . . . . . . . . . . . 2/14/08 PCG O−2 through O−4 . . . . . . . . . . . . . . . . 3/12/09

PCG P−1 through P−4 . . . . . . . . . . . . . . . . . . 2/14/08 PCG P−1 through P−5 . . . . . . . . . . . . . . . . . 3/12/09

PCG R−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08 PCG R−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08

PCG R−6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08 PCG R−6 . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/12/09

PCG S−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08 PCG S−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08

PCG S−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08 PCG S−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/12/09

PCG T−7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08 PCG T−7 . . . . . . . . . . . . . . . . . . . . . . . . . . . 3/12/09

Index I−1 and I−2 . . . . . . . . . . . . . . . . . . . . . . 7/31/08 Index I−1 and I−2 . . . . . . . . . . . . . . . . . . . . . 3/12/09
JO 7110.10T CHG 1

U.S. DEPARTMENT OF TRANSPORTATION

FEDERAL AVIATION ADMINISTRATION CHANGE

Distribution: ZAT−712: ZAT−423 (External) Initiated By: AJR−0

Vice President, System Operations Services

SUBJ: FLIGHT SERVICES

7. PURPOSE. This change transmits revised pages to Order JO 7110.10T, Flight Services, and a

Briefing Guide.

8. DISTRIBUTION. This change is distributed to select offices in Washington headquarters,

regional offices, the William J. Hughes Technical Center, and the Mike Monroney Aeronautical Center;

to all air traffic field facilities and international aviation field offices; and to interested aviation public.

9. EFFECTIVE DATE. July 31, 2008.

10. EXPLANATION OF CHANGES. See the Explanation of Changes attachment which has

editorial corrections and changes submitted through normal procedures. The Briefing Guide lists only

new or modified material, along with background information.

11. DISPOSITION OF TRANSMITTAL. Retain this transmittal until superseded by a new basic

order.

12. PAGE CONTROL CHART. See the Page Control Chart attachment.
7/31/08 JO 7110.10T CHG 1

Explanation of Changes E of C−1

Flight Services 

Explanation of Changes

Direct questions through appropriate facility/service center office staff

to the Office of Primary Interest (OPI)

c. 4−3−8. DEPARTURE REPORTS

This change adds an exception for locations where the IFR

facility has requested omission of the report, provided the

procedures are specified in a letter of agreement between

the flight service station and departure control facility.

d. 4−4−8. AUTOMATIC FLIGHT

INFORMATION SERVICE (AFIS) − ALASKA FSSs

ONLY

This new paragraph establishes procedures for the use of

the AFIS by FSS ATCS personnel in 11 of the FSSs in

Alaska. This change cancels and incorporates

N JO 7110.483, Alaska Automatic Flight Information

Service (AFIS), effective June 3, 2008.

e. 6−2−3. ALASKA SPECIAL INSTRUCTIONS

The address PANCYAYI is no longer valid and FIFO no

longer needs this information directly from FSSs/AFSSs.

Paragraph deleted.

f. Editorial/format changes were made where

necessary. Revision bars were not used because of the

insignificant nature of these changes.

7/31/08 JO 7110.10T CHG 1

Page Control Chart 1

PAGE CONTROL CHART

REMOVE PAGES DATED INSERT PAGES DATED

Table of Contents iii through x . . . . . . . . . . . 2/14/08 Table of Contents iii through x . . . . . . . . . . 7/31/08

1−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08 1−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/31/08

4−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08 4−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/31/08

4−2−2 and 4−2−3 . . . . . . . . . . . . . . . . . . . . . . 2/14/08 4−2−2 and 4−2−3 . . . . . . . . . . . . . . . . . . . . . 2/14/08

4−2−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08 4−2−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/31/08

4−3−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08 4−3−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08

4−3−4 and 4−3−5 . . . . . . . . . . . . . . . . . . . . . . 2/14/08 4−3−4 and 4−3−5 . . . . . . . . . . . . . . . . . . . . . 7/31/08

4−4−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08 4−4−5 through 4−4−7 . . . . . . . . . . . . . . . . . . 7/31/08

6−2−1 and 6−2−2 . . . . . . . . . . . . . . . . . . . . . . 2/14/08 6−2−1 and 6−2−2 . . . . . . . . . . . . . . . . . . . . . 7/31/08

6−2−5 and 6−2−6 . . . . . . . . . . . . . . . . . . . . . . 2/14/08 6−2−5 and 6−2−6 . . . . . . . . . . . . . . . . . . . . . 7/31/08

6−3−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08 6−3−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/31/08

6−6−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08 6−3−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08

7−5−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08 7−5−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08

7−5−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08 7−5−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/31/08

10−1−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08 10−1−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/31/08

10−1−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08 10−1−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08

14−1−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08 14−1−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08

14−1−6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08 14−1−6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/31/08

14−1−13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08 14−1−13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08

14−1−14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08 14−1−14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/31/08

PCG−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08 PCG−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/31/08

PCG A−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08 PCG A−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/14/08

PCG A−4 through A−16 . . . . . . . . . . . . . . . . 2/14/08 PCG A−4 through A−16 . . . . . . . . . . . . . . . 7/31/08

Index I−1 and I−2 . . . . . . . . . . . . . . . . . . . . . . 2/14/08 Index I−1 and I−2 . . . . . . . . . . . . . . . . . . . . . 7/31/08

2/14/08 JO 7110.10T

Foreword

Flight Services

JO 7110.10T

Foreword

This order prescribes air traffic control procedures and phraseology for use by personnel providing air traffic control

services. Controllers are required to be familiar with the provisions of this order that pertain to their operational

responsibilities and to exercise their best judgment if they encounter situations not covered by it.

2/14/08 JO 7110.10T

Explanation of Changes E of C−1

Flight Services 

Explanation of Changes

Direct questions through appropriate facility/service center office staff

to the Office of Primary Interest (OPI)

a. 2−3−2. AREA/ROUTE BRIEFING

PROCEDURES and 2−3−3. MONITORING

The requirement for summarizing weather for TIBS

broadcasts will be discontinued. TIBS procedures are

modified to take advantage of automation capabilities, to

modernize out−of−date requirements, and to discourage

the practice of misusing TIBS as a substitute for a standard

weather briefing. Recording accuracy would be assured

by continuous software data sampling on the multiple data

feeds into the FS21 system. If unexpected data (garbled or

missing text, etc.) appear, the National Weather Service

(NWS), the FS21 Data Center Supervisor, the Recording

Correction Specialist (RCS), and the National Operations

Center (NOC) would be alerted. The RCS will perform

manual intervention of the TIBS data stream, through

access to the TIBS creation process. Consultation with

NWS, as necessary, would provide corrected data.

Redundancy (DCA and FTW Data Centers and Richland,

WA, and Madison, AL, NOCs), and failure alarms on the

TIBS servers ensure the availability of the TIBS product.

In addition to continuous data sampling, the recorded

product will be monitored by quality assurance once each

shift, to ensure the clarity and accuracy of the broadcast.

This change cancels and incorporates N JO 7110.466,

Automation of Telephone Information Briefing Service

(TIBS) and Hazardous Inflight Weather Advisory Service

(HIWAS) Broadcasts, effective April 27, 2007.

b. 2−4−3. CONTENT

The requirements for HIWAS are changed to eliminate

mandatory summarization. Also the requirement to

include weather considered significant but not already

contained in a current hazardous weather advisory is

removed. HIWAS will include a verbatim text−to−voice

announcement of all current hazardous weather advisories. When two or more advisories are effective during the

same timeframe, on the same outlet or group of outlets,

the software will precede the text of each advisory with a

summary list of effective advisories, allowing the pilot to

listen to the full advisory text on the broadcast or to

contact Flight Watch or Flight Service, as appropriate, for

an update. Also, the NOTE in subparagraph d to “delete

all reference to Flight Watch when not available. . . .” is

deleted with the addition of the “as appropriate” remark

in the closing statement. This change cancels and

incorporates N JO 7110.466, Automation of Telephone

Information Briefing Service (TIBS) and Hazardous

Inflight Weather Advisory Service (HIWAS) Broadcasts,

effective April 27, 2007.

c. 6−1−2. FLIGHT PLANS

This change expands the use of the DVFR flight plan

procedures developed in the Southwest Region to all

facilities except Alaska. Affected AFSSs will now be the

primary contact for DVFR operations, assigning a DVFR

beacon code, and transmitting all DVFR flight plan

information directly to NORAD. This new subparagraph

adds the instruction to advise a pilot to activate his/her

DVFR flight plan with Flight Service and that a discrete

beacon code will be assigned upon activation. This

change cancels and incorporates N JO 7110.470, Automated Flight Service Station (AFSS) Handling of Defense

Visual Flight Rules (DVFR) Flight Plans, effective

June 24, 2007.

d. 6−2−1. FLIGHT PLAN RECORDING

This change expands the use of the DVFR flight plan

procedures developed in the Southwest Region to all

facilities except Alaska. Affected AFSSs will now be the

primary contact for DVFR operations, assigning a DVFR

beacon code and transmitting all DVFR flight plan

information directly to NORAD. Both Model 1 Full

Capacity (M1FC) and OASIS will require flight plan

entry modifications for the systems to accept the NORAD

address and to transmit the DVFR flight plan correctly.

Flight Services for the 21st Century will perform this

process. This change cancels and incorporates N JO

7110.470, Automated Flight Service Station (AFSS)

Handling of Defense Visual Flight Rules (DVFR),

effective June 24, 2007.
JO 7110.10T 2/14/08

E of C−2 Explanation of Changes

e. 6−6−2. AMIS WITHIN AN ADIZ−DVFR,

6−6−3. FORWARDING DVFR INFORMATION,

and 6−6−5. ADDRESSING DVFR FLIGHT PLAN

MESSAGES

This change expands the use of the DVFR flight plan

procedures developed in the Southwest Region to all

facilities except Alaska. Affected AFSSs will now be the

primary contact for DVFR operations, assigning a DVFR

beacon code and transmitting all DVFR flight plan

information directly to NORAD. This change cancels and

incorporates N JO 7110.470, Automated Flight Service

Station (AFSS) Handling of Defense Visual Flight Rules

(DVFR) Flight Plans, effective June 24, 2007.

f. 7−2−3. INBOUND PRIVATE AIRCRAFT:

ADIZ REQUIREMENTS

This change expands the use of the DVFR flight plan

procedures developed in the Southwest Region to all

facilities except Alaska. Affected AFSSs will now be the

primary contact for DVFR operations, assigning a DVFR

beacon code and transmitting all DVFR flight plan

information directly to NORAD. This section applies to

aircraft inbound to the United States from foreign

departure points. This change cancels and incorporates

N JO 7110.470, Automated Flight Service Station (AFSS)

Handling of Defense Visual Flight Rules (DVFR) Flight

Plans, effective June 24, 2007.

g. 11−1−18. VISUAL APPROACH SLOPE

INDICATORS (VASIs)

This editorial change clarifies Table 11−1−8, VASI

Intensity Setting, Three−Step System.

h. Editorial/format changes were made where

necessary. Revision bars were not used because of the

insignificant nature of these changes.
2/14/08 JO 7110.10T

Table of Contents i

Table of Contents

Chapter 1. Introduction

Section 1. General

Paragraph Page

1−1−1. PURPOSE 1−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

1−1−2. DISTRIBUTION 1−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

1−1−3. CANCELLATION 1−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

1−1−4. EXPLANATION OF CHANGES 1−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

1−1−5. EFFECTIVE DATE 1−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

1−1−6. RECOMMENDATION FOR PROCEDURAL CHANGES 1−1−1 . . . . . . . . . . . . . . . . . . . . . 

1−1−7. SUBSCRIPTION INFORMATION 1−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Section 2. Terms of Reference

1−2−1. WORD MEANINGS 1−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

1−2−2. NOTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−2−1

1−2−3. JO 7110.10 CHANGES 1−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

1−2−4. ABBREVIATIONS 1−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

1−2−5. EXAMPLES 1−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

1−2−6. PHRASEOLOGY 1−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Section 3. Responsibility

1−3−1. PROCEDURAL APPLICATIONS 1−3−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

1−3−2. DUTY PRIORITY 1−3−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

1−3−3. DUTY FAMILIARIZATION AND TRANSFER OF POSITION RESPONSIBILITY 1−3−1

Chapter 2. Broadcast Procedures

Section 1. General

2−1−1. TYPES OF BROADCASTS 2−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

2−1−2. SPEECH RATE 2−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

2−1−3. INTERRUPTION OF BROADCAST 2−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

2−1−4. REDUCING RECORDED WEATHER INFORMATION SERVICES 2−1−1 . . . . . . . . . . . . 

2−1−5. ANNOUNCING MISSING ITEMS 2−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

2−1−6. WEATHER REPORT PHRASEOLOGY 2−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

2−1−7. CURRENT DATA 2−1−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Section 2. Transcribed Weather Broadcasts (TWEB) (Alaska Only)

2−2−1. GENERAL 2−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

2−2−2. CONTENT 2−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

2−2−3. TESTING TWEB EQUIPMENT 2−2−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

2−2−4. SERVICE MAY BE SUSPENDED 2−2−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

2−2−5. MONITORING 2−2−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 
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Section 3. Telephone Information Briefing Service (TIBS) for

Automated Flight Service Stations (AFSS)

Paragraph Page

2−3−1. GENERAL 2−3−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

2−3−2. AREA/ROUTE BRIEFING PROCEDURES 2−3−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

2−3−3. MONITORING 2−3−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Section 4. Hazardous Inflight Weather Advisory Service (HIWAS)

2−4−1. GENERAL 2−4−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

2−4−2. PRIORITY 2−4−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

2−4−3. CONTENT 2−4−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

2−4−4. BROADCAST PROCEDURES 2−4−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

2−4−5. SUSPENSION 2−4−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Chapter 3. Pilot Briefing

Section 1. General

3−1−1. DEFINITION 3−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

3−1−2. PREDUTY REQUIREMENTS 3−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

3−1−3. PREFLIGHT BRIEFING DISPLAY 3−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

3−1−4. WEATHER DISPLAY PRODUCTS 3−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

3−1−5. FORECASTS, WARNINGS, AND ADVISORIES 3−1−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . 

3−1−6. UNAVAILABILITY OF DATA 3−1−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

3−1−7. TYPE OF BRIEFING TO BE CONDUCTED 3−1−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

3−1−8. RECORDING PILOT BRIEFINGS 3−1−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Section 2. Preflight Pilot Briefing

3−2−1. CONDUCT OF STANDARD BRIEFING 3−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

3−2−2. CONDUCT OF ABBREVIATED BRIEFING 3−2−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

3−2−3. CONDUCT OF OUTLOOK BRIEFING 3−2−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Chapter 4. Inflight Services

Section 1. General

4−1−1. INFLIGHT SERVICES 4−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

4−1−2. EN ROUTE FLIGHT ADVISORY SERVICE (EFAS/FLIGHT WATCH) 4−1−1 . . . . . . . . . 

4−1−3. OPERATIONAL PRIORITY 4−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

4−1−4. INFLIGHT WEATHER BRIEFING 4−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

4−1−5. INFLIGHT EQUIPMENT MALFUNCTIONS 4−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Section 2. Data Recording

4−2−1. TYPES OF DATA RECORDED 4−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

4−2−2. METHODS OF RECORDING DATA 4−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

4−2−3. IFR/VFR/DVFR FLIGHT PLAN RECORDING 4−2−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

4−2−4. PILOT WEATHER REPORTS 4−2−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

4−2−5. LOGGING AIRCRAFT CONTACTS 4−2−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

4−2−6. FLIGHT PROGRESS STRIPS (FAA FORMS 7230−21 AND 7233−5) 4−2−4 . . . . . . . . . . . 

4−2−7. FLIGHT PROGRESS STRIPS AND ENTRY DATA 4−2−4 . . . . . . . . . . . . . . . . . . . . . . . . . . 

4−2−8. AIRCRAFT CONTACTS 4−2−6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

4−2−9. CONTROL SYMBOLOGY 4−2−7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 
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Section 3. Radio Communications

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4−3−1. FREQUENCY USE 4−3−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

4−3−2. AUTHORIZED TRANSMISSIONS 4−3−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

4−3−3. RADIO MESSAGE FORMAT 4−3−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

4−3−4. ABBREVIATED TRANSMISSION 4−3−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

4−3−5. ROUTINE RADIO CONTACTS 4−3−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

4−3−6. RADIO COMMUNICATIONS TRANSFER 4−3−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

4−3−7. ATC CLEARANCES, ADVISORIES, OR REQUESTS 4−3−4 . . . . . . . . . . . . . . . . . . . . . . . 

4−3−8. DEPARTURE REPORTS 4−3−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

4−3−9. IFR FLIGHT PROGRESS REPORTS 4−3−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

4−3−10. ARRIVAL/MISSED APPROACH REPORTS 4−3−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

4−3−11. NONDELIVERY OF MESSAGES 4−3−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

4−3−12. BROADCAST (BLIND TRANSMISSION) OF MESSAGES 4−3−5 . . . . . . . . . . . . . . . . . . 

4−3−13. PENETRATION OF CLASS A AIRSPACE OR PROHIBITED/

RESTRICTED AREA 4−3−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Section 4. Airport Advisory Services

4−4−1. GENERAL 4−4−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

4−4−2. LAA/RAIS/RAA ELEMENTS AND PHRASEOLOGY 4−4−2 . . . . . . . . . . . . . . . . . . . . . . . 

4−4−3. CHARTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−4−4

4−4−4. AUTHORIZED FREQUENCIES 4−4−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

4−4−5. REQUEST FOR LAA/RAIS/RAA AT AIRPORTS WHERE THE SERVICES 

ARE UNAVAILABLE 4−4−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

4−4−6. TRAFFIC CONTROL 4−4−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

4−4−7. AIRCRAFT EQUIPMENT CHECKS 4−4−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

4−4−8. AUTOMATIC FLIGHT INFORMATION SERVICE (AFIS) − ALASKA FSSs ONLY 4−4−5

Section 5. Special VFR Operation

4−5−1. AUTHORIZATION 4−5−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

4−5−2. REQUESTS FOR SPECIAL VFR CLEARANCE 4−5−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

4−5−3. VISIBILITY BELOW 1 MILE 4−5−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

4−5−4. PREDESIGNED SPECIAL VFR CLEARANCES 4−5−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Section 6. En Route Flight Advisory Service (EFAS)

4−6−1. GENERAL 4−6−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

4−6−2. POSITION RESPONSIBILITIES 4−6−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

4−6−3. OPERATING PROCEDURES 4−6−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

4−6−4. FREQUENCIES 4−6−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

4−6−5. NWS SUPPORT TO EFAS 4−6−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

4−6−6. PILOT WEATHER REPORTS 4−6−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

4−6−7. GRAPHIC WEATHER DISPLAY 4−6−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

4−6−8. INTERRUPTIONS TO SERVICE 4−6−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

4−6−9. EMERGENCIES 4−6−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

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Chapter 5. Emergency Services

Section 1. General

Paragraph Page

5−1−1. EMERGENCY DETERMINATION 5−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

5−1−2. RESPONSIBILITY 5−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

5−1−3. OBTAINING INFORMATION 5−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

5−1−4. COORDINATION 5−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

5−1−5. PROVIDING ASSISTANCE 5−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

5−1−6. RECORDING INFORMATION 5−1−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

5−1−7. SAFE ALTITUDES FOR ORIENTATIONS 5−1−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Section 2. Operations

5−2−1. INFORMATION REQUIREMENTS 5−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

5−2−2. FREQUENCY CHANGES 5−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

5−2−3. AIRCRAFT ORIENTATION 5−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

5−2−4. ALTITUDE CHANGE FOR IMPROVED RECEPTION 5−2−1 . . . . . . . . . . . . . . . . . . . . . . . 

5−2−5. ALERTING CONTROL FACILITY 5−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

5−2−6. VFR AIRCRAFT IN WEATHER DIFFICULTY 5−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

5−2−7. AIRCRAFT POSITION PLOTS 5−2−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

5−2−8. EMERGENCY LOCATOR TRANSMITTER (ELT) SIGNALS 5−2−2 . . . . . . . . . . . . . . . . . 

5−2−9. EXPLOSIVE CARGO 5−2−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

5−2−10. EXPLOSIVE DETECTION DOG HANDLER TEAMS 5−2−2 . . . . . . . . . . . . . . . . . . . . . . 

5−2−11. INFLIGHT EQUIPMENT MALFUNCTIONS 5−2−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

5−2−12. NAVY FLEET SUPPORT MISSIONS 5−2−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

5−2−13. COUNTRIES IN THE SPECIAL INTEREST FLIGHT PROGRAM 5−2−3 . . . . . . . . . . . . 

5−2−14. MINIMUM FUEL 5−2−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

5−2−15. AIRCRAFT BOMB THREATS 5−2−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

5−2−16. SECURITY CONTROL OF AIR TRAFFIC AND NAVIGATION AIDS 

(SCATANA) 5−2−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Section 3. Direction Finder (DF) Service

5−3−1. ACTIONS REQUIRED 5−3−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

5−3−2. VFR DF SERVICE 5−3−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

5−3−3. DF FIXING BY NET 5−3−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

5−3−4. DF FIXING BY ONE FACILITY 5−3−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

5−3−5. EMERGENCY DF APPROACH PROCEDURE 5−3−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Section 4. ADF/VOR Orientation

5−4−1. ACTIONS REQUIRED 5−4−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

5−4−2. ADF ORIENTATION/ADF CROSSFIX 5−4−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

5−4−3. VOR ORIENTATION/VOR CROSSFIX 5−4−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

5−4−4. GUIDANCE TO AIRPORT 5−4−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Chapter 6. Flight Data

Section 1. General

Paragraph Page

6−1−1. COMMUNICATIONS SERVICE 6−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

6−1−2. FLIGHT PLANS 6−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

6−1−3. FLIGHT PLAN DATA 6−1−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

6−1−4. PART−TIME FSS CLOSURE ACTION 6−1−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

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Section 2. Flight Plan Proposals

Paragraph Page

6−2−1. FLIGHT PLAN RECORDING 6−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

6−2−2. OUTBOUNDS DEPARTING FROM OUTSIDE FLIGHT PLAN AREA 6−2−4 . . . . . . . . . . 

6−2−3. FLIGHT PLANS WITH AREA NAVIGATION (RNAV) ROUTES IN DOMESTIC

U.S. AIRSPACE 6−2−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

6−2−4. ENTRY OF MILITARY IFR MULTI−LEG STOPOVER FLIGHT PLAN 6−2−5 . . . . . . . . . 

6−2−5. ENTRY OF MILITARY VFR STOPOVER FLIGHT PLAN 6−2−6 . . . . . . . . . . . . . . . . . . . . 

Section 3. IFR Flight Plan Handling

6−3−1. DOMESTIC IFR FLIGHT PLANS 6−3−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

6−3−2. NOTIFYING ARTCC 6−3−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

6−3−3. IFR FLIGHT PLAN CONTROL MESSAGES 6−3−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

6−3−4. COORDINATE RNAV ROUTES 6−3−8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Section 4. Flight Plan Handling

6−4−1. FLIGHT PLAN ACTIVATION 6−4−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

6−4−2. DEPARTURE REPORT MESSAGE 6−4−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

6−4−3. ACKNOWLEDGING NUMBERED MESSAGES 6−4−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . 

6−4−4. FLIGHT NOTIFICATION MESSAGE 6−4−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

6−4−5. SUSPENDING FLIGHT NOTIFICATION MESSAGES 6−4−4 . . . . . . . . . . . . . . . . . . . . . . . 

6−4−6. ACKNOWLEDGING FLIGHT NOTIFICATION MESSAGES 6−4−5 . . . . . . . . . . . . . . . . . 

6−4−7. ACTION BY ADDRESSEES 6−4−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

6−4−8. MAJOR FLIGHT PLAN CHANGES FROM EN ROUTE AIRCRAFT 6−4−6 . . . . . . . . . . . 

6−4−9. CHANGE IN ETA 6−4−7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

6−4−10. FLIGHT PLAN CLOSURE 6−4−7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

6−4−11. MILITARY FLIGHTS TO/FROM U.S. 6−4−8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Section 5. Military Operations

6−5−1. MILITARY TRAINING ACTIVITY 6−5−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

6−5−2. AERIAL REFUELING TRACKS 6−5−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

6−5−3. SPECIAL MILITARY FLIGHTS 6−5−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

6−5−4. MILITARY FOREIGN FLIGHTS 6−5−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

6−5−5. USAF/USN UNDERGRADUATE PILOTS 6−5−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

6−5−6. MESSAGE HANDLING 6−5−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Section 6. IFR/DVFR ADIZ Flight Plans

6−6−1. AIRCRAFT MOVEMENT INFORMATION SERVICES (AMIS) WITHIN 

AN ADIZ−IFR 6−6−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

6−6−2. AMIS WITHIN AN ADIZ−DVFR 6−6−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

6−6−3. FORWARDING DVFR INFORMATION 6−6−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

6−6−4. STOPOVER DVFR FLIGHT PLANS 6−6−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

6−6−5. ADDRESSING DVFR FLIGHT PLAN MESSAGES 6−6−2 . . . . . . . . . . . . . . . . . . . . . . . . . 

Section 7. Law Enforcement Messages

6−7−1. LAW ENFORCEMENT ALERT MESSAGES (LEAM) 6−7−1 . . . . . . . . . . . . . . . . . . . . . . . 

6−7−2. INITIATING LEAMS 6−7−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

6−7−3. FSDPS RESPONSIBILITIES 6−7−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Section 8. Nonemergency Parachute Jumping

6−8−1. COORDINATION 6−8−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

6−8−2. PREJUMP RADIO COMMUNICATIONS 6−8−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

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Chapter 7. International Operations

Section 1. Messages and Formats

Paragraph Page

7−1−1. GENERAL 7−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

7−1−2. AIR TRAFFIC SERVICE (ATS) MESSAGES 7−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

7−1−3. CATEGORIES OF MESSAGES 7−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

7−1−4. SERVICE MESSAGES 7−1−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

7−1−5. TRANSMISSION VIA NADIN 7−1−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

7−1−6. TRANSMISSION OF ATS MESSAGES 7−1−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

7−1−7. ORIGINATING MESSAGES 7−1−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

7−1−8. ADDRESSING MESSAGES 7−1−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

7−1−9. FLIGHT PLAN FORMS AND INSTRUCTIONS 7−1−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

7−1−10. ICAO ATS MESSAGE FORMAT 7−1−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

7−1−11. FLIGHT PLAN CHANGES AND CANCELLATIONS 7−1−5 . . . . . . . . . . . . . . . . . . . . . . . 

7−1−12. AIR MOBILE SERVICE (AMS) 7−1−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

7−1−13. AIREPS (POSITION REPORTS) 7−1−6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

7−1−14. AIREP SPECIALS (ARS) 7−1−9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

7−1−15. ARTCC RELAY OF VFR MESSAGES 7−1−9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Section 2. Customs Notification and ADIZ Requirements

7−2−1. FLIGHT PLAN/CUSTOMS REQUIREMENTS 7−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

7−2−2. INBOUND PRIVATE AIRCRAFT: CUSTOMS REQUIREMENTS 7−2−1 . . . . . . . . . . . . . . 

7−2−3. INBOUND PRIVATE AIRCRAFT: ADIZ REQUIREMENTS 7−2−2 . . . . . . . . . . . . . . . . . . 

Section 3. Alerting Service

7−3−1. GENERAL 7−3−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

7−3−2. ALERTING PHASES 7−3−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

7−3−3. ALERTING MESSAGE CONTENTS 7−3−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Section 4. Canadian Movement and Control Messages (Transborder

Flights Only)

7−4−1. GENERAL 7−4−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

7−4−2. INBOUNDS FROM CANADA 7−4−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

7−4−3. OUTBOUNDS TO CANADA 7−4−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

7−4−4. OUTBOUNDS TO CANADA DEPARTING FROM OUTSIDE FLIGHT PLAN 

AREA 7−4−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

7−4−5. IFR FLIGHT PLANS DEPARTING CANADIAN AIRPORTS 7−4−3 . . . . . . . . . . . . . . . . . . 

7−4−6. SEARCH AND RESCUE MESSAGES 7−4−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Section 5. Mexican Movement and Control Messages (Transborder

Flights Only)

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7−5−1. GENERAL 7−5−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

7−5−2. INBOUNDS FROM MEXICO 7−5−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

7−5−3. OUTBOUNDS TO MEXICO 7−5−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

7−5−4. MEXICAN REGIONAL FLIGHT DISPATCH OFFICE TELEPHONE NUMBERS 7−5−2 . 

Chapter 8. Search and Rescue (SAR) Procedures for VFR

Aircraft

Section 1. General

8−1−1. RESPONSIBILITY FOR SAR ACTION 8−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

8−1−2. OVERDUE AIRCRAFT ON FLIGHT PLAN 8−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

8−1−3. OVERDUE AIRCRAFT NOT ON FLIGHT PLAN 8−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . 

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Section 2. Overdue Aircraft Action

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8−2−1. INITIAL ACTION/QALQ 8−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

8−2−2. ACTION BY DEPARTURE STATION ON RECEIPT OF QALQ 8−2−1 . . . . . . . . . . . . . . . 

8−2−3. CANCELLATION OF THE QALQ 8−2−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Section 3. Information Requests (INREQs)

8−3−1. INREQ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−3−1

8−3−2. ACTION UPON RECEIPT OF INREQ 8−3−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

8−3−3. CANCELLATION OF INREQ 8−3−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Section 4. Alert Notices (ALNOTs)

8−4−1. ALNOT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−4−1

8−4−2. ACTION UPON RECEIPT OF ALNOT 8−4−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

8−4−3. REPORTING ALNOT STATUS TO RCC 8−4−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

8−4−4. CANCELLATION OF ALNOT 8−4−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Section 5. Other SAR Actions

8−5−1. CONTACT WITH AIRCRAFT CROSSING HAZARDOUS AREA 8−5−1 . . . . . . . . . . . . . 

8−5−2. CANADIAN TRANSBORDER 8−5−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Chapter 9. FAA Weather Services

Section 1. General

9−1−1. PURPOSE 9−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

9−1−2. SCHEDULED TRANSMISSION TIMES 9−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

9−1−3. DISTRIBUTION 9−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Section 2. Pilot Weather Report (UA/UUA)

9−2−1. GENERAL 9−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

9−2−2. PREPARATION FOR TRANSMISSION 9−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

9−2−3. RESPONSIBILITY 9−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

9−2−4. PIREP DISPLAY 9−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

9−2−5. SOLICITING PIREPS 9−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

9−2−6. RECORDING OF PIREP DATA 9−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

9−2−7. DATA TO BE INCLUDED IN PIREPS 9−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

9−2−8. REPORTING TURBULENCE IN PIREPS 9−2−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

9−2−9. REPORTING ICING CONDITIONS IN PIREPS 9−2−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

9−2−10. MEANS USED TO SOLICIT PIREPS 9−2−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

9−2−11. PIREP CLASSIFICATION 9−2−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

9−2−12. PIREP HANDLING 9−2−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

9−2−13. OFFSHORE COASTAL ROUTES 9−2−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

9−2−14. PIREP PREPARATION 9−2−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

9−2−15. PIREP FORMAT 9−2−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

9−2−16. PIREP ENCODING 9−2−7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

9−2−17. PIREP ORDER 9−2−7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Section 3. Radar Weather Report (SD/ROB)

9−3−1. GENERAL 9−3−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

9−3−2. SCHEDULE 9−3−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

9−3−3. DISTRIBUTION 9−3−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

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Section 4. Winds and Temperature Aloft Forecast (FD)

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9−4−1. GENERAL 9−4−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

9−4−2. LEVELS FORECAST 9−4−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

9−4−3. SCHEDULES 9−4−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

9−4−4. DISTRIBUTION 9−4−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Section 5. Aviation Terminal Forecast (TAF)

9−5−1. GENERAL 9−5−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

9−5−2. TERMINAL FORECAST SCHEDULES 9−5−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

9−5−3. DISTRIBUTION 9−5−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Section 6. Aviation Area Forecast (FA)

9−6−1. GENERAL 9−6−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

9−6−2. AVIATION AREA FORECAST (FA) SCHEDULE 9−6−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . 

9−6−3. DISTRIBUTION 9−6−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Section 7. Severe Weather Forecasts

9−7−1. GENERAL 9−7−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

9−7−2. DISTRIBUTION 9−7−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

9−7−3. SEVERE WEATHER OUTLOOK NARRATIVE (AC) 9−7−1 . . . . . . . . . . . . . . . . . . . . . . . . 

Section 8. Flight Advisories (SIGMET/WS−AIRMET/WA−Convective

SIGMET/WST)

9−8−1. GENERAL 9−8−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

9−8−2. DISTRIBUTION 9−8−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Section 9. Transcribed Weather Broadcast (TWEB)

9−9−1. GENERAL 9−9−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

9−9−2. CROSS−COUNTRY ROUTES 9−9−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Section 10. Meteorological Impact Statement (MIS)

9−10−1. GENERAL 9−10−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

9−10−2. CRITERIA 9−10−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

9−10−3. DISTRIBUTION 9−10−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Section 11. Center Weather Advisory (CWA)

9−11−1. GENERAL 9−11−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

9−11−2. CRITERIA 9−11−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

9−11−3. DISTRIBUTION 9−11−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

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Chapter 10. Data Communication Systems

Section 1. General

10−1−1. TYPES OF DATA ACCEPTABLE ON FAA DATA COMMUNICATIONS 

SYSTEMS 10−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

10−1−2. PRIORITY MESSAGES 10−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

10−1−3. GENERAL NOTICES 10−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

10−1−4. GROUP CODES 10−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

10−1−5. MESSAGE FORMATS 10−1−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

10−1−6. WMSCR NEGATIVE RESPONSE MESSAGES 10−1−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Chapter 11. Airport Lighting and Visibility Aids

Section 1. General

11−1−1. AIRPORT LIGHTING 11−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

11−1−2. OBSTRUCTION LIGHTS 11−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

11−1−3. ROTATING BEACON 11−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

11−1−4. APPROACH LIGHTS 11−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

11−1−5. ALS INTENSITY SETTINGS 11−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

11−1−6. SEQUENCED FLASHING LIGHTS 11−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

11−1−7. RUNWAY EDGE LIGHTS 11−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

11−1−8. CHANGING LIGHTED RUNWAYS 11−1−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

11−1−9. SIMULTANEOUS APPROACH AND RUNWAY EDGE LIGHT OPERATION 11−1−2 . . . 

11−1−10. MALSR ODALS 11−1−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

11−1−11. HIRL ASSOCIATED WITH MALSR 11−1−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

11−1−12. MEDIUM INTENSITY RUNWAY LIGHTS 11−1−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

11−1−13. HIGH INTENSITY RUNWAY, RUNWAY CENTERLINE, AND TOUCHDOWN 

ZONE LIGHTS 11−1−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

11−1−14. HIRL CHANGES AFFECTING RVR 11−1−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

11−1−15. HIGH SPEED TURNOFF LIGHTS 11−1−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

11−1−16. RUNWAY END IDENTIFIER LIGHTS 11−1−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

11−1−17. TAXIWAY LIGHTS 11−1−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

11−1−18. VISUAL APPROACH SLOPE INDICATORS (VASIS) 11−1−3 . . . . . . . . . . . . . . . . . . . . . 

11−1−19. VISIBILITY AIDS − GENERAL 11−1−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

11−1−20. RVR/RVV 11−1−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

11−1−21. OPERATION OF LANDING DIRECTION INDICATOR 11−1−4 . . . . . . . . . . . . . . . . . . . . 

Chapter 12. Interphone Communications

Section 1. General

Paragraph Page

12−1−1. PURPOSE 12−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

12−1−2. INTERPHONE TRANSMISSION PRIORITIES 12−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

12−1−3. PRIORITY INTERRUPTION 12−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

12−1−4. MESSAGE INITIATION 12−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

12−1−5. MESSAGE TERMINATION 12−1−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

7/31/08 JO 7110.10T CHG 1
JO 7110.10T 2/14/08

x Table of Contents

Chapter 13. NAVAID Monitoring

Section 1. General

13−1−1. PURPOSE 13−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

13−1−2. DUTIES 13−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

13−1−3. MALFUNCTIONS 13−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

13−1−4. AIRCRAFT REPORTED MALFUNCTIONS 13−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

13−1−5. ADJUSTMENTS TO NAVAIDS 13−1−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

13−1−6. NAVAID FLIGHT CHECK 13−1−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

13−1−7. MONITORING OF NAVAIDS BY TECHNICAL OPERATIONS SERVICES 

PERSONNEL 13−1−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Chapter 14. Phraseology

Section 1. General

14−1−1. PURPOSE 14−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

14−1−2. PHRASEOLOGY 14−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

14−1−3. WORDS AND PHRASES 14−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

14−1−4. ANNOUNCING MISSING ITEMS 14−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

14−1−5. ICAO PHONETICS 14−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

14−1−6. RELAY OF ATC COMMUNICATIONS 14−1−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

14−1−7. EXPEDITIOUS COMPLIANCE 14−1−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

14−1−8. WEATHER PHRASEOLOGY 14−1−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

14−1−9. WEATHER REMARKS 14−1−6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

14−1−10. WEATHER ADVISORIES 14−1−8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

14−1−11. RADAR 14−1−9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

14−1−12. WINDS AND TEMPERATURES ALOFT FORECAST (FD) 14−1−10 . . . . . . . . . . . . . . . . . 

14−1−13. NUMBER USAGE 14−1−11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

14−1−14. FACILITY IDENTIFICATION 14−1−13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

14−1−15. AIRCRAFT IDENTIFICATION 14−1−13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

14−1−16. AIRCRAFT TYPES 14−1−16 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

14−1−17. AIRCRAFT EQUIPMENT CODES 14−1−17 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

14−1−18. AIRWAYS AND ROUTES 14−1−17 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

14−1−19. NAVAID TERMS 14−1−17 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

14−1−20. NAVAID FIXES 14−1−18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

14−1−21. RUNWAY CONDITIONS 14−1−18 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

Appendices

Paragraph Page

APPENDIX A. ICAO FLIGHT PLANS Appendix A−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

APPENDIX B. Q SIGNALS Appendix B−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

PILOT/CONTROLLER GLOSSARY PCG−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

INDEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I−1

7JO 7110.10T CHG 1 110.65R CHG 2 7/31/0 31578
2/14/08 JO 7110.10T

General 1−1−1

Chapter 1. Introduction

Section 1. General

1−1−1. PURPOSE

This order prescribes procedures and phraseology for

use by air traffic personnel providing flight services.

Flight service specialists are required to be familiar

with the provisions of this order that pertain to their

operational responsibilities and to exercise their best

judgment if they encounter situations that are not

covered.

1−1−2. DISTRIBUTION

This order is distributed to selected offices in

Washington headquarters, regional offices, service

area offices, the William J. Hughes Technical Center,

the Mike Monroney Aeronautical Center, all air

traffic field facilities, international aviation field

offices, and interested aviation public.

1−1−3. CANCELLATION

FAA Order 7110.10S, Flight Services, dated

February 16, 2006, and all changes to it are canceled.

1−1−4. EXPLANATION OF CHANGES

Changes incorporated into this basic order as well as

changes submitted in the future are found in the

explanation of changes page(s). It is advisable to

retain these page(s) throughout the duration of the

basic order. If further information is desired, direct

questions through the appropriate facility/service

area office staff to Flight Services Safety and

Operations Support, Operational Procedures.

1−1−5. EFFECTIVE DATE

a. This order is effective February 14, 2008.

b. This order and its changes are scheduled to be

published to coincide with AIRAC dates. The

effective dates will be:

Publication Schedule

Basic

or

Change

Cutoff Date

for Submission

Effective Date

of Publication

JO 7110.10T 8/30/07 2/14/08

Change 1 2/14/08 7/31/08

Change 2 7/31/08 3/12/09

Change 3 3/12/09 8/27/09

JO 7110.10U 8/27/09 2/11/10

c. Facilities shall notify service area office

distribution officers if orders or changes are not

received at least 30 days prior to effective dates.

1−1−6. RECOMMENDATION FOR

PROCEDURAL CHANGES

a. Submit recommended changes directly to the

facility management.

b. Procedural changes will not be made to this

order until software for Model 1 Full Capacity

(M1FC), AISR and the Operational and Supportability Implementation System (OASIS) has been

adapted to accomplish the revised procedures.

1−1−7. SUBSCRIPTION INFORMATION

This publication may be purchased from the U.S.

Government Printing Office. Address subscription

inquiries to:

Superintendent of Documents

U.S. Government Printing Office

P.O. Box 979050

Online: http://bookstore.gpo.gov

FAA air traffic publications are also available on the

FAA’s web site at:

http://www.faa.gov/airports_airtraffic/air_traffic/

publications/

3/12/09 JO 7110.10T CHG 2

2/14/08 JO 7110.10T

Terms of Reference 1−2−1

Section 2. Terms of Reference

1−2−1. WORD MEANINGS

As used in this manual, the words listed below have

the following meanings:

a. “Shall” or an action verb in the imperative sense

means a procedure is mandatory.

b. “Should” means a procedure is recommended.

c. “May” or “need not” means a procedure is

optional.

d. “Will” means futurity, not a requirement for

application of a procedure.

e. Singular words include the plural.

f. Plural words include the singular.

g. “Aircraft” means the airframe, crew members,

or both.

h. “Altitude” means indicated altitude mean sea

level (MSL), flight level (FL), or both.

i. “Miles” means nautical miles unless otherwise

specified and means statute miles in conjunction with

visibility.

j. “Time,” when used for ATC operational

activities, is the hour and the minute/s in Coordinated

Universal Time (UTC). Change to the next minute is

made at the minute plus 30 seconds, except time

checks are given to the nearest quarter minute. The

word “local” or the time zone equivalent shall be

stated when local time is given during radio and

telephone communications. The term “ZULU” may

be used to denote UTC.

1−2−2. NOTES

Statements of fact or of an explanatory nature and

relating to the use of directive material have been

identified and worded as “Notes.”

1−2−3. JO 7110.10 CHANGES

a. Each reprinted, revised, or additional page will

show the change number and the effective date of the

change.

b. Bold lines in the margin of the text will mark the

location of all changes except editorial corrections.

1−2−4. ABBREVIATIONS

Abbreviations authorized for use in the application of

the procedures in this order are those contained in

FAAO JO 7340.2, Contractions.

NOTE−

In this order, the abbreviation M1 identifies Model 1 Full

Capacity procedures, AISR identifies AISR procedures,

and OASIS identifies Operational and Supportability

Implementation System procedures. Additional abbreviations associated with OASIS are:

WINGS − Weather Information and Navigational

Graphics System, and

WIND − Weather Information Network Display.

1−2−5. EXAMPLES

Any illustration used which serves to explain subject

material is identified as an “Example.”

1−2−6. PHRASEOLOGY

Phraseology depicted in this order is mandatory.

NOTE−

Exceptions to this para are referenced in para 5−1−1, and

para 14−1−2 Note.

7/31/08 JO 7110.10T CHG 1

2/14/08 JO 7110.10T

Responsibility 1−3−1

Section 3. Responsibility

1−3−1. PROCEDURAL APPLICATIONS

Apply the procedures in this order, except when other

procedures are contained in a letter of agreement

(LOA) or other appropriate FAA documents,

provided they only supplement this order and any

standards they specify are not less than those in this

order.

NOTE−

1. Pilots are required to abide by applicable provisions of

14 CFR or any other pertinent regulations regardless of

the application of any procedure in this order.

2. FAAO JO 7210.3, Facility Operation and Administration, contains administrative instructions pertaining to

these letters and documents.

1−3−2. DUTY PRIORITY

Because there are many variables involved, it is

impossible to provide a standard list of duty priorities

that apply to every situation. Each set of

circumstances must be evaluated on its own merit,

and when more than one action is required, personnel

shall exercise their best judgment based on the facts

and circumstances known to them. Action which

appears most critical from a safety standpoint should

be performed first.

a. The following order of duty priorities is offered

as a guideline.

1. Emergency Situations.

2. Inflight Services.

3. Preflight Services.

b. Emergency situations are those where life or

property is in immediate danger. Inflight services are

those provided to or affecting aircraft in flight or

otherwise operating on the airport surface. This

includes services to airborne aircraft, such as

NAVAID monitoring and restoration, LAA, delivery

of ATC clearances, advisories or requests, issuance of

military flight advisory messages, EFAS, NOTAM,

SAR communications searches, flight plan handling,

transcribed or live broadcasts, weather observations,

PIREPs, and pilot briefings. Preflight services are

those which directly affect aircraft operations but

which are provided prior to actual departure and

usually by telephone. These include pilot briefings,

recorded data, flight plan filing/processing, and

aircraft operational reservations.

1−3−3. DUTY FAMILIARIZATION AND

TRANSFER OF POSITION

RESPONSIBILITY

The transfer of position responsibility shall be

accomplished in accordance with appropriate facility

directives each time the operational responsibility for

a position is transferred from one specialist to

another. The relieving specialist and the specialist

being relieved shall share equal responsibility for the

completeness and accuracy of the position relief

briefing.

a. Purpose. This para prescribes the method and

the step−by−step process for conducting a position

relief briefing and transferring position responsibility

from one specialist to another.

b. Discussion.

1. In all operational facilities, the increase in

traffic density and the need for the expeditious

movement of air traffic without compromising safety

have emphasized the importance of the position relief

process. Major problems occur whenever there is a

heavy reliance upon memory unsupported by

routines or systematic reminders. This procedure

addresses the complete task of transferring position

responsibility and the associated relief briefing.

2. Position relief unavoidably provides added

workload for specialists at the time of relief. The

intent of this procedure is to make the transfer of

position responsibility take place smoothly and to

ensure a complete transfer of information with a

minimum amount of workload. The method takes

advantage of a self−briefing concept in which the

relieving specialist obtains needed status information

by reading from the Status Information Areas to

begin the relief process. Up−to−the−minute information relating to the provision of flight services to

pilots and aircraft in flight requires verbal exchanges

between specialists during the relief process. The

method also specifies the point when the transfer of

position responsibility occurs.

3. In the final part of the relief process, the

specialist being relieved monitors and reviews the
JO 7110.10T 2/14/08

1−3−2 Responsibility

position to ensure that nothing has been overlooked

or incorrectly displayed and that the transfer of

position responsibility occurred with a complete

briefing.

c. Terms. The following terms are important for a

complete understanding of this procedure:

1. Status Information Areas. Manual or automated displays of the current status of position−related equipment and operational conditions or

procedures.

2. Written Notes. Manually recorded items of

information kept at designated locations on the

positions of operation are elements of Status

Information Areas.

3. Checklist. An ordered listing of items to be

covered in a position relief.

d. Precautions.

1. Specialists involved in the position relief

process should not rush or be influenced to rush.

2. During position operation, each item of status

information which is or may be an operational factor

for the relieving specialist should be recorded as soon

as it is operationally feasible so that it will not be

forgotten or incorrectly recorded.

3. Extra care should be taken when more than

one specialist relieves or is being relieved from a

position at the same time; e.g., combining or

decombining positions.

e. Responsibilities. The specialist being relieved

shall be responsible for ensuring that any pertinent

status information of which he/she is aware is relayed

to the relieving specialist and is either:

1. Accurately displayed in the Status Information Areas for which he/she has responsibility, or

2. Relayed to the position having responsibility

for accurately displaying the status information. Prior

to accepting responsibility for a position, the

relieving specialist shall be responsible for ensuring

that any unresolved questions pertaining to the

operation of the position are resolved. The specialists

engaged in a position relief shall conduct the relief

process at the position being relieved, unless other

procedures have been established and authorized by

the facility air traffic manager.

f. Step−By−Step Process of Position Relief.

1. Preview of the Position

RELIEVING SPECIALIST

(a) Follow the checklist and review the Status

Information Areas.

NOTE−

This substep may be replaced by an authorized preduty

briefing provided an equivalent review of checklist items

is accomplished.

(b) Observe position equipment, operational

situation, and the work environment.

(c) Listen to voice communications and

observe other operational actions.

(d) Observe current and pending aircraft and

vehicular traffic and correlate with flight and other

movement information.

(e) Indicate to the specialist being relieved

that the position has been previewed and that the

verbal briefing may begin.

NOTE−

Substeps (b), (c), and (d) may be conducted concurrently

or in order.

2. Verbal Briefing

SPECIALIST BEING RELIEVED

(a) Review with the relieving specialist, the

checklist, Status Information Areas, written notes,

and other prescribed sources of information, and

advise of known omissions, updates, and inaccuracies. Also brief the relieving specialist on the

abnormal status of items not listed on the Status

Information Areas, as well as on any items of special

operational interest calling for verbal explanation or

additional discussion.

(b) Brief on traffic, if applicable.

(c) Completely answer any questions asked.

(d) Observe overall position operation. If

assistance is needed, provide or summon it as

appropriate.

(e) Sign off the position in accordance with

existing directives or otherwise indicate that the relief

process is complete.

REFERENCE−

FAAO JO 7210.3, Para 2−2−3, Duty Familiarization and the Transfer of

Position Responsibility.

RELIEVING SPECIALIST

(f) Ask questions necessary to ensure a

complete understanding of the operations situation.
2/14/08 JO 7110.10T

Responsibility 1−3−3

(g) Make a statement or otherwise indicate to

the specialist being relieved that position responsibility has been assumed.

(h) Sign on the position unless a facility

directive authorizes substep (g) above.

(i) Check, verify, and update the information

obtained in steps 1 and 2.

g. Check position equipment in accordance with

existing directives.

2/14/08 JO 7110.10T

General 2−1−1

Chapter 2. Broadcast Procedures

Section 1. General

2−1−1. TYPES OF BROADCASTS

Weather and flight information shall be broadcast/

recorded by one or more of the following categories:

a. Transcribed Weather Broadcast (TWEB).

(Alaska only.)

b. Telephone Information Briefing Service

(TIBS).

c. Hazardous Inflight Weather Advisory Service

(HIWAS).

d. Meteorological Information for Aircraft in

Flight (VOLMET ICAO).

2−1−2. SPEECH RATE

Data shall be spoken at a rate of 100 to 120

words−per−minute.

2−1−3. INTERRUPTION OF BROADCAST

Interrupt broadcast only when you believe that a pilot

requires immediate attention; e.g., to issue an airport

advisory. When a pilot calls during a broadcast:

a. Broadcast for a short interval on the frequency

to which the pilot is listening simultaneously with the

broadcast frequencies, and complete the aircraft

contact immediately after the broadcast.

b. If the pilot repeats the call, interrupt the

broadcast and answer the call.

2−1−4. REDUCING RECORDED WEATHER

INFORMATION SERVICES

Recorded weather information services (TWEB and

TIBS) may be reduced during the hours of

1800−0600 local time only. Resumption of full

broadcast service should be adjusted seasonally to

coincide with daylight hours. During the period of

reduced broadcast, record a statement indicating

when the broadcast will be resumed and to contact

Flight Service for weather briefing and other

services.

PHRASEOLOGY−

THE TIBS RECORDING IS SUSPENDED. REGULAR

RECORDED WEATHER SERVICE WILL BE RESUMED

AT (time) ZULU/ (time) LOCAL. FOR PILOT WEATHER

BRIEFING AND OTHER SERVICES CONTACT A

FLIGHT SERVICE FACILITY (phone number or

additional telephone instructions, as appropriate).

PHRASEOLOGY−

THE TWEB RECORDING IS SUSPENDED. REGULAR

RECORDED WEATHER SERVICE WILL BE RESUMED

AT (time) ZULU/ (time) LOCAL. FOR PILOT WEATHER

BRIEFING AND OTHER SERVICES CONTACT A

FLIGHT SERVICE FACILITY (frequency or phone

number, as appropriate).

2−1−5. ANNOUNCING MISSING ITEMS

With the exception of RVR, announce the word

“MISSING” when any items or components of a

weather report are not reported, or in place of

unreadable or obviously incorrect items or portions

of weather reports. If the complete report is not

available for broadcast, state the location and the

word “MISSING.” When appropriate, instead of

speaking the name of several locations with missing

reports, announce: “OTHER SCHEDULED

REPORTS MISSING.”

NOTE−

On occasion, a parameter from an automated observation

may be reported as missing in the body of the report but

is available as a manually reported parameter in the

remarks section. When the report is spoken, include the

manually reported element in its proper sequence within

the report.

2−1−6. WEATHER REPORT

PHRASEOLOGY

Use the following phraseology and procedures for

radio−telephone communications and broadcast of

surface weather observations:

a. Location.

1. Announce the geographic name (not the

identifier) once for broadcasts.

2. When the location name is duplicated within

500 miles, follow the location name with the state

name.
JO 7110.10T 2/14/08

2−1−2 General

EXAMPLE−

“Wilmington, North Carolina.”

“Wilmington, Delaware.”

3. When weather reports originate at more than

one airport at the same geographical location,

identify the airport.

EXAMPLE−

“Chicago Midway.”

“Chicago O’Hare.”

4. Where it is considered necessary and is

requested by the military base commander, broadcast

military observations by stating the location, the

name of the airport if different, and the controlling

military branch.

EXAMPLE−

“Fort Riley, Marshall Army Air Field.”

“Andrews Air Force Base.”

“Norfolk Naval Air Station.”

b. Automated Observation. If AUTO appears after

the date/time element, follow the location announcement with the phrase “AUTOMATED.”

PHRASEOLOGY−

(Location) AUTOMATED.

c. Special Reports. If a special report is available

at the time of the broadcast, follow the location with

the words “SPECIAL REPORT, (last two digits of

the time) OBSERVATION.”

d. Wind Direction and Speed. Announce wind

direction and speed by stating the word WIND

followed by the separate digits of the wind direction

to the nearest 10 degrees and the separate digits of the

speed. A “G” between two wind speed values is

announced as GUSTS. Broadcast local wind as it

appears in the report. Announce the variability of

wind at the end of the wind group. (See TBL 2−1−1.)

TBL 2−1−1

Wind Direction and Speed

Wind Phraseology

VRB04KT WIND VARIABLE AT FOUR.

00000KT WIND CALM.

26012KT WIND TWO SIX ZERO AT ONE

TWO.

29012KT

260V320

WIND TWO NINER ZERO AT

ONE TWO WIND VARIABLE

BETWEEN TWO SIX ZERO

AND THREE TWO ZERO.

30008KT WIND THREE ZERO ZERO AT

EIGHT.

36012G20KT WIND THREE SIX ZERO AT

ONE TWO GUSTS TWO ZERO.

e. Visibility. Announce visibility as follows:

(See TBL 2−1−2.)

TBL 2−1−2

Visibility

Contraction Phraseology

M1/4SM VISIBILITY LESS THAN ONE

QUARTER.

0SM VISIBILITY ZERO.

1/16SM VISIBILITY ONE SIXTEENTH.

1/8SM VISIBILITY ONE EIGHTH.

3/4SM VISIBILITY THREE QUARTERS.

11/2SM VISIBILITY ONE AND ONE−HALF.

8SM VISIBILITY EIGHT.

25SM VISIBILITY TWO FIVE.

NOTE−

When visibility is less than 3 miles and variable, the

variable limits will be reported in the remarks.

f. RVR. When RVR is reported, announce in

accordance with TBL 2−1−3. Omit RVR when it is

not reported. Do not announce as missing.
2/14/08 JO 7110.10T

General 2−1−3

TBL 2−1−3

RVR

Contraction Phraseology

R16/M0600FT RUNWAY ONE SIX VISUAL

RANGE LESS THAN SIX

HUNDRED.

R17L/2400V

3000FT

RUNWAY ONE SEVEN LEFT

VISUAL RANGE VARIABLE

BETWEEN TWO THOUSAND

FOUR HUNDRED AND THREE

THOUSAND.

R28L/3500FT RUNWAY TWO EIGHT LEFT

VISUAL RANGE THREE

THOUSAND FIVE HUNDRED.

R35R/P6000FT RUNWAY THREE FIVE RIGHT

VISUAL RANGE MORE THAN

SIX THOUSAND.

Note: “R−V−R” may be spoken in lieu of “visual

range.”

g. Weather Elements. TBL 2−1−4 depicts sample

phraseology for weather element contractions.

Intensity refers to precipitation, not descriptors.

Proximity is spoken after the phenomenon to which

it refers. Descriptors are spoken ahead of weather

phenomenon with the exception of “showers” which

is spoken after the precipitation. Table TBL 2−1−8

contains a complete list of weather elements and

appropriate phraseology.

TBL 2−1−4

Examples of combining intensity, descriptors and

weather phenomenon.

Contractions Phraseology

BLSN BLOWING SNOW.

FZDZ FREEZING DRIZZLE.

FZRA FREEZING RAIN.

−FZRAPL LIGHT FREEZING RAIN, ICE

PELLETS.

MIFG SHALLOW FOG.

SHRA RAIN SHOWERS.

+TSRA THUNDERSTORM, HEAVY

RAIN (SHOWERS)1.

TSRA THUNDERSTORM, RAIN.

+TSRAGR THUNDERSTORM, HEAVY

RAIN, HAIL.

−SHRA LIGHT RAIN SHOWERS.

SHSN SNOW SHOWERS.

VCSH SHOWERS IN THE VICINITY.

1Since thunderstorms imply showery precipitation,

“showers” may be used to describe precipitation that

accompany thunderstorms.

h. Ceiling and sky coverage.

1. Broadcast Sky Coverage in the same order as

reported on the weather observation. Announce

ceiling as follows: (See TBL 2−1−5.)

TBL 2−1−5

Ceiling and Sky coverage

Contraction Phraseology

BKN0001 SKY PARTIALLY OBSCURED.

BKN0002 CEILING LESS THAN FIVE

ZERO BROKEN.

FEW0001 SKY PARTIALLY OBSCURED.

FEW0002 FEW CLOUDS AT LESS THAN

FIVE ZERO.

SCT0001 SKY PARTIALLY OBSCURED.

SCT0002 LESS THAN FIVE ZERO

SCATTERED.

(lowest layer

aloft) BKN/

OVC

(precede with) CEILING.

VV INDEFINITE CEILING.

1 Surface−based obscurations. Requires remarks,

i.e. RMK FG SCT000, FU BKN000, etc.

2 No remark means the layer is aloft.

2. State cloud heights in tens, hundreds and/or

thousands of feet. (See TBL 2−1−6.)

TBL 2−1−6

Cloud Heights

Number Phraseology

0001 ZERO.

003 THREE HUNDRED.

018 ONE THOUSAND EIGHT

HUNDRED.

200 TWO ZERO THOUSAND.

1 Spoken as zero only when used with VV.

NOTE−

When the ceiling is less than 3,000 feet and variable, the

variable limits will be reported in the remarks.

3. Announce sky conditions as indicated.

(See TBL 2−1−7.)

TBL 2−1−7

Sky Conditions

Contraction Phraseology

BKN (height) BROKEN.

CLR1 CLEAR BELOW ONE TWO

THOUSAND.

FEW FEW CLOUDS AT (height).

SCT (height) SCATTERED.

SKC CLEAR.

OVC (height) OVERCAST.

1 Automated weather reports.
JO 7110.10T 2/14/08

2−1−4 General

TBL 2−1−8

Weather Elements

QUALIFIER WEATHER PHENOMENA

INTENSITY

or

PROXIMITY

1

DESCRIPTOR

2

PRECIPITATION

3

OBSCURATION

4

OTHER

5

− Light MI Shallow DZ Drizzle BR Mist PO Well−

Developed

Dust/Sand

Whirls

BC Patchy RA Rain FG Fog SQ Squalls

Moderate

(No Qualifier)

DR Low Drifting SN Snow FU Smoke FC

+FC

Funnel Cloud,

Tornado or

Waterspout

BL Blowing SG Snow Grains DU Dust SS Sandstorm

+ Heavy SH Showers IC Ice Crystals SA Sand DS Duststorm

TS Thunderstorm PL Ice Pellets HZ Haze

VC In the Vicinity FZ Freezing GR Hail PY Spray

PR Partial GS Small Hail or

Snow Pellets

(1/4”)

VA Volcanic Ash

UP *Unknown

Precipitation

* Automated stations only.

4. The following are examples of broadcast

phraseology of sky and ceiling conditions:

(See TBL 2−1−9.)

TBL 2−1−9

Sky and ceiling conditions

Condition Phraseology

BKN000

BKN010

BKN050 RMK

FG BKN000

SKY PARTIALLY OBSCURED,

CEILING ONE THOUSAND

BROKEN, FIVE THOUSAND

BROKEN. FOG OBSCURING

FIVE TO SEVEN EIGHTS OF

THE SKY.

BKN010 CEILING ONE THOUSAND

BROKEN.

SCT000

SCT020

OVC035 RMK

FG SCT000

SKY PARTIALLY OBSCURED,

TWO THOUSAND

SCATTERED, CEILING THREE

THOUSAND FIVE HUNDRED

OVERCAST. FOG OBSCURING

THREE TO FOUR EIGHTS OF

THE SKY.

SCT020

OVC250

TWO THOUSAND

SCATTERED, CEILING TWO

FIVE THOUSAND OVERCAST.

VV000 INDEFINITE CEILING ZERO.

VV012 INDEFINITE CEILING ONE

THOUSAND TWO HUNDRED.
2/14/08 JO 7110.10T

General 2−1−5

i. Temperature and Dew Point. Announce temperature and dew point in degrees Celsius. Temperatures

below zero are preceded with an M and are announced

by prefixing the word MINUS to the values. When

the temperature and dew point spread is greater than

3 degrees, broadcast only the temperature. (See

TBL 2−1−10.)

TBL 2−1−10

Temperature and Dew Point

Value Phraseology

02/M01 TEMPERATURE TWO, DEW

POINT MINUS ONE.

14/09 TEMPERATURE ONE FOUR.

36/34 TEMPERATURE THREE SIX,

DEW POINT THREE FOUR.

j. Altimeter Setting. Announce the four digits of

the altimeter setting. (See TBL 2−1−11.)

TBL 2−1−11

Altimeter Setting

Phraseology

A2989 ALTIMETER TWO NINER

EIGHT NINER.

A3025 ALTIMETER THREE ZERO

TWO FIVE.

k. Remarks. Announce pertinent remarks. Do not

broadcast additive data or other information intended

for NWS analysis or processing that does not

contribute to the description of the weather occurring

at the station. (See TBL 2−1−12.)

TBL 2−1−12

Remarks

Remarks Phraseology

ACSL OVR

RDG SW

STANDING LENTICULAR

ALTOCUMULUS OVER RIDGE

SOUTHWEST.

FG SCT000 FOG OBSCURING THREE TO

FOUR EIGHTHS OF SKY.

FU SCT012 SMOKE LAYER ONE

THOUSAND TWO HUNDRED

SCATTERED.

SCT020 V

BKN

TWO THOUSAND SCATTERED

VARIABLE BROKEN.

OCNL LTGCG

OHD TS OHD

MOV E

OCCASIONAL LIGHTNING

CLOUD TO GROUND

OVERHEAD. THUNDERSTORM

OVERHEAD MOVING EAST

VIS 3/4V1 1/2 VISIBILITY VARIABLE

BETWEEN THREE QUARTERS

AND ONE AND ONE HALF.

VIS NE 3 S 2 VISIBILITY NORTHEAST

THREE, SOUTH TWO.

2−1−7. CURRENT DATA

An aviation surface report is considered current for

1 hour beyond the standard time of observation

(H+00) unless superseded by a special or local

observation or by the next hourly report. Do not

broadcast obsolete data.

2/14/08 JO 7110.10T

Transcribed Weather Broadcasts (TWEB) (Alaska Only) 2−2−1

Section 2. Transcribed Weather Broadcasts (TWEB)

(Alaska Only)

2−2−1. GENERAL

a. Transcribed weather broadcast service provides

continuous aeronautical and meteorological information on L/MF and VOR facilities.

b. At TWEB equipment locations controlling two

or more VORs, the one used least for ground−to−air

communications, preferably the nearest VOR, may

be used as a TWEB outlet simultaneously with the

NDB facility. Where this is accomplished, capability

to manually override the broadcast shall be provided

for emergency communications.

2−2−2. CONTENT

User needs should dictate the content of these recordings.

Required items are denoted with an asterisk (*).

a. *Introduction. State the preparation time.

PHRASEOLOGY−

TRANSCRIBED AVIATION WEATHER BROADCAST

PREPARED AT (time) ZULU.

b. *Adverse Conditions. Extracted from WST,

WS, WA, CWA and AWW.

PHRASEOLOGY−

WEATHER ADVISORIES ARE IN EFFECT FOR

(adverse conditions) OVER (geographical area)

(summary).

c. Synopsis. A brief statement describing the type,

location, and movement of weather systems and/or

masses which might affect the route or the area.

d. TWEB Route Forecasts. Broadcast from

appropriate forecast data. Include the valid time of

forecasts.

PHRASEOLOGY−

ROUTE FORECAST(S) VALID UNTIL (time) ZULU.

e. Winds Aloft Forecast. Broadcast winds aloft

forecast for the location nearest to the TWEB. The

broadcast should include the levels from 3,000 to

12,000 feet, but shall always include at least two

forecast levels above the surface.

PHRASEOLOGY−

WINDS ALOFT FORECAST VALID UNTIL (time) ZULU.

(Location) (Altitude) (direction) AT (speed).

f. Radar Reports (RAREP). Use local or pertinent

RAREPs. If the facility has access to real time

weather radar equipment, summarize observed data

using the RAREPs to determine precipitation type,

intensity, movement, and height.

g. *Surface Weather Reports. Record surface

reports as described in para 2−1−6, Weather Report

Phraseology.

1. Broadcast local reports first, then the

remainder of the reports beginning with the first

station east of true north and continuing clockwise

around the TWEB location.

2. Announce the location name of a surface

report once.

(a) Surface weather broadcast introduction:

PHRASEOLOGY−

AVIATION WEATHER, (4 digits of time), ZULU

OBSERVATIONS.

(b) Special weather reports:

PHRASEOLOGY−

(Location name) SPECIAL REPORT (last 2 digits of time)

OBSERVATION, (weather report).

h. *Density Altitude. Include temperature and the

statement “CHECK DENSITY ALTITUDE” as part

of the surface weather broadcast for any station with

a field elevation of 2,000 feet MSL or above that

meets the following criteria: (See TBL 2−2−1.)

TBL 2−2−1

Density Altitude

Field Elevation Temperature (C)

2,000−2,999 29 degrees or higher

3,000−3,999 27 degrees or higher

4,000−4,999 24 degrees or higher

5,000−5,999 21 degrees or higher

6,000−6,999 18 degrees or higher

7,000−higher 16 degrees or higher

i. Pilot Weather Reports. Summarize PIREPs and,

if the weather conditions meet soliciting requirements, append a request for PIREPs.

1. Summary.

PHRASEOLOGY−

PILOT WEATHER REPORTS SUMMARY (text).
JO 7110.10T 2/14/08

2−2−2 Transcribed Weather Broadcasts (TWEB) (Alaska Only)

2. *Request for PIREPs, if applicable.

(See para 9−2−5, Soliciting PIREPs.)

PHRASEOLOGY−

PILOT WEATHER REPORTS ARE REQUESTED

(location, area) FOR (cloud tops, icing, turbulence, etc.).

j. *ALNOT Alert Announcement, if applicable.

PHRASEOLOGY−

OVERDUE AIRCRAFT ALERT, (time) ZULU (aircraft

identification), (color), (type), DEPARTED (airport) VIA

(route), (destination). LAST KNOWN POSITION (state

last known position). THIS AIRCRAFT IS OVERDUE.

ALL AIRCRAFT ARE REQUESTED TO MONITOR ONE

TWO ONE POINT FIVE FOR E−L−T SIGNAL. INFORM

THE NEAREST F−A−A FACILITY OF ANY

INFORMATION REGARDING THIS AIRCRAFT.

k. *Closing statement.

PHRASEOLOGY−

FOR NOTAM, MILITARY TRAINING ACTIVITY, OR

OTHER SERVICES, CONTACT A FLIGHT SERVICE

STATION.

2−2−3. TESTING TWEB EQUIPMENT

When TWEB equipment is to be tested, broadcast an

advisory to this effect. Care shall be exercised to

ensure no obsolete information is broadcast during a

testing period.

2−2−4. SERVICE MAY BE SUSPENDED

TWEB service may be suspended:

a. For routine maintenance only during periods

when weather conditions within 100 miles of the

broadcast outlet are equal to or better than a ceiling

of 3,000 feet and visibility of 5 miles.

b. When the equipment fails. If a malfunction

occurs in the recording or control unit but the tape

transport unit remains operative, continue broadcasting current data. Remove data as it becomes obsolete.

2−2−5. MONITORING

a. At TWEB equipment locations, listen to at least

one complete TWEB cycle each hour. Check for

completeness, accuracy, speech rate, and proper

enunciation. Correct any noted irregularities.

b. If practical:

1. The control facility shall monitor the

transmissions through local outlet.

2. The AFSS/FSS associated with a remote

outlet shall monitor the transmissions for a sufficient

period each hour to assure voice quality and clarity.

c. Promptly correct or inform the TWEB facility

of any irregularities.
2/14/08 JO 7110.10T

Telephone Information Briefing Service (TIBS) for Automated Flight Service Stations (AFSS) 2−3−1

Section 3. Telephone Information Briefing Service

(TIBS) for Automated Flight Service Stations (AFSS)

2−3−1. GENERAL

a. TIBS provides a continuous telephone recording of meteorological and/or aeronautical information.

1. TIBS shall contain:

(a) Area and/or route briefings.

(b) Airspace procedures, if applicable.

(c) Special announcements, if applicable.

2. TIBS should also contain, but not be limited

to:

(a) Surface observations (METARs).

(b) Terminal forecasts (TAFs).

(c) Winds/temperatures aloft forecasts.

NOTE−

User needs should dictate the content of these recordings.

b. Each AFSS shall provide at least four route

and/or area briefings. As a minimum, area briefings

should encompass a 50 NM radius. Each briefing

should require the pilot to access no more than two

channels which shall be route and/or area specific.

Pilots shall have access to NOTAM data through one

of the following:

1. Area or route briefings.

2. On separate channels which are designated

specifically for NOTAM.

3. By access to a briefer.

c. Separate channels shall be designated for each

route, area, local meteorological/aeronautical information, special event, airspace procedures, etc.

EXAMPLE−

201 Houston local area (75 NMR)

202 Houston to New Orleans

203 Houston to Brownsville

204 Houston to Midland

205 Houston to Dallas/Ft. Worth

206 Houston area surface observations

207 Houston area terminal forecasts

208 Houston to Shreveport

209−224 (Facility discretion as user needs 

dictate)

2−3−2. AREA/ROUTE BRIEFING

PROCEDURES

Service is provided 24 hours a day, but may be

reduced in accordance with para 2−1−4. Recorded

information shall be updated as conditions change;

e.g., conditions improve from IFR to MVFR or from

MVFR to VFR, or conditions decrease from VFR to

MVFR or from MVFR to IFR. Area and route

forecast channels shall be updated whenever material

is updated.

a. Introduction. State the preparation time and the

route and/or the area of coverage. The service area

may be configured to meet the individual facility’s

needs; e.g., 50 NM radius, route oriented.

NOTE−

For the purpose of TIBS broadcasts, an area briefing may

be a geographic location not defined by a nautical mile

radius, for example, NORTHWEST NEBRASKA.

PHRASEOLOGY−

THIS RECORDING PREPARED AT (time) LOCAL or

(time) ZULU. BRIEFING SUMMARY FOR:

A (number of miles) NAUTICAL MILE RADIUS OF

(location),

or

(location not defined by nautical mile radius),

or

THE ROUTE FROM (location) TO (location).

b. Adverse Conditions. Include WST, WS, WA,

CWA, AWW, UUA and any other available

information that may adversely affect flight in the

route/area.

PHRASEOLOGY−

WEATHER ADVISORIES ARE IN EFFECT FOR

(adverse conditions) OVER (geographic area) (text).

c. VFR Not Recommended Statement. Include

this recommendation when current or forecast

conditions, surface or aloft, would make flight under

visual flight rules doubtful.

PHRASEOLOGY−

V−F−R FLIGHT NOT RECOMMENDED (location) DUE

TO (conditions).

d. Synopsis. A brief statement describing the type,

location, and movement of weather systems and/or

masses which might affect the route or the area. This
JO 7110.10T 2/14/08

2−3−2 Telephone Information Briefing Service (TIBS) for Automated Flight Service Stations (AFSS)

element may be combined with adverse conditions

and/or the VNR element, in any order, when it will

help to more clearly describe conditions.

e. Current Conditions. Include current weather

conditions over the route/area and PIREPs on

conditions reported aloft.

NOTE−

When communicating weather information on the TIBS

broadcast or telephone, specialists may announce cloud

heights in either group form or in hundreds or thousands

of feet, such as, seventeen thousand or one seven

thousand.

f. Density Altitude. Include the statement

“CHECK DENSITY ALTITUDE” as part of the

surface weather broadcast for any weather reporting

point with a field elevation of 2,000 feet MSL or

above that reaches the criteria found in TBL 2−2−1.

g. En Route Forecast. Include forecast information from appropriate data; e.g., FA Synopsis, TAFs

and weather advisories.

h. Winds Aloft. Include winds aloft as forecast for

the route/area as interpolated from forecast data for

the local and/or the adjacent reporting locations for

levels through 12,000 feet. The broadcast should

include the levels from 3,000 to 12,000 feet, but shall

always include at least two forecast levels above the

surface.

i. Request for PIREPs. When weather conditions

within the area or along the route meet requirements

for soliciting PIREPs (para 9−2−5), include a request

in the recording.

PHRASEOLOGY−

PILOT WEATHER REPORTS ARE REQUESTED.

CONTACT FLIGHT WATCH OR FLIGHT SERVICE, AS

APPROPRIATE.

j. NOTAM information that affects the route/area

may be included as part of the briefing, on a separate

channel, or obtained by direct contact with a pilot

weather briefer.

k. Military Training Activity. Include a statement

in the closing announcement to contact a briefer for

information on military training activity.

l. Closing Announcement. The closing announcement shall be appropriate for the facility equipment

and the mode of operation; e.g., refer to the

appropriate channel or briefer for NOTAM and

military training activity information.

2−3−3. MONITORING

a. Manually prepared meteorological recordings

shall be monitored immediately after recording and

as necessary to insure accuracy of data. Non−meteorological recordings shall be monitored and checked

for quality and accuracy immediately after recording

and once each shift. After each recording, the TIBS

shall be checked for availability by calling

1−800−WX−BRIEF or a locally designated phone

number. Subsequent checks may be accomplished

using local monitoring.

b. Automated TIBS products shall be monitored

once each shift to ensure clarity and accuracy.
2/14/08 JO 7110.10T

Hazardous Inflight Weather Advisory Service (HIWAS) 2−4−1

Section 4. Hazardous Inflight Weather Advisory Service

(HIWAS)

2−4−1. GENERAL

a. Hazardous Inflight Weather Advisory Service

(HIWAS) is a continuous broadcast of inflight

weather advisories including summarized AWWs,

SIGMETs, convective SIGMETs, CWAs,

AIRMETs, and urgent PIREPs.

b. The HIWAS broadcast area is defined as that

area within 150 NM of HIWAS outlets assigned to

your facility.

2−4−2. PRIORITY

HIWAS broadcast shall not be interrupted/delayed

except for emergency situations, when an aircraft

requires immediate attention, or for reasonable use of

the voice override capability on specific HIWAS

outlets in order to use the limited RCO to maintain en

route communications. The service shall be provided

24 hours a day.

a. Make the following announcement if there are

no hazardous weather advisories in the HIWAS

broadcast area.

PHRASEOLOGY−

THIS RECORDING PREPARED AT (time) ZULU.

THERE ARE NO HAZARDOUS WEATHER

ADVISORIES WITHIN A ONE−FIVE−ZERO NAUTICAL

MILE RADIUS OF THIS HIWAS OUTLET.

b. The update recording shall be completed as

soon as practicable, but not more than 15 minutes

from time of receipt of new hazardous weather

information.

2−4−3. CONTENT

Record hazardous weather information occurring

within the HIWAS broadcast area. The broadcast

shall include the following elements:

a. Statement of introduction including the appropriate area(s) and a recording time.

PHRASEOLOGY−

HIWAS WITHIN A ONE−FIVE−ZERO NAUTICAL MILE

RADIUS OF (geographic area) RECORDED AT (time)

ZULU (text).

NOTE−

Border facilities shall append “in domestic U.S.

airspace” to the geographical area text in the

introduction statement.

b. Statement of hazardous weather, including

WSTs, WSs, WAs, UUAs, AWWs, and CWAs.

c. Request for PIREPs, if applicable. (See para

9−2−5.)

PHRASEOLOGY−

PILOT WEATHER REPORTS ARE REQUESTED.

d. Recommendation to contact AFSS/FSS/

FLIGHT WATCH for additional details concerning

hazardous weather.

PHRASEOLOGY−

CONTACT FLIGHT WATCH OR FLIGHT SERVICE, AS

APPROPRIATE, FOR ADDITIONAL DETAILS.

2−4−4. BROADCAST PROCEDURES

a. Upon receipt of new hazardous weather

information:

1. HIWAS facilities shall update the HIWAS

broadcast.

2. Make a HIWAS update announcement once

on all communications/NAVAID frequencies except

on emergency, EFAS, and navigational frequencies

already dedicated to continuous broadcast services.

Delete reference to Flight Watch when those services

are closed.

PHRASEOLOGY−

ATTENTION ALL AIRCRAFT, HAZARDOUS WEATHER

ADVISORY UPDATE FOR (geographical area) IS

AVAILABLE ON HIWAS, OR CONTACT FLIGHT

WATCH, OR FLIGHT SERVICE.

b. In the event that a HIWAS broadcast area is out

of service, make the following announcement on all

communications/NAVAID frequencies except on

emergency, EFAS, and navigational frequencies

already dedicated to continuous broadcast services:

PHRASEOLOGY−

ATTENTION ALL AIRCRAFT, HAZARDOUS WEATHER

ADVISORY UPDATE IS AVAILABLE FROM FLIGHT

WATCH OR FLIGHT SERVICE.

NOTE−

Simultaneous announcements may cause heterodyne
JO 7110.10T 2/14/08

2−4−2 Hazardous Inflight Weather Advisory Service (HIWAS)

problems on multiple outlets having the same frequency

and announcements may have to be rebroadcast to insure

compliance.

2−4−5. SUSPENSION

HIWAS broadcasts shall not be suspended for routine

maintenance during periods when weather advisories

have been issued for the HIWAS outlet area.
2/14/08 JO 7110.10T

General 3−1−1

Chapter 3. Pilot Briefing

Section 1. General

3−1−1. DEFINITION

Pilot weather briefings are defined as “The

translation of weather observations and forecasts,

including surface, upper air, radar, satellite, and pilot

reports into a form directly usable by the pilot or

flight supervisory personnel to formulate plans and

make decisions for the safe and efficient operation of

aircraft.” These briefings shall also include information on NOTAM, flow control, and other items as

requested.

3−1−2. PREDUTY REQUIREMENTS

Before assuming pilot briefing duties, familiarize

yourself sufficiently with aeronautical and meteorological conditions to effectively provide briefing

service. This includes:

a. General locations of weather causing systems

and general weather conditions for the entire

contiguous United States and/or other briefing areas,

as appropriate; e.g., Alaska, Hawaii, Mexico,

Canada, Puerto Rico.

b. Detailed information of current and forecast

weather conditions for the geographical area deemed

significant by the facility air traffic manager.

c. Other pertinent items; e.g., NOTAM, MTR/

MOA activity.

REFERENCE−

Accomplish this in accordance with FAAO JO 7110.10, Para 1−3−3 and

pertinent facility directives.

3−1−3. PREFLIGHT BRIEFING DISPLAY

Provide a preflight briefing display for specialist/pilot use. The contents and method of display shall be

based on individual facility requirements; e.g.,

available equipment, space. Additional displays, as

required, shall be provided to ensure availability of

information at all inflight and preflight positions. At

the discretion of facility management, provide a

separate display for pilot use. All material in such

displays shall be kept updated.

REFERENCE−

Enhance facsimile charts in accordance with FAAO JO 7110.10, Para

3−1−4.

3−1−4. WEATHER DISPLAY PRODUCTS

a. The weather graphic display should include, but

not necessarily be limited to, the following analysis,

prognosis, and data products:

1. Weather Depiction.

2. Surface Analysis.

3. Forecast Winds Aloft.

4. Current Winds Aloft.

5. National Radar Summary.

6. 850 MB.

7. 700 MB.

8. 500 MB.

9. 300 MB.

10. 200 MB.

11. Composite Moisture Stability Chart (Lifted

Index, Precipitable Water, Freezing Level−Mean

Relative Humidity).

12. 12− and 24−hour low level significant

weather prognosis.

13. High level significant weather prognosis.

14. 36− and 48−hour surface prognosis.

NOTE−

Because of presentation limitations and techniques, some

interim system products may not take on the same

appearance as conventional facsimile products. During

the transition into a national graphic weather display

system (GWDS) program, some flexibility of product

display, format, and content may be authorized.

b. The utility of charts is greatly enhanced by

coloring and shading. Use the symbols and colors

shown in subparas 3d and e, on all weather chart

displays. Facsimile products used for closed circuit

television (CCTV) may be highlighted to accentuate

the displays. In addition, to allow for the greatest

contrast between shaded areas and symbology,

different colors may be required to enhance color

weather graphic systems.

c. Map features. (See FIG 3−1−1.)

d. Precipitation and obstruction to vision.

(See FIG 3−1−2.)
JO 7110.10T 2/14/08

3−1−2 General

FIG 3−1−1

Map Features

Chart

FIG 3−1−2

Precipitation and Obstruction To Vision

Chart

e. The facsimile products which cannot be

displayed shall be retained for specialist/pilot use.

f. Interpret and summarize weather radar video

displays and issue pertinent information on observed/

reported weather areas.

1. Use all available radar data and PIREPs to

determine intensity, tops, area of coverage, movement, etc.

REFERENCE−

Pilot/Controller Glossary, Radar Weather Echo Intensity Levels.

2. Identify data obtained from sources other

than radar video display by source and time of

observation.

3. To the extent possible, define area of

coverage in relation to VORs or airways for the route

structure being flown. Airports or geographic points

may be used to assist the pilot in relating coverage to

route of flight or destination.

EXAMPLE−

“A broken line of weak to intense echoes covers an area

along and three zero miles east of a line from the Crazy

Woman V−O−R to the Riverton V−O−R. Average tops

between two−six thousand and three−four thousand. This

line is increasing in intensity. Movement has been from

northwest to southeast at three zero knots. The line

includes an intense echo one five miles in diameter on

Victor Two Ninety−eight forty−eight miles southeast of the
2/14/08 JO 7110.10T

General 3−1−3

Worland V−O−R, tops four three thousand. There are no

known echoes within three−zero nautical miles of Victor

Eight−five or Victor Two Ninety−eight south at this time.”

3−1−5. FORECASTS, WARNINGS, AND

ADVISORIES

a. Use only weather forecasts, warnings, and

advisories issued by an NWS office (including

CWSUs), the U.S. military, foreign governments, or

FAA owned or leased graphics systems.

b. Use the information in the Meteorological

Impact Statement (MIS) for preduty briefings,

background, and supplemental information only. The

MIS is a traffic flow planning product and is not to be

used as an integral part of a briefing presentation.

c. The OUTLOOK section of WSTs includes

meteorological discussion information. Extract

pertinent forecast data concerning convective

activity location, movement, and intensity for

briefing purposes. Do not provide discussion type

information unless requested by the pilot.

d. When an NWS forecast meets amendment

criteria, request assistance from the appropriate NWS

office.

3−1−6. UNAVAILABILITY OF DATA

Use all available means to obtain the data required to

brief pilots to their destination. If a complete briefing

cannot be provided due to circuit problems or missing

data, inform the pilot of this fact. Brief to the extent

possible. As appropriate, furnish the pilot with the

telephone number of another AFSS/FSS, or advise

the pilot of the time you expect the data to be

available.

3−1−7. TYPE OF BRIEFING TO BE

CONDUCTED

Provide the pilot with the type of briefing requested;

i.e., standard, abbreviated, or outlook. When it is not

clear initially which type briefing is desired, provide

the first one or two items requested, and then

ascertain if the pilot would like a standard briefing. If

a standard briefing is requested, conduct the briefing

in accordance with para 3−2−1. If the pilot does not

desire a standard briefing, provide either an

abbreviated briefing in accordance with para 3−2−2,

or an outlook briefing, in accordance with para

3−2−3.

3−1−8. RECORDING PILOT BRIEFINGS

a. FSS. Use FAA Forms 7233−1, 7233−2,

7233−5, and 7230−21 for recording pilot briefings.

Document the briefing by one of the following

methods:

1. FAA Form 7233−2. Use a separate form each

day. Two or more forms may be used simultaneously

at different operating positions. Complete boxes 1

through 3 on each form. Enter appropriate data in

columns 4, 5, 6, 7, 8 (if pertinent), and 9. The pilot’s

name may be substituted for the aircraft identification

if unknown. As applicable, enter OTLK (outlook

briefing), AB (abbreviated briefing), and/or VNR in

column 8.

2. FAA Form 7233−1. Check the “pilot

briefing” block, fill in specialist initials, and time

started. As applicable, also enter AB, OTLK, and/or

check the VNR block.

3. FAA Forms 7233−5/7230−21. Enter PB in

block 14 if a briefing is provided. As applicable, also

enter AB, OTLK, and/or VNR in the same block.

b. M1. Pilot briefings are logged and stored on the

DD file for accountability. The required elements are:

PB (DESTINATION), (ACID), REMARKS.

NOTE−

If current partial exists for the proposed flight,

DESTINATION and ACID are optional.

EXAMPLE−

PB Preflight Briefing logged using

current partial.

PB DSM Preflight Briefing logged bypassing

destination in current partial.

PB ,,VNR Preflight Briefing logged using

current partial, with remarks added.

PB DSM,, VNR Preflight Briefing logged bypassing

destination in current partial, with

remarks added.

PB DSM,N1,VNR Preflight Briefing logged bypassing

destination and ACID in current

partial, with remarks added.

c. OASIS. Pilot briefings are logged using the

Briefing Log dialog box and stored in a history file for

retrieval. The required elements for OASIS logging

acceptance for a pilot weather brief are ACID and

flight rules. As applicable, enter OTLK (outlook

briefing), AB (abbreviated briefing), and/or VNR in

the “Remarks” text box.
JO 7110.10T 2/14/08

3−1−4 General

NOTE−

Data used in the briefing request and contained in the

Briefing Menu (Area, Region, Route, Selected Location),

Flight Plan, or Flight Workspace dialog boxes will be

automatically populated into the Briefing Log dialog box.

Additional data to complete the Briefing Log may be

entered directly into the Briefing Log dialog box. Detailed

instructions are contained in the WINGS online help and

the WINGS System Users Guide.

d. Where recorders are used, facility management

may limit entries on pilot briefing records to those

required for facility use.

e. Where fast−file recorders are used and the pilot

states the source of a briefing on the recorder, it shall

be entered in the remarks field of the flight plan.

EXAMPLE−

PB/DCA PB/DUATS
2/14/08 JO 7110.10T

Preflight Pilot Briefing 3−2−1

Section 2. Preflight Pilot Briefing

3−2−1. CONDUCT OF STANDARD

BRIEFING

a. Brief by translating, interpreting, and summarizing available data for the intended flight. Do not

read individual weather reports or forecasts unless, in

your judgment, it is necessary to emphasize an

important point or unless specifically requested to do

so by the pilot. Obtain the following information if it

is pertinent and not evident or already known:

1. Type of flight planned.

2. Aircraft identification or pilot’s name.

3. Aircraft type.

4. Departure point.

5. Route of flight.

6. Destination.

7. Flight altitude(s).

8. ETD and ETE.

Pilot briefer shall issue the following cautionary

advisory to a pilot planning a flight outside of United

States controlled airspace, unless the pilot states “I

have the international cautionary advisory.”

PHRASEOLOGY−

CHECK DATA AS SOON AS PRACTICAL AFTER

ENTERING FOREIGN AIRSPACE, AS OUR

INTERNATIONAL DATA MAY BE INACCURATE OR

INCOMPLETE.

b. Using all sources of weather and aeronautical

information, provide the following data when it is

applicable to the proposed flight. Provide items 1

through 8 in the sequence listed except as noted.

1. Adverse Conditions. Include this element

when meteorological or aeronautical conditions are

reported or forecast that might influence the pilot to

alter the proposed flight. Emphasize conditions that

are particularly significant, such as low level wind

shear, thunderstorms, reported icing, frontal zones

along the route of flight, airport closures, air traffic

delays, etc. Weather advisories (WS, WA, WST,

CWA, and AWW) shall be given by stating the type

of advisory followed by the pertinent information.

EXAMPLE−

‘‘An AIRMET is in effect until 1400 for possible moderate

turbulence below 10,000 feet over the mountainous area

of southern California.”

2. VFR Flight Not Recommended (VNR).

Include this statement when VFR flight is proposed

and sky conditions or visibilities are present or

forecast, surface or aloft, that in your judgment would

make flight under visual flight rules doubtful.

Describe the conditions, affected locations, and

times.

EXAMPLE−

‘‘There are broken clouds along the entire route between

niner and one one thousand feet at the present time. With

the approach of a cold front, these clouds are forecast to

become overcast and to lower to below seven thousand

with mountains and passes becoming obscured. V−F−R

flight is not recommended between Salt Lake City and

Grand Junction after two two zero zero ZULU.”

‘‘V−F−R flight is not recommended in the Seattle area

until early afternoon. The current weather at Seattle is

indefinite ceiling three hundred sky obscured, visibility

one, mist, and little improvement is expected before one

eight zero zero ZULU.”

NOTE−

This recommendation is advisory in nature. The decision

as to whether the flight can be conducted safely rests

solely with the pilot.

3. Synopsis. Provide a brief statement describing the type, location, and movement of weather

systems and/or air masses which might affect the

proposed flight. This element may be combined with

adverse conditions and/or the VNR element, in any

order, when it will help to more clearly describe

conditions.

4. Current Conditions. Summarize from all

available sources reported weather conditions

applicable to the flight. This element may be omitted

if the proposed time of departure is beyond 2 hours

unless the information is requested by the pilot.

NOTE−

1. If the surface meteorological observation originates

from an automated observation facility and is presented

as a singular report, follow the location announcement

with the phrase ‘‘AUTOMATED.”
JO 7110.10T 2/14/08

3−2−2 Preflight Pilot Briefing

2. The briefer should provide sufficient automated

surface observation information when requested by the

pilot or when deemed pertinent to the briefing.

5. En Route Forecast. Summarize from appropriate data (Area Forecast) TAFs, prognosis

charts, weather advisories, etc., forecast conditions

applicable to the proposed flight. Provide the

information in a logical order; i.e., climb out, en

route, and descent.

6. Destination Forecast. Provide the destination forecast including significant changes expected

within 1 hour before and after the ETA.

7. Winds Aloft. Provide forecast winds aloft for

the proposed route using degrees of the compass.

Interpolate wind directions and speeds between

levels and stations as necessary. Provide temperature

information on request.

NOTE−

OASIS will interpolate wind direction and speed between

levels and stations as necessary if an altitude is provided.

8. Notices to Airmen (NOTAM).

(a) Provide available NOTAM (L) (Flight

Plan Area), NOTAM (D), and Prohibited Areas P−40,

P−49, P−56, and the Special Flight Rules Area for

Washington, DC, information pertinent to the flight.

(b) For M1FC and OASIS facilities, provide

Flight Data Center (FDC) NOTAM which are

pertinent to the proposed flight and are not already

carried in the Notices to Airmen publication.

NOTE−

OASIS separates Temporary Flight Restriction (TFR)

NOTAM from other FDC and General FDC NOTAM in the

Weather and Aeronautical Briefing Window under a

separate tabbed page labeled TFR.

(c) For nonautomated Alaska FSS facilities,

provide FDC NOTAM within 400 NM radius of your

facility which are pertinent to the proposed flight and

are not already carried in the Notices to Airmen

publication.

NOTE−

If approved by the Flight Services Operations Area Office,

the area may be adjusted to meet user requirements.

(d) Combine this element with current

conditions when it would be logical and advantageous to do so.

9. ATC Delays. Inform the pilot of any known

ATC delays and/or any flow control advisories on

hand that might affect the proposed flight.

10. Request for PIREPs. Include this element

when, in your judgment, a report of actual inflight

conditions is beneficial or when conditions meet

criteria for solicitation of PIREPs (para 9−2−5).

Advise the pilot to contact Flight Watch or Flight

Service to report en route conditions.

11. EFAS. When appropriate, inform pilots of

the availability of Flight Watch for weather updates;

e.g., thunderstorms, icing.

12. Upon request.

(a) In addition to pertinent D NOTAM,

provide information available to your position of

operation on Special Use Airspace (SUA), SUA

related airspace (i.e., Air Traffic Control Assigned

Airspace (ATCAA)) and military training route

(MTR) activity within your flight plan area plus an

additional 100 NM extension. For all SUA and MTR

data requests, advise the pilot that information may

be incomplete and to contact the appropriate ATC

facility for additional information while in flight.

NOTE−

1. Pertinent D NOTAM include: Restricted Areas,

Refueling Tracks, Prohibited Areas P−40, P−49, P−56,

and the Special Flight Rules Area for Washington, DC.

2. For air to ground positions utilize information

obtained from Special Use Airspace/In−Flight Service

Enhancement (SUA/ISE) and Model 1 Full Capacity/Operational and Supportability Implementation System

(M1FC/OASIS). For all other positions utilize information obtained from M1FC/OASIS.

3. SUA and related airspace includes the following types

of airspace: Alert Area, Military Operations Area (MOA),

Prohibited Area, Restricted Area, Refueling Anchor,

Warning Area and Air Traffic Control Assigned Airspace

(ATCAA). MTR data includes the following types of

airspace: IFR Training Routes (IR), VFR Training

Routes (VR), Slow Training Routes (SR) and Aerial

Refueling Tracks (AR).

(b) Review the appropriate aeronautical

publications and inform the pilot of pertinent

NOTAM, special notices, and other information

about Prohibited Areas P−40, P−49, P−56, and the

Special Flight Rules Area for Washington, DC, when

pertinent to the flight.

(c) Provide approximate density altitude

data.
2/14/08 JO 7110.10T

Preflight Pilot Briefing 3−2−3

(d) Provide information regarding such items

as air traffic service and rules, customs/immigration

procedures, ADIZ rules, SAR, Flight Watch, etc.

(e) Provide LORAN C NOTAM.

REFERENCE−

FAAO 7930.2, Para 5−3−7c, NOTAM (D) NAVAID.

(f) Provide military NOTAM.

REFERENCE−

FAAO 7930.2, Para 8−3−1, Military NOTAM Availability.

(g) Provide GPS Receiver Autonomous

Integrity Monitoring (RAIM) Aeronautical Information. RAIM information shall be provided 1−hour

before to 1−hour after the ETA, or a time frame

requested by the pilot.

(h) Provide runway friction measurement

NOTAMs.

(i) Provide Special FDC instrument approach

procedure changes.

3−2−2. CONDUCT OF ABBREVIATED

BRIEFING

Provide an abbreviated briefing when a pilot requests

information to supplement mass disseminated data;

update a previous briefing; or when the pilot requests

that the briefing be limited to specific information.

Pilot briefers shall issue the following cautionary

advisory to a pilot planning a flight outside of United

States controlled airspace, unless the pilot states “I

have the international cautionary advisory”:

PHRASEOLOGY−

CHECK DATA AS SOON AS PRACTICAL AFTER

ENTERING FOREIGN AIRSPACE, AS OUR

INTERNATIONAL DATA MAY BE INACCURATE OR

INCOMPLETE.

Conduct abbreviated briefings as follows:

a. When a pilot desires specific information only,

provide the requested information. If adverse

conditions are reported or forecast, advise the pilot of

this fact. Provide details on these conditions in

accordance with subpara 3−2−1b1, at the pilot’s

request.

b. When a pilot requests an update to a previous

briefing, obtain from the pilot the time the briefing

was received and necessary background information.

To the extent possible, limit the briefing to

appreciable changes in meteorological and aeronautical conditions since the previous briefing.

c. When a pilot requests information to supplement data obtained through AFSS/FSS mass

dissemination media, obtain pertinent background

information, the specific items required by the pilot,

and provide the information in the sequence listed in

subpara 3−2−1b.

d. Solicit PIREPs in accordance with subpara

3−2−1b10.

e. When a pilot requests to file a flight plan only,

ask if he/she requires the latest information on

adverse conditions along the route of flight. If he/she

responds ‘‘yes”:

1. Provide information on adverse conditions

pertinent to the intended route of flight.

2. Provide details on these conditions in

accordance with subpara 3−2−1b1.

3−2−3. CONDUCT OF OUTLOOK BRIEFING

a. Provide an outlook briefing when the proposed

departure is 6 hours or more from the time of the

briefing. Conduct the briefing in accordance with

subpara 3−2−1b, but limit the briefing to forecast data

applicable to the proposed flight. Omit items 2, 4, and

7 through 11 unless specifically requested by the pilot

or deemed pertinent by the briefer.

b. When the proposed flight is scheduled to be

conducted beyond the valid time of the available

forecast material, provide a general outlook and then

advise the pilot when complete forecast data will be

available for the proposed flight. Upon request

transfer the call to, or furnish the telephone number

of the appropriate NWS office.

2/14/08 JO 7110.10T

General 4−1−1

Chapter 4. Inflight Services

Section 1. General

4−1−1. INFLIGHT SERVICES

Inflight services are those provided to or affecting

aircraft inflight or otherwise operating on the airport

surface. This includes services to airborne aircraft,

such as NAVAID monitoring and restoration, LAA,

delivery of ATC clearances, advisories or requests,

issuance of military flight advisory messages, EFAS,

NOTAM, SAR communications searches, flight plan

handling, transcribed or live broadcast, weather

observations, PIREPs, and pilot briefings.

NOTE−

Provide inflight services in accordance with the

procedures in this chapter to aircraft on a “first come, first

served” basis, as circumstances permit.

4−1−2. EN ROUTE FLIGHT ADVISORY

SERVICE (EFAS/FLIGHT WATCH)

A service specifically designed to provide, upon pilot

request, timely weather information pertinent to the

type of flight, intended route of flight, and altitude.

NOTE−

The facilities providing this service are listed in the

Airport/Facility Directory (A/FD).

4−1−3. OPERATIONAL PRIORITY

a. Emergency situations are those where life or

property are in immediate danger. Aircraft in distress

have priority over all other aircraft.

b. Provide priority service to civilian air ambulance (LIFEGUARD), or military air evacuation

(AIR EVAC, MED EVAC) flights. When requested

by the pilot, provide notifications to expedite ground

handling of patients, vital organs, or urgently needed

medical materials. Assist the pilots of air ambulance/

evacuation aircraft to avoid areas of significant

weather and turbulent conditions.

NOTE−

Air carrier/Air taxi usage of “Lifeguard” call sign

indicates that operational priority is requested.

c. Provide maximum assistance to search and

rescue (SAR) aircraft performing a SAR mission.

d. Provide special handling as required to expedite

Flight Check and SAFI aircraft.

4−1−4. INFLIGHT WEATHER BRIEFING

Upon request, provide the pilot with an inflight

weather briefing, in accordance with the procedure

outlined in Chapter 3, Section 2. The following

cautionary advisory shall be issued to a pilot planning

a flight outside of United States controlled airspace,

unless the pilot states “I have the international

cautionary advisory.”

PHRASEOLOGY−

CHECK DATA AS SOON AS PRACTICAL AFTER

ENTERING FOREIGN AIRSPACE, AS OUR

INTERNATIONAL DATA MAY BE INACCURATE OR

INCOMPLETE.

4−1−5. INFLIGHT EQUIPMENT

MALFUNCTIONS

a. Inflight equipment malfunctions include partial

or complete failure of equipment which may affect

either safety and/or the ability of the flight to proceed.

Specialists may expect reports from pilots regarding

VOR, ADF, Low Frequency Navigation Receivers,

impairment of air−ground communications capability, or other equipment deemed appropriate by the

pilot.

b. When a pilot reports a flight equipment

malfunction, determine the nature and extent of any

assistance desired.

c. Provide maximum assistance possible consistent with equipment, workload, and any special

handling requested.

d. Relay to other specialists or facilities who will

subsequently handle the aircraft all pertinent details

concerning the aircraft and any special handling

requested or being provided.

2/14/08 JO 7110.10T

Data Recording 4−2−1

Section 2. Data Recording

4−2−1. TYPES OF DATA RECORDED

a. M1FC/OASIS entry for:

1. Flight plans and related messages.

2. Logging pilot briefings and aircraft contacts.

3. Service A/B messages.

b. AISR/manual functions strip marking.

4−2−2. METHODS OF RECORDING DATA

a. In M1FC and OASIS facilities, entries are made

directly into the computer.

NOTE−

Inflight positions may use locally approved written

procedures to record data during heavy traffic periods,

however, aircraft contact information should be logged in

the computer system as soon as practical.

b. AISR facilities use FAA Form 7230−21 or FAA

Form 7233−5 to record flight progress data or inflight

pilot briefs. Flight notification messages may be used

as substitutes for strips.

c. Use control/clearance symbols, abbreviations,

location identifiers, and contractions for recording

position reports, traffic clearances, and other data,

where appropriate, in M1FC or OASIS entries and on

flight progress strips. When recording data, you may

use:

1. Plain language markings to supplement data

when it will aid in understanding the recorded

information.

2. Locally approved contractions and identifiers

for frequently used terms and local fixes not listed in

either FAAO JO 7340.2, Contractions or FAAO

JO 7350.8, Location Identifiers. Use only within

your facility, not on data or interphone circuits. All

locally approved contractions and identifiers shall be

placed in facility files for record and reference

purposes.

3. Plain sheets of paper to record information

when the use of flight progress strips is not feasible.

4. Blank paper to record lengthy ATC clearances or in the case of numerous contacts with the

same aircraft; e.g., orientation or emergencies.

d. To prevent misinterpretation of data hand

printed on flight progress strips, use the standard

hand−printed characters shown in FIG 4−2−1.

FIG 4−2−1

Hand-Printed Characters Chart

7/31/08 JO 7110.10T CHG 1
JO 7110.10T 2/14/08

4−2−2 Data Recording

NOTE−

A slant line crossing through the numeral zero and an

underline of the letter “S” on handwritten portions of

flight progress strips are required only when there is

reason to believe the lack of these markings could lead to

a misunderstanding. A slant line through the numeral zero

is required on all weather data.

e. To correct or update data, draw a horizontal line

through it and write the correct information adjacent

to it.

f. Do not erase any item.

4−2−3. IFR/VFR/DVFR FLIGHT PLAN

RECORDING

a. Use FAA Form 7233−1 to record flight plans in

an AISR facility, and forward information on flight

plan modifications, cancellations, activations, and

closures to the appropriate position for handling.

b. M1FC VFR/DVFR Flight Plan. The following

commands are normally used in the performance of

VFR/DVFR flight plan functions.

1. Flight Plan Filing. (See TBL 4−2−1.)

TBL 4−2−1

Flight Plan Filing

Command Result

FP Displays blank domestic flight plan

mask.

(Fill in mask) Enter flight plan elements as

required.

GI Transmits flight plan.

2. Flight Plan Modification. (See TBL 4−2−2.)

TBL 4−2−2

Flight Plan Modification

Command Result

FP ACID Displays flight plan by ACID.

(Modify data) Flight plan elements as required

using TAB key.

STPM Existing flight plan replaced by

modified flight plan on proposed

list.

STIM Existing flight plan replaced by

modified flight plan on inbound list.

3. Cancel Flight Plan. (See TBL 4−2−3.)

TBL 4−2−3

Cancel Flight Plan

Command Result

FP ACID Displays flight plan by ACID.

CX Flight plan cancelled.

CX (remarks) Flight plan cancelled with remarks.

NOTE−

A cancelled flight plan is one that has not been activated.

4. Flight Plan Activation. (See TBL 4−2−4.)

TBL 4−2−4

Flight Plan Activation

Command Result

FP ACID Displays flight plan by ACID.

(Change P

Time to D

Time)

Prepares Flight plan for

transmission.

GI Flight notification is transmitted.

5. Flight Plan Closure. When closing a VFR

flight plan, obtain departure point and destination, if

not already known. (See TBL 4−2−5.)

NOTE−

OASIS VFR/DVFR Flight Plan. Use the flight plan

functions to record domestic VFR/DVFR flight plan filing,

modification, cancellation, activation and closure data.

Detailed instructions are contained in the WINGS online

help and the WINGS System Users Guide.

TBL 4−2−5

Flight Plan Closure

Command Result

CL ACID Flight plan closed.

CL ACID,

(remarks)

Flight plan closed with remarks.

c. M1FC IFR Flight Plans. The following

commands are normally used in the performance of

IFR flight plan functions.

1. Flight Plan Filing. (See TBL 4−2−6.)

TBL 4−2−6

Flight Plan Filing

Command Result

FP Displays blank domestic flight plan

mask.

(Fill in mask) Enter flight plan elements as

required.

GI Transmits flight plan with route

validation.

GI RO Transmits flight plan by−passing

route validation.
2/14/08 JO 7110.10T

Data Recording 4−2−3

2. Flight Plan Modification. (See TBL 4−2−7.)

TBL 4−2−7

Flight Plan Modification

Command Result

FP ACID Displays flight plan by ACID.

(Modify data) Modify flight plan elements as

required using TAB key.

STPM Existing flight plan replaced by

modified flight plan on proposed

list.

3. Cancel Flight Plan. (See TBL 4−2−8.)

NOTE−

OASIS IFR Flight Plan. Use the flight plan functions to

record IFR flight plan filing, modification and

cancellation data. Detailed instructions are contained in

the WINGS online help and the WINGS System Users

Guide.

TBL 4−2−8

Cancel Flight Plan

Command Result

FP ACID Displays flight plan by ACID.

CX Flight plan cancelled.

CX (remarks) Flight plan cancelled with remarks.

4−2−4. PILOT WEATHER REPORTS

a. PIREPs are formatted for input into M1FC by

the use of “Display PIREP entry format (WY)”

keyword. The following commands are required to

transmit PIREPs via the PIREP mask. (See

TBL 4−2−9.)

TBL 4−2−9

PIREP Entry

Command Result

WY Displays the PIREP entry format

mask.

Formulate PIREP using either the free form area of

the mask, or the mask, but not both.

GI(s) (1) Transmits to the AWPs.

(2) Generates P alert flag at all

terminals enabled for P alerts within

FSDPS family.

b. In an AISR facility, use FAA Form 7110−2 or

material deemed appropriate.

c. PIREPs are formatted for input into OASIS by

using a Transmit PIREP dialog box. A properly

formatted pilot report will generate an Auto Update

alarm at designated workstations.

4−2−5. LOGGING AIRCRAFT CONTACTS

a. M1FC. Aircraft contacts and inflight briefings

are logged and stored on the DD file for

accountability. The required elements are:

1. Inflight Briefing (IB).

2. Type of Flight (TOF).

3. Type of Service (TOS).

4. ACID.

5. Remarks.

EXAMPLE−

IB (TOF),(TOS),(ACID), REMARKS.

NOTE−

If current partial exists, ACID is optional.

(See TBL 4−2−10.)

TBL 4−2−10

Type of Flight

TOF (TYPE OF FLIGHT)

IC IFR AIR CARRIER

IG IFR GENERAL

IM IFR MILITARY

IT IFR AIR TAXI

VC VFR AIR CARRIER

VG VFR GENERAL

VM VFR MILITARY

VT VFR AIR TAXI

Example: “IGI” = IFR General ICAO.

For DVFR, replace “V” with “D.”

For ICAO, add “I” to TOF.

TOS (TYPE OF SERVICE)

A ACFT contact & airport advisory

AB ACFT contact, airport advisory &

briefing

B ACFT contact & briefing

BLANK ACFT contact

(See TBL 4−2−11.)
JO 7110.10T 2/14/08

4−2−4 Data Recording

TBL 4−2−11

Contacts & Inflight Briefings

CB This is used to log

general information

in the DD file

without adding to

the traffic count.

Current partial is

by−passed.

IB DG,,N1234, “Remarks” ACFT contact,

DVFR General,

ACID in current

partial by−passed.

IB IG,,,ALSTG ACFT contact, IFR

General, Remarks.

IB IGI,B,N1,VNR ACFT contact, IFR

General ICAO,

Briefing, ACID in

current partial

by−passed,

Remarks.

IB VM,B,, “Remarks” ACFT contact,

VFR Military,

Briefing.

IB VG,A,, “Remarks” ACFT contact,

VFR General,

Airport Advisory.

IB ,,N1,Remarks This is used to log

additional radio

contacts.

b. OASIS. Aircraft contacts and inflight briefings

are logged and stored in the history files for

accountability.

NOTE−

ACID and Flight Rules are required to log an inflight

briefing or aircraft contact.

c. In the REMARKS block, locally approved

contractions and identifiers may be used for

frequently used terms not listed in either FAAO

JO 7340.2, Contractions or FAAO JO 7350.8,

Location Identifiers.

d. If the inflight position is recorded, you may

limit entries in the REMARKS to those necessary for

your use.

4−2−6. FLIGHT PROGRESS STRIPS (FAA

FORMS 7230−21 AND 7233−5)

a. When officially used to record inflight data, use

flight progress strips to record:

1. Aircraft contacts.

2. ATC clearances.

3. Pilot briefings on airborne aircraft.

4. Other operationally significant items.

b. Use one flight progress strip for each flight, and

record all contacts with that flight on the same strip.

If supplemental strips are needed for additional

writing space, keep the original and supplemental

strips together and consider them as one strip.

4−2−7. FLIGHT PROGRESS STRIPS AND

ENTRY DATA

a. Flight progress strip. (See FIG 4−2−2.)

FIG 4−2−2

Flight Progress Strip

b. Flight progress strip entry. (See FIG 4−2−3.)

7JO 7110.10T CHG 1 110.65R CHG 2 7/31/0 31578
2/14/08 JO 7110.10T

Data Recording 4−2−5

FIG 4−2−3

Strip Entry 1

FIG 4−2−4

Strip Entry 2

FIG 4−2−5

Flight Progress Strip

Flight progress strip Item and Information.

(See TBL 4−2−12.)
JO 7110.10T 2/14/08

4−2−6 Data Recording

TBL 4−2−12

Item and Information

Item Information

1 ACID (To identify IFR aircraft

piloted by solo USAF

under−graduate pilot, the letter Z

will be added to aircraft ID on the

flight progress strip. Do not use the

suffix in ground−to−air

communications.)

2 Type of aircraft/special equipment.

3 TAS and altitude (IFR). Altitude

(VFR/DVFR, if known).

4 Departure point.

5 Route of flight.

6 Destination.

7 Actual departure time, or Time VFR

flight plan activated.

8 ETA at destination.

9 Estimated time of fuel exhaustion.

10 Type of flight.

11 Action time; e.g., overdue time, fuel

exhaustion time, LR contact time.

12 Time of contact with pilot.

13 Information received from

pilot/another facility.

14 Data issued to the aircraft.

Flight progress strip abbreviation. (See TBL 4−2−13)

TBL 4−2−13

Abbreviation

Abbreviation Meaning

Over Flight.

↓ Inbound Flight.

 Outbound Flight.

I IFR.

IR Island Reporting.

D DVFR.

LR Lake Reporting.

S SVFR.

V VFR.

MR Mountain Reporting.

SR Swamp Reporting.

Flight progress strip abbreviation. (See TBL 4−2−14)

TBL 4−2−14

Abbreviation

Abbreviation Meaning

A AIRMET (WA).

AA Airport Advisory.

CWT Caution Wake Turbulence.

DA Decided Against Flight.

DD Decided to Delay Flight.

DW Downwind.

FP Filed Flight Plan.

IC Incomplete Briefing.

PB Pilot Brief.

RY Runway.

S SIGMET (WS) and/or Convective

SIGMET (WST).

VNR VFR Flight not recommended (Pilot

Brief).

c. Record ATC instructions and clearances

completely and exactly.

d. Summarize other data using approved symbols

and contractions.

e. Do not record issuance of altimeter setting

unless that is the only information provided during

the contact.

f. When flight notification messages are used to

record flight progress data, cut or tear the paper to fit

the strip holder. Enter items 10 through 14 in the

corresponding numbered location illustrated in

FIG 4−2−4.

4−2−8. AIRCRAFT CONTACTS

a. Use a flight progress strip, the aircraft proposal,

or flight notification message to record information

on aircraft contacts. Inflight and flight watch contacts

may be logged in either M1FC or OASIS equipment,

on flight progress strips, or on facility approved

alternate forms.

b. If the station has the aircraft’s flight plan, enter

FP in space 14 to show FAA Form 7233−1 is filed in

the facility.
2/14/08 JO 7110.10T

Data Recording 4−2−7

c. If there is no flight plan on file for the aircraft

contacting the station, obtain and post the following:

1. ACID.

2. Type of flight.

3. Time of contact.

4. Aircraft contact record.

5. Other items which are operationally significant.

d. If the inflight position is recorded, you may

limit entries in the aircraft contact portion of the strip

to those necessary for your use.

TBL 4−2−15

Clearance Abbreviation

Abbreviation Meaning

A Cleared to airport (point of intended

landing).

B Center clearance delivered.

C ATC clears (when clearance relayed

through non−ATC facility).

CAF Cleared as filed.

D Cleared to depart from the fix.

F Cleared to the fix.

H Cleared to hold and instructions

issued.

L Cleared to land.

N Clearance not delivered.

O Cleared to the outer marker.

PD Cleared to climb/descend at pilot’s

discretion.

Q Cleared to fly specified sectors of a

NAVAID defined in terms of

courses, bearings, radials, or

quadrants within a designated

radius.

T Cleared through (for landing and

takeoff through intermediate point).

V Cleared over the fix.

X Cleared to cross (airway, route,

radial) at (point).

Z Tower jurisdiction.

4−2−9. CONTROL SYMBOLOGY

a. Use authorized control and clearance symbols

or abbreviations for recording clearances, reports,

and instructions.

b. The following tables contain abbreviation and

control information symbols. (See TBL 4−2−15 and

TBL 4−2−16.)

TBL 4−2−16

Miscellaneous Abbreviation

Abbreviation Meaning

BC Back course approach.

CT Contact approach.

FA Final approach.

GPS GPS approach.

I Initial approach.

ILS ILS approach.

MA Missed approach.

MLS MLS approach.

NDB Nondirectional radio beacon

approach.

OTP VFR conditions−on−top.

PA Precision approach.

PT Procedure turn.

RH Runway heading.

RP Report immediately upon passing

(fix/altitude).

RX Report crossing.

SA Surveillance approach.

SI Straight−in approach.

TA TACAN approach.

TL Turn left.

TR Turn right.

VA Visual approach.

VR VOR approach.
JO 7110.10T 2/14/08

4−2−8 Data Recording

FIG 4−2−6

Control Information Symbols Chart 1
2/14/08 JO 7110.10T

Data Recording 4−2−9

FIG 4−2−7

Control Information Symbols Chart 2

2/14/08 JO 7110.10T

Radio Communications 4−3−1

Section 3. Radio Communications

4−3−1. FREQUENCY USE

a. Use radio frequencies for the specific purposes

for which they are assigned. A frequency may be used

for more than one function when required. Use the

minimum number of frequencies to conduct

communications. Request pilots file flight plans on

discrete frequencies when possible.

b. Monitor assigned radio frequencies continuously. Keep speaker volumes at a level sufficient to

hear all transmissions.

4−3−2. AUTHORIZED TRANSMISSIONS

a. Transmit only those messages necessary for

safe and efficient use of the National Airspace System

(NAS).

1. Relay operational information to an aircraft

or its company, as requested, when abnormal

conditions necessitate such requests. Do not agree to

handle such messages on a regular basis.

2. Relay official FAA messages as required.

b. Inform an aircraft of the source of any message

you relay from an airport manager, a military

commander, or other appropriate authority.

c. Use the words or phrases in radio communications as contained in the Pilot/Controller Glossary.

4−3−3. RADIO MESSAGE FORMAT

Initiate radio communications with an aircraft by

using the following format:

a. Initial call up.

1. State the prefix “November” when establishing initial communications with U.S. Registered

aircraft followed by the phonetic pronunciation of the

numbers/letters of the aircraft registration.

2. Identification of the calling unit.

3. The type of message to follow when this will

assist the pilot.

4. The word over, if required.

EXAMPLE−

“November Three Four Seven Seven Papa, Fort Worth

Radio, over.”

“November Three Four Seven Seven Papa, Fort Worth

Radio, A−T−C clearance, over.”

b. Replying to call up from aircraft.

1. Identification of the aircraft initiating the call

up. Use the full identification in reply to aircraft with

similar sounding identifications. For other aircraft,

use the same identification the pilot used in initial call

up; then use the correct identification after

communications have been established.

2. Identification of the replying unit.

3. The word over, if required.

c. The word heavy shall be used as part of the

identification in communications with or about

heavy jet aircraft when providing airport advisories.

PHRASEOLOGY−

UNITED FIFTY−EIGHT HEAVY

NOTE−

1. Most airlines will use the word heavy following the

company prefix and trip number when establishing

communications or when changing frequencies.

2. When in radio−telephone communications with “Air

Force One,” do not add the heavy designator to the call

sign. State only the call sign “Air Force One” regardless

of the type of aircraft.

d. Preface a clearance or instruction intended for

a specific aircraft with the identification of that

aircraft.

e. Emphasize appropriate digits, letters, or similar

sounding words to aid in distinguishing between

similar sounding aircraft identifications. Additionally, notify each pilot concerned when communicating

with aircraft having similar sounding identifications.

EXAMPLE−

“American Five Twenty−one and American Twenty−one,

transmissions being made to each of you on this

frequency.”

“Advisory to Cessna One Three Two Four, transmissions

to Cessna One Two Three Four also being made on this

frequency.”

4−3−4. ABBREVIATED TRANSMISSION

Transmissions may be abbreviated as follows:
JO 7110.10T 2/14/08

4−3−2 Radio Communications

a. Use the identification prefix and the last three

digits or letters of the aircraft identification after

communications have been established and type of

aircraft is known. Do not abbreviate similar sounding

aircraft identifications or the identification of an air

carrier or other civil aircraft having an FAA

authorized call sign.

b. Omit the facility identification after communication has been established.

c. Transmit the message immediately after the

callup (without waiting for the aircraft’s reply) when

the message is short and receipt is generally assured.

d. Omit the word over, if the message obviously

requires a reply.

4−3−5. ROUTINE RADIO CONTACTS

Record information received from or given to the

pilot. Prior to terminating the contact, provide the

following information:

a. Weather Advisory. When a weather advisory is

in effect, such as a WA, WS, WST, CWA, or AWW,

which pertains to an area within 150 miles of the

aircraft’s position, obtain the route and destination if

not already known. Deliver the advisory if it is

pertinent and the pilot indicates that it has not been

received previously.

b. Shifting to Flight Watch. In−flight specialists

shall recommend shifting to the flight watch

frequency for en route advisories when weather

conditions in an area along the pilot’s route of flight

so dictate. An example would be a pilot flying into an

area of marginal weather farther along the route. It

would be advantageous for the pilot to contact the

flight watch specialist to pursue an alternate course of

action should the need arise.

PHRASEOLOGY−

FOR ADDITIONAL EN ROUTE WEATHER, CONTACT

FLIGHT WATCH (frequency).

NOTE−

Delete all references to Flight Watch when not available.

c. NOTAM. When the destination is in your

station’s flight plan area, inform the pilot of any

pertinent NOTAM.

d. Altimeter Setting.

1. If the aircraft is operating below 18,000 feet

MSL, issue current altimeter setting obtained from

direct reading instruments or received from weather

reporting stations. Use the setting for the location

nearest the position of the aircraft.

2. If the aircraft is arriving or departing a local

airport served by an operating control tower, issue

altimeter setting on request only.

3. Aircraft arriving or departing from a

nontowered airport which has a commissioned

ASOS/AWOS, with ground−to−air capability, shall

be advised to monitor the ASOS/AWOS frequency

for the altimeter setting.

PHRASEOLOGY−

MONITOR (airport) ASOS/AWOS FOR CURRENT

ALTIMETER.

NOTE−

This requirement is deleted if the pilot states, on initial

contact, that he/she has the automated weather.

4. When the barometric pressure is greater than

31.00 inches Hg., Flight Standards will implement

high barometric pressure procedures by NOTAM

defining the geographic area affected. When this

occurs, use the following procedures:

(a) IFR aircraft. Issue the altimeter setting

and advise the pilot that high pressure altimeter

setting procedures are in effect. Control facilities will

issue specific instructions when relaying IFR

clearances and control instructions through AFSS/

FSS facilities when the altimeter is above 31.00

inches Hg.

(b) VFR aircraft. Issue the altimeter setting.

Advise the pilot that high pressure altimeter setting

procedures are in effect and to use an altimeter setting

of 31.00 inches Hg. en route.

PHRASEOLOGY−

ALTIMETER IN EXCESS OF THREE ONE ZERO ZERO.

HIGH PRESSURE ALTIMETER SETTING

PROCEDURES ARE IN EFFECT.

NOTE−

Airports unable to accurately measure barometric

pressures above 31.00 inches Hg. will report the

barometric pressure as missing or in excess of 31.00

inches Hg. Flight operations to or from those airports are

restricted to VFR weather conditions.

REFERENCE−

AIM, Chapter 7, Section 2, and FAAO JO 7110.65, Para 2−6−2,

Hazardous Inflight Weather Advisory Service (HIWAS).

e. Incorrect Cruising Altitude. If the aircraft is

operating VFR at an altitude between 3,000 feet AGL

to, but not including FL180, and reports at an
2/14/08 JO 7110.10T

Radio Communications 4−3−3

incorrect cruising altitude for the direction of flight,

issue a VFR cruising altitude advisory.

PHRASEOLOGY−

V−F−R CRUISING LEVELS FOR YOUR DIRECTION

OF FLIGHT ARE: (Odd/Even) ALTITUDES PLUS FIVE

HUNDRED FEET.

NOTE−

Facilities located in those areas where VFR altitude

separation is below 3,000 feet AGL or above FL 180 shall

provide appropriate phraseology examples for local use.

f. Altimeter Setting in Millibars. If a request for

the altimeter setting in millibars is received, use the

setting for the location nearest the position of the

aircraft and convert to the millibar equivalent value

using the millibar conversion chart. If the millibar

setting is not a whole number, always round down.

(See TBL 4−3−1.)

TBL 4−3−1

Millibar Conversion Chart

MILLIBAR CONVERSION CHART

inches millibars inches millibars inches millibars inches millibars inches millibars inches millibars inches millibars inches millibars

27.50 931.3 28.00 948.2 28.50 965.1 29.00 982.1 29.50 999.0 30.00 1015.9 30.50 1032.8 31.00 1049.8

27.51 931.6 28.01 948.5 28.51 965.5 29.01 982.4 29.51 999.3 30.01 1016.3 30.51 1033.2 31.01 1050.1

27.52 931.9 28.02 948.9 28.52 965.8 29.02 982.7 29.52 999.7 30.02 1016.6 30.52 1033.5 31.02 1050.5

27.53 932.3 28.03 949.2 28.53 966.1 29.03 983.1 29.53 1000.0 30.03 1016.9 30.53 1033.9 31.03 1050.8

27.54 932.6 28.04 949.5 28.54 966.5 29.04 983.4 29.54 1000.3 30.04 1017.3 30.54 1034.2 31.04 1051.1

27.55 933.0 28.05 949.9 28.55 966.8 29.05 983.7 29.55 1000.7 30.05 1017.6 30.55 1034.5 31.05 1051.5

27.56 933.3 28.06 950.2 28.56 967.2 29.06 984.1 29.56 1001.0 30.06 1017.9 30.56 1034.9 31.06 1051.8

27.57 933.6 28.07 950.6 28.57 967.5 29.07 984.4 29.57 1001.4 30.07 1018.3 30.57 1035.2 31.07 1052.2

27.58 934.0 28.08 950.9 28.58 967.8 29.08 984.8 29.58 1001.7 30.08 1018.6 30.58 1035.6 31.08 1052.5

27.59 934.3 28.09 951.2 28.59 968.2 29.09 985.1 29.59 1002.0 30.09 1019.0 30.59 1035.9 31.09 1052.8

27.60 934.6 28.10 951.6 28.60 968.5 29.10 985.4 29.60 1002.4 30.10 1019.3 30.60 1036.2 31.10 1053.2

27.61 935.0 28.11 951.9 28.61 968.8 29.11 985.8 29.61 1002.7 30.11 1019.6 30.61 1036.6 31.11 1053.5

27.62 935.3 28.12 952.3 28.62 969.2 29.12 986.1 29.62 1003.0 30.12 1020.0 30.62 1036.9 31.12 1053.8

27.63 935.7 28.13 952.6 28.63 969.5 29.13 986.5 29.63 1003.4 30.13 1020.3 30.63 1037.3 31.13 1054.2

27.64 936.0 28.14 952.9 28.64 969.9 29.14 986.8 29.64 1003.7 30.14 1020.7 30.64 1037.6 31.14 1054.5

27.65 936.3 28.15 953.3 28.65 970.2 29.15 987.1 29.65 1004.1 30.15 1021.0 30.65 1037.9 31.15 1054.9

27.66 936.7 28.16 953.6 28.66 970.5 29.16 987.5 29.66 1004.4 30.16 1021.3 30.66 1038.3 31.16 1055.2

27.67 937.0 28.17 953.9 28.67 970.9 29.17 987.8 29.67 1004.7 30.17 1021.7 30.67 1038.6 31.17 1055.5

27.68 937.4 28.18 954.3 28.68 971.2 29.18 988.1 29.68 1005.1 30.18 1022.0 30.68 1038.9 31.18 1055.9

27.69 937.7 28.19 954.6 28.69 971.6 29.19 988.5 29.69 1005.4 30.19 1022.4 30.69 1039.3 31.19 1056.2

27.70 938.0 28.20 955.0 28.70 971.9 29.20 988.8 29.70 1005.8 30.20 1022.7 30.70 1039.6 31.20 1056.6

27.71 938.4 28.21 955.3 28.71 972.2 29.21 989.2 29.71 1006.1 30.21 1023.0 30.71 1040.0 31.21 1056.9

27.72 938.7 28.22 955.6 28.72 972.6 29.22 989.5 29.72 1006.4 30.22 1023.4 30.72 1040.3 31.22 1057.2

27.73 939.0 28.23 956.0 28.73 972.9 29.23 989.8 29.73 1006.8 30.23 1023.7 30.73 1040.6 31.23 1057.6

27.74 939.4 28.24 956.3 28.74 973.2 29.24 990.2 29.74 1007.1 30.24 1024.0 30.74 1041.0 31.24 1057.9

27.75 939.7 28.25 956.7 28.75 973.6 29.25 990.5 29.75 1007.5 30.25 1024.4 30.75 1041.3 31.25 1058.2

27.76 940.1 28.26 957.0 28.76 973.9 29.26 990.8 29.76 1007.8 30.26 1024.7 30.76 1041.6 31.26 1058.6

27.77 940.4 28.27 957.3 28.77 974.3 29.27 991.2 29.77 1008.1 30.27 1025.1 30.77 1042.0 31.27 1058.9

27.78 940.7 28.28 957.7 28.78 974.6 29.28 991.5 29.78 1008.5 30.28 1025.4 30.78 1042.3 31.28 1059.3

27.79 941.1 28.29 958.0 28.79 974.9 29.29 991.9 29.79 1008.8 30.29 1025.7 30.79 1042.7 31.29 1059.6

27.80 941.4 28.30 958.3 28.80 975.3 29.30 992.2 29.80 1009.1 30.30 1026.1 30.80 1043.0 31.30 1059.9

27.81 941.8 28.31 958.7 28.81 975.6 29.31 992.6 29.81 1009.5 30.31 1026.4 30.81 1043.3 31.31 1060.3

27.82 942.1 28.32 959.0 28.82 976.0 29.32 992.9 29.82 1009.8 30.32 1026.8 30.82 1043.7 31.32 1060.6

27.83 942.4 28.33 959.4 28.83 976.3 29.33 993.2 29.83 1010.2 30.33 1027.1 30.83 1044.0 31.33 1061.0

27.84 942.8 28.34 959.7 28.84 976.6 29.34 992.6 29.84 1010.5 30.34 1027.4 30.84 1044.4 31.34 1061.3

27.85 943.1 28.35 960.0 28.85 977.0 29.35 993.9 29.85 1010.8 30.35 1027.8 30.85 1044.7 31.35 1061.6

27.86 943.4 28.36 960.4 28.86 977.3 29.36 994.2 29.86 1011.2 30.36 1028.1 30.86 1045.0 31.36 1062.0

27.87 943.8 28.37 960.7 28.87 977.7 29.37 994.6 29.87 1011.5 30.37 1028.4 30.87 1045.4 31.37 1062.3

27.88 944.1 28.38 961.1 28.88 978.0 29.38 994.9 29.88 1011.9 30.38 1028.8 30.88 1045.7 31.38 1062.6

27.89 944.5 28.39 961.4 28.89 978.3 29.39 995.3 29.89 1012.2 30.39 1029.1 30.89 1046.1 31.39 1063.0

27.90 944.8 28.40 961.7 28.90 978.7 29.40 995.6 29.90 1012.5 30.40 1029.5 30.90 1046.4 31.40 1063.3

27.91 945.1 28.41 962.1 28.91 979.0 29.41 995.9 29.91 1012.9 30.41 1029.8 30.91 1046.7 31.41 1063.7

27.92 945.5 28.42 962.4 28.92 979.3 29.42 996.3 29.92 1013.2 30.42 1030.1 30.92 1047.1 31.42 1064.0

27.93 945.8 28.43 962.8 28.93 979.7 29.43 996.6 29.93 1013.5 30.43 1030.5 30.93 1047.4 31.43 1064.3

27.94 946.2 28.44 963.1 28.94 980.0 29.44 997.0 29.94 1013.9 30.44 1030.8 30.94 1047.7 31.44 1064.7

27.95 946.5 28.45 963.4 28.95 980.4 29.45 997.3 29.95 1014.2 30.45 1031.2 30.95 1048.1 31.45 1065.0

27.96 946.8 28.46 963.8 28.96 980.7 29.46 997.6 29.96 1014.6 30.46 1031.5 30.96 1044.4 31.46 1065.4

27.97 947.2 28.47 964.1 28.97 981.0 29.47 998.0 29.97 1014.9 30.47 1031.8 30.97 1048.8 31.47 1065.7

27.98 947.5 28.48 964.4 28.98 981.4 29.48 998.3 29.98 1015.2 30.48 1032.2 30.98 1049.1 31.48 1066.0

27.99 947.9 28.49 964.8 28.99 981.7 29.49 998.6 29.99 1015.6 30.49 1032.5 30.99 1049.4 31.49 1066.4
JO 7110.10T 2/14/08

4−3−4 Radio Communications

4−3−6. RADIO COMMUNICATIONS

TRANSFER

Transfer radio communications by specifying the

following:

a. The name of the facility to be contacted and the

frequency.

PHRASEOLOGY−

CONTACT (name of facility) ON (frequency).

b. In situations where an aircraft will continue to

communicate with your facility, use the following:

PHRASEOLOGY−

CONTACT (name of service) ON (frequency).

4−3−7. ATC CLEARANCES, ADVISORIES,

OR REQUESTS

a. Notify ATC via interphone of a pilot’s request

for clearance and include the departure and

destination airports and, if appropriate, departing

runway and time in the request. Relay, verbatim, ATC

clearances, advisories, and requests received from the

control facility. Give a time check to the nearest

quarter minute when relaying a clearance that

includes a release or void time.

NOTE−

For ATC clearances, “verbatim” means exact control

instructions, in the format stated in FAAO JO 7110.65, Air

Traffic Control, Para 4−2−1, Clearance Items.

PHRASEOLOGY−

Aircraft on the ground:

(Facility) RADIO, CLEARANCE REQUEST.

After go−ahead from ATC,

(Aircraft identification) DEPARTING (airport),

RUNWAY (number if applicable) DESTINATION (fix or

airport). (If applicable), CAN BE OFF AT (time).

Aircraft airborne:

(Facility) RADIO, CLEARANCE REQUEST.

After go−ahead from ATC:

(Aircraft identification), (position), (altitude), (route),

AND (destination).

b. Prefix all ATC clearances, advisories, or

requests with the appropriate phrase “A−T−C

CLEARS,” “A−T−C ADVISES,” etc.

c. When issuing information, relaying clearances,

or instructions, ensure acknowledgement by the

pilot.

d. If altitude, heading, or other items are read back

by the pilot, ensure the readback is correct. If

incorrect or incomplete, make corrections as

appropriate.

NOTE−

Pilots may acknowledge clearances, instructions, or

information by using “Wilco,” “Roger,” “Affirmative,”

or other appropriate words or remarks.

REFERENCE−

Pilot/Controller Glossary.

4−3−8. DEPARTURE REPORTS

a. When an IFR aircraft reports airborne or is

observed airborne, transmit the aircraft identification

and departure time to the control facility from which

the clearance was received.

PHRASEOLOGY−

(Facility) RADIO. DEPARTURE. (Aircraft

identification), (time).

NOTE−

1. This includes known VFR departure times of aircraft

which are to obtain IFR clearances when airborne.

2. The requirement for transmitting departure reports

may be omitted if requested by the IFR control facility,

provided the procedures are specified in a Letter of

Agreement.

b. When an aircraft which has filed an IFR flight

plan requests a VFR departure, facilitate the request

as follows:

1. If the facility/sector responsible for issuing

the clearance is unable to issue a clearance, inform the

pilot and suggest that the delay be taken on the

ground. If the pilot insists upon taking off VFR and

obtaining an IFR clearance in the air, relay the pilot’s

intentions and, if possible, the VFR departure time to

the facility/sector holding the flight plan.

2. After obtaining approval from the facility/

sector responsible for issuing the IFR clearance, an

aircraft planning IFR flight may be authorized to

depart VFR. Inform the pilot of the proper frequency

and, if appropriate, where or when to contact the

facility responsible for issuing the clearance.

7JO 7110.10T CHG 1 110.65R CHG 2 7/31/0 31578
2/14/08 JO 7110.10T

Radio Communications 4−3−5

(a) When requesting:

PHRASEOLOGY−

(Facility) RADIO. (Aircraft identification), REQUEST

V−F−R DEPARTURE.

(b) When relaying to aircraft:

PHRASEOLOGY−

A−T−C ADVISES (aircraft identification) V−F−R

DEPARTURE APPROVED. CONTACT (facility) ON

(frequency) AT (location or time, if required) FOR

CLEARANCE.

(c) Relaying to control facility:

PHRASEOLOGY−

(Facility) RADIO. (Aircraft identification) DEPARTED

V−F−R AT (time).

4−3−9. IFR FLIGHT PROGRESS REPORTS

Relay to the appropriate ATC facility the aircraft

identification, position, time, altitude, estimate of

next reporting point, name of subsequent reporting

point, and any pilot remarks or requests including

amended flight plan data.

PHRASEOLOGY−

(Facility) RADIO. PROGRESS. (Aircraft identification),

(position), (altitude), (time) (name and estimate of next

reporting point) (name of subsequent reporting point)

(pilot’s remarks).

4−3−10. ARRIVAL/MISSED APPROACH

REPORTS

Relay to the appropriate ATC facility, by the most

expeditious means available, the time that an IFR

aircraft lands, cancels, or executes a missed approach,

and intentions, if known.

4−3−11. NONDELIVERY OF MESSAGES

Inform ATC when a message has not been delivered

within:

a. Three minutes of receipt; or

b. Three minutes after the specified delivery time;

or

c. A specified cancellation time.

4−3−12. BROADCAST (BLIND

TRANSMISSION) OF MESSAGES

Broadcast messages as requested by ATC. If no

accompanying transmitting instructions are received,

transmit the message four times:

a. Once upon receipt; and

b. At approximately 3−minute intervals thereafter.

4−3−13. PENETRATION OF CLASS A

AIRSPACE OR PROHIBITED/RESTRICTED

AREA

a. Penetration of Class A airspace. When a VFR

aircraft’s position report indicates penetration of

Class A airspace:

1. Inform the pilot of the Class A airspace

penetration and request intentions.

PHRASEOLOGY−

YOU ARE IN CLASS A AIRSPACE. AN A−T−C

CLEARANCE IS REQUIRED. REQUEST YOUR

INTENTIONS.

2. Inform the control facility immediately.

3. Relay ATC instructions.

b. Penetration of PROHIBITED/RESTRICTED

AREA. When an aircraft report indicates penetration

of a prohibited/restricted area:

1. Inform the pilot.

PHRASEOLOGY−

YOU ARE IN A PROHIBITED/RESTRICTED AREA.

AUTHORIZATION IS REQUIRED. REQUEST YOUR

INTENTIONS.

2. Inform the control facility immediately.

3. Relay ATC instructions.

7/31/08 JO 7110.10T CHG 1

2/14/08 JO 7110.10T

Airport Advisory Services 4−4−1

Section 4. Airport Advisory Services

4−4−1. GENERAL

Airport advisory services are provided at airports

without an operating control tower that have certified

automated weather reporting via voice capability.

a. Local Airport Advisory (LAA) is a service

provided by facilities, which are located on the

landing airport, have ground−to−air communication

on a discrete frequency or the tower frequency when

the tower is closed, automated weather reporting with

voice broadcasting, and a continuous ASOS/AWOS

data display, other continuous direct reading

instruments, or manual observations available to the

specialist.

b. Remote Airport Advisory (RAA) is a remote

service which may be provided by facilities, which

are not located on the landing airport, but have

ground−to−air communication on a discrete frequency or the tower frequency when the tower is closed,

automated weather reporting with voice available to

the pilot at the landing airport, and a continuous

ASOS/AWOS data display, other direct reading

instruments, or manual observation is available to the

AFSS specialist.

c. Remote Airport Information Service (RAIS) is

a temporary service provided by facilities, which are

not located on the landing airport, but have

communication capability and automated weather

reporting available to the pilot at the landing airport.

d. Final Guard Service is a value added service

provided in conjunction with LAA/RAA only during

periods of significant and fast changing weather

conditions that may affect landing and takeoff

operations.

1. When the pilot reports “On final” or “Taking

the active runway,” the specialist shall provide the

current wind direction, speed, and altimeter.

2. If during the operation conditions change and

in the specialist’s opinion, the changing information

might be useful to the pilot, the specialist shall

broadcast the information in the blind.

3. Pilots will not be required or expected to

acknowledge the broadcast.

NOTE−

FAA policy requires pilots to access the current automated

weather prior to requesting any remote ATC services at

nontowered airports. It is the pilot’s responsibility to

comply with the Federal Aviation Regulations (FARs) if

landing clearance is required.

e. During initial contact if the pilot reports: “I have

the automated weather,” do not provide weather

information unless specifically requested by the pilot

or a special report is transmitted.

EXAMPLE−

RAIS:

Pilot − “Green Bay radio, Cessna 12RG, ten northeast,

landing Eau Claire, request airport information, I have

the automated weather.”

FSS − “Cessna 12RG, Eau Claire airport information,

your traffic is a Cessna 172 entering downwind and a

Convair 660 reported on final, both one minute ago. There

is an airport maintenance vehicle . . ..”

f. If additional pilots initiate contact a short time

after LAA/RAIS/RAA was provided, determine if

the new pilot(s) copied the information when it was

provided.

1. If the new pilot responds in the affirmative,

do not repeat the information.

2. If the new pilot acknowledges the LAA/

RAIS/RAA information then requests specific

information, provide only the information requested.

NOTE−

The intent is to reduce frequency clutter while insuring

that the pilots are aware of the situation as it changes.

g. If a pilot asks for LAA/RAIS/RAA at an airport

where the requested service is not available but one

of the three services is available, inform the pilot

about what service is available, and provide the

appropriate service.

PHRASEOLOGY−

(Airport name) LOCAL AIRPORT ADVISORY IS NOT

AVAILABLE. REMOTE AIRPORT INFORMATION . . ..

h. At airports where automated current weather is

available to the pilot via ASOS/AWOS voice

recording:

1. When the pilot reports, “I have the automated

weather,” provide the appropriate nonweather

elements.

2. At airports with commissioned ASOS/

AWOS with continuous automated voice capability,

instruct the pilot to monitor the automated broadcast

and advise intentions.
JO 7110.10T 2/14/08

4−4−2 Airport Advisory Services

PHRASEOLOGY−

MONITOR (location) ASOS/AWOS (frequency). ADVISE

INTENTIONS.

3. If the pilot reports the AWOS/ASOS is out of

service, provide the last reported weather available.

4. If the pilot requests special VFR clearance,

provide the appropriate elements and follow the

procedures in Section 5.

4−4−2. LAA/RAIS/RAA ELEMENTS AND

PHRASEOLOGY

a. State the airport name and the words, Airport

Advisory, Airport Information, or Remote Advisory.

PHRASEOLOGY−

(Airport name), AIRPORT ADVISORY . . . or (Airport

name), AIRPORT INFORMATION . . . or (Airport name),

REMOTE ADVISORY . . ..

b. Provide the information as appropriate, sequencing the elements in the following manner or to

best serve the current traffic situation:

1. Final Guard is a value added wind and

altimeter monitoring service provided in conjunction

with LAA/RAA during periods of significant and/or

fast changing weather conditions that may affect

landing and takeoff operations. The specialist shall

monitor the remoted display of the current wind and

altimeter. Provide Final Guard as follows:

(a) When the pilot reports “On final” or

“Taking the active runway,” the specialist shall

provide the current wind direction, speed, and

altimeter.

(b) If during the landing or takeoff operation

conditions change and, in the specialist’s opinion, the

changing information might be useful to the pilot, the

specialist shall broadcast the new wind and/or

altimeter information in the blind.

(c) Pilots will not be required or expected to

acknowledge the broadcast.

PHRASEOLOGY−

N12RG, WIND NOW (Direction) AT (Speed).

NOTE−

FAA policy requires pilots to access the current automated

weather prior to requesting any remote ATC services at

nontowered airports. It is the pilot’s responsibility to

comply with the FARs if landing clearance is required.

Final Guard is never provided with RAIS.

2. Favored or Designated Runway is a value

added service offered in conjunction with LAA/

RAA. The specialist shall check the current wind data

and provide the runway information as follows:

(a) For takeoff and landing operations state

the runway most nearly aligned into the wind.

(b) Inform the pilot when the current wind

direction is varying enough that the selection of the

favored runway may be affected, when there is more

than 10 knots between peaks and lulls, or the pilot has

requested the information.

(c) If there is no wind, state the runway

currently in use, the runway favored by a shorter

taxiway, or other local consideration.

(d) When airport management has designated

a runway to be used under certain wind or other

conditions (and has informed the FSS in writing)

issue runway information accordingly.

(e) If the majority of the traffic has been using

a runway other than the favored or designated

runway, advise the pilot.

EXAMPLE−

Landing airport has runways 27 (longer) and 32 with most

pilots utilizing the shorter runway, “FAVORED RUNWAY

32, WINDS VARYING BETWEEN 280 AND 340, SPEED

15 GUSTING 28.”

(f) When a pilot advises he/she will use a

runway other than the favored or the designated

runway, inform all known concerned traffic.

PHRASEOLOGY−

ATTENTION ALL AIRCRAFT. (Aircraft type)

DEPARTING/LANDING RUNWAY (number).

(g) If a pilot requests the distance between an

intersection and the runway end, furnish measured

data from the local airport intersection takeoff

diagram or other appropriate sources.

(h) The favored or designated runway is

never provided with RAIS.

3. Traffic. Factual information about observed

or reported traffic, which may constitute a collision

hazard. This may include positions of aircraft inflight

and/or aircraft and vehicles operating on the airport.

PHRASEOLOGY−

TRAFFIC (Aircraft type), (position), (minutes) AGO.

4. Altimeter Setting.

(a) LAA/RAA: Apply special procedures

when the altimeter setting is more than
2/14/08 JO 7110.10T

Airport Advisory Services 4−4−3

31.00 inches Hg. Stations with the capability of

reading altimeter settings above 31.00 inches Hg.

shall issue altimeter settings.

PHRASEOLOGY−

ALTIMETER IN EXCESS OF THREE ONE ZERO ZERO.

HIGH PRESSURE ALTIMETER SETTING

PROCEDURES ARE IN EFFECT.

(b) RAIS: Do not provide the altimeter unless

specifically requested. Then, provide the altimeter

from the last official weather report.

5. Weather. When the pilot does not have the

weather conditions, issue the last reported or known

weather information as follows:

(a) LAA/RAIS/RAA:

(1) Wind direction and speed.

(2) Altimeter.

(3) Ceiling and visibility to VFR aircraft

when less than basic VFR conditions exist.

(4) Visibility to VFR aircraft when it is less

than three miles in any quadrant.

(5) Touchdown RVR/RVV for the runway

in use where RVR/RVV readout equipment is located

at the workstation providing the service.

(6) To IFR aircraft executing an instrument

approach or departure and to the appropriate control

facility when visibility is less than 3 miles or when

the ceiling is less than 1,000 feet or below the highest

circling minimum, whichever is greater.

6. Weather advisory alert. Provide in accordance with subpara 4−3−5a.

PHRASEOLOGY−

(Advisory description) IS CURRENT FOR (condition)

OVER (area).

7. Density Altitude.

(a) Facilities at airports with field elevations

of 2,000 feet MSL or higher, transmit a density

altitude advisory to departing general aviation

aircraft whenever the temperature reaches the criteria

contained in TBL 2−2−1.

PHRASEOLOGY−

CHECK DENSITY ALTITUDE

(b) Omit this advisory if pilot states the

computation has been done or if the specialist is

aware that a density altitude computation for that

aircraft was included in the preflight briefing.

8. Wake Turbulence. Issue cautionary information to any aircraft if in your judgment wake

turbulence may have an adverse effect on it.

PHRASEOLOGY−

CAUTION WAKE TURBULENCE (traffic information).

NOTE−

Wake turbulence may be encountered by aircraft in flight

as well as when operating on the airport movement area.

Because wake turbulence is unpredictable, air traffic

personnel are not responsible for anticipating its

existence or effect.

9. NOTAM. NOTAMs concerning local

NAVAIDs and field conditions pertinent to flight.

EXAMPLE−

“All runways covered by packed snow 6 inches deep.”

10. Braking Action. Furnish braking action

reports as received from pilots or airport management

to all aircraft as follows:

(a) Describe braking action using the terms

fair, poor, or nil. If the pilot or airport management

reports braking action in other than the foregoing

terms, ask them to categorize braking action in these

terms.

(b) When known, include the type of aircraft

or vehicle from which the report is received.

EXAMPLE−

“Braking action poor.”

“Braking action poor, reported by a Cessna Four−Oh−

One.”

(c) If the braking action report affects only a

portion of a runway, obtain enough information from

the pilot or airport management to describe braking

action in terms easily understood by the pilot.

EXAMPLE−

“Braking action poor first half of Runway Six, reported by

a Gulfstream Two.”

“Braking action poor Runway Two−Seven, reported by a

Boeing Seven Twenty−Seven.”

NOTE−

Descriptive terms, such as first/last half of the runway,

should normally be used rather than landmark

descriptions, such as opposite the fire station, south of a

taxiway.

11. Runway Friction. Provide runway friction

measurement readings/values as received from

airport management to aircraft as follows:

(a) At airports with friction measuring

devices, provide runway friction reports, as received
JO 7110.10T 2/14/08

4−4−4 Airport Advisory Services

from airport management, to pilots. State the runway

number followed by the MU number for each of the

three runway zones, the time of the report in UTC,

and a word describing the cause of the runway friction

problem.

EXAMPLE−

“Runway two seven, MU forty−two, forty−one, twenty−

eight at one zero one eight ZULU, ice.”

(b) Issue the runway surface condition and/or

the runway condition reading (RCR), if provided, to

all USAF and ANG aircraft. Issue the RCR to other

aircraft upon request.

EXAMPLE−

“Ice on runway, R−C−R zero five, patchy.”

NOTE−

USAF has established RCR procedures for determining

the average deceleration readings of runways under

conditions of water, slush, ice, or snow. The use of RCR

code is dependent upon the pilot’s having a “stopping

capability chart” specifically applicable to his/her

aircraft. USAF offices furnish RCR information at

airports serving USAF and ANG aircraft.

12. Do not approve or disapprove simulated

instrument approaches.

4−4−3. CHARTS

Keep charts depicting runways, local taxi routes,

intersection takeoff information, airport traffic

patterns, and instrument approach procedures

convenient to the airport advisory position.

4−4−4. AUTHORIZED FREQUENCIES

a. LAA/RAA:

1. Provide LAA/RAA on the appropriate

discrete frequency at nontower locations and on the

tower local control frequency at an airport with a

part−time tower when that facility is not operating.

2. If a pilot calls on another frequency, issue

advisories on the frequency to which the pilot is

listening, in addition to the appropriate LAA/RAA

frequency.

3. Encourage the pilot to guard the LAA/RAA

frequency or tower local control frequency within a

10−mile radius of the airport.

NOTE−

In situations where the inflight position is split, advise

pilot of appropriate frequency to obtain LAA/RAA/RAIS.

PHRASEOLOGY−

FOR FURTHER ADVISORY SERVICE AT (airport

name), MONITOR (frequency) WITHIN ONE ZERO

MILES.

b. RAIS:

1. Provide RAIS on the existing discrete

frequency located at the remote airport.

2. If a pilot calls and appears to be unaware that

RAIS is available, offer the service.

3. If a pilot calls on another frequency, issue

advisories on the frequency the pilot is listening, in

addition to the appropriate LAA/RAA frequency.

4. If RAIS is requested when it is not offered,

inform the pilot that the service is not available and

follow para 4−4−5.

NOTE−

This service is only provided at remote airports that have

an existing discrete communications capability between

the airport and the flight service station serving the

airport and a NOTAM D announcing the availability of

the service is in effect.

4−4−5. REQUEST FOR LAA/RAIS/RAA AT

AIRPORTS WHERE THE SERVICES ARE

UNAVAILABLE

Advise the pilot that the requested LAA/RAIS/RAA

service is not available. Provide CTAF frequency

and/or the ASOS/AWOS frequency, when available.

When not available, issue the last known surface

condition and altimeter.

PHRASEOLOGY−

(Airport name) AIRPORT ADVISORY or AIRPORT

INFORMATION or REMOTE ADVISORY NOT

AVAILABLE. CONTACT (airport name) CTAF

(frequency).

4−4−6. TRAFFIC CONTROL

When there is no control tower in operation and a

pilot appears unaware of this fact, inform him/her as

follows:

PHRASEOLOGY−

NO CONTROL TOWER IN OPERATION.

4−4−7. AIRCRAFT EQUIPMENT CHECKS

When requested, provide observed information.
2/14/08 JO 7110.10T

Airport Advisory Services 4−4−5

PHRASEOLOGY−

LANDING GEAR APPEARS TO BE DOWN AND IN

PLACE.

4−4−8. AUTOMATIC FLIGHT INFORMATION

SERVICE (AFIS) − ALASKA FSSs ONLY

Use the AFIS to provide advance non−control airport,

meteorological, and pertinent NOTAM information

to aircraft.

NOTE−

Use of the AFIS by pilots is not mandatory, but pilots who

use two−way radio communication with the FSS are urged

to use the service.

a. Begin each new AFIS message with the

airport/facility name and a phonetic alphabet letter.

The phonetic alphabet letter shall also be spoken at

the end of the message and be used sequentially,

beginning with “Alfa,” ending with “Zulu.”

Full−time facilities shall repeat the letter without

regard to the beginning of a new day. Part−time

facilities shall identify the first resumed broadcast

message with “Alfa.”

b. The AFIS recording shall be reviewed for

completeness, accuracy, speech rate, and proper

enunciation before being transmitted.

c. Maintain an AFIS message that reflects the

most current local airport information.

1. Make a new AFIS recording when any of the

following occur:

(a) Upon receipt of any new official weather,

regardless of any change in values.

(b) When runway braking action reports are

received that indicate runway braking is worse than

that which was included in the current AFIS

broadcast.

(c) When there is a change in any other

pertinent data for the airport or surrounding area, such

as change in favored runway, new or canceled

NOTAMs, AIRMETs, SIGMETs, CWAs, PIREPs, or

other information that facilitates the repetitive

transmission of essential but routine information.

2. Data may be omitted because of rapidly

changing weather conditions or other circumstances

when deemed necessary by the supervisor or

controller−in−charge. When this occurs, the AFIS

shall state the name of the appropriate facility to

contact (and frequency, if different from airport

CTAF) to obtain the missing data.

3. Broadcast, on the LAA frequency, the new

airport AFIS phonetic alphabet identifier after each

new recording.

4. After establishing two−way radio communication, if the pilot does not state that he/she has the

current AFIS code, the specialist shall either:

(a) Use LAA procedures to issue pertinent

AFIS information, or

(b) Advise the pilot to return to the AFIS

frequency.

Specialists shall provide LAA information when the

AFIS is not available.

5. At the discretion of the supervisor/controller−in−charge, AFIS broadcasts may be suspended

within specified time periods. During these periods,

the AFIS shall contain a brief statement the AFIS is

suspended for the specified time and pilots should

contact the FSS for LAA.

PHRASEOLOGY−

“(Airport name) FLIGHT INFORMATION

BROADCASTS ARE SUSPENDED UNTIL (time).

CONTACT (facility name) RADIO ON (frequency) FOR

AIRPORT INFORMATION.”

6. Part−time and seasonal facilities shall record

a message with the appropriate frequency and facility

contact information as well as known information

regarding resumption of FSS LAA.

PHRASEOLOGY−

“(Name of FSS) HOURS OF OPERATION ARE (time)

LOCAL TIME TO (time) LOCAL TIME. THE COMMON

TRAFFIC ADVISORY FREQUENCY IS (frequency).

PILOT CONTROLLED LIGHTING IS AVAILABLE ON

(frequency). FOR ADDITIONAL INFORMATION

CONTACT (name of AFSS) ON (frequency).”

“(Name of FSS) IS CLOSED FOR THE WINTER

SEASON. THE COMMON TRAFFIC ADVISORY

FREQUENCY IS (frequency). PILOT CONTROLLED

LIGHTING IS AVAILABLE ON (frequency). FOR

ADDITIONAL INFORMATION CONTACT (name of

AFSS) ON (frequency).”

7. In the event of an AFIS equipment failure, the

supervisor/controller−in−charge shall make an entry

in the Daily Record of Facility Operation, FAA Form

7230−4; notify the appropriate Technical Operations

personnel; issue a NOTAM; and resume LAA.

8. Use the following format and include the

following in AFIS broadcast as appropriate:

7/31/08 JO 7110.10T CHG 1
JO 7110.10T 2/14/08

4−4−6 Airport Advisory Services

(a) (Airport/facility name) airport information.

(b) Phonetic alphabet designator.

(c) Special routing procedures in effect (when

appropriate for the Ketchikan (KTN) area).

(d) Time of the AFIS preparation (UTC)

followed by the word, “ZULU.”

(e) Weather information consisting of: Wind,

visibility, present weather (obstructions to visibility),

sky condition, temperature, dew point, altimeter,

pertinent remarks included in the official weather

observation. The ceiling/sky condition, visibility,

and obstructions to vision may be omitted if the

ceiling is above 5,000 feet and the visibility is more

than 5 miles.

EXAMPLE−

“The weather is better than five thousand and five.”

(f) Favored runway and additional local

information, as required.

(g) NOTAMs concerning local NAVAIDs and

field conditions pertinent to flight.

EXAMPLE−

“Notice to Airmen, Iliamna NDB out of service.”

“Transcribed weather broadcast out of service.”

(h) Runway breaking action or friction

reports when provided. Include the time of the report

and a word describing the cause of the runway friction

problem.

PHRASEOLOGY−

“RUNWAY (number) MU (first value, second value, third

value) AT (time), (cause).”

REFERENCE−

FAAO JO 7110.10, Para 4−4−2, LAA/RAIS/RAA Elements and

Phraseology.

(i) Low Level Wind shear (LLWS) advisory,

including those contained in the terminal forecast and

in pilot reports. (Include pilot report information at

least 20 minutes following the report).

EXAMPLE−

“Low level wind shear is forecast.”

(j) Unauthorized Laser Illumination Events.

When a laser event is reported, include reported

unauthorized laser illumination events on the AFIS

broadcast for one hour following the last report.

Include the time, location, altitude, color, and

direction of the laser as reported by the pilot.

PHRASEOLOGY−

“UNAUTHORIZED LASER ILLUMINATION EVENT,

(UTC time), (location), (altitude), (color), (direction).”

EXAMPLE−

“Unauthorized laser illumination event at zero one zero

zero Zulu, eight−mile final runway one eight at three

thousand feet, green laser from the southwest.”

(k) Man−Portable Air Defense Systems

(MANPADS) alert and advisory. Specify the nature

and location of threat or incident, whether reported or

observed and by whom, time (if known), and

notification to pilots to advise ATC if they need to

divert.

PHRASEOLOGY−

“MANPADS ALERT. EXERCISE EXTREME CAUTION.

MANPADS THREAT/ATTACK/POST−EVENT ACTIVITY

OBSERVED/REPORTED BY (reporting agency)

(location) AT (time, if known). (When transmitting to an

individual aircraft) ADVISE ON INITIAL CONTACT IF

YOU WANT TO DIVERT.”

EXAMPLE−

“MANPADS alert. Exercise extreme caution. MANPADS

threat reported by TSA, Anchorage area. Advise on initial

contact if you want to divert.”

“MANPADS alert. Exercise extreme caution. MANPADS

attack observed by flight service station one−half mile

northwest of airfield at one−two−five−zero Zulu. Advise

on initial contact if you want to divert.”

NOTE−

1. Upon receiving or observing an unauthorized

MANPADS alert/advisory, contact the Alaska Flight

Service Information Area Group through the Alaskan

Region Regional Operations Center (ROC).

2. Continue broadcasting the MANPADS alert/advisory

until advised by national headquarters the threat is no

longer present. Coordination may be through Alaska

Flight Service Information Area Group or the Alaskan

Region ROC.

REFERENCE−

FAAO JO 7210.3, Para 2−1−9, Handling MANPADS Incidents.

(l) Any other advisories applicable to the area

covered by the FSS LAA.

(m) Local frequency advisory.

PHRASEOLOGY−

“CONTACT (facility name) RADIO ON (frequency) FOR

TRAFFIC ADVISORIES.”

(n) Instructions for the pilot to acknowledge

receipt of the FSS AFIS message on initial contact.

EXAMPLE−

“Dillingham airport information ALFA. One six five five

7JO 7110.10T CHG 1 110.65R CHG 2 7/31/0 31578
2/14/08 JO 7110.10T

Airport Advisory Services 4−4−7

Zulu. Wind one three zero at eight; visibility one five;

ceiling four thousand overcast; temperature four, dew

point three; altimeter two niner niner zero. Favored

runway one niner. Notice to Airmen, Dillingham V−O−R

out of service. Contact Dillingham Radio on one two three

point six for traffic advisories. Advise on initial contact

you have ALFA.”

“Kotzebue information ALFA. One six five five Zulu.

Wind, two one zero at five; visibility two, fog; ceiling one

hundred overcast; temperature minus one two, dew point

minus one four; altimeter three one zero five. Altimeter in

excess of three one zero zero, high pressure altimeter

setting procedures are in effect. Favored runway two six.

Weather in Kotzebue surface area is below V−F−R minima

− an ATC clearance is required. Contact Kotzebue Radio

on one two three point six for traffic advisories and advise

intentions. Notice to Airmen, Hotham NDB out of service.

Transcribed Weather Broadcast out of service. Advise on

initial contact you have ALFA.”

7/31/08 JO 7110.10T CHG 1

2/14/08 JO 7110.10T

Special VFR Operation 4−5−1

Section 5. Special VFR Operation

4−5−1. AUTHORIZATION

a. Special VFR (SVFR) operations in weather

conditions less than VFR minima are authorized:

1. For helicopters and fixed−wing aircraft at any

location not prohibited by 14 CFR Part 91, Appendix D, Section 3, or when an exception to 14 CFR

Part 91, Appendix D, Section 3 has been granted and

an associated letter of agreement established.

REFERENCE−

14 CFR Part 91, Appendix D, Section 3. Controlled airspace within which

special V−F−R weather minimums are not authorized.

2. Only within surface areas.

3. Only when requested by the pilot.

b. When the primary airport is reporting VFR,

SVFR operations may be authorized for aircraft

transiting surface areas when the pilot advises the

inability to maintain VFR.

NOTE−

Control facilities shall always retain SVFR operations

authority when IFR operations are being conducted in

surface areas.

4−5−2. REQUESTS FOR SPECIAL VFR

CLEARANCE

a. Transmit SVFR clearances only for operations

within surface areas on the basis of weather

conditions. If weather conditions are not reported,

transmit an SVFR clearance whenever a pilot advises

unable to maintain VFR and requests an SVFR

clearance, provided the pilot reports having at least

1−mile flight visibility.

PHRASEOLOGY−

ATC CLEARS (aircraft identification) TO ENTER/OUT

OF/THROUGH (name) SURFACE AREA, and if

applicable, (direction) OF (name) AIRPORT (specified

routing),

and

MAINTAIN SPECIAL V−F−R CONDITIONS AT OR

BELOW (altitude) (if applicable) WHILE IN SURFACE

AREA.

ATC CLEARS (aircraft identification) TO OPERATE

WITHIN (name) SURFACE AREA. MAINTAIN SPECIAL

V−F−R CONDITIONS AT OR BELOW (altitude).

b. Transmit clearance for local SVFR operations

for a specified period (series of takeoffs and landings,

etc.) upon request if the aircraft can be recalled when

traffic or weather conditions require. Where

warranted, letters of agreement may be established.

PHRASEOLOGY−

LOCAL SPECIAL V−F−R OPERATIONS IN THE

IMMEDIATE VICINITY OF (name) AIRPORT ARE

AUTHORIZED UNTIL (time). MAINTAIN SPECIAL

V−F−R CONDITIONS AT OR BELOW (altitude).

c. If an aircraft operating under visual flight rules

attempts to enter, depart, or operate within surface

areas contrary to the provisions of 14 CFR

Section 91.157 (visual flight rules), ensure the pilot

is aware of the current weather conditions. Provide

the following information:

1. At airports with commissioned ASOS/

AWOS with continuous automated voice capability,

instruct the pilot to monitor the automated broadcast

and advise intentions.

PHRASEOLOGY−

MONITOR (location) ASOS/AWOS (frequency). ADVISE

INTENTIONS.

2. At airports without a commissioned ASOS/

AWOS, or, if the pilot is unable to receive the

ASOS/AWOS broadcast, issue the most current

weather report available. Advise the pilot that the

weather is below VFR minima, and request the pilot’s

intentions.

PHRASEOLOGY−

(Location) WEATHER, CEILING (height), VISIBILITY

(miles). (Location) SURFACE AREA IS BELOW V−F−R

MINIMA. AN ATC CLEARANCE IS REQUIRED.

ADVISE INTENTIONS.

NOTE−

Helicopters performing hover taxiing operations (normally not above 10 feet) within the boundary of the airport

are considered to be taxiing aircraft.

d. At a pilot’s request, issue an SVFR clearance,

if appropriate, when an SVFR letter of agreement

exists between an AFSS/FSS and the control facility.

If no agreement exists, request clearance from the

control facility. State the aircraft’s location and route

of flight.

PHRASEOLOGY−

(Facility name) RADIO. REQUEST SPECIAL V−F−R

CLEARANCE (aircraft identification) (direction) OF
JO 7110.10T 2/14/08

4−5−2 Special VFR Operation

(location) AIRPORT (specified routing) INTO/OUT

OF/THROUGH THE (location) SURFACE AREA.

NOTE−

IFR aircraft shall normally have priority over special

VFR (SVFR) aircraft.

1. If the pilot is operating outside surface area

and requests SVFR clearance, issue the clearance or

if unable, advise the pilot to maintain VFR outside

surface area and to standby for clearance.

PHRASEOLOGY−

MAINTAIN V−F−R OUTSIDE (location) SURFACE

AREA. STANDBY FOR CLEARANCE.

2. When an aircraft requests a SVFR clearance

to enter surface area during periods of SVFR activity,

instruct the pilot to maintain VFR conditions outside

surface area pending arrival/recall/departure of

SVFR operations.

PHRASEOLOGY−

MAINTAIN V−F−R CONDITIONS OUTSIDE OF THE

(location) SURFACE AREA PENDING

ARRIVAL/RECALL/DEPARTURE OF IFR/SPECIAL

V−F−R AIRCRAFT.

3. If the pilot is operating inside the surface area

and requests an SVFR clearance, advise the pilot to

maintain VFR and standby for clearance.

PHRASEOLOGY−

MAINTAIN V−F−R, STANDBY FOR CLEARANCE.

e. Suspend SVFR operations when necessary to

comply with instructions contained in subpara

4−5−4b or when requested by the control facility.

PHRASEOLOGY−

SPECIAL V−F−R AUTHORIZATION DISCONTINUED.

RETURN TO AIRPORT OR DEPART SURFACE AREA.

ADVISE INTENTIONS.

After response

REPORT LANDING COMPLETED/LEAVING

SURFACE AREA.

4−5−3. VISIBILITY BELOW 1 MILE

a. When the ground visibility is officially reported

at an airport as less than 1 mile, treat requests for

SVFR operations at that airport by other than

helicopters as follows:

NOTE−

14 CFR Part 91 does not prohibit helicopter Special VFR

flights when visibility is less than 1 mile.

1. Inform departing aircraft that ground visibility is less than 1 mile and that a clearance cannot be

issued.

PHRASEOLOGY−

(Location) VISIBILITY (value). A−T−C UNABLE TO

ISSUE DEPARTURE CLEARANCE.

2. Inform arriving aircraft operating outside of

the surface area that ground visibility is less than

1 mile and, unless an emergency exists, a clearance

cannot be issued.

PHRASEOLOGY−

(Location) VISIBILITY (value). A−T−C UNABLE TO

ISSUE ENTRY CLEARANCE UNLESS AN

EMERGENCY EXISTS.

3. Inform arriving aircraft operating within the

surface area that ground visibility is less than 1 mile

and request the pilot’s intentions. Relay the pilot’s

response to the control facility immediately.

PHRASEOLOGY−

(Location) VISIBILITY (value). ADVISE INTENTIONS.

b. When weather conditions are not officially

reported at an airport and the pilot advises the flight

visibility is less than 1 mile, treat request for SVFR

operations at that airport by other than helicopters as

follows:

NOTE−

14 CFR Part 91 prescribes use of officially reported

ground visibility at airports where it is provided, and

landing or takeoff flight visibility where it is not, as the

governing ground visibility for VFR and SVFR

operations.

1. Inform departing aircraft that a clearance

cannot be issued.

PHRASEOLOGY−

UNABLE TO ISSUE DEPARTURE CLEARANCE.

2. Inform arriving aircraft operating outside the

surface area that unless an emergency exists, a

clearance cannot be issued.

PHRASEOLOGY−

ATC UNABLE TO ISSUE ENTRY CLEARANCE UNLESS

AN EMERGENCY EXISTS.

3. Request intentions of arriving aircraft

operating within surface areas. Relay the pilot’s

response to the control facility immediately.

PHRASEOLOGY−

ADVISE INTENTIONS.

c. Transmit a clearance to scheduled air carrier

aircraft to conduct operations if ground visibility is

not less than 1/2 mile.
2/14/08 JO 7110.10T

Special VFR Operation 4−5−3

d. Transmit a clearance to an aircraft to fly through

surface area if the pilot reports flight visibility is at

least 1 statute mile.

4−5−4. PREDESIGNED SPECIAL VFR

CLEARANCES

Transmit predesigned SVFR clearances only during

those periods authorized by the control facility.

NOTE−

The control facility may rescind this authorization at any

time.

a. Apply these procedures only to aircraft

equipped with a functioning two−way radio. Refer all

requests for no−radio SVFR operations to the control

facility.

b. Transmit clearances so that only one aircraft at

a time operates in surface area unless:

1. Otherwise authorized by a letter of agreement

between the control facility and the AFSS/FSS.

2. A pilot requests and all pilots agree that they

will maintain visual separation while operating in

surface area.

PHRASEOLOGY−

MAINTAIN VISUAL SEPARATION FROM (aircraft type).

2/14/08 JO 7110.10T

En Route Flight Advisory Service (EFAS) 4−6−1

Section 6. En Route Flight Advisory Service (EFAS)

4−6−1. GENERAL

The purpose of EFAS, radio call “FLIGHT WATCH”

(FW), is to provide en route aircraft with timely and

pertinent weather data tailored to a specific altitude

and route using the most current available sources of

aviation meteorological information.

4−6−2. POSITION RESPONSIBILITIES

Prior to assuming the duties of the flight watch

position:

a. Perform a thorough self−briefing by reviewing

available weather data.

b. When relieving a specialist on the FW position,

obtain a preduty briefing from the person being

relieved.

c. When appropriate, obtain a briefing of current

and forecast weather within the flight watch area

(FWA) from the CWSU of the associated ARTCC.

(See para 4−6−5.)

d. Maintain currency of weather conditions and

trends while assigned the FW position by reviewing

new or revised meteorological issuances and by

observing weather trends contained in current

weather reports and PIREPs.

4−6−3. OPERATING PROCEDURES

a. Tailor en route flight advisories to the phase of

flight that begins after climb out and ends with

descent to land. Current weather and terminal

forecast at the airport of first intended landing and/or

the alternate airport shall be provided on request.

When conditions dictate, provide information on

weather for alternate routes and/or altitudes to assist

the pilot in the avoidance of hazardous flight

conditions. Advise the pilot to contact the adjacent

flight watch facility when adverse weather conditions

along the intended route extend beyond the FWA.

b. EFAS shall not be used for routine inflight

services; e.g., flight plan filing, position reporting, or

full route (preflight) briefings. If a request for

information is received that is not within the scope of

EFAS, advise the pilot of the appropriate AFSS/FSS

to contact.

EXAMPLE−

“Cessna Four Seven Five Eight Xray, Cleveland Flight

Watch, contact Altoona Radio on one two two point four

to file your flight plan.”

c. Suggest route or destination changes to avoid

areas of weather which in the judgment of the

specialist constitute a threat to safe flight.

d. Alert the associated CWSU or WSFO

immediately of reported or observed significant

weather that is not included in aviation forecasts.

4−6−4. FREQUENCIES

a. Use frequency 122.0 mHz to provide EFAS to

aircraft below FL 180.

b. Use the assigned discrete frequency to provide

EFAS to aircraft at FL 180 and above. This frequency

can also be used for communications with aircraft

below FL 180 when communication coverage

permits.

c. Aircraft operating at FL 180 or above that

contact FW on frequency 122.0 mHz should be

advised to change to the discrete frequency for EFAS.

PHRASEOLOGY−

(Aircraft identification) (facility) FLIGHT WATCH, FOR

SERVICE AT YOUR ALTITUDE, CONTACT FLIGHT

WATCH ON (frequency).

d. Avoid the simultaneous keying of two or more

transmitters on the same frequency. This action can

block or hinder communications.

NOTE−

Frequency 122.0 mHz RCF outlets are geographically

located to ensure communications coverage at 5,000 feet

AGL and above over the conterminous United States.

High altitude discrete frequency RCF outlets are

geographically located to ensure communications

coverage between FL 180 and FL 450 over the EFAS

facility’s area of responsibility. Communications practices should be guided by these restrictions.

4−6−5. NWS SUPPORT TO EFAS

The NWS support function for EFAS is as follows:

a. The associated CWSU is designated as the

primary support facility for each EFAS facility. The

CWSU should be contacted at least once per shift for

a general briefing of meteorological conditions
JO 7110.10T 2/14/08

4−6−2 En Route Flight Advisory Service (EFAS)

which are impacting, or expected to impact, aviation

weather within the FW/ARTCC area.

NOTE−

Due to assigned priorities, the CWSU meteorologist may

not be able to provide indepth briefing service for up to

2 hours after the start of the first shift of the CWSU unit.

(See FAAO JO 7210.3, Para 14−3−6, National Weather

Service (NWS) Support, for establishment of operational

support.)

b. During the period when the CWSU is not

available to provide consultation service, WSFOs are

responsible for responding to EFAS facility requests

regarding weather conditions prevailing within the

WSFO area of responsibility. The EFAS specialist

should contact the responsible WSFO directly for

clarification of forecasts or questions concerning

products originated by the WFSO.

NOTE−

The ARTCC/EFAS area may encompass multiple WSFO

areas.

c. Consult with the National Aviation Weather

Advisory Unit (NAWAU), as appropriate, when

further information or clarification is needed

regarding SIGMET, convective SIGMET, AIRMET,

and FA products.

4−6−6. PILOT WEATHER REPORTS

a. Actively solicit and disseminate PIREPs in

accordance with , . Additionally, PIREPs concerning

winds and temperature aloft, windshear, turbulence,

and icing shall be solicited and disseminated when

one or more of these conditions or criteria exists.

Flight Watch specialists shall solicit sufficient

PIREPs to remain aware of flight conditions.

b. Maintain a graphic display of pertinent PIREPs

within the FWA. Periodically review the display and

actively solicit additional PIREPs when necessary to

ensure completeness and accuracy of the information.

c. Requests for special solicitation of PIREPs

from other facilities or the NWS shall be honored as

rapidly as operations permit.

4−6−7. GRAPHIC WEATHER DISPLAY

a. Flight watch specialists shall review, (if

available) as a minimum, the graphic display

information (computer “view sequence,” pictorial or

written) listed below prior to assuming FW duties.

Review the chart, computer “view sequence,” and

written data as needed during the watch to update and

maintain a thorough knowledge of weather synoptic

and forecast information affecting aviation operations.

1. Surface Analysis.

2. Weather Depiction Analysis.

3. National Weather Radar Summary.

4. Lifted Index Analysis.

5. Freezing Level Analysis.

6. 850 mb Upper Air Analysis.

7. 700 mb Upper Air Analysis.

8. 500 mb Upper Air Analysis.

9. 300 mb Upper Air Analysis.

10. 250 mb Upper Air Analysis.

11. 200 mb Upper Air Analysis.

12. 500 mb Heights and Vorticity Analysis.

13. 500 mb Heights and Vorticity Prognosis.

14. High Level Significant Weather Prognosis.

15. 12 and 24−hour Low Level Significant

Weather Prognosis.

16. 36 and 48−hour Low Level Significant

Weather Prognosis.

17. Maximum Temperature 24 and 36−hour

Forecast.

18. Minimum Temperature 24 and 36−hour

Forecast.

19. Winds Aloft Forecast.

20. Severe Weather Outlook.

b. Where hard copy charts are received and locally

enhanced, conform to the standards established in

para 3−1−4.

c. Access local and remote weather displays as

necessary to maintain current knowledge of

precipitation intensity, movement, and coverage.

Provide pertinent real−time weather radar information that will directly impact the aircraft’s flight.

NOTE−

Specialist judgment should be exercised to determine if

the pilot would be better served by more general

information such as radar summary data when the aircraft

is one hour or more from the destination airport.
2/14/08 JO 7110.10T

En Route Flight Advisory Service (EFAS) 4−6−3

4−6−8. INTERRUPTIONS TO SERVICE

Notification of temporary outages, either equipment

or operational, shall be made in accordance with

FAAO 7930.2, Notices to Airmen (NOTAM).

Additionally, notify adjacent FWCSs of outages

where overlapping coverage may occur to provide

continuous service.

4−6−9. EMERGENCIES

a. Emergency situations shall be handled in

accordance with Chapter 5.

b. When working an aircraft in an emergency

situation over a remote outlet, the normal procedure

is to provide assistance on the initial contact

frequency. Flight watch specialists should bear in

mind that air traffic facilities based at, or near to, the

remote location may be in a better position to assist

the pilot. A decision to affect a frequency change

should be based on the situation and circumstances

involved in the emergency.

2/14/08 JO 7110.10T

General 5−1−1

Chapter 5. Emergency Services

Section 1. General

5−1−1. EMERGENCY DETERMINATION

a. Because of the infinite variety of possible

emergency situations, specific procedures cannot be

prescribed. However, when you believe an emergency exists or is imminent, select and pursue a course

of action which appears to be most appropriate under

the circumstances, and which most nearly conforms

to the instructions in this manual.

b. An emergency can be either a DISTRESS or

URGENCY condition, as defined in the Pilot/

Controller Glossary.

NOTE−

A pilot who encounters a DISTRESS condition may

declare an emergency by beginning the initial communication with the word MAYDAY, preferably repeated

three times. For an URGENCY condition, the word

PAN−PAN may be used in the same manner.

c. If the words MAYDAY or PAN−PAN are not

used, and you are in doubt that a situation constitutes

an emergency or potential emergency, handle it as

though it were an emergency.

d. Consider an aircraft emergency exists and

inform the appropriate control facility and the DF net

control (See FAAO JO 7210.3, para 6−3−3, DF Net

Control Position Operation), if not the same, when:

1. An emergency is declared by any of the

following:

(a) The pilot.

(b) Facility personnel.

(c) Officials responsible for the operation of

the aircraft.

2. Reports indicate that the aircraft’s operating

efficiency is so impaired that a forced landing may

be/is necessary.

3. Reports indicate the crew has abandoned the

aircraft or is about to do so.

4. Intercept or escort services are requested.

5. The need for ground rescue appears likely.

6. An Emergency Locator Transmitter (ELT)

signal is heard or reported.

REFERENCE−

Subpara 5−1−2c and para 5−2−8.

5−1−2. RESPONSIBILITY

a. If you are in communication with an aircraft in

distress, handle the emergency and coordinate and

direct the activities of assisting facilities. Transfer

this responsibility to another facility only when you

feel better handling of the emergency will result.

b. When you receive information about an aircraft

in distress, forward detailed data to the appropriate

control facility in whose area the emergency exists.

NOTE−

Notifying the appropriate control facility about a VFR

aircraft emergency allows provision of IFR separation if

considered necessary.

c. The ARTCC is responsible for consolidation of

all pertinent ELT signal information. Notify the

ARTCC of all heard or reported ELT signals.

5−1−3. OBTAINING INFORMATION

Obtain enough information to handle the emergency

intelligently. Base your decision as to what type of

assistance is needed on information and requests

received from the pilot. 14 CFR Part 91 authorizes the

pilot to determine a course of action.

5−1−4. COORDINATION

a. Request necessary assistance from other

facilities as soon as possible, particularly if radar or

DF service is available.

b. Coordinate efforts to the extent possible to

assist any aircraft believed overdue, lost, or in

emergency status.

5−1−5. PROVIDING ASSISTANCE

a. Provide maximum assistance to aircraft in

distress. If the aircraft is transponder equipped and

not on an IFR flight plan, request the pilot to squawk

code 7700.
JO 7110.10T 2/14/08

5−1−2 General

PHRASEOLOGY−

REQUEST YOU SQUAWK SEVEN SEVEN ZERO ZERO.

b. Enlist the service of available radar and DF

facilities.

5−1−6. RECORDING INFORMATION

Record all actions taken in the provision of

emergency assistance.

5−1−7. SAFE ALTITUDES FOR

ORIENTATIONS

a. Providing a safe altitude, during an orientation,

is advisory in nature.

b. Safe altitude computations, once the aircraft

position is known, are as follows:

1. Locate the maximum elevation figure on the

appropriate VFR sectional chart.

2. To the maximum elevation figure,

(a) add 1,000 feet over nonmountainous

terrain, or

(b) add 2,000 feet over mountainous terrain.

3. The mountainous/nonmountainous areas are

found in Title 14 CFR, Part 95.
2/14/08 JO 7110.10T

Operations 5−2−1

Section 2. Operations

5−2−1. INFORMATION REQUIREMENTS

a. Start assistance as soon as enough information

has been obtained upon which to act. Information

requirements will vary, depending on the existing

situation. Minimum required information for inflight

emergencies is:

1. Aircraft identification, type, and transponder.

2. Nature of the emergency.

3. Pilot’s desires.

b. After initiating action, provide the altimeter

setting and obtain the following items or any other

pertinent information from the pilot or aircraft

operator as necessary:

1. Aircraft altitude.

2. Fuel remaining in time.

3. Pilot reported weather.

4. Pilot capability for IFR flight.

5. Time and place of last known position.

6. Heading since last known position.

7. Airspeed.

8. Navigation equipment capability.

9. NAVAID signals received.

10. Visible landmarks.

11. Aircraft color.

12. Number of people on board.

13. Point of departure and destination.

14. Emergency equipment on board.

5−2−2. FREQUENCY CHANGES

Provide assistance on the initial contact frequency.

Change frequencies only when there is a valid reason.

5−2−3. AIRCRAFT ORIENTATION

Orient an aircraft by the means most appropriate to

the circumstances. Recognized methods include:

a. Radar.

b. DF.

c. NAVAIDs.

d. Pilotage.

e. Sighting by other aircraft.

5−2−4. ALTITUDE CHANGE FOR

IMPROVED RECEPTION

If deemed necessary, and if weather and circumstances permit, recommend the aircraft maintain or

increase altitude to improve communications, radar,

or DF reception.

5−2−5. ALERTING CONTROL FACILITY

When an aircraft is considered to be in emergency

status, alert the appropriate control facility and

forward the following information as available:

a. Facility and person calling.

b. Flight plan, including color of aircraft if known.

c. Time of last transmission received, by whom,

and frequency used.

d. Last known position, estimated present position, and maximum range of flight of the aircraft

based on remaining fuel and airspeed.

e. Action taken by reporting facility and proposed

action.

f. Number of persons on board.

g. Fuel status.

h. Position of other aircraft near the aircraft’s route

of flight when requested.

i. Whether an ELT signal has been heard or

reported in the vicinity of the last known position.

j. Other pertinent information.

5−2−6. VFR AIRCRAFT IN WEATHER

DIFFICULTY

If a VFR aircraft requests assistance when it

encounters or is about to encounter IFR weather

conditions, request the pilot contact the appropriate

control facility. Inform that facility of the situation.
JO 7110.10T 2/14/08

5−2−2 Operations

If the pilot is unable to communicate with the control

facility, relay information and clearances.

5−2−7. AIRCRAFT POSITION PLOTS

Plot the flight path of the aircraft on a chart, including

position reports, predicted positions, possible range

of flight, and any other pertinent information. Solicit

the assistance of other aircraft known to be operating

near the aircraft in distress. Forward the information

to the appropriate control facility.

5−2−8. EMERGENCY LOCATOR

TRANSMITTER (ELT) SIGNALS

When an ELT signal is heard or reported:

a. Notify the ARTCC, who will coordinate with

the Rescue Coordination Center (RCC).

b. If the ELT signal report was received from an

airborne aircraft, attempt to obtain the following

information:

1. The aircraft altitude.

2. Where and when the signal was first heard.

3. Where and when maximum signal was heard.

4. Where and when signal faded or was lost.

Solicit the assistance of other aircraft known to be

operating in the signal area for the same information.

Relay all information obtained to the ARTCC.

c. Attempt to obtain fixes or bearings on the signal

and forward any information obtained to the ARTCC.

NOTE−

Fix information, in relation to a VOR or a VORTAC

(radial distance), facilitates accurate ELT plotting by

RCC and should be provided when possible.

d. In addition to the above, when the ELT signal

strength indicates the transmitter may be on the

airport or in the vicinity, notify the on−site technical

operations services personnel for their action.

e. Air traffic personnel shall not leave their

required duty stations to locate an ELT signal source.

f. Attempt to locate the signal source by checking

all adjacent airports not already checked by other

ATC facilities for the following information:

1. Can ELT signal be heard.

2. Does signal strength indicate transmitter may

be on airport.

3. Can attempt be made to locate and silence

transmitter.

4. Advise the results of any action taken.

Forward all information obtained and action taken to

the ARTCC.

g. Notify the ARTCC if the signal source is

located and whether the aircraft is in distress, plus any

action taken or proposed for silencing the transmitter.

Request person who located signal’s source to

attempt to obtain ELT make, model, etc., for relay to

RCC via the ARTCC.

h. Notify the ARTCC if the signal terminates prior

to location of the source.

NOTE−

1. The ARTCC serves as the contact point for collecting

information and coordinating with the RCC on all ELT

signals.

2. Operational ground testing of ELT has been

authorized during the first 5 minutes of each hour. To

avoid confusing the tests with an actual alarm, the testing

is restricted to no more than three audio sweeps.

3. Portable hand−carried receivers assigned to air traffic

facilities (where no technical operations services

personnel are available) may be loaned to responsible

airport personnel or local authorities to assist in locating

signal source.

5−2−9. EXPLOSIVE CARGO

When you receive information that an emergency

landing will be made with explosive cargo aboard,

inform the pilot of the safest or least congested airport

areas. Relay the explosive cargo information to:

a. The emergency equipment crew.

b. The airport management.

c. The appropriate military agencies when requested by the pilot.

5−2−10. EXPLOSIVE DETECTION DOG

HANDLER TEAMS

Take the following actions upon receipt of a pilot

request for the location of the nearest explosive

detection K−9 team.

a. Obtain the aircraft’s identification and current

position and advise the person in charge of the watch

of the pilot’s request.

b. Relay the pilot’s request to the FAA

Washington Operations Center, AEO−100, (202)

267−3333, and provide the aircraft identification and

position.
2/14/08 JO 7110.10T

Operations 5−2−3

c. AEO−100 will provide the nearest location.

Have AEO−100 standby while the information is

relayed to the pilot.

d. If the pilot wishes to divert to the airport

location provided, obtain an estimated arrival time

from the pilot and advise the person in charge of the

watch.

e. After the aircraft destination has been determined, estimate the arrival time and advise

AEO−100. AEO−100 will then notify the appropriate

airport authority at the diversion airport. In the event

the K−9 team is not available at this airport,

AEO−100 will advise the air traffic facility and

provide them with the secondary location. Relay this

to the pilot concerned for appropriate action.

REFERENCE−

FAAO 7210.3, Para 2−1−10, Explosives Detection K−9 Teams.

5−2−11. INFLIGHT EQUIPMENT

MALFUNCTIONS

When a pilot reports an inflight equipment

malfunction, take the following action:

a. Request the nature and extent of any special

handling desired.

NOTE−

14 CFR Part 91 requires the pilot in command of each

aircraft operated in controlled airspace under IFR shall

report as soon as practical to ATC any malfunctions of

navigational, approach, or communication equipment

occurring in flight. This includes the degree to which the

capability of the aircraft to operate IFR in the air traffic

control system is impaired and the nature and extent of any

assistance desired from air traffic control.

b. Provide the maximum assistance possible

consistent with equipment, workload, and any

special handling requested.

c. Relay any special handling required or being

provided to other specialists or facilities who will

subsequently handle the aircraft.

5−2−12. NAVY FLEET SUPPORT MISSIONS

Handle Navy Fleet Support Missions aircraft as

follows:

a. When you receive information concerning an

emergency to a U.S. Navy Special Flight Number

aircraft, inform the nearest ARTCC of all pertinent

information.

b. Relay the words SPECIAL FLIGHT NUMBER followed by the number given as part of the

routine IFR flight information.

5−2−13. COUNTRIES IN THE SPECIAL

INTEREST FLIGHT PROGRAM

Upon receipt of any flight movement data on an

aircraft registered in a communist−controlled

country, notify the supervisor and the appropriate

ARTCC immediately. Additionally, if the aircraft is

making an emergency or an unscheduled landing in

the United States, notify the nearest Bureau of

Customs and Border Protection office.

NOTE−

Communist−controlled countries include Albania, Bulgaria, Cambodia, Peoples Republic of China, Cuba,

North Korea, Outer Mongolia, Romania, Former USSR

countries recognized as the Russian Federation Commonwealth of Independent States, and Socialist Republic of

Vietnam.

5−2−14. MINIMUM FUEL

If an aircraft declares a state of “minimum fuel,”

inform any facility to whom control jurisdiction is

transferred of the minimum fuel problem and be alert

for any occurrence which might delay the aircraft en

route.

NOTE−

Use of the term minimum fuel indicates recognition by a

pilot that the fuel supply has reached a state whereupon

reaching destination, any undue delay cannot be

accepted. This is not an emergency situation, but merely

an advisory that indicates an emergency situation is

possible should any undue delay occur. A minimum fuel

advisory does not imply a need for traffic priority.

Common sense and good judgment will determine the

extent of assistance to be given in minimum fuel

situations. If, at any time, the remaining usable fuel supply

suggests the need for traffic priority to ensure a safe

landing, the pilot should declare an emergency and report

fuel remaining in minutes.

5−2−15. AIRCRAFT BOMB THREATS

a. When information is received from any source

that a bomb has been placed on, in, or near an aircraft

for the purpose of damaging or destroying such

aircraft, notify the supervisor or facility manager. If

the threat is general in nature, handle it as a suspicious

activity. When the threat is targeted against a specific

aircraft and you are in contact with that aircraft, take

the following actions as appropriate:
JO 7110.10T 2/14/08

5−2−4 Operations

NOTE−

1. Facility supervisors are expected to notify the

appropriate offices, agencies, and operators/air carriers

according to applicable plans, directives, FAAO

JO 7210.3, Facility Operation and Administration, or

military directives.

2. Suspicious activity is covered in FAAO JO 7210.3,

Facility Operation and Administration. Military facilities

would report a general threat through the chain of

command or according to service directives.

3. A specific threat may be directed at an aircraft registry

or tail number, the air carrier flight number, the name of

an operator, crew member or passenger, the departure/

arrival point or times, or combinations thereof.

1. Advise the pilot of the threat.

2. Inform the pilot that technical assistance can

be obtained from an FAA aviation explosives expert.

NOTE−

An FAA aviation explosives expert is on call at all times

and may be contacted by calling the FAA Operations

Center, Washington, DC, (202) 267−3333,

ETN 521−0111, or DSN 851−3750. Technical advice can

be relayed to assist civil or military air crews in their

search for a bomb and in determining what precautionary

action to take if one is found.

3. Ask if the pilot desires to climb or descend to

an altitude that would equalize or reduce the outside

air pressure/existing cabin air pressure differential.

Obtain and relay an appropriate clearance considering MEA, MOCA, MRA, and weather.

NOTE−

Equalizing existing cabin air pressure with outside air

pressure is a key step which the pilot may wish to take to

minimize the damage potential of a bomb.

4. Handle the aircraft as an emergency, and/or

provide the most expeditious handling possible with

respect to the safety of other aircraft, ground

facilities, and personnel.

NOTE−

Emergency handling is discretionary and should be based

on the situation. With certain types of threats, plans may

call for a low−key action or response.

5. Obtain and relay clearance to a new

destination, if requested.

6. When a pilot requests technical assistance or

if it is apparent that such assistance is needed, do

NOT suggest what actions the pilot should take

concerning a bomb, but obtain the following

information and notify the supervisor who will

contact the FAA aviation explosives expert:

NOTE−

This information is needed by the FAA aviation explosives

expert so that the situation can be assessed and immediate

recommendations made to the pilot. The aviation

explosives expert may not be familiar with all military

aircraft configurations but can offer technical assistance

which would be beneficial to the pilot.

(a) Type, series, and model of the aircraft.

(b) Precise location/description of the bomb

device if known.

(c) Other details which may be pertinent.

NOTE−

The following details may be of significance if known, but

it is not intended that the pilot should disturb a suspected

bomb/bomb container to ascertain the information:

1. The altitude or time set for the bomb to explode.

2. Type of detonating action (barometric, time, anti−

handling, remote radio transmitter).

3. Power source (battery, electrical, mechanical).

4. Type of initiator (blasting cap, flash bulb, chemical).

5. Type of explosive/incendiary charge (dynamite, black

powder, chemical).

b. When a bomb threat involves an aircraft on the

ground and you are in contact with the suspect

aircraft, take the following actions in addition to

those discussed in the preceding paragraphs which

may be appropriate:

1. If the aircraft is at an airport where tower

control or LAA is not available, or if the pilot ignores

the threat at any airport, recommend that takeoff be

delayed until the pilot or aircraft operator establishes

that a bomb is not aboard in accordance with 14 CFR

Part 121. If the pilot insists on taking off, and in your

opinion the operation will not adversely affect other

traffic, issue or relay an ATC clearance.

REFERENCE−

14 CFR Part 121.537.

2. Advise the aircraft to remain as far away from

other aircraft and facilities as possible, to clear the

runway, if appropriate, and to taxi to an isolated or

designated search area. When it is impractical or if the

pilot takes an alternative action, such as parking and

offloading immediately, advise other aircraft to
2/14/08 JO 7110.10T

Operations 5−2−5

remain clear of the suspect aircraft by at least

100 yards, if able.

NOTE−

Passenger deplaning may be of paramount importance

and must be considered before the aircraft is parked or

moved away from the service areas. The decision to use

ramp facilities rests with the pilot, aircraft operator,

and/or airport manager.

c. If you are unable to inform the suspect aircraft

of a bomb threat or if you lose contact with the

aircraft, advise your supervisor and relay pertinent

details to other sectors or facilities as deemed

necessary.

d. When a pilot reports the discovery of a bomb or

suspected bomb on an aircraft which is airborne or on

the ground, determine the pilot’s intentions and

comply with his/her requests insofar as possible.

Take all the actions discussed in the preceding

paragraphs which may be appropriate under the

existing circumstances.

e. The handling of aircraft when a hijacker has or

is suspected of having a bomb requires special

considerations. Be responsive to the pilot’s requests

and notify supervisory personnel. Apply hijacking

procedures and, if needed, offer assistance to the pilot

according to the preceding paragraphs.

5−2−16. SECURITY CONTROL OF AIR

TRAFFIC AND NAVIGATION AIDS

(SCATANA)

a. The SCATANA Plan outlines responsibilities,

procedures, and instructions for the security control

of civil and military air traffic and NAVAIDs under

various emergency conditions.

b. When notified of SCATANA implementation,

follow the instructions of FAA Form 7610−1 and any

additional instructions received from the ARTCC.

1. To ensure that SCATANA actions can be

taken expeditiously, periodic SCATANA tests will be

conducted in connection with NORAD exercises.

Tests may be local, regional, or national in scope.

2. AFSS/FSS facilities will participate in tests

except where such participation will involve the

safety of aircraft.

3. During SCATANA tests, all actions will be

simulated.

REFERENCE−

FAAO JO 7610.4, Special Operations.

2/14/08 JO 7110.10T

Direction Finder (DF) Service 5−3−1

Section 3. Direction Finder (DF) Service

5−3−1. ACTIONS REQUIRED

When providing DF services to an aircraft in

emergency status:

a. Determine if the aircraft is in VFR or IFR

weather conditions, fuel remaining, altitude, and

heading.

b. If the aircraft is operating in IFR weather

conditions, coordinate with the appropriate control

facility.

c. Determine if the aircraft is on a flight plan. If the

aircraft is not on an IFR flight plan and is in VFR

weather conditions, advise the pilot to remain VFR.

d. Alert the DF net whenever the following

conditions exist:

1. The pilot is lost.

2. An emergency is declared.

NOTE−

It is not necessary to alert the DF net if a terminal

controller visually sights the aircraft.

5−3−2. VFR DF SERVICE

a. Provide DF service to VFR aircraft when either

of the following conditions exist:

1. The pilot requests the service.

2. You suggest the service and the pilot concurs.

b. Advise the pilot to remain VFR, and provide

local altimeter setting.

PHRASEOLOGY−

MAINTAIN V−F−R AT ALL TIMES. ADVISE IF

HEADING OR ALTITUDE CHANGE IS NECESSARY TO

REMAIN V−F−R. (location) ALTIMETER (setting).

c. Obtain heading and altitude. Advise the pilot to

maintain straight and level flight and to align the

heading indicator with the magnetic compass.

PHRASEOLOGY−

MAINTAIN STRAIGHT AND LEVEL FLIGHT. RESET

YOUR HEADING INDICATOR TO AGREE WITH YOUR

MAGNETIC COMPASS. AFTER YOU HAVE DONE

THIS, SAY YOUR HEADING AND ALTITUDE.

d. Determine the weather and fuel conditions.

PHRASEOLOGY−

WHAT IS THE WEATHER AT YOUR ALTITUDE AND

FUEL REMAINING IN TIME?

e. Advise the pilot to maintain the same heading,

request type of navigational equipment, and airspeed.

PHRASEOLOGY−

CONTINUE HEADING (degrees). WHAT TYPE OF

NAVIGATIONAL EQUIPMENT DO YOU HAVE ON

BOARD AND WHAT IS YOUR AIRSPEED?

f. While receiving the reply, determine the

bearing. After determining the aircraft’s bearing,

provide DF service by informing the pilot of the

following:

1. Direction of turn.

2. Magnetic heading, spoken in three digits (do

not state the word “degrees.”) All headings will be

provided in increments of 5 degrees.

3. Nature of service.

4. Microphone instructions.

5. Request for report when airport is in sight.

PHRASEOLOGY−

TURN LEFT/RIGHT HEADING (degrees) FOR D−F

GUIDANCE TO (name of airport, fix, or location).

WHEN A REQUEST FOR TRANSMISSION IS

RECEIVED, PRESS YOUR MICROPHONE BUTTON

FOR THE SPECIFIED NUMBER OF SECONDS

FOLLOWED BY YOUR AIRCRAFT IDENTIFICATION.

and if appropriate,

REPORT (name) AIRPORT IN SIGHT.

g. Provide pertinent information on known field

conditions and latest weather information at the

destination airport.

h. Request the pilot to transmit for specified

periods (normally 5−10 seconds), as required. The

frequency of these requests will vary depending on

such factors as wind, frequency congestion, and

distance, but should be made at least once each

minute until the pilot reports the airport in sight or the

service is terminated.

PHRASEOLOGY−

TRANSMIT (number) SECONDS.

TURN LEFT/RIGHT, HEADING (degrees), or

CONTINUE HEADING (degrees).
JO 7110.10T 2/14/08

5−3−2 Direction Finder (DF) Service

i. Inform the pilot when DF service is terminated

and provide the (CTAF) frequency, if appropriate,

and the local altimeter setting.

PHRASEOLOGY−

D−F ORIENTATION SERVICE TERMINATED.

COMMON TRAFFIC ADVISORY FREQUENCY

(frequency) ALTIMETER (setting).

NOTE−

Service may be terminated when airport is in sight, the

desired fix or location is reached, practice steers or

approaches are discontinued, etc.

j. Notify DF net when service is terminated.

5−3−3. DF FIXING BY NET

When the DF net is in operation, determine the

aircraft’s position as follows:

a. Tell the pilot to transmit for 10 seconds.

b. Plot the bearings obtained from two or more

antenna sites. Inform the pilot of the aircraft’s

position, and the safe altitude for orientation in that

area.

NOTE−

The ARTCC or AFSS/FSS designated as DF net control is

responsible for evaluating and plotting bearings received

from individual antenna sites.

5−3−4. DF FIXING BY ONE FACILITY

One DF facility can determine an aircraft’s location

by:

a. Plotting the position from a VOR or ADF and

an observed DF bearing.

b. Time method.

1. Determine the aircraft’s heading and DF

bearing.

2. Tell the pilot to turn left or right, whichever

requires the lesser amount of turn, to a heading

perpendicular to the DF bearing.

3. After turn is completed, tell the pilot to

transmit (normally 5−10 seconds). Observe the DF

bearing.

4. One minute later, request another transmission. Determine bearing and turn aircraft toward the

DF site.

5. Divide the difference in bearings (steps 3 and

4) into 60. The result is the number of minutes the

aircraft is from the DF site.

NOTE−

One station DF fixing is based on zero winds.

EXAMPLE−

Original bearing of 360 and aircraft heading of 200, the

pilot should be advised to turn right to a heading of 270.

Observe bearing, wait 1 minute, and observe bearing. If

the first bearing (after completion of turn) was 337 and the

second bearing was 325, a difference of 12, the aircraft is

5 minutes from the DF site.

c. Distance method.

1. Use the procedures specified in steps 1

through 4 in subpara 5−3−4b.

2. Request the aircraft’s true airspeed.

3. Compute the distance by dividing the bearing

change (for 1 minute) into the airspeed figure.

EXAMPLE−

140 airspeed divided by 10 (bearing change for 1 minute)

= 14 miles from DF site.

d. After the aircraft’s position is determined,

provide this information, and the safe altitude for

orientation in that area.

5−3−5. EMERGENCY DF APPROACH

PROCEDURE

a. Under emergency conditions where a standard

instrument approach cannot be executed, provide DF

guidance and instrument approach service, if

available, as follows:

1. Obtain and relay ATC clearance including

radio failure procedures.

2. Issue destination airport weather.

3. Provide guidance as specified in VFR DF

Service, para 5−3−2, except delete the VFR

requirement. To avoid large turns over the DF site, the

aircraft should be guided to pass over the DF site

established on the course that the pilot will maintain

on the outbound leg of the approach.

PHRASEOLOGY−

TURN LEFT/RIGHT, HEADING (degrees) FOR D−F

GUIDANCE AND APPROACH TO THE (name)

AIRPORT. MAINTAIN (altitude specified by ATC).

WHEN A REQUEST FOR TRANSMISSION IS

RECEIVED, PRESS YOUR MICROPHONE BUTTON

FOR THE SPECIFIED NUMBER OF SECONDS

FOLLOWED BY YOUR AIRCRAFT IDENTIFICATION.
2/14/08 JO 7110.10T

Direction Finder (DF) Service 5−3−3

REPORT AIRPORT IN SIGHT. IF NO TRANSMISSION

IS RECEIVED FOR (time of interval) PROCEED V−F−R.

IF UNABLE, PROCEED (routing, fix, altitude as

specified by ATC). CONTACT (facility) ON (frequency).

b. Inform the pilot when the aircraft is over the DF

site. Advise pilot to perform landing check, and

provide guidance for outbound track.

PHRASEOLOGY−

OVER (ABEAM) D−F SITE, PERFORM LANDING

CHECK. CONTINUE HEADING (degrees) or TURN

LEFT/RIGHT, HEADING (degrees). REPORT

ESTABLISHED HEADING (degrees).

c. Provide DF approach guidance in accordance

with the triangle or teardrop approach procedures as

specified on FAA Form 8260−10.

1. Triangle Approach Pattern.

(a) Time the outbound leg and issue descent

information. Normally, the outbound track should be

maintained for 3 minutes, but this may be adjusted

depending on airspeed and nature of the emergency.

Time intervals between bearing observations should

not exceed 15 seconds.

PHRASEOLOGY−

ON OUTBOUND LEG. DESCEND AND MAINTAIN

(altitude specified on FAA Form 8260−10 for outbound

course).

(b) When outbound leg is completed, issue

turn instructions so that the aircraft’s course is

perpendicular to the final approach course. Issue

further descent information if so specified on FAA

Form 8260−10. Issue missed approach procedures as

specified on FAA Form 8260−10.

PHRASEOLOGY−

ON BASE LEG. IN CASE OF MISSED APPROACH,

CLIMB TO (altitude) ON COURSE (degrees) WITHIN

(number) MILES.

(c) At least two turns should be made onto

final approach.

(d) When the aircraft is on final approach,

advise the pilot to start descent and provide minimum

descent altitude and field elevation information. Take

bearings more frequently. Time intervals between

bearing observations should not exceed 5 seconds

during the estimated last 30 seconds of the approach.

PHRASEOLOGY−

ON FINAL APPROACH, BEGIN DESCENT. MINIMUM

DESCENT ALTITUDE (altitude), FIELD ELEVATION

(elevation). REPORT RUNWAY IN SIGHT.

(e) If the aircraft misses the approach, inform

the appropriate control facility.

2. Teardrop Approach Pattern.

(a) Provide guidance to establish the aircraft

on the outbound course. Issue descent information, if

appropriate. Time intervals between bearing observations should not exceed 15 seconds.

(b) Issue direction of turn and inbound

heading information. Issue missed approach procedures as specified on FAA Form 8260−10.

(c) When procedure turn is complete, provide

directional guidance and issue descent information.

The time intervals between the bearing observations

should not exceed 5 seconds during the estimated last

30 seconds of the approach.

(d) If aircraft misses the approach, inform the

appropriate control facility.

2/14/08 JO 7110.10T

ADF/VOR Orientation 5−4−1

Section 4. ADF/VOR Orientation

5−4−1. ACTIONS REQUIRED

When providing ADF/VOR orientation services to

an aircraft in emergency status:

a. Determine if the aircraft is in VFR or IFR

weather conditions, fuel remaining, altitude, and

heading.

b. If the aircraft is operating in IFR weather

conditions, coordinate with the appropriate control

facility.

c. Determine if the aircraft is on a flight plan. If the

aircraft is not on an IFR flight plan and is in VFR

weather conditions, advise the pilot to remain VFR.

5−4−2. ADF ORIENTATION/ADF CROSSFIX

When using ADF orientation and/or crossfix

procedures, determine the aircraft’s position as

follows:

a. Position Fixing.

1. Advise the pilot to remain VFR, and provide

local altimeter setting.

PHRASEOLOGY−

MAINTAIN V−F−R AT ALL TIMES. ADVISE IF

HEADING OR ALTITUDE CHANGE IS NECESSARY TO

REMAIN V−F−R. (Location) ALTIMETER (setting).

2. Obtain heading and altitude. Advise the pilot

to maintain straight and level flight and to align the

heading indicator with the magnetic compass.

PHRASEOLOGY−

MAINTAIN STRAIGHT AND LEVEL FLIGHT. RESET

YOUR HEADING INDICATOR TO AGREE WITH YOUR

MAGNETIC COMPASS. AFTER YOU HAVE DONE

THIS, SAY YOUR HEADING AND ALTITUDE.

3. Determine the weather and the fuel conditions.

PHRASEOLOGY−

WHAT IS THE WEATHER AT YOUR ALTITUDE AND

FUEL REMAINING IN TIME?

4. Advise the pilot to maintain the same

heading, verify the aircraft has ADF equipment, and

determine the airspeed.

PHRASEOLOGY−

CONTINUE HEADING (degrees). WHAT TYPE OF

NAVIGATIONAL EQUIPMENT DO YOU HAVE ON

BOARD, AND WHAT IS YOUR AIRSPEED?

5. Advise the pilot to tune the ADF receiver to

the NDB. Provide the NDB name, identifier, and

frequency.

PHRASEOLOGY−

TUNE YOUR A−D−F RECEIVER TO THE (name)

RADIO BEACON, FREQUENCY (frequency),

IDENTIFICATION (ident). CHECK VOLUME UP AND

IDENTIFY THE STATION. ADVISE WHEN YOU HAVE

DONE THIS.

6. After acknowledgment has been received,

advise the pilot to set the ADF function switch to the

ADF position and report the reading.

PHRASEOLOGY−

IF YOU HAVE A ROTATING COMPASS CARD (ROSE)

ON YOUR A−D−F INDICATOR, MAKE CERTAIN

NORTH IS AT THE TOP OF THE DIAL. TURN THE

FUNCTION SWITCH TO THE A−D−F POSITION.

WHEN THE NEEDLE STABILIZES, ADVISE THE

A−D−F NEEDLE READING.

REFERENCE−

The Instrument Flying Handbook. North may mean “north, N, zero (0) or

360.”

7. Compute the magnetic bearing.

NOTE−

Relative Bearing (RB) + Magnetic Heading (MH) =

Magnetic Bearing (MB)

If the MB exceeds 360 degrees, subtract 360 to determine

MB; i.e., 480 degrees − 360 degrees = 120 degrees MB.

8. Advise the pilot of direction from the NDB.

PHRASEOLOGY−

YOU ARE (direction) OF THE (name) RADIO BEACON.

b. Orientation.

1. Turn the aircraft inbound to the NDB being

used. Provide the direction of the turn and the heading

to be flown. Advise the pilot to report when

established on that heading.

PHRASEOLOGY−

FOR A−D−F ORIENTATION, TURN LEFT/RIGHT

HEADING (degrees). REPORT ESTABLISHED

HEADING (degrees).

2. Notify the appropriate control facility.

Provide all required information including the

aircraft’s position and heading.
JO 7110.10T 2/14/08

5−4−2 ADF/VOR Orientation

3. Verify that the aircraft is established on a line

of position to the NDB.

PHRASEOLOGY−

WHAT IS YOUR A−D−F NEEDLE READING?

4. Provide heading adjustments as needed for

the aircraft to continue inbound to the NDB.

(a) If the pilot indicates an ADF reading other

than 3−6−0, compute the new heading and advise the

aircraft.

PHRASEOLOGY−

TURN LEFT/RIGHT HEADING (degrees). REPORT

ESTABLISHED HEADING (degrees).

(b) After pilot reports established and needle

is on 3−6−0, heading adjustments are not necessary.

PHRASEOLOGY−

CONTINUE HEADING (degrees).

c. Crossfixing. After the aircraft is established

inbound to the NDB, use the following procedures:

1. Advise the pilot to tune the ADF receiver to

the NDB to be used for crossfixing. Provide the NDB

name, identifier, and frequency.

PHRASEOLOGY−

TUNE YOUR A−D−F RECEIVER TO THE (name)

RADIO BEACON, FREQUENCY (frequency),

IDENTIFICATION (identification). CHECK VOLUME

UP AND IDENTIFY THE STATION. ADVISE WHEN

YOU HAVE DONE THIS.

2. After acknowledgment has been received,

request ADF reading.

PHRASEOLOGY−

WHEN THE NEEDLE STABILIZES, ADVISE THE

A−D−F NEEDLE READING.

3. Compute and plot the second line of position.

NOTE−

The intersection of the two lines of position is the aircraft’s

position at the time of the second ADF reading.

4. Advise the pilot of the aircraft’s position and

the safe altitude for orientation in that area.

PHRASEOLOGY−

YOU ARE (miles)(direction) OF THE (name) RADIO

BEACON. THE SAFE ALTITUDE FOR ORIENTATIONS

IN THAT AREA IS (feet).

5. Request pilot’s intentions and provide

assistance, as requested.

PHRASEOLOGY−

WHAT ARE YOUR INTENTIONS?

5−4−3. VOR ORIENTATION/VOR CROSSFIX

When using VOR orientation and/or crossfix

procedures, determine the aircraft’s position as

follows:

a. Position Fixing.

1. Advise the pilot to remain VFR and provide

the local altimeter setting.

PHRASEOLOGY−

MAINTAIN V−F−R AT ALL TIMES. ADVISE IF

HEADING OR ALTITUDE CHANGE IS NECESSARY TO

REMAIN V−F−R. (Location) ALTIMETER (setting).

2. Obtain heading and altitude. Advise the pilot

to maintain straight and level flight and to align the

heading indicator to agree with the magnetic

compass.

PHRASEOLOGY−

MAINTAIN STRAIGHT AND LEVEL FLIGHT. RESET

YOUR HEADING INDICATOR TO AGREE WITH YOUR

MAGNETIC COMPASS. AFTER YOU HAVE DONE

THIS, SAY YOUR HEADING AND ALTITUDE.

3. Determine the weather conditions and the

fuel status.

PHRASEOLOGY−

WHAT IS THE WEATHER AT YOUR ALTITUDE AND

FUEL REMAINING IN TIME.

4. Advise the pilot to maintain the same

heading, verify the aircraft has VOR equipment, and

determine the airspeed.

PHRASEOLOGY−

CONTINUE HEADING (degrees). WHAT TYPE OF

NAVIGATIONAL EQUIPMENT DO YOU HAVE ON

BOARD, AND WHAT IS YOUR AIRSPEED?

5. If the pilot calls on a simplex frequency, such

as 122.2, advise the pilot to tune the receiver to the

VOR you have selected. Provide the VOR name,

frequency, and communication procedures.

PHRASEOLOGY−

CONTINUE TRANSMITTING THIS FREQUENCY.

TUNE YOUR V−O−R RECEIVER TO THE (name)

V−O−R, FREQUENCY (frequency) IDENTIFICATION

(identification). CHECK VOLUME UP AND IDENTIFY

THE STATION. ADVISE WHEN YOU HAVE DONE

THIS.

NOTE−

If the pilot calls on duplex (122.1), use the VOR the pilot

is tuned as the initial VOR.
2/14/08 JO 7110.10T

ADF/VOR Orientation 5−4−3

6. Determine the aircraft’s course selector

reading.

PHRASEOLOGY−

ROTATE YOUR COURSE SELECTOR SLOWLY UNTIL

THE LEFT/RIGHT NEEDLE CENTERS WITH A “TO”

INDICATION. ADVISE YOUR COURSE SELECTOR

READING.

7. Advise the pilot of the aircraft’s position.

PHRASEOLOGY−

YOU ARE (direction) OF THE (name) V−O−R.

b. Orientation.

1. Turn the aircraft inbound to the VOR being

used. Provide the direction of turn and the heading to

be flown. Advise the pilot to report when established

on that heading.

PHRASEOLOGY−

FOR V−O−R ORIENTATION, TURN LEFT/RIGHT

HEADING (degrees). REPORT ESTABLISHED

HEADING (degrees).

2. Notify the appropriate control facility.

Provide all the required information including the

aircraft’s position and heading.

3. Verify that the aircraft is established on a line

of position to the VOR.

PHRASEOLOGY−

WHAT IS THE POSITION OF YOUR LEFT/RIGHT

NEEDLE?

4. Provide heading adjustments as needed for

the aircraft to continue inbound to the VOR.

(a) When the pilot indicates the left/right

needle is not centered, advise the pilot to recenter

needle with a “TO” indication and report the course

selector reading.

PHRASEOLOGY−

Pilot response indicates needle not centered.

ROTATE YOUR COURSE SELECTOR SLOWLY UNTIL

THE LEFT/RIGHT NEEDLE CENTERS WITH A “TO”

INDICATION. ADVISE YOUR COURSE SELECTOR

READING. (If appropriate) TURN LEFT/RIGHT

HEADING (degrees). REPORT ESTABLISHED

(degrees).

(b) After the aircraft is established on the

inbound radial, advise the aircraft to continue on the

inbound heading.

PHRASEOLOGY−

CONTINUE HEADING (degrees).

5. Plot line of position.

c. Crossfixing. After the aircraft is established

inbound to the VOR, use the following procedures:

1. Advise the pilot to tune the receiver to the

VOR you have selected for crossfixing. Provide VOR

name, frequency, and lost communications procedures.

PHRASEOLOGY−

CONTINUE TRANSMITTING THIS FREQUENCY.

TUNE YOUR V−O−R RECEIVER TO THE (name)

V−O−R, FREQUENCY (frequency), IDENTIFICATION

(identification). CHECK VOLUME UP. IF

COMMUNICATION IS NOT ESTABLISHED

IMMEDIATELY, RETURN TO THIS FREQUENCY.

2. Using only the voice feature of the second

VOR, establish positive communication with the

aircraft.

PHRASEOLOGY−

(Name) RADIO TRANSMITTING ON THE (name)

V−O−R. HOW DO YOU HEAR? OVER.

NOTE−

Transmit only on the frequency of the VOR being used for

crossfixing, if available.

3. After communication has been reestablished,

advise the pilot to recenter the VOR left/right needle

and advise the reading.

PHRASEOLOGY−

ROTATE YOUR COURSE SELECTOR SLOWLY UNTIL

THE LEFT/RIGHT NEEDLE CENTERS WITH A “TO”

INDICATION. ADVISE YOUR COURSE SELECTOR

READING.

4. If the pilot is transmitting on duplex (122.1)

and the cross fix VOR has no voice capability provide

the following instructions.

PHRASEOLOGY−

CONTINUE TRANSMITTING THIS FREQUENCY.

TUNE YOUR VOR RECEIVER TO THE (name) VOR,

FREQUENCY (frequency), IDENTIFICATION (ident).

CHECK VOLUME UP AND IDENTIFY THE STATION.

ROTATE YOUR COURSE SELECTOR SLOWLY UNTIL

THE LEFT/RIGHT NEEDLE CENTERS WITH A “TO”

INDICATION. ADVISE YOUR COURSE SELECTOR

READING (PAUSE).

RETUNE YOUR VOR RECEIVER TO THE (name) VOR,

FREQUENCY (frequency), IDENTIFICATION

(identification). SAY YOUR AIRCRAFT

IDENTIFICATION AND THE (name) VOR COURSE

SELECTOR READING.
JO 7110.10T 2/14/08

5−4−4 ADF/VOR Orientation

5. Advise the pilot to continue the inbound

heading.

PHRASEOLOGY−

CONTINUE HEADING (degrees).

6. Plot the new line of position from the second

VOR, advise the pilot of the aircraft’s position, and

the safe altitude for orientation in that area.

PHRASEOLOGY−

YOU ARE (miles) (direction) OF THE (name) V−O−R.

THE SAFE ALTITUDE FOR ORIENTATIONS IN THAT

AREA IS (feet).

NOTE−

The intersection of the two lines of position is the aircraft’s

position at the time of the second VOR reading.

7. Request the pilot’s intentions.

PHRASEOLOGY−

WHAT ARE YOUR INTENTIONS?

5−4−4. GUIDANCE TO AIRPORT

After establishing the aircraft’s position and if the

pilot requests guidance to the airport:

a. Plot the course to the airport.

b. Provide the course guidance information to the

pilot.

1. Advise the pilot of the direction of the turn

and the heading to the airport.

PHRASEOLOGY−

FOR A HEADING TO THE (name) AIRPORT, TURN

LEFT/RIGHT HEADING (degrees). REPORT

ESTABLISHED HEADING (degrees).

2. After the pilot reports established on the

heading to the airport, advise the pilot of the position

in relation to the airport.

PHRASEOLOGY−

YOU ARE (miles) (direction) OF THE (name) AIRPORT.

CONTINUE HEADING (degrees).

3. Continue to provide assistance in the form of

pilotage and airport information as necessary.

PHRASEOLOGY−

DO YOU SEE ANY PROMINENT LANDMARKS?

ARE YOU FAMILIAR WITH THE (name) AIRPORT?

(Name) AIRPORT FIELD ELEVATION (feet). IT HAS

(number and surface type) RUNWAYS. THE RUNWAY/S

RUN (direction). THE AIRPORT IS LOCATED

(direction/distance) FROM (landmark visible to the

aircraft).

4. Advise the pilot to report the landing airport

in sight.

PHRASEOLOGY−

REPORT AIRPORT IN SIGHT.

5. Determine when the pilot no longer needs

assistance.

PHRASEOLOGY−

DO YOU REQUIRE FURTHER ASSISTANCE?

6. When the pilot indicates assistance is no

longer required, terminate the service. Provide the

CTAF frequency, if appropriate, and the local

altimeter setting.

PHRASEOLOGY−

(VOR/ADF) ORIENTATION SERVICE TERMINATED.

COMMON TRAFFIC ADVISORY FREQUENCY

(frequency). ALTIMETER (setting).

NOTE−

CTAF is defined as a UNICOM, Multicom, AFSS/FSS, or

ATCT frequency.

7. Notify appropriate control facility of the

aircraft’s position, termination of services, and the

pilot’s intentions.
2/14/08 JO 7110.10T

General 6−1−1

Chapter 6. Flight Data

Section 1. General

6−1−1. COMMUNICATIONS SERVICE

Most flight movement data exchanged outside of the

facility is processed by automated systems such as

the National Airspace Data Interchange Network

(NADIN). It is important to adhere to strict format

and procedures during normal operations as well as

system interruption periods.

a. Circuit interruption notifications should be as

follows:

1. AFSS.

(a) M1FC. Notify their FSDPS and appropriate telco servicing company of all outages.

(b) OASIS. Notify NADIN or WMSCR, (as

appropriate), the Harris Help Desk, and appropriate

telco servicing company of all outages.

NOTE−

The FSDPS notifies NADIN for Service B outages or AWP

for Service A outages, as well as the ARTCC Systems

Engineer (SE).

2. FSS. Notify their guard facility, the AISR

Customer Service Center, and NADIN.

b. All outage reports should refer to the correct

circuit and/or equipment identification numbers.

Facilities should obtain and record ticket numbers

provided by AISR or the telco authority.

NOTE−

OASIS facilities should obtain and record ticket numbers

provided by Harris or the telco servicing company.

c. AISR and NADIN telephone numbers are as

follows:

1. NADIN/ATLANTA (KATLYTYX)

 (770) 210−7675.

2. NADIN/SALT LAKE CITY (KSLCYTYX)

(801) 320−2172.

3. AISR HELPDESK 866−466−1336.

d. OASIS telephone numbers are as follows:

1. WMSCR/ATLANTA 770−210−7931.

2. WMSCR/SALT LAKE CITY

801−320−2045.

3. HARRIS HELPDESK 877−373−0110.

6−1−2. FLIGHT PLANS

The filing of VFR flight plans is recommended. Brief

pilots, as appropriate, on the following:

a. Identify the tie−in station for the departure

point, and advise the pilot to report departure time

directly to that facility.

b. When a departure report is unlikely because of

inadequate communications capability, advise the

pilot that the flight plan will be activated

immediately, using the proposed departure time as

the actual departure time. Include “ASMD DEP” in

remarks. The pilot is responsible for cancelling or

extending the flight plan if the flight is cancelled or

delayed.

c. Determine the flight plan area in which the

destination is located. Request the pilot close the

flight plan with the tie−in station. Provide the pilot

the tie−in station’s phone number, upon request.

d. Recommend that a separate flight plan be filed

for each leg of a VFR flight.

e. Request the pilot inform an AFSS/FSS

whenever the filed time en route changes more than

30 minutes.

f. On return flights from remote areas, such as a

fishing site, establish a mutually acceptable date/time

with the pilot for alerting search and rescue.

g. On a single flight to be conducted under both

IFR/VFR flight rules, confirm whether the VFR

portion is by flight plan and, if so, with whom the

pilot will close. File two separate flight plans.

h. If a pilot indicates the flight will penetrate

Class A airspace, advise the pilot of the Class A

requirements.

i. When a pilot files to an airport served by a

part−time FSS and the ETA is during the period the

facility is closed, ask the pilot to close with the
JO 7110.10T 2/14/08

6−1−2 General

associated AFSS/FSS, identified in FAAO

JO 7350.8, Location Identifiers and the Airport/Facility Directory.

j. Upon request, inform pilots filing IFR flight

plans of the appropriate and most effective means of

obtaining IFR departure clearances.

k. When a pilot files a DVFR flight plan, advise

the pilot to activate with Flight Service. Also advise

the pilot that a discrete beacon code will be assigned

upon activation.

NOTE−

1. A discrete beacon code may be assigned when the

flight plan is filed, as necessary. If the pilot wants to file

a DVFR flight plan that departs outside the facility’s flight

plan area, provide the applicable toll−free number for the

departure FSS.

2. Discrete beacon codes are assigned to facilities in

accordance with FAAO 7110.66, National Beacon Code

Allocation Plan.

6−1−3. FLIGHT PLAN DATA

Handle flight plan data as follows:

a. AISR.

1. Record flight plan data received from an

operations office on FAA Form 7233−1 or a flight

progress strip. The operations office must obtain

complete information on the flight, but need forward

to the FAA only those items necessary for control or

VFR flight plan purposes.

2. Accept military flight plan proposals,

cancellations, and closures from any source

including collect telephone calls.

3. Pass the FAA Form 7233−1 to the appropriate

operating position for delivery of the flight

notification message.

b. M1FC/OASIS.

1. Record flight plan data on domestic or ICAO

flight plan mask or dialog box as appropriate. Flight

plan data received from an operations office may be

limited to only those items necessary for control or

VFR flight plan purposes, provided the operations

office obtains complete information on the flight.

2. Accept military flight plan proposals,

cancellations, and closures from any source,

including collect telephone calls.

3. Transmit flight notification messages as

follows:

(a) M1FC. From a flight plan mask in order

for M1FC to place the message in the aircraft data file

and provide automatic log and tally.

(b) OASIS. From a flight plan dialog box in

order for OASIS to place the message in the history

file and provide automatic log and tally.

NOTE−

Part−time operations offices must provide complete

information in the event it is needed for SAR purposes.

6−1−4. PART−TIME FSS CLOSURE ACTION

Part−time facilities shall forward the following

information to the designated guard AFSS/FSS.

a. Inbound flights − all information.

b. Outbound flights − VFR and IFR flight plan

data when proposed departure time and/or ETA is

within the period from 1 hour prior to closing until

1 hour after opening.

c. All other pertinent information; e.g., NOTAM,

pending outages.
2/14/08 JO 7110.10T

Flight Plan Proposals 6−2−1

Section 2. Flight Plan Proposals

6−2−1. FLIGHT PLAN RECORDING

Record flight plans on FAA Form 7233−1, M1FC

Domestic Flight Plan Mask, or in the OASIS

Domestic Flight Plan dialog box. Completion of all

blocks or fields is not required in every case, and all

items filed are not always transmitted. Use authorized

abbreviations where possible. Complete as follows:

NOTE−

OASIS. For detailed instructions on the Domestic

Flight Plan dialog box, refer to the WINGS online

help or the WINGS System Users Guide.

a. Item 1. Type of flight plan.

1. FAA Form 7233−1. Check the appropriate

box.

2. M1FC− FR: field.

(a) V − civilian VFR flight plans including

DVFR.

(b) MV − military VFR flight plans.

(c) PV − VFR flight plans departing from

outside the facility’s flight plan area.

(d) DV − Do not use. See para 6−6−3a.

(e) I − civil IFR flight plans or military IFR

flight plans that do not require transmission of a flight

notification message.

(f) MI − military IFR flight plans that require

a flight notification message.

(g) PI − IFR flight plans departing from

outside the facility’s flight plan area that require a

flight notification message.

NOTE−

1. M1FC. PI for transborder flights that require an

ADCUS (Mexico) or CANPASS/GATE (Canada/US)

flight notification message. PI messages are addressed to

the departure tie−in station. They are in addition to the

I message transmitted to the departure ARTCC. Remarks

to be transmitted by the departure station as part of the

flight notification message must be included in the PI

message and preceded by a $ sign.

2. OASIS. IFR transborder flights that require an ADCUS

(Mexico) flight notification message will be automatically

addressed and transmitted to the departure ARTCC and

the departure tie−in station if ADCUS is entered in

remarks. To send an IFR Canadian flight plan departing

from outside the facility’s flight plan area that requires a

flight notification message, enter the following in

remarks: $CANPASS %ADCUS. OASIS uses the ADCUS

to automatically address and transmit the flight plan to the

departure tie−in station but the only remark transmitted is

CANPASS. This is in addition to the message transmitted

to the departure ARTCC.

(h) SC − Stereo flight plans for civil aircraft.

(i) SM − Stereo flight plans for military

aircraft.

3. OASIS − Select type of flight plan from the

Flight Rules (FR) drop down list:

(a) VFR − civilian VFR flight plans,

including DVFR.

(b) IFR

(c) DVFR − Do not use. See para 6−6−3a.

(d) MIL VFR

(e) MIL IFR

(f) STEREO CVL

(g) STEREO MIL

(h) MIL IFR STOPOVER

(i) MIL VFR STOPOVER

(j) DVFR STOPOVER − Do not use.

b. Item 2. Aircraft Identification (M1FC− AI:

field. OASIS − Aircraft ID text box). Enter as

follows, but do not exceed seven alphanumeric

characters:

1. Civil Aircraft Including Air Carrier: Aircraft

letter/digit registration including the letter T prefix

for air taxi aircraft, the letter L for LIFEGUARD

aircraft, or the three−letter aircraft company

designator specified in FAAO JO 7340.2, Contractions followed by the trip or the flight number.

EXAMPLE−

N12345

TN5552Q

AAL192

LN751B

NOTE−

The letter L shall not be entered in Item 2 of the flight plan

for air carrier or air taxi LIFEGUARD aircraft. Include

7/31/08 JO 7110.10T CHG 1
JO 7110.10T 2/14/08

6−2−2 Flight Plan Proposals

the word LIFEGUARD in the remarks section of the flight

plan.

2. U.S. Military Aircraft. Use the military

abbreviation followed by the last five digits of the

aircraft’s number. For certain tactical mission

aircraft, enter the assigned three−to−six letter code

word followed by a one−to−four digit number.

(See TBL 6−2−1.)

TBL 6−2−1

Military

Abbreviation Military Service

A USAF

C Coast Guard

E Air Evacuation

G Air/Army National Guard

L LOGAIR (USAF contract)

R Army

RCH REACH (USAF Air Mobility

Command)

S Special Air Mission

VM Marine Corps

VV Navy

3. Canadian Military Aircraft. The abbreviations shall be followed by a number group not to

exceed four digits. (See TBL 6−2−2.)

TBL 6−2−2

Canadian Military

Abbreviation Military Service

CFC Canadian Forces

CTG Canadian Coast Guard

c. Item 3. Aircraft Type (M1FC− AT: field.

OASIS − Aircraft Type text box). Insert the name or

abbreviation (two−to−four alphanumeric characters)

of the manufacturer’s or military designation. For

homebuilt/experimental aircraft, use HXA, HXB, or

HXC in accordance with the FAAO JO 7340.2,

Contractions. Spell out aircraft type in Remarks.

NOTE−

OASIS. OASIS validates all aircraft types in accordance

with FAAO JO 7340.2, Contractions. Nonstandard

contractions will be rejected.

1. Prefix to Aircraft Type (one−to−two alphanumeric characters). For IFR operations, if the aircraft’s

weight class is heavy, indicate this with the prefix

“H”. If a formation flight is planned, enter the number

and type of aircraft; e.g., 2H/B52.

2. Suffix to Aircraft Type (one alpha character).

Indicate for IFR operations the aircraft’s radar

transponder, DME, or RNAV (includes LORAN)

capability by adding the appropriate symbol

preceded by a slant (/). (See TBL 6−2−3.)

TBL 6−2−3

Suffix to Aircraft Type

Suffix Aircraft Equipment Suffixes

DME

/A Transponder with Mode C.

/B Transponder with no Mode C.

/D No transponder.

NO DME

/T Transponder with no Mode C.

/U Transponder with Mode C.

/X No transponder.

TACAN ONLY

/M No transponder.

/N Transponder with no Mode C.

/P Transponder with Mode C.

AREA NAVIGATION (RNAV)

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

with no Mode C.

/I LORAN, VOR/DME, or INS, transponder

with Mode C.

/Y LORAN, VOR/DME, or INS with no transponder.

ADVANCED RNAV With Transponder and

Mode C (If an aircraft is unable to operate

with a transponder and/or Mode C, it will revert to the appropriate code listed above under

Area Navigation.)

/E Flight Management System (FMS) with

DME/DME and IRU position updating.

/F FMS with DME/DME position updating.

/G Global Navigation Satellite System (GNSS),

including GPS or WAAS, with en route and

terminal capability.

/R Required Navigational Performance. The

aircraft meets the RNP type prescribed for

the route segment(s), route(s) and/or area

concerned.

Reduced Vertical Separation Minimum

(RVSM). Prior to conducting RVSM operations within the U.S., the operator must obtain authorization from the FAA or from the

responsible authority, as appropriate.

/J /E with RVSM
2/14/08 JO 7110.10T

Flight Plan Proposals 6−2−3

Suffix to Aircraft Type (continued)

/K /F with RVSM

/L /G with RVSM.

/Q /R with RVSM.

/W RVSM.

NOTE−

The /E and /F suffixes will only be used by aircraft

operating to and from airports within the U.S., unless

authorized by the controlling authority.

REFERENCE−

FAAO JO 7110.65, Para 2−3−7 and TBL 2−3−7, Aircraft Equipment

Suffix.

d. Item 4. True Airspeed (TAS Knots) (M1FC−

TS: field. OASIS − Airspeed text box). Enter

two−to−four digits for TAS in knots; M followed by

three digits for Mach number; or SC for “speed

classified.”

e. Item 5. Departure Point.

1. M1FC− DD: field. Enter two−to−twelve

alphanumeric and slant characters for name or

identifier of the departure airport or point over which

the flight plan is activated.

NOTE−

Names may be used when there is no identifier available

and they do not exceed 12 characters with no spaces.

Unless a geographic point is converted to latitude/longitude or fix−radial−distance (FRD), the M1FC computer

will not be able to provide weather/NOTAM information

and the route override function must be used to transmit

or modify the flight plan.

2. OASIS − Departure text box. Enter the

departure point as follows: 2−5 alphanumeric

character LOCID, 8−11 character fix−radial−distance

or 9−12 character latitude/longitude.

f. Item 6. Departure Time.

1. M1FC− TM: field. Enter departure time in

UTC. Prefix this time with a P in the TM: field for

proposals or a D for departures. If the departure time

is assumed, indicate this in the Remarks field.

2. OASIS − ETD text box. Enter the proposed

or actual time of departure as follows: {(DD)HHMM : DD = 01−31, HH = 00−23,

MM = 00−59}.

NOTE−

OASIS does not use prefixes (i.e., “P” or “D”) to determine

a proposed or actual time of departure. This determination

is made based on which button is used for filing.

g. Item 7. Cruising Altitude (M1FC− AE: field.

OASIS − Enroute Altitude text box). Proposed

altitude or flight level using two−to−seven characters; e.g., 80 or 080, OTP, OTP/125, VFR, ABV/060.

h. Item 8. Route of Flight (M1FC− RT: field.

OASIS − Route text box.). Enter identifiers for

airways or jet routes to clearly indicate the proposed

flight path. For direct flight, use names or identifiers

of navigation aids, Navigation Reference System

(NRS) waypoints, and geographical points or

coordinates. If more than one airway or jet route is to

be flown, clearly indicate the transition points.

NOTE−

1. On some direct flights beyond the departure center’s

airspace, it may be necessary to include a fix in the

adjacent center’s airspace or latitude/longitude coordinates, as appropriate, to facilitate computer acceptance.

Local procedures should be applied to these special

situations.

2. NRS waypoints consist of five alphanumeric characters, which include the ICAO Flight Information Region

(FIR) identifier, followed by the letter corresponding to

the FIR subset (ARTCC area for the contiguous U.S.), the

latitude increment in single digit or group form, and the

longitude increment.

EXAMPLE−

“KD34U”

i. Item 9. Destination.

1. M1FC− AD: field. Enter two−to−twelve

alphanumeric and/or slant characters for name or

identifier of the destination airport or point over

which the flight plan is to be cancelled.

2. OASIS − Destination text box. Enter the

destination airport or point over which the flight plan

is to be cancelled as follows: 2−5 alphanumeric

character LOCID, 8−11 character fix−radial−distance

or 9−12 character latitude/longitude.

j. Item 10. Estimated Time Enroute (M1FC− TE:

field. OASIS − Time Enroute text box). Enter in

hours and minutes the total elapsed time between

departure and destination; e.g., 0430 or 4+30. For

IFR proposals, ETE must be in four−digit format; i.e.,

0215.

NOTE−

OASIS facilities, enter the four digit enroute time in hours

and minutes; hhmm: hh=00−99, mm=00−59.

k. Item 11. Remarks (M1FC− RM: field. OASIS −

Remarks text box). Information necessary for ATC or

to assist search and rescue operations, plus any other
JO 7110.10T 2/14/08

6−2−4 Flight Plan Proposals

data appropriate to the flight; e.g., the abbreviations

FAA or DOT. Enter names of experimental or

homebuilt aircraft (Veri−EZ, Long−EZ, Mustang,

Delta Dart). For RM: field only − Use 1−80 characters

beginning with *, #, $, or %. (See TBL 6−2−4.)

TBL 6−2−4

* transmit remarks to all centers.

# transmit remarks to departure centers only.

$ transmit remarks only to those addresses in

the CP field of the flight notification message.

% for remarks not to be transmitted.

NOTE−

1. OASIS automatically inserts the appropriate symbol

according to the flight plan type (i.e., $−VFR, * −IFR)

2. Civil aircraft with authorized company identification

are required to file the full authorized radio call in

remarks.

l. Item 12. Fuel on Board (M1FC− FB: field.

OASIS − Fuel Capacity text box). Enter in hours and

minutes; e.g., 0330 or 3+30.

NOTE−

OASIS facilities, enter the fuel capacity; hhmm:

hh=00−99, mm=00−59.

m. Item 13. Alternate Airport/s.

1. (M1FC− AA: field). Enter the location

identifier if specified by the pilot. For AA: field only.

Use three−to−seven alphanumeric characters. For

two alternate airports, enter identifiers consecutively;

e.g., BJCFNL.

2. OASIS − Alternate Airport text box. Enter

the location identifier of a single alternate airport in

3−4 alphanumeric characters. Additional alternate

airports may be entered in the Remarks text box as

nontransmitted information.

n. Item 14. Pilot’s Name, Telephone Number,

Aircraft’s Home Base (M1FC− PD: field. OASIS −

Pilot Data text box). Self−explanatory. For military

pilots, obtain the name and telephone of BASOPS.

NOTE−

Pilot’s name not required if BASOPS’ name is provided.

o. Item 15. Number Aboard (M1FC− NB: field.

OASIS − Number On Board text box). Self−explanatory.

p. Item 16. Color of Aircraft. (M1FC− CR: field.

OASIS − Aircraft Color text box). Use authorized

contractions when available. (See TBL 6−2−5.)

TBL 6−2−5

Code and Color

Code Color Code Color

A Amber B Blue

BE Beige BK Black

BR Brown G Green

GD Gold GY Gray

M Maroon O Orange

P Purple PK Pink

R Red S Silver

T Tan TQ Turquoise

V Violet W White

Y Yellow

NOTE−

1. For ICAO flight plans, see Appendix A.

2. Local procedures may be developed for use on the

reverse side of FAA Form 7233−1.

6−2−2. OUTBOUNDS DEPARTING FROM

OUTSIDE FLIGHT PLAN AREA

Accept flight plans regardless of departure point.

Forward VFR flight plan proposals for aircraft

proposing to depart from outside the facility’s flight

plan area to the tie−in FSS/AFSS for the departure

point in the following format:

a. Type of Flight.

b. Aircraft Identification.

c. Aircraft Type.

d. Departure Point.

e. Destination.

f. Proposed Departure Time/ETE.

g. Remarks.

EXAMPLE−

AISR

FF KDAYYFYX

DTG KLOUYFYX

VFR N1234 BE9L DAY LOU P1330/0130

M1FC

FR:PV AI:N1234 AT:C150 TS:90 DD:DSM TM:P1800

AE:65 RT:DSM..OMA..LNK

AD:LNK TE:0300 RM:$FP KIKKYFYX
2/14/08 JO 7110.10T

Flight Plan Proposals 6−2−5

FB:0330 AA: PD:JOE PILOT

HB:DSM NB: CR:R/W TL:

OP:

CP:KFODYFYX

TA:2100

NOTE−

1. M1FC will autoaddress the CP field, automatically

extract the required items from the flight plan mask and

transmit a flight proposal to the departure tie−in

AFSS/FSS.

M1FC will automatically fill in the originator of the flight

plan in the RM field when the flight plan is transmitted.

2. For civil flight movement messages with remarks,

precede the remarks with a dollar symbol ($).

3. OASIS will autoaddress the Closure Points field,

automatically extract the required items from the flight

plan, insert the originator of the flight plan into the

Remarks field, and transmit a flight proposal to the

departure tie−in AFSS/FSS at a time determined by the

facility parameter.

6−2−3. FLIGHT PLANS WITH AREA

NAVIGATION (RNAV) ROUTES IN

DOMESTIC U.S. AIRSPACE

Use FAA Form 7233−4, International Flight Plan, for

pilots filing flight plans in domestic U.S. airspace if

automatic assignment of any of the following RNAV

routes are desired: RNAV Standard Instrument

Departure (SID); RNAV Standard Terminal Arrival

Route (STAR); and/or RNAV Point−to−Point (PTP).

For these flight plans, adhere to the following

guidelines:

a. Item 10, Equipment. Enter “Z” in the

equipment field in addition to other entries pertaining

to radio communication, navigation and approach

aids.

EXAMPLE−

SDGIWZ/S

b. Item 18, Other Information.

1. If the aircraft is RNAV 1 or RNAV 2 capable,

enter “NAV/RNV” followed by the appropriate

RNAV accuracy value:

(a) RNAV 1 SID, enter “D1”.

(b) RNAV 1 STAR, enter “A1”.

(c) En route RNAV, enter “E2”.

EXAMPLE−

NAV/RNVD1

NAV/RNVA1

NAV/RNVE2

NAV/RNVD1A1

NAV/RNVD1E2A1

NOTE−

The “D,” “E,” and “A” characters may appear in any

order following “NAV/RNV.”

2. If the aircraft is RNAV PTP capable but not

RNAV 1 and/or RNAV 2 capable, enter “RMK/PTP”

and “NAV/RNVE99”.

EXAMPLE−

RMK/PTP NAV/RNVE99

NOTE−

Procedures contained in paragraph 6−2−3 do not apply to

flights whose route remains entirely within Alaska

domestic airspace.

6−2−4. ENTRY OF MILITARY IFR MULTILEG

STOPOVER FLIGHT PLAN

a. Complete all FP fields down through time en

route or remarks for the first leg. Use MI in the flight

rules field. This will hold the flight plan on the

proposed list for flight notification.

b. All subsequent legs shall be preceded by a slant

and recorded in the route field after the first leg:

DESTINATION, ETE, AIRSPEED, P−TIME, ALTITUDE, ROUTE, and remarks for each leg.

c. After all legs have been recorded properly, the

FP should autoaddress the ARTCC of the first leg

departure point in the OP: field and all destination

BASOPS stations in the CP: field. GI will send the

first leg to the appropriate ARTCC and place the

flight plan on the proposed list.

EXAMPLE−

M1FC

FR:MI AI:BAT21 AT:F16/R TS:450 DD:DBQ TM:P1700

AE:280

RT:DBQ..TNU..OFF/FOE 0+15 450 P1800 270

OFF..FOE

AD:OFF TE:0030 RM:*REMARKS $VT012115

FB:0230 AA: PD:ON FILE BASOPS

HB:DBQ NB:1 CR:OD TL: OP:ZCG

CP:KOFFYXYX KFOEYXYX

TA:1730

d. To send the second leg of the flight plan to the

appropriate ARTCC, the original flight plan needs to

be altered.

1. Display the flight plan (FPC).

73/31/08129 JO 7110.10T CHG 12
JO 7110.10T 2/14/08

6−2−6 Flight Plan Proposals

2. Change the MI to I. It is not necessary to hold

this leg for flight notification.

3. Make the necessary changes to indicate the

next leg of the flight plan.

EXAMPLE−

M1FC

FR:I AI:BAT21 AT:F16/R TS:450 DD:OFF TM:P1800

AE:270

RT:OFF..FOE

AD:FOE TE:0015 RM:*REMARKS

FB: AA: PD:ON FILE BASOPS

HB.DBQ NB:1 CR:OD TL: OP:ZCP

CP:

TA:1815

NOTE−

If there is an additional leg, it must be taken from the

original flight plan.

e. After all legs have been sent to their appropriate

ARTCC, construct a flight notification message.

1. Retrieve the original flight plan from the

proposal list.

2. Edit each leg preceded by a slant to indicate

the destination, ETE and pertinent remarks.

3. Delete all other information and restore to the

proposal list (STPM) and await activation.

EXAMPLE−

M1FC

FR:MI AI:BAT21 AT:F16/R TS:450 DD:DBQ TM:P1700

AE:280

RT:DBQ..TNU..OFF/FOE 0+15

AD:OFF TE:0030 RM:*REMARKS $VTO12115

FB:0230 AA: PD:ON FILE BASOPS

HB:DBQ NB:1 CR:OD TL:

OP:ZCG

CP:KOFFYXYX KFOEYXYX

TA:

NOTE−

OASIS. Transmit only the applicable inbound and

outbound flight notification information to intermediate

tie−in facilities. Remarks common to all flight segments

shall be entered in the Remarks text box for transmission.

These remarks shall include: departure point, all stops

and destination.

EXAMPLE−

DEPD TCM LNDG EDW DMA JAX ADW

NOTE−

OASIS. Detailed instructions for the processing of

Military IFR Multi−Leg Stopover Flight Plans are

contained in the WINGS online help and the WINGS

System Users Guide.

6−2−5. ENTRY OF MILITARY VFR

STOPOVER FLIGHT PLAN

a. File a military VFR stopover flight plan in the

same format as a military IFR stopover.

b. After the flight plan is filed on the proposal list,

display the flight plan (FP ACID). Use the CX

keyword to cancel the flight plan. The complete flight

plan is then on file for search and rescue.

EXAMPLE−

M1FC

FR:MV AI:G2034 AT:UH1/U TS:90 DD:FOD TM:P1800

AE:055

RT:FOD..DSM..OFF/MLC 3+10 90 P2100 045

OFF..MLC/SZL

2+10 90 P0100 055 MLC..SZL

AD:OFF TE:0200 RM:$VT010600

FB:0400 AA: PD:ON FILE BASOPS

HB:DBQ NB:1 CR:O/D TL:

OP:

CP:KOFFYXYX KMLCYFYX KSZLYXYX

TA:2000

c. After the flight plan is cancelled, use the FPC

keyword to display the flight plan on the screen.

Change the RT field to show only the destination,

ETE, and any pertinent remarks for all remaining

legs. File the revised version onto the proposal list to

await activation.

EXAMPLE−

M1FC

FR:MV AI:G2034 AT:UH1/U TS:90 DD:FOD TM:P1800

AE:055

RT:FOD..DSM..OFF/MLC 3+10/SZL 2+10

AD:OFF TE:0200 RM:$VT010600

FB:0400 AA: PD:ON FILE BASOPS

HB:DBQ NB:1 CR:OD TL:

OP:

CP:KOFFYXYX KMLCYFYX KSZLYXYX

TA:2000

NOTE−

OASIS. Transmit only the applicable inbound and

outbound flight notification information to intermediate

tie−in facilities. Remarks common to all flight segments

shall be entered in the Remarks text box for transmission.

These remarks shall include: departure point, all stops

and destination.

EXAMPLE−

DEPD TCM LNDG EDW DMA JAX ADW

NOTE−

OASIS. Detailed instructions for the processing of

Military VFR Stopover Flight Plans are contained in the

WINGS online help and the WINGS System Users Guide.

7JO 7110.10T CHG 1 O 7110.10T CHG 2 110.65R CHG 2 110.65R CHG 2 7/31/0 312/5/0 31789
2/14/08 JO 7110.10T

IFR Flight Plan Handling 6−3−1

Section 3. IFR Flight Plan Handling

6−3−1. DOMESTIC IFR FLIGHT PLANS

a. IFR flight plans should consist of items 1

through 15 of FAA Form 7233−1. Items 1 through 11

shall be transmitted to the ARTCC as part of the IFR

flight plan proposal. Items 12 through 15 shall be

retained in the FSS and be available upon request.

NOTE−

Part−time FSSs shall forward items 1 through 15 in

accordance with para 6−1−4.

b. M1FC. IFR flight plans should consist of the

following fields:

1. FR Type of Flight.

2. AI Aircraft Identification.

3. AT Number and Type of Aircraft.

4. TS True Airspeed or Mach Number.

5. DD Departure Point.

6. TM Departure Time.

7. AE Requested Altitude.

8. RT Route of Flight.

9. AD Destination.

10. TE Time En Route.

11. RM Remarks.

12. FB Fuel on Board.

13. AA Alternate Destination.

14. PD Pilot Data.

15. NB Number of Persons on Board.

16. CR Color of Aircraft.

17. OP ARTCC Address.

18. CP Addresses/Closure Point.

19. TA Estimated Time of Arrival.

NOTE−

OASIS. IFR flight plans should consist of the same fields

as shown for M1FC. Flight plan items are entered into

labeled text boxes in the Flight Plan dialog box.

c. M1FC. Items 1 through 11 shall be transmitted

to the ARTCC as part of the IFR flight plan proposal.

Items 12 through 19 shall be retained by the FSDPS

and be available upon request.

NOTE−

OASIS. Items 1 through 11 shall be transmitted to the

ARTCC as part of the IFR flight plan proposal. Items 12

through 19 will be retained in a history file and be

available upon request.

6−3−2. NOTIFYING ARTCC

Transmit flight plans and flight plan amendments to

the ARTCC within whose control area IFR flight is

proposed to begin. AISR facilities use FAAO

JO 7350.8, Location Identifiers, or the appropriate

aeronautical charts to determine the ARTCC to which

each transmission shall be made. Transmit flight

plans (if necessary) and flight plan amendments via

interphone to the flight data position (error referral

position) or departure sector when the aircraft’s

proposed departure time is less than 15 minutes from

transmittal time. Advise the ARTCC’s departure

sector or error referral position, via interphone, when

a message is received indicating ineligibility or a

response is not received via data terminal within

10 minutes. Transmit flight plans as follows:

a. When multiple (two or more) flight plans are

received from the same aircraft, or for flight plans

which propose alternating VFR and IFR, stopover, or

terminal area delay, the station receiving the flight

plans transmits separate flight plans to the

appropriate ARTCCs for each IFR portion or

segment.

b. Transmit flight plans specifying special use

airspace delays (MOAs, Warning Areas, Restricted

Areas, ATC Assigned Airspace) as in subpara 6−3−2a

except when letters of agreement specify otherwise.

c. Aerial refueling delays, or any other en route

delays not covered in subparas 6−3−2a or b and not

involving a change of altitude stratum, do not require

separate messages. Delay information shall be filed

within the route of flight. If a change of altitude

stratum is indicated, transmit separate messages as in

subparas 6−3−2a or b.

d. When a composite, stopover, or terminal area

delay flight plan is revised:

1. Before departure, transmit the information to

the original addressees plus any new addressees.
JO 7110.10T 2/14/08

6−3−2 IFR Flight Plan Handling

2. After departure, transmit the information to

all new addresses who are affected by the change.

e. AISR. When a flight is to depart after 0500

hours local time on the day following the filing of the

flight plan, do not transmit the flight plan to the

ARTCC until after 0000 hours local time.

NOTE−

In the event of a time zone difference between the station

and the associated ARTCC, use the ARTCC’s local time

in determining transmission time.

f. Address all IFR flight plan messages to the

ARTCC serving the point of departure and all

concerned oceanic and nonconterminous ATS units,

except FAA ATCTs.

NOTE−

The ARTCC within whose control area IFR flight is

proposed to begin will forward the proposed tower en

route flight plan data to the appropriate departure

terminal facility.

g. For flights inbound to the conterminous U.S.

from Alaska or Hawaii, address only the first

conterminous U.S. ARTCC; e.g., for a proposed

flight from Sitka to Houston, address PAZAZQZX,

CZVRZQZX, and KZSEZQZX.

REFERENCE−

FAAO JO 7110.65, Para 2−2−2, Forwarding Information.

6−3−3. IFR FLIGHT PLAN CONTROL

MESSAGES

(Pacific: Pacific Supplement.)

Transmit all proposed IFR flight plan messages to the

ARTCC within whose control area IFR flight is

proposed to begin.

a. Communications Functions. Flight plan data

messages shall be addressed to the computer only. All

other types of messages for ARTCC attention shall be

addressed to the Flight Data position only.

Acknowledgements for all numbered messages will

be received from the computer or the Flight Data

position indicating receipt by the ARTCC, but not

necessarily computer acceptance. (See TBL 6−3−1.)

b. Format.

1. Adhere to a fixed order of data. Do not exceed

the stated maximum number of characters or

elements allowed for each field in messages

addressed to an ARTCC computer. Flight plans filed

containing more than the stated character maximums

should be sent using the ARTCC flight data address.

2. AISR. One space character must be entered

at the end of each data field. The following

clarifications are presented:

(a) The first data field of a message need not

be preceded by a space.

TBL 6−3−1

ARTCC ID & Computer Flight Data

ARTCC ID Computer Flight Data

Albuquerque ZAB KZABZQZX KZABZRZX

Atlanta ZTL KZTLZQZX KZTLZRZX

Boston ZBW KZBWZQZX KZBWZRZX

Chicago ZAU KZAUZQZX KZAUZRZX

Cleveland ZOB KZOBZQZX KZOBZRZX

Denver ZDV KZDVZQZX KZDVZRZX

Fort Worth ZFW KZFWZQZX KZFWZRZX

Houston ZHU KZHUZQZX KZHUZRZX

Indianapolis ZID KZIDZQZX KZIDZRZX

Jacksonville ZJX KZJXZQZX KZJXZRZX

Kansas City ZKC KZKCZQZX KZKCZRZX

Los Angeles ZLA KZLAZQZX KZLAZRZX

Memphis ZME KZMEZQZX KZMEZRZX

Miami ZMA KZMAZQZX KZMAZRZX

Minneapolis ZMP KZMPZQZX KZMPZRZX

New York ZNY KZNYZQZX KZNYZRZX

Oakland ZOA KZ0AZQZX KZOAZRZX

Salt Lake ZLC KZLCZQZX KZLCZRZX

Seattle ZSE KZSEZQZX KZSEZRZX

Washington ZDC KZDCZQZX KZDCZRZX

(b) The last data field of a message need not

be followed by a space.

3. Each field of data is composed of one or more

elements. Discrete elements of information within a

field are separated by delimiters, generally slashes

(oblique strokes) or periods.

4. Messages addressed using an ARTCC flight

data address (KZRZX) are not processed by the

HOST computer. Response and/or interpretation of

these messages are dependent on flight data

personnel action. The prime consideration of these

types of messages, shall be the readability of the

transmitted data. The second, third, and fourth

character of the address shall be the same as the

ARTCC flight data address.

5. All domestic flight data processing computers have the capability to return acknowledgments to

the source and, depending on local adaption, return

error messages and accept amendments. Notify the
2/14/08 JO 7110.10T

IFR Flight Plan Handling 6−3−3

appropriate ARTCC Data Systems Specialist or

Primary A position when it is suspected that a flight

plan has been erroneously rejected by the computer.

6. IFR flight plans specifying stopovers or

terminal area delays require separate messages be

sent to the appropriate ARTCCs for each segment.

Unless otherwise covered by a letter of agreement,

treat flight plans proposing special use airspace

delays in the same manner. Separate messages are

also required for any other en route delays if a change

of altitude stratum is proposed at the delay point. See

subpara 6−3−3c14(h)(1)[b] for delays not involving

a change of altitude stratum.

7. Some fields contain the necessary functions

to operate the computer data terminal adapters and are

designated by alpha characters. Do not separate these

fields with spaces.

c. For EAS FDP acceptance, the complete

message contents, the order of data, the number of

characters allowed within any data field or element,

and any associated operational procedures or

restrictions are as follows (as used here, field refers

to EAS FDP field and/xx refers to M1FC field):

NOTE−

OASIS. Detailed operating instructions for processing

IFR Flight Plans are contained in the WINGS online help

and the WINGS System Users Guide.

1. Start of Message Code (Field A). No entry

requirement for AISR equipment. (New Line Key)

2. Preamble Line (Field B). Consists of

originator, priority, and addressee(s).

3. Originator Line (Field C). Consists of a

six−digit date−time group and the eight−character

originator identifier.

4. End of Line Function (Field E). Same as

subpara 6−3−3c1.

5. Source Identification (Field 00). Nine or ten

characters required followed by a space character in

the following order:

(a) The three−character address of the

originating AFSS/FSS or the three−character

identifier of the originating airline office.

(b) Four characters (digits) to indicate the

time (in UTC) the flight plan was composed by the

originator.

(c) Three characters (digits) representing the

number of the message; e.g., 021. It is recommended

that numbering systems be restarted with 001 at the

beginning of each day (0000Z).

NOTE−

There are no spaces between characters in subparas

6−3−3c5(a), (b), and (c).

6. Message Type (Field 01). The letters FP

followed by a space character.

7. Aircraft Identification (Field 02/AI:). Consists of two−to−seven characters followed by a space

character. The first character of the identification

must be a letter.

(a) Phrases such as Flynet, Snow Time, etc.,

which do not identify specific aircraft, but are

supplemental data defining a special mission or

function, shall be contained in remarks (Field

11/RM:).

(b) For foreign aircraft identifications with a

numeric as the first character, insert an X as the first

character and explain in the remarks section.

8. Aircraft Data (Field 03/AT:). Consists of

two−to−nine characters followed by a space

character. Aircraft data within the field may vary

from one−to−three elements consisting of:

(a) Number of aircraft (when more than one)

and/or the heavy aircraft indicator. For heavy aircraft

the indicator is “H/”. This element contains a

maximum of two characters followed by a slash.

EXAMPLE−

2/F15

3H/B52

10/F18

(b) Type of Aircraft. This element is

mandatory and contains two−to−four characters

consisting of the authorized aircraft designator as

contained in FAAO JO 7340.2, Contractions. Enter

military designators of aircraft, omitting prefixes and

suffixes pertaining to aircraft mission or model.

(c) Equipment Suffix. This element is

optional and consists of a slash (/) followed by one

letter which is one of the approved designators

identifying transponder and/or navigation gear.

9. Airspeed (Field 05/TS:). Consists of two−to−

four characters followed by a space character. This

field shall indicate the filed true airspeed in knots or

Mach number.

7/31/08 JO 7110.10T CHG 1
JO 7110.10T 2/14/08

6−3−4 IFR Flight Plan Handling

EXAMPLE−

350

M075

10. Departure Point or Coordination Fix (Field

06/DD:). Consists of two−to−twelve characters

followed by a space character. This field contains the

departure point or fix at which an aircraft will pick up

IFR. It must be a fix, not an airway. For proposed

departures, it must match the first element in the route

of flight; and for IFR pickups, it must match either the

first element in the route of flight or the third element

if the ./. or VFR is used as the second element.

11. Proposed Departure Time (Field 07/TM:).

Consists of five or seven characters followed by a

space character. This field contains the letter P

followed by a four or six digit time group in UTC.

12. Requested Altitude (Field 09/AE:). Consists of two−to−seven characters followed by a space

character. Altitudes or flight levels, as appropriate,

shall be expressed in hundreds of feet, but without

leading zeros. The letters OTP shall be entered in this

field to indicate a requested altitude of VFR

conditions−on−top. Blocked altitudes are indicated

by entering the lower altitude of the requested block,

the letter B, and the higher altitude of the block; e.g.,

80B100, 240B270, with no intervening spaces.

13. End of Line (New Line Key) (Field E). The

first occurrence of Field E shall always follow Field

09/AE: of the message. Any time a subsequent end of

line becomes necessary, if used within Field 10/RT:,

it must be preceded by the appropriate element

separator (not a space). If used within Field 11/RM:,

Field E may be entered at any point within the

remarks sequence.

14. Route of Flight (Field 10/RT). The route of

flight consists of departure point or pickup point

(PUP), the route of flight, and normally a destination

followed by a space character.

(a) Field 10/RT: is a fixed sequence field and

must begin with a fix; e.g., fix, airway, fix, airway,

etc. The last element may be a fix or one of the route

elements VFR, DVFR, or XXX (incomplete route

indicator). An element is separated from another

element by a period character.

(b) When consecutive fix elements or route

elements are filed, the fixed sequence format is

maintained by inserting two period characters

between the filed Field 10/RT: elements; e.g., fix..fix

or airway..airway.

(c) When a pilot files an airway..airway combination, obtain the point of transition and insert it in

the transmitted flight plan; e.g., SGF.J105..J24.

STL.J24. The foregoing does not apply if the first

encountered fix happens to be the next filed junction

point within the route.

NOTE−

OASIS. Airway..airway combinations in the route of

flight require a defined junction (either five−character

alphanumeric, LOCID, or pre−defined fix−radial−distance.)

(d) The slash character (/) is used to file a

latitude/longitude fix or in describing an ETE.

(e) The maximum number of filed field

elements for computer−addressed flight plans is 40.

Double period insertions do not count against the

40−element limitation. Transmit flight plans filed

exceeding the route element limitation to the

ARTCC, not its computer.

(f) Fix Descriptions. A fix must be filed in

one of the following ways:

(1) Fix Name. Domestic, Canadian, and

International identifiers of two−to−five alphanumeric characters.

(2) Fix Radial Distance (FRD). Consists of

eight−to−eleven alphanumeric characters in the

following sequence: Two−to−five characters identifying a navigational aid, three characters of azimuth

expressed in degrees magnetic, and three characters

of distance expressed in nautical miles from the

navigational aid. Zeros preceding a significant

character shall be entered before the azimuth and

distance components as required to assure the

transmission of three characters for each.

(3) Latitude/Longitude. Consists of nine−

to−twelve characters entered as follows: The latitude

shall appear as the first component as four numbers

(trailing zeros required) with an optional letter N or

S appended. If the optional letter is omitted, north is

understood. Latitude shall be separated from

longitude with a slash (/) element separator.

Longitude shall appear as the second component as

four or five digits (trailing zeros required, leading

zero optional) with an optional letter W or E

appended. If the optional letter is omitted, west is

understood.
2/14/08 JO 7110.10T

IFR Flight Plan Handling 6−3−5

(4) Navigation Reference System (NRS)

Waypoints. NRS waypoints consist of five alphanumeric characters, which include the ICAO Flight

Information Region (FIR) identifier, followed by the

letter corresponding to the FIR subset (ARTCC area

for the contiguous U.S.), the latitude increment in

single digit or group form, and the longitude

increment.

EXAMPLE−

“KD34U”

(g) Route Descriptions. A route must be filed

in one of the following ways:

(1) Airway. The official airway designator

must be filed.

(2) Coded Routes. Coded routes are a

shorthand method of describing a route segment or

segments which may have an altitude profile

described, an adapted airspeed within the route,

reentry or loop routes as an option, or a time delay at

a fix within the route as an option. Some of the

principal uses of coded routes are as follows:

[a] Instrument Departures (DP). DP, if

used, must be filed by the computer code designator

as the second element of Field 10/RT and followed by

the transition or exit fix.

[b] Standard Terminal Arrivals (STAR).

STAR, if used, must be filed by the computer code

designator as the next to last element of Field 10/RT:

and be immediately preceded by the entry or

transition fix.

[c] Published Radials. Published radials

(e.g., within a preferred route) are considered

airways. Do not file unpublished radials.

EXAMPLE−

.JFK053..DPK017

.RBV020

[d] Military Routes. Certain military

routes (e.g., Military Training Routes (MTR) and Air

Refueling Tracks/Anchors), are considered coded

routes. The route designator must be preceded and

followed by the entry and exit fixes in terms of

fix/radial/distance (FRD), and reentry information

may be suffixed to certain military coded routes as

follows:

[1] The entry and exit fix must be

associated with a fix on the route, and the entry fix

must be prior to the exit fix on the route.

EXAMPLE−

TNP355025..IR252

PKE107012

[2] Routes having reentries for a single

Strategic Training Range (STR) site shall contain the

entry of alternate entry fix in terms of FRD, the route

designator followed immediately by a plus sign (+),

either the letter R (1st STR site) or S (2nd STR site),

and a digit indicating the number of reentries.

EXAMPLE−

(FRD) IR240+R2 (FRD)

(FRD) IR240+S3 (FRD)

[3] Routes having reentries for two

STR sites shall contain the entry/alternate fix in terms

of FRD, the route designator followed immediately

by a plus sign (+), the letter R, and a digit indicating

the number of reentries on the first STR site,

immediately followed by second plus sign (+), the

letter S, and a digit indicating the number of reentries

on the second STR site.

EXAMPLE−

(FRD) IR240+R2+S3 (FRD)

[4] STR routes must be entered and

exited at the respective primary fix. Alternate STR

routes must be entered/exited at the alternate entry/

exit fix. The routes must be identified by an

individual name.

EXAMPLE−

(FRD) IR240+R2 (FRD) (Primary)

(FRD) IR240A+R2 (FRD) (Alternate)

[e] North American Routes (NAR).

NAR routes are numerically coded over existing

airways and route systems from and to specific

coastal fixes serving the North Atlantic.

EXAMPLE−

.NA9

.NA50

[f] Stereo Routes. A stereo route must

specify a prestored stereo tag. An FP message may be

entered with a stereo tag as the only Field 10/RT:

entry, which causes the Field 10/RT: data stored for

the stereo tag to be substituted for the stereo tag and

processed as the filed Field 10/RT: Additionally, the

filed departure point (Field 06/DD:) must agree with

the stored departure point.

[g] Incomplete Route Indicator (XXX).

When XXX, the incomplete route indicator, appears

in Field 10/RT, the element preceding the XXX

element must be a fix.
JO 7110.10T 2/14/08

6−3−6 IFR Flight Plan Handling

[h] Visual Flight Rules (VFR) or Defense Visual Flight Rules (DVFR) element. When

VFR or DVFR is the second element of Field 10/RT:,

the filed fix following VFR or DVFR must be internal

to the ARTCC’s area to whom the flight plan was

initially submitted. When VFR or DVFR is other

than the second element in Field 10/RT:, the element

preceding the VFR or DVFR must be a filed fix.

(h) Fix Suffix.

(1) En Route Delay Suffix consists of an

element separator (/), followed by the letter D,

followed by the hours and minutes separated by a plus

sign (+). Must be appended to a fix.

EXAMPLE−

.STL/D1+30

.PKE107012/D2+05

Use of this suffix is limited to the following cases:

[a] Aerial Refueling Tracks and Anchors. The suffix is appended to the entry fix.

EXAMPLE−

.ICT248055/D0+30.AR330

[b] En route delays not involving a

change of altitude stratum and not involving a

stopover, terminal area delay, or special use airspace

delay unless specifically covered by a letter of

agreement with the receiving ARTCC.

(2) Estimated Time En Route (ETE)

Suffix. Consists of an element separator (/) and four

digits appended to the destination. Leading zeros are

required, and the time en route is expressed in hours

and minutes.

EXAMPLE−

.STL/0105

(i) A period is not required after the last

element of Field 10/RT:. If remarks (Field 11/RM:)

are present, a space is required after the last element

of Field 10/RM:. If remarks are not present, no space

is required and Field F (End of Message) should be

the next entry.

15. Remarks (Field 11/RM:). Consists of the

appropriate remarks code character and the remarks.

Remarks are considered mandatory or optional and

should be limited to those pertinent to air traffic

control. Spaces are permitted within the remarks field

to separate words or contractions.

(a) Mandatory Remarks. These remarks shall

be transmitted in Field 11/RM: whenever a pilot files

the information on the flight plan. A mandatory

remark is required whenever there is a modification

to the flight plan by the specialist.

(1) If it is necessary to make modifications

to the filed route of flight for the purpose of achieving

computer acceptance of the input due, for example, to

correct a fix or an airway identification, “FRC,”

meaning “Full Route Clearance Necessary,” or

“FRC/(fix),” will be added to the remarks, “FRC” or

“FRC/(fix)” must always be the first item of

intra−center remarks. When “FRC” or “FRC/(fix)”

appears on a flight progress strip, the controller

issuing the ATC clearance to the aircraft shall issue a

full route clearance to the specified fix, or if no fix is

specified, for the entire route. “FRC” or “FRC/(fix)”

shall always be first in Remarks (Field 11/RM:).

NOTE−

INPUT OPERATORS ARE LIMITED TO MAKING ONLY

THOSE CHANGES REQUIRED FOR COMPUTER

ACCEPTANCE. Modifications, such as those to conform

with traffic flows and preferred/recommended routings,

shall only be made by the pilot or his/her operations office

or the controller responsible for initiating the clearance

to the aircraft.

(2) When a pilot files an FAA−assigned

three−letter company designator, the authorized

radiotelephony call sign must be included in the

remarks field.

(b) Optional Remarks. These remarks shall

be transmitted when pertinent to air traffic control

and can revert to mandatory status for some military

flight plans.

(1) In the case of applicable military

flights, NOPAR shall be the first item in Remarks

(Field 11/RM:).

(2) Remarks for military flight plans filing

an IR route must contain the IR route designator,

entry time prefaced by the letter E, exit time prefaced

by the letter X, and MARSA when applicable.

Remarks for flight plans filing a terminal area delay

must contain the airport identifier at which the delay

will occur, followed by the letter D, followed by the

duration of the delay in hours plus minutes, followed

by the destination airport. These should be the initial

items in the remarks field, unless subpara

6−3−3c15(a)(1) or (2) applies, and should be in order

of occurrence.
2/14/08 JO 7110.10T

IFR Flight Plan Handling 6−3−7

16. End of Message Function (Field F).

Consists of enter function.

d. Additional Messages. The following messages

are eligible for input to ARTCC computers via

Service B, in addition to the Flight Plan (FP)

message:

1. Remove Strips (RS). The purpose of the RS

message input is to advise the computer that data on

a particular flight is no longer valid and in effect

cancels the flight plan and removes it from computer

storage.

(a) Eligibility. RS messages may be entered

only for flight plans which:

(1) Are proposed flights.

(2) Have been previously entered by the

same source entering the RS message.

(3) The flight plan is inactive; e.g., a

departure strip must not yet have been printed.

Otherwise, the following rejection message is

returned: “REJECT−−NOT YOUR CONTROL.”

(b) Format. Fields 01 (Message type) and

02/AI: (Aircraft Identification) are required.

EXAMPLE−

RS TWA138

2. Amendment Message (AM). The purpose of

the AM message is to change data previously stored

in the host computer.

(a) Eligibility. Same as for the Remove Strip

(RS) message (above).

(b) Format. AM messages sent to the host

computer must follow a specific format. First, the

field to be amended must be identified, then the

amended information given. The host computer

recognizes the following fields by either number or

name: (See para 6−3−2.)

TBL 6−3−2

Field Number and Name

Field Field Number Field

Name

Aircraft Identification 02 AID

Aircraft Type 03 TYP

Speed 05 SPD

Departure/Coordination Pt. 06 FIX

Proposed Time 07 TIM

Altitude 09 RAL

Route of Flight 10 RTE

Remarks 11 RMK

(c) Restrictions.

3. If Field 02/AI: is to be amended, no other

field may be amended in the same message. If Field

02/AI: and other fields are to be amended, send an RS

message and reenter the entire corrected flight plan.

If an attempt is made to amend Field 02/AI: within a

multiple amendment message or to amend Field 02

to M, the following rejection message is returned:

“REJECT−−INVALID AMENDMENT.”

NOTE−

Alternate procedure is to send two amendments − the first

amends field 2; the second amends the other field or fields.

4. Field 07/TM: Amendments. An attempt to

amend Field 07/TM: to anything other than a P−time

is not allowed. If such an amendment is attempted,

the following error message is returned:

“COFIE INVALID TIME PREFIX.”

5. Amendment to Fields 06/DD:, 07/TM:, and

10/RT: Where Fields 06/DD:, 07/TM:, and 10/RT:

are amended with a single AM message, the

following rules apply:

(a) The amended Field 06/DD: replaces the

previously stored coordination fix (Field 06/DD:).

(b) The amended Field 07/TM:, with appropriate letter prefix, replaces the previously stored

coordination time (Field 07/TM:).

(c) The amended route data (Field 10/RT:)

may completely replace the previously filed Field

10/RT: or may be merged with the filed Field 10/RT:.

(d) If the last element of the amended route

data is followed by a destination indicator (e), this last

element becomes the new destination fix.

(e) When amended route data is merged with

filed data, it replaces all data between the departure

point and the first nonamended element remaining in

the field. The last element of the amended data must

match the first element of the remaining nonamended

data, otherwise the following rejection message is

returned: “REJECT−−(last element) CANNOT

MERGE.”

6. Amendment to Field 10/RT: Only. Except as

permitted above, a Field 10/RT: amendment must be

the only field amended; no other field may be

amended with the same message. Otherwise, the

following is returned: “REJECT−−INVALID

AMENDMENT.”
JO 7110.10T 2/14/08

6−3−8 IFR Flight Plan Handling

EXAMPLE−

Message

Type

Aircraft

Identification

Field

to be

Revised

New Field

Data

Field

to be

Revised

New

Field

Data

AM TWA179 07 P0800 08 350

AM UAL466 07 0300

AM AAL4355 10 ORD.J60

.DEN

7. Correction Message (CM). When the host

computer detects an error in a flight plan, an error

message is generated to the sender when the sender

is within the departure ARTCC’s adapted boundaries.

NOTE−

These procedures do not apply to OASIS facilities.

(a) Eligibility. CM messages may be entered

only for the period for which the departure ARTCC’s

program is adapted, normally 5 minutes. After that

time, the flight plan in error drops out to the ARTCC

Primary A position for reentry. The sender has

primary responsibility for corrective action.

NOTE−

Error messages are generated only on messages from

sending stations within the adaptation parameters of the

departure ARTCC and for only that portion of the route

within that ARTCC’s adapted boundaries. Other flight

plans in error are referred to a Primary A position.

(b) Format. Responses to error messages

shall be transmitted in the form of a CM message

within the time parameters adapted for your ARTCC.

ARTCC−Generated Error Message:

EXAMPLE−

Sending

Facility

MSG

Type

MSG

NR

Field in

Error

Data in

Error

Reason

DCA Error 123 08 9A FORMAT

CM Format:

Field 00 MSG Type Correct Data

DCA 1820123 CM 090

(c) When a CM message in response to an

error message results in any change to a pilot−filed

Field 06/DD: (Departure Point) or Field 10/RT:

(Route of Flight) once the flight plan has been

accepted, an AM message shall be sent to add a field

11/RM: intra−ARTCC remark. In remarks, insert

“FRC PILOT FILED (original data).”

(d) Should a “NOT YOUR CONTROL”

response be received, do not retransmit the flight plan

or the AM. Confirm ARTCC receipt of the flight plan

or AM (FRC/REMARKS) via interphone with the

Primary A position. (See TBL 6−3−3.)

TBL 6−3−3

Computer Flight Data Input

COMPUTER FLIGHT DATA INPUT CHART

Field Element Example Requirements

A Start of

Message

(SOM code)

New Line

Key

Required for

SOM

recognition.

B Preamble

Line

FF

KZFWZQZ

X

Provides

priority, and

addressee.

C Originator DTG

KMLCYFY

X

Required for

ending the

message header.

D End of Line (New Line

Key)

EOL.

E End of

Message

(Enter

Function)

End of Message.

6−3−4. COORDINATE RNAV ROUTES

a. When accepting flight plans containing coordinate RNAV routes, ensure that the route of flight

after the departure fix is defined by latitude/longitude

coordinates and a fix identifier.

b. The arrival fix must be identified by both the

latitude/longitude coordinates and the fix identifier.

EXAMPLE−

(1) (2) (3) (4) (4) (5)

MIA SRQ 3407/10615 3407/11546 TNP LAX

1. Departure airport.

2. Departure fix.

3. Intermediate fixes defined by latitude/longitude coordinates.

4. Arrival fix for the destination airport in terms

of both the latitude/longitude coordinates and the fix

identifier.

5. Destination airport.
2/14/08 JO 7110.10T

Flight Plan Handling 6−4−1

Section 4. Flight Plan Handling

6−4−1. FLIGHT PLAN ACTIVATION

a. AISR. Handle departure reports as a routine

radio contact in accordance with para 4−3−5, Routine

Radio Contacts. If a departure report has not been

received within 1 hour of the proposed departure time

and specific arrangements have not been made to

activate the flight plan, cancel and file the proposed

flight plan.

b. AFSS. Handle departure reports as a routine

radio contact in accordance with para 4−3−5.

1. M1FC. If a departure report has not been

received or the pilot has not amended the P time, a

VFR flight plan will remain on the proposed list until

2 hours past the proposed time. At this time it is

automatically removed from the list and entered on

the Aircraft Data File (DD).

2. OASIS. If a departure report has not been

received or the pilot has not amended the ETD, a VFR

flight plan will remain on the Proposed List for a

predetermined facility parameter time interval. After

this time it is automatically removed from the

Proposed List and entered into a history file.

c. The AFSS Aircraft Data File (DD) is used for

statistical and historical purposes. Movement

messages, pilot briefs, and aircraft contacts are placed

on the list automatically and are retained for the

number of hours specified in the Aircraft Drop

Interval (ADDI) parameter.

NOTE−

OASIS. The OASIS history files are used for statistical and

historical purposes. Movement messages, pilot briefings

and aircraft contacts are recorded in these files

automatically and are retained for 15 days.

d. When a pilot reports a departure time that is

more than 2 hours prior to the current clock time,

request an updated ETE based on the aircraft’s

present position. M1FC/OASIS facilities amend the

ETE in the existing flight plan, and activate the flight

plan using the current time as the time of departure

(M1FC/OASIS will automatically calculate the

updated ETA) and inform the pilot of any changes.

6−4−2. DEPARTURE REPORT MESSAGE

When a pilot activates a flight plan with other than the

tie−in station for the departure point, transmit a

numbered message to the departure tie−in station.

EXAMPLE−

AISR

FF KRNOYFYX

DTG KHONYFYX

HON001 RNO

N98765 D1645 WMC ALW

M1FC

ORIGIN:MMV PRECEDENCE:FF TIME: ACK:Y

ADDR:RNO

TEXT:N98765 D1645 WMC ALW

NOTE−

1. M1FC. Origin may be left blank as M1FC will insert

the origin station’s address.

2. OASIS. This function is performed using the General

Facility Message function and the origin may be left

blank, as OASIS will insert the originating station’s

address.

6−4−3. ACKNOWLEDGING NUMBERED

MESSAGES

Acknowledge a numbered message as soon as

practicable after receipt. Prefix the acknowledgement

with the letter R followed by a space and then the

3−digit message number.

EXAMPLE−

AISR

FF KMMVYFYX

DTG KRNOYFYX

R 001

6−4−4. FLIGHT NOTIFICATION MESSAGE

a. When a departure report is received, or the pilot

requests an assumed departure, transmit a flight

notification message to the destination tie−in (FSS or

BASOPS) as specified in FAAO JO 7350.8, Location

Identifiers. Telephone or interphone, when available,

may be used for flights of 30 minutes or less. The

flight notification message shall contain the

following information:

1. Type of flight plan (VFR or IFR).

2. Aircraft identification.
JO 7110.10T 2/14/08

6−4−2 Flight Plan Handling

3. Aircraft type.

4. Departure point.

5. Destination.

6. ETA (If more than 24 hours, may use DTG).

7. Remarks, preceded by a $ sign (as

appropriate).

EXAMPLE−

AISR

FF KBOIYFYX

DTG KCDCYFYX

VFR N2346F AC11/U PVU BOI 1348 $ASMD

DEP

M1FC

FR:V AI:N2346F AT:AC11/U TS:130 DD:PVU

TM:D1203 AE:85

RT:PVU..SLC..TWF..BOI

AD:BOI TE:0145 RM:$ASMD DEP

FB: AA: PD:

NB: CR: OP:

CP:KBOIYFYX TA:1348

NOTE−

1. M1FC will automatically extract the required items

from the flight plan mask and transmit the flight

notification message when a departure time is placed in

the TM: field and the GI keyword is entered.

2. OASIS will automatically extract the required items

from the Flight Plan, format and transmit the flight

notification message when the flight plan is activated.

b. When the proposed flight plan is received from

another AFSS/FSS, BASOPS, or DUAT vendor, and

the departure station has only partial flight plan data,

add a remark indicating the Service B address of the

station holding the complete flight plan.

NOTE−

1. M1FC will automatically add this to the RM: field of

the flight plan mask when it receives the proposal from

another facility.

2. OASIS will automatically add this to the Remarks text

box of the flight plan dialog box when it receives the

proposal from another facility.

EXAMPLE−

AISR

FF KBOIYFYX

DTG KCDCYFYX

VFR N12345 C182/U PVU BOI 1958 $FP

KIADXCLX

M1FC

FR:V AI:N1234 AT:C182/U TS:130 DD:PVU

TM:D1813 AE:85

RT:PVU..BOI

AD:BOI TE:0145 RM:$FP KIADXCLX

FB: AA: PD:

NB: CR: OP:

CP: KBOIYFYX TA:1958

c. If the pilot elects to close the flight plan with a

station other than the AFSS/FSS designated as the

tie−in facility by FAAO JO 7350.8, Location

Identifiers, send the flight notification message with

remarks to both stations; e.g., FIRIV PNM. The

designated tie−in AFSS/FSS shall assume both

destination and search and rescue responsibility.

EXAMPLE−

AISR

FF KGFKYFYX KPNMYFYX

DTG KDCAYFYX

VFR N2346F AC11 FDK PMB 1303

$FIRIV PNM

M1FC

FR:V AI:N2346F AT:C172 TS:110 DD:FOD TM:P1800

AE:095

RT:FOD..OMA

AD:OMA TE:0050 RM:$FIRIV FOD

FB:0200 AA: PD:JOE PILOT

NB:2 CR:R/W OP:

CP:KOLUYFYX KFODYFYX TA:1850

NOTE−

M1FC/OASIS will autoaddress to the tie−in AFSS/FSS.

Because the pilot elected to FIRIV with FOD, the message

must also be manually addressed to FOD.

d. The station with which the pilot elects to close

the flight plan shall forward a numbered closure

message to the designated tie−in AFSS/FSS.

e. On civil flight plans, if the pilot advises of

stopover points, show these in remarks.

EXAMPLE−

AISR

FF KBOIYFYX

DTG KCDCYFYX

VFR N12345 C182/U PVU BOI 1958 $LNDG

TWF

M1FC

FR:V AI:N1234 AT:C182/U TS:130 DD:PVU

TM:P1813 AE:85

RT:PVU..SLC..TWF..BOI

AD:BOI TE:0145 RM:$LNDG TWF

FB: AA: PD:

NB: CR: OP:

CP:KBOIYFYX TA:1958
2/14/08 JO 7110.10T

Flight Plan Handling 6−4−3

f. On military flight plans, in remarks use coded

data pertinent to services, passengers, or cargo. In the

absence of remarks, enter the letter N (meaning none)

in the remarks field.

REFERENCE−

DOD Flight Information Publication, General Planning Document.

1. M1FC.

(a) Flight notification messages with remarks

activate a flag upon receipt in the M1FC computers

at selected terminals.

(b) When landing at a civil airport, if there are

no remarks with the flight notification message, it is

placed directly on the I list with no flag alert for

notification purposes.

(c) When landing at a military airport, all

flight notification messages generate an “N” flag.

2. OASIS.

(a) Flight notification messages with remarks

generate an Inbound alarm at designated workstations.

(b) When landing at a civil airport, if there are

no remarks with the flight notification message, it is

placed on the Inbound List with no alarms for

notification purposes.

(c) When landing at a military airport, all

flight notification messages generate an Inbound

alarm.

EXAMPLE−

AISR

FF KRCAYXYX

DTG KRIUYFYX

IFR DECAL01 T43/R SMF RCA 0135

$AP3NP3S

M1FC

FR:MI AI:DECAL1 AT:T43/R TS:400 DD:SMF

TM:D2205 AE:330

RT:SMF..FMG..SLC..DEN..RCA

AD:RCA TE:0330 RM:$AP3NP3 S

FB: AA: PD:

NB: CR: OP:ZCO

CP:KRCAYXYX TA:0135

AISR

FF KBOIYFYX

DTG KCDCYFYX

VFR R54321 2/UH1/U SLC BOI 1943 $N

M1FC

FR:MV AI:R54321 AT:2/UH1/U TS:100 DD:SLC

TM:D1813 AE:45

RT:SLC..TWF..BOI

AD:BOI TE:0130 RM:$N

FB: AA: PD:

NB: CR: OP:

CP:KBOIYFYX TA:1943

g. Address military stopover flight notification

messages to and obtain acknowledgements from the

destination tie−in AFSS/FSS or BASOPS serving all

destinations.

1. For the first leg, transmit the items in

subparas 6−4−4a and 6−4−4f.

2. For each subsequent leg, transmit the

destination, ETE, and remarks applicable to that leg

only, prior to (/). AISR facilities: enter remarks,

applicable to the entire flight, after the final leg.

M1FC facilities: remarks pertaining to the entire

mission should be in the RM: field. OASIS

facilities: remarks pertaining to a particular leg of a

flight plan are entered in the Route text box of the

original flight plan and are transmitted with the

associated leg in the flight notification message.

Remarks pertaining to the entire flight are entered in

the Remarks text box of the original flight plan and

are transmitted to all addressees.

3. Separate stopover legs by inserting a slant (/)

at the end of each leg except the last. Begin each leg

on a new line.

EXAMPLE−

AISR

FF KANDYFYX KGNVYFYX KMIAYFYX

DTG KDCAYFYX

IFR VV12345 P3 ADW CHS 1300/

NIP 01+30 A5 BALL DP10 AP5 S/

MIA 02+30 NO DE−ICING EQUIPMENT

M1FC

FR:MI AI:BAT21 AT:F16/R TS:450 DD:DBQ

TM:D1700 AE:280

RT:DBQ..TNU..OFF/FOE 0+15/MLC 0+45

AD:OFF TE:0030 RM:*REMARKS

FB:0230 AA: PD:ON FILE BASOPS

NB:1 CR:OD OP:ZCG

CP:KOFFYXYX KFOEYXYX KMLCYFYX TA:1730

NOTE−

1. M1FC will autoaddress the CP: field, automatically

extract the required items from the flight plan mask, and

transmit a flight notification message to the destination

BASOPS. MV is used in the FR field when sending a

military VFR flight notification.
JO 7110.10T 2/14/08

6−4−4 Flight Plan Handling

2. OASIS will autoaddress, automatically extract the

required items from the flight plan dialog box, and

transmit a flight notification message to all required

facilities.

4. For composite flights, specify type flight plan

as the first item of each leg.

5. When en route delays are involved, include

delay time in ETE.

h. Apply military flight plan procedures to all civil

aircraft landing at military bases.

NOTE−

It is the civil pilot’s responsibility to obtain permission

(from military authorities) to land at a military base.

i. Apply civil flight plan procedure to civil aircraft

departing military bases and en route to civil airports.

j. When a pilot reports a departure time that is

more than 2 hours prior to the current clock time,

request an updated ETE based on the aircraft’s

present position. M1FC facilities amend the ETE in

the existing flight plan, and activate the flight plan

using the current time as the time of departure (M1FC

will automatically calculate the updated ETA) and

inform the pilot of any changes.

6−4−5. SUSPENDING FLIGHT

NOTIFICATION MESSAGES

a. Suspense the flight notification message or

proposal message until acknowledgment is received

from the addressee, then file in the completed file.

b. If an acknowledgment is not received within the

following time period, use the telephone or

interphone to assure delivery.

1. Thirty minutes after departure if ETE is

between 30 minutes and 2 hours.

2. One hour before ETA if ETE is 2 hours or

more.

3. Thirty minutes after departure if RONVIP

information is contained in remarks of a military

flight notification.

c. When an acknowledgment for a message is

required and has not been received in accordance with

the procedure described above, M1FC and OASIS

facilities retransmit the complete message to the

addressee. AISR facilities transmit the signal QSLQ

and the complete aircraft identification to the

addressee.

d. M1FC. Messages awaiting acknowledgment

are suspended on the Suspense List (S). It contains a

list of all numbered Service B messages (except those

numbered messages sent internally to other facilities

in the same FSDPS family) and those messages

transmitted from the flight plan mask not acknowledged by all the addressees.

1. The message identification is the aircraft

identification for flight notifications and/or the

message number for all other message types.

2. Acknowledgments received via NADIN

shall be automatically processed if they are in the

proper format.

3. Improperly formatted acknowledgments will

be directed to the Service B edit queue (B flag).

4. The S list will display the aircraft identification and message numbers in chronological order of

transmission times (first transmitted being at the top)

and the addressees for each message with an asterisk

appearing next to those that have not acknowledged.

5. If a transmission has not been acknowledged

by all addressees within 30 minutes, an asterisk will

automatically appear immediately preceding the

message identification in the S list and an S flag is

automatically displayed on the terminals enabled for

Edit and Review Service B Communications (ERS)

function.

6. When an S flag is displayed, use the ERS

keyword to display the S list in the edit mode. Use the

RT keyword to retransmit the message to addressees

who have not acknowledged the message.

EXAMPLE−

M1FC

RT N12345 (ACID as it appears on the S list)

RT 003 (MSG Number as it appears on the S list)

7. When an acknowledgment message is

received from any other source, such as interphone/

telephone or facility guarding for the addressee, the

specialist shall display the Edit and Review Suspense

List (ERS) and use the AK keyword to acknowledge

the message.

EXAMPLE−

M1FC

AK DECAL01,KRCAYXYX

e. OASIS. Messages awaiting acknowledgment

are suspended on the Suspense List. It contains a list

of all numbered Service B messages and those

messages transmitted from the flight plan dialog box

not acknowledged by all the addressees.
2/14/08 JO 7110.10T

Flight Plan Handling 6−4−5

1. The message identification is the aircraft

identification for flight notifications and/or the

message number for all other message types.

2. Acknowledgments received via NADIN

shall be automatically processed if they are in the

proper format.

3. Improperly formatted acknowledgments will

be directed to the Facility Message List for editing

and will generate an alarm at designated workstations.

4. The Suspense List will display the aircraft

identification and message numbers in chronological

order of transmission times (first transmitted being at

the top) and the addressees for each message with an

hourglass symbol appearing next to those that have

not acknowledged.

5. If a transmission has not been acknowledged

by all addressees within 30 minutes, the message is

considered overdue (red icon) and will generate a

Suspense alarm at designated workstations.

6. Upon receipt of a Suspense alarm, retransmit

the message to addressees who have not acknowledged the message by selecting (highlighting) the

addressee(s) and clicking the ReTransmit button.

7. When an acknowledgment message is

received from any other source, such as interphone/

telephone or facility guarding for the addressee, the

specialist shall manually acknowledge the message

by selecting (highlighting) the addressee and clicking

the Ack button.

6−4−6. ACKNOWLEDGING FLIGHT

NOTIFICATION MESSAGES

Acknowledge a flight notification message or

proposal as soon as practical after receipt. Prefix the

acknowledgment with the letter R followed by a

space and then the full aircraft identification.

EXAMPLE−

AISR

FF KRCAYXYX

DTG KRIUYFYX

R DECAL01

NOTE−

M1FC and OASIS will automatically acknowledge flight

notification messages which are received in or have been

edited into the correct format.

6−4−7. ACTION BY ADDRESSEES

In addition to acknowledging receipt of the flight

notification message, addressees shall take the

following actions:

a. Military IFR flights.

1. Notify BASOPS, if applicable, of the

inbound flight.

2. Upon request, deliver flight plan amendments to the ARTCC.

3. File the flight notification message in the DD

file or with the daily traffic.

4. Forward the actual departure time to the

destination BASOPS or the tie−in AFSS/FSS for the

next destination.

b. Military VFR flights.

1. Notify BASOPS, if applicable, of the

inbound flight.

2. Suspense the message, awaiting closure/cancellation/departure and assume destination station

responsibility.

3. Forward the departure time to the destination

BASOPS or the tie−in AFSS/FSS, and assume

departure station responsibility.

4. M1FC. All flight notification messages are

suspended on the Inbound List (I list). An entry on the

I list will remain there until the flight plan is closed.

Thirty minutes after the ETA (default value), if the

flight plan has not been closed, it will automatically

be placed in the Inbound Overdue Queue (I flag).

NOTE−

To display a flight plan on the I list, enter the keyword FP

(ACID). To place a flight plan on the I list, use the keyword

STI, use STIM to amend a flight plan.

5. OASIS. All flight notification messages are

suspended on the Inbound List. An entry on the list

will remain there until the flight plan is closed. Thirty

minutes after the ETA (default value), if the flight

plan has not been closed, it is considered overdue (red

icon) and will generate an Inbound alarm at

designated workstations.

NOTE−

To display a flight plan on the Inbound List, select

(highlight) the flight plan and click the Retrieve Flight

Plan button. To place a flight plan on the Inbound List,

click the Add Flight Plan button and enter information in

the appropriate text boxes.
JO 7110.10T 2/14/08

6−4−6 Flight Plan Handling

c. If no information is received (e.g., departure

time, revised ETA) indicating that the flight is still

active prior to the void time, note this on the flight

notification message and file.

6−4−8. MAJOR FLIGHT PLAN CHANGES

FROM EN ROUTE AIRCRAFT

a. Change of Destination.

1. When a civil aircraft on a VFR flight plan or

a military aircraft on any flight plan changes

destination, obtain, as a minimum, the following

information:

(a) Type of flight plan.

(b) Aircraft identification.

(c) Aircraft type.

(d) Departure point.

(e) Old destination.

(f) Present position.

(g) Altitude and route.

(h) New destination.

(i) Estimated time en route.

NOTE−

1. M1FC. If the flight plan mask is used to transmit the

flight notification in lieu of the TB mask, the flight

notification goes on the suspense list, acknowledgments

are processed automatically, and flight plan and

acknowledgments are placed in the DD file.

2. OASIS. If the Flight Plan dialog box is used to transmit

the flight notification in lieu of the General Facility

Message, the flight notification goes on the Suspense List,

acknowledgments are processed automatically, and flight

plan and acknowledgments are placed in the history file.

2. Transmit a revised flight notification message to the departure station, original, and new

destination tie−in stations containing the type of

flight, aircraft identification, aircraft type, departure

point, new destination, new ETA, and in Remarks,

aircraft position and time, the words ORIG DESTN

followed by the identifier of the original destination.

EXAMPLE−

VFR Change of Destination:

AISR

FF KBOIYFYX KSEAYFYX

DTG KCDCYFYX

VFR N98789 C182/U PVU GEG 2230 $0VR

SLC 1900 ORIG DESTN BOI

M1FC

FR:V AI:N9878 AT:C182/U TS:130 DD:PVU TM:D1900

AE:105

RT:SLC..TWF..MLD..LWS..GEG

AD:GEG TE:0330 RM:$OVR SLC 1900 ORIG

DESTN BOI

FB: AA: PD:

NB: CR: OP:

CP:KBOIYFYX KSEAYFYX TA:2230

IFR Change of Destination:

AISR

FF KRCAYXYX KTIKYXYX KRIUYFYX

DTG KCDCYFYX

IFR DECAL01 T43/R SMF TIK 0230 $AP3NP3S OVR

SLC 2330 ORIG DESTN RCA

M1FC

FR:MI AI:DECAL1 AT:T43/R TS:400 DD:SMF

TM:D2330 AE:310

RT:SMF..SLC..GJT..AMA..OKC

AD:TIK TE:0300 RM:$NP3 S OVR SLC 2330 ORIG

DESTN RCA

FB: AA: PD:

NB: CR: OP:

CP:KRCAYXYX KTIKYXYX KRIUYFYX TA:0230

NOTE−

1. M1FC. On VFR flight plans, M1FC will transmit and

file the flight plan with the TS: and AE: fields blank. On

IFR flight plans, these fields must be completed. If the TS:

and AE: are unknown, 2 or 3 zeros may be used instead.

2. OASIS. If the Flight Plan dialog box is used to transmit

VFR flight plans, OASIS will transmit and file the flight

plan with the airspeed and en route altitude text boxes

blank. For military IFR change of destination, use the

General Facility Message to transmit changes to the

closure points.

b. Change from IFR to VFR. When a civil aircraft

changes from an IFR to a VFR flight plan, obtain all

flight plan information and then transmit a flight

notification message to the destination tie−in station.

Include the type of flight plan, aircraft identification

and type, departure point, destination, ETA, and

pertinent remarks.

EXAMPLE−

AISR

FF KABQYFYX

DTG KOAKYFYX

VFR N87690 C182/U SFO ELP 2100 $CNLD

IFR OVER BFL
2/14/08 JO 7110.10T

Flight Plan Handling 6−4−7

M1FC

FR:V AI:N8769 AT:C182/U TS:130 DD:PVU

TM:D1940 AE:105

RT:SLC..TWF..MLD..LWS..GEG

AD:GEG TE:0330 RM:$CNLD IFR OVR TWF

FB: AA: PD:

NB: CR: OP:

CP:KSEAYFYX TA:2310

NOTE−

Obtaining the name of the original flight plan source may

provide additional information if the aircraft becomes

overdue.

c. Military Change from IFR to VFR or VFR to

IFR. When a military aircraft changes from IFR to

VFR, or VFR to IFR, or requests that other

significant information be forwarded, transmit this

information to the destination station.

EXAMPLE−

AISR

FF KTIKYXYX

DTG KDENYFYX

DECAL01 CHGD TO VFR RON

M1FC

ORIGIN:DEN PRECEDENCE:FF TIME: ACK:N

ADDR:KTIKYXYX

TEXT:DECAL01 CHGD TO VFR RON

6−4−9. CHANGE IN ETA

When an aircraft wants to change its estimated time

en route (ETE), facilities shall secure a new estimated

time of arrival (ETA) and forward the information to

the destination tie−in station as a numbered message.

The destination tie−in station shall acknowledge and,

thereafter, use the new ETA as the standard for any

necessary follow−up action; e.g., QALQ message.

EXAMPLE−

AISR

FF KSEAYFYX

DTG KBOIYFYX

BOI001 SEA

N34567 E2140

M1FC

ORIGIN:BOI PRECEDENCE:FF TIME: ACK:Y

ADDR:SEA

TEXT:N34567 E2140

NOTE−

1. M1FC. M1FC will automatically acknowledge the

message, change the ETA on the flight plan and inbound

list, and store the message in the DD file without specialist

intervention.

2. OASIS. OASIS will automatically acknowledge the

message, update the ETA on the Inbound List, store the

message in the history file, and notify the specialist that

a Changed ETA message was received which matched an

active flight plan.

6−4−10. FLIGHT PLAN CLOSURE

Do not transmit arrival reports except under unusual

circumstances or in the following cases:

a. Transmit to any facility requested by the pilot,

arrival or any other information involving FAA or

Canadian MOT aircraft.

EXAMPLE−

AISR

FF KDCAYFYX

DTG KHHRYFYX

HHR002 DCA

N2 A0839 (Remarks, as appropriate)

M1FC

ORIGIN:HHR PRECEDENCE:FF TIME: ACK:Y

ADDR:DCA

TEXT:N2 A0839 (Remarks as appropriate)

b. For U.S. military aircraft, transmit arrival

reports to the departure station only when:

1. Requested by BASOPS.

2. Special military flights arrive.

c. When a pilot closes a flight plan with a station

that has not received a flight notification message,

obtain as a minimum, the departure point, the flight

planned destination point, and the station with which

the flight plan was filed.

1. If the station receiving the closure is the tie−in

station for the planned destination, transmit an arrival

message to the departure station with the remark

FPNO and the departure point and destination

identifiers. The departure station shall relay the

arrival information to the station holding the flight

notification message in the active file.

EXAMPLE−

AISR

FF KDCAYFYX

DTG KMIVYFYX

MIV001 DCA

N8567 A1745 FPNO PHF NMK

M1FC
JO 7110.10T 2/14/08

6−4−8 Flight Plan Handling

ORIGIN:MIV PRECEDENCE:FF TIME: ACK:Y

ADDR:DCA

TEXT:N8576 A1745 FPNO PHF NMK

2. If the station receiving the closure message is

not the destination tie−in station, transmit a closure

message to the destination tie−in station, including

the aircraft identification, the closure time, the

departure point, and destination. Remarks are

optional.

EXAMPLE−

AISR

FF KHUFYFYX

DTG KDAYYFYX

DAY003

N11ND C1217 LOU IND LNDD CMH

M1FC

ORIGIN:DAY PRECEDENCE:FF TIME: ACK:Y

ADDR:HUF

TEXT:N11ND C1217 LOU IND LNDD CMH

NOTE−

1. M1FC. Closure and arrival messages do not process

automatically; manual intervention is required.

2. OASIS. OASIS automatically processes correctly

formatted closure and arrival messages. OASIS will

automatically remove the flight plan from the Inbound

List, store the message in the history file, and notify the

specialist that a Closed flight plan message was received

which matched an active flight plan.

6−4−11. MILITARY FLIGHTS TO/FROM U.S.

a. To U.S. If REQ ARR is in remarks, suspend the

flight plan until arrival information is received from

BASOPS and forward to the departure location.

b. From U.S. If requested by BASOPS, include

REQ ARR in remarks section of ICAO flight plan.

Terminate suspense action only after receipt of an

arrival message and delivery to BASOPS.
2/14/08 JO 7110.10T

Military Operations 6−5−1

Section 5. Military Operations

6−5−1. MILITARY TRAINING ACTIVITY

a. Military Training Routes (MTR).

1. Unless otherwise covered in a letter of

agreement, the tie−in AFSS/FSS/ARTCC/BASOPS

for an MTR−scheduling activity shall transmit an

unnumbered NADIN message. Use the assigned

group code KAWPYFYX and for Alaska, use

KFSSYFAK KAWPYFYX. Transmit as a single

message whenever possible.

EXAMPLE−

AISR

FF ADDRESSES

DTG KDCAYFYX

IR104 1400−1440 60 AND BELOW

IR104 021530−021625 60 AND BELOW

M1FC

ORIGIN:FOD PRECEDENCE:FF TIME: ACK:N

ADDR: ADDRESSES

TEXT: IR505 1400−1600 60 AND BELOW

2. Multiple activities should be combined

chronologically by use time(s) and transmitted (not

more than 24 hours in advance) as a single message

using only the format shown in the example below.

EXAMPLE−

AISR

FF ADDRESSES

DTG KDCAYFYX

VR066 1330−1440 100 AND BELOW

IR104 1400−1440 60 AND BELOW

IR104 1545−1630 50 AND BELOW

VR066 1600−1655 30 AND BELOW

M1FC

ORIGN:FOD PRECEDENCE:FF TIME: ACK:N

ADDR: ADDRESSES

TEXT: IR505 1440−1640 60 AND BELOW

IR507 1700−1800 60 AND BELOW

NOTE−

Slow−speed, low−altitude training routes are not to be

transmitted, briefed on, or posted. The contraction VLAR

is not an approved contraction.

b. Military Operations Area (MOA).

1. Transmit MOA messages only when the use

times are other than what has already been published

or otherwise covered in a letter of agreement. The

controlling agency (usually an ARTCC) shall

transmit an unnumbered NADIN message. Use the

assigned group code KAWPYFYX and for Alaska,

use KFSSYFAK KAWPYFYX. Use only approved

MOA names as depicted in FAAO 7400.8 (DO NOT

USE ABBREVIATIONS).

EXAMPLE−

AISR

FF ADDRESSES

DTG KZKCZRZX

BISON MOA 1345−1550 ALT 025B180

2. Activity schedules should be combined and

listed chronologically by use time(s) and transmitted

(not more than 24 hours in advance) as a single

NADIN message using only the format shown in the

following example:

EXAMPLE−

AISR

FF ADDRESSES

DTG KZKCZRZX

BISON MOA 1345−1550 ALT 025B180

BISON MOA 1600−1645 ALT 060B180

HILLTOP MOA 1600−1715 ALT 100B180

HOWARD MOA 1600−0200 ALT 090B180

REDHILLS MOA 1700−1800 ALT 080B100

c. A VR operation may be filed as a composite

flight, IFR−VFR−IFR. Unless the BASOPS has the

capability to do so, the tie−in AFSS/FSS shall

transmit the IFR proposals in separate messages to

the appropriate ARTCCs in accordance with paras

6−3−1, 6−3−2, 6−3−3, and 6−3−4.

d. Information received from either the AFSS/

FSS/ARTCC/military scheduling activity or controlling agency that modifies an MTR and MOA

schedule shall be transmitted by an unnumbered

message via Service B as defined in subparas 6−5−1a

and b.

e. Special Use Airspace (SUA).

1. M1FC. Properly formatted IRs, VRs, and

MOAs are automatically placed on the list and the

0 queue. Messages are deleted from the list by

automatic cancellation. The list is displayed by use of

the following keywords: VM MO (ALL MOAs), or

VM (MOA NAME) MO, IR, VM (STATE IDENT;

i.e., VA) MO or VM IR, VM VR (ALL IRs or VRs),

or VM 1756 VR (route specific). The route must be
JO 7110.10T 2/14/08

6−5−2 Military Operations

a four−digit character. Three−digit routes must be

preceded by a zero.

2. OASIS. Properly formatted IRs, VRs and

MOAs are automatically stored and are displayed

using the Briefing functions. Messages are deleted by

automatic cancellation.

NOTE−

The above procedures do not preclude a specialist from

exercising his/her own judgment in providing further

assistance when there is the slightest doubt about the

adequacy of data being furnished to alert a pilot to the

existence of an MTR or MOA.

6−5−2. AERIAL REFUELING TRACKS

Upon notification from the ARTCC or a scheduling

facility that a published refueling track will be

activated and all or part of the activity will take place

outside of restricted/warning areas or Class A

airspace, the tie−in AFSS/FSS shall issue a NOTAM

for the aerial refueling track.

6−5−3. SPECIAL MILITARY FLIGHTS

a. Advise the ARTCC of flight notification

messages, progress reports, changes en route, and

related messages concerning Presidential or Vice

Presidential flights.

b. Alaska. In addition to the above, give advance

notice to all RCCs along the route of flight.

Telephone SARCC (907) 752−0227 or (907)

752−0128. Initiate communications search procedures if arrival is not received within 15 minutes after

ETA and immediately notify ANRCC (Alaskan

NORAD Region Control Center).

6−5−4. MILITARY FOREIGN FLIGHTS

Generally, all military foreign flights are required to

clear through specified military bases. Pilots

normally will not file flight plans directly with an

AFSS/FSS unless BASOPS is not available.

BASOPS with no Service B access will forward an

ICAO−type flight plan message via their tie−in

AFSS/FSS for relay through the AFTN. BASOPS

should specify all addressees, both ATC and

operational, in accordance with ICAO standards and

military regulations.

6−5−5. USAF/USN UNDERGRADUATE

PILOTS

To identify aircraft piloted by solo USAF/USN

undergraduate student pilots (who may occasionally

request revised clearances because they normally are

restricted to flight in VFR conditions), the aircraft

identification in the flight plan shall include the letter

Z as a suffix. Do not use this suffix in ground−to−air

communication.

NOTE−

USAF solo students who have passed an instrument

certification check may penetrate cloud layers in climb or

descent only. Requests for revised clearances to avoid

clouds in level flight can still be expected. This does not

change the requirement to use the letter Z as a suffix to the

aircraft identification.

6−5−6. MESSAGE HANDLING

Accept and forward messages from any military

authority that concern aircraft movement, national

defense, safety of flight, or emergencies. This

includes, but is not limited to, the following:

a. Flight Advisory Messages.

1. The tie−in AFSS/FSS originating the advisory or receiving it from the originating BASOPS shall

determine the AFSS/FSS nearest the aircraft’s

estimated position for VFR flights, or the appropriate

ARTCC for IFR flights. Transmit a numbered

message only to the facility identified. Include in the

text, FLT ADVY, aircraft identification and type, and

route of flight in that order. The last item shall be the

identifier of the originating BASOPS or AFSS/FSS.

EXAMPLE−

AISR

FF KZIDZRZX

DTG KCOUYFYX

COU005 ZID

FLT ADVY A12345 T38 GVW J80 DAY

DAY WX BLO LNDG MIN. SUG PROCD CVG.

ADZ INTENTIONS DLVR 1625

GVW BASOPS

M1FC

ORIGIN:COU PRECEDENCE:FF TIME: ACK:Y

ADDR: KZIDZRZX

TEXT: A12345 FLT ADVY T38 GVW J80 DAY

DAY WX BLO LNDG MIN. SUG PROCD CVG.

ADZ INTENTIONS DLVR 1625 GVW BASOPS

2. Inform the originator if unable to deliver the

flight advisory within 15 minutes. File the message.
2/14/08 JO 7110.10T

Military Operations 6−5−3

b. Electronic Counter Measure (ECM) Alerts.

Transmit a numbered message via Service B to tie−in

stations serving the addressees. If acknowledgements

are not received within 1 hour, deliver via telephone.

c. REACH and SAM Flight Messages. Forward to

the airlift command post specified by the pilot if

message contains request PASS TO AMC ACP.

d. UNIDENTIFIED FLYING OBJECT (UFO)/

UNEXPLAINED PHENOMENA REPORTS.

1. Persons observing UFOs/Unexplained Phenomena should contact an UFO/Unexplained

Phenomena Reporting Data Collection Center, such

as the National Institute for Discovery Science

(NIDS), the National UFO Reporting Center, etc.

2. If concern is expressed that life or property

might be endangered, also refer the individual to the

local police department.

2/14/08 JO 7110.10T

IFR/DVFR ADIZ Flight Plans 6−6−1

Section 6. IFR/DVFR ADIZ Flight Plans

6−6−1. AIRCRAFT MOVEMENT

INFORMATION SERVICES (AMIS) WITHIN

AN ADIZ−IFR

In addition to the normal handling of aircraft

operating in accordance with IFR, ADIZ penetration

information or position reports on IFR operations

outside of controlled airspace shall be forwarded

immediately to the appropriate ARTCC.

6−6−2. AMIS WITHIN AN ADIZ−DVFR

For security control of air traffic, specific information

contained in flight plans filed by a pilot operating or

proposing to operate in accordance with DVFR

within an ADIZ shall be forwarded to NORAD.

NOTE−

Other offices, military and civil, as well as pilots, may file

DVFR flight plans with an AFSS/FSS for forwarding to

NORAD.

6−6−3. FORWARDING DVFR INFORMATION

Except for Alaska, forward DVFR flight plan

information to NORAD via the Service B NORAD

address or by telephone as follows:

NOTE−

1. The following NORAD addresses are group addresses

that include all appropriate NORAD sectors and law

enforcement:

KZAMZQZX − the contiguous 48 states and San Juan.

PHIRAOCZ − Hawaii.

2. NORAD will not send an acknowledgement and must

be manually acknowledged from the suspense list by the

specialist. (NORAD Headquarters assumes responsibility

for receipt.)

a. VFR.

1. M1FC − DVFR flight plans shall be entered

into the M1FC Flight Plan mask with “V” in the FR:

field for processing purposes. The applicable

NORAD address must be manually entered into the

CP: field. If “NORIV,” delete AFSS closure point

address.

2. OASIS − DVFR flight plans shall be entered

into the OASIS Flight Plan dialog box with “VFR”

selected in the Flight Rules (FR) drop−down list box

for processing purposes. The applicable NORAD

address must be manually entered into the Closure

Points text box. If “NORIV,” delete AFSS closure

point address.

b. Aircraft call sign.

c. Number and type of aircraft.

d. Altitude (within ADIZ).

e. True airspeed.

f. Time of departure.

1. When the flight plan information is provided

before the aircraft’s departure, enter as a proposal.

Depart the flight plan immediately upon receipt of the

actual departure time.

2. If arrangements cannot be made to obtain the

actual departure time, forward the estimated time of

departure (ETD).

g. Point of departure.

h. ETA.

i. Destination.

j. Remarks.

1. DVFR discrete transponder code.

2. True airspeed.

3. Estimated point of penetration of the ADIZ

(latitude/longitude or fix−radial−distance).

4. Estimated time of penetration of the ADIZ.

5. If no arrival report (NORIV) will be filed with

an appropriate aeronautical facility, include the

abbreviation NORIV. Do not pass “NORIV” to

NORAD. For Service B transmissions, precede

“NORIV” remark with the percent (%) symbol.

EXAMPLE−

1210 135 3442/9345 1446

NOTE−

On a proposed flight plan, a single “X” may replace the

DVFR discrete transponder code, true airspeed,

estimated point of penetration of ADIZ, or the estimated

time of penetration.

EXAMPLE−

Missing true airspeed:

1210 X 3442/9345 1446

Missing estimated point of ADIZ penetration and time
JO 7110.10T 2/14/08

6−6−2 IFR/DVFR ADIZ Flight Plans

with NORIV:

1210 135 XX %NORIV

6−6−4. STOPOVER DVFR FLIGHT PLANS

Accept stopover DVFR flight plans filed on those

aircraft planning one or more landings (within an

ADIZ) en route to the destination, provided the

information in para 6−6−3 is furnished for each

segment of flight. Remind the pilot that 14 CFR

Part 99 requires departure times to be made good and

that a written record should be retained of these times

at each departure point.

6−6−5. ADDRESSING DVFR FLIGHT PLAN

MESSAGES

Forward DVFR flight plan information (Reference

para 6−6−3) as follows:

a. Contiguous U.S. ADIZ. Forward DVFR flight

plan information to NORAD.

b. Alaskan ADIZ. Alaska ADIZ procedures are

contained in a Letter of Agreement with the affected

facility.

c. Hawaiian ADIZ. Forward all DVFR flight plan

information to NORAD.

1. M1FC − Enter “V” in the FR: field of the

Flight Plan mask.

2. OASIS − Select “VFR” in the Flight Rules

drop−down list of the Flight Plan dialog box.

d. Canada. Routing DVFR flight plan messages to

Canada. Compose DVFR messages pertaining to

aircraft operating on a DVFR flight into Canada

using the same procedure as for DVFR messages in

the contiguous 48 states, except add “DVFR” in

remarks. In addition, address and route to the

appropriate transborder tie−in station.
2/14/08 JO 7110.10T

Law Enforcement Messages 6−7−1

Section 7. Law Enforcement Messages

6−7−1. LAW ENFORCEMENT ALERT

MESSAGES (LEAM)

The El Paso Intelligence Center (EPIC) is an

organization composed of 14 Federal agencies,

including the FAA. The principal mission of EPIC is

to facilitate the exchange of information and tactical

intelligence on illicit narcotic trafficking and to

support, through the intelligence process, Federal

investigations concerning violation of Federal

statutes as they apply to narcotics, aliens, currency,

and weapons. EPIC issues two types of Law

Enforcement Alert Messages (LEAM) that pertain to

aircraft: Aircraft Lookout Alerts and Stolen Aircraft

Alerts. Upon receipt of a LEAM from EPIC, take the

following actions:

a. Aircraft Lookout Alerts.

1. Keep active for 7 days, unless otherwise

specified, or until cancellation is received.

2. Do not disseminate Suspect Aircraft Lookouts outside of official government facilities. As this

data is inherently sensitive, unauthorized disclosure

of information could compromise an investigation,

endanger lives, and could result in criminal

prosecution or administrative action against the

offender.

REFERENCE−

FAAO 1600.29, Para 7c(7), Stolen Aircraft Alert Procedure.

NOTE−

Paragraph 6−7−1a applies only to FSS and AFSS

facilities in Alaska. AFSS facilities operating under

contract of a Service Provider are not considered official

government facilities and therefore will not receive

Aircraft Lookout Alerts.

b. Stolen Aircraft Alerts. Stolen Aircraft Alerts

request recipients to watch for and report on the

location and movement of an aircraft which has been

reported stolen.

1. M1FC.

(a) Keep active until included in a stolen

aircraft summary or until cancelled.

(b) Upon receipt, check local records for any

aircraft contact, beginning with the date the aircraft

was reported stolen. AFSSs shall notify their Flight

Service Data Processing System (FSDPS) personnel

to run the ENFORCE program as soon as practicable.

(c) Relay any information available to the

office listed on the alert.

2. OASIS. When OASIS receives a correctly

formatted stolen aircraft alert, it processes it as

follows: Checks the database for the past 15 days for

a match. If no match is found, the LEAM is added to

the Law Enforcement (LE) List with a green icon and

no alarm. If a match is found, a Law Enforcement

alarm is generated at designated workstations and the

LEAM is placed on the LE List with a red icon.

c. Stolen Aircraft Summaries.

1. Stolen Aircraft Summaries should be used to

displace and consolidate all the individual stolen

aircraft alerts received in the interim.

2. Monthly summaries are sent as soon as

possible after the end of the month. They include

aircraft registration numbers, aircraft type, and the

date/time stolen and/or recovered.

3. Biannual summaries are sent in January and

July. They list only those aircraft stolen in the past

2 years.

d. All LEAM.

1. Distribute the Stolen Aircraft Alerts and

Summaries, at the discretion of the Air Traffic

Manager, to all parties, fixed base operators, airport

managers, etc.

REFERENCE−

FAAO 1600.29, Para 7c(6), Stolen Aircraft Alert Procedure.

2. Check local records for the previous 24 hours.

3. Notify EPIC via Service B message

(KDEAYYYX) or by telephone (1−888−873−3742

[USE EPIC], 1−915−760−2227 for the Air Watch

Desk or 1−915−760−2200 for the General Watch

Desk) of any contact within the past 24 hours. Also,

notify your Regional duty officer for relay to the

cognizant Transportation Security Administration

Aviation Command Center.

4. Subsequent aircraft transactions shall be

monitored and require the same notification as

defined in subpara 6−7−1d3.
JO 7110.10T 2/14/08

6−7−2 Law Enforcement Messages

5. Take no action regarding the aircraft, crew, or

passengers other than normal air traffic job related

functions.

6. Cease all actions upon receipt of a

cancellation or a summary if the latter does not

include this aircraft’s registration number.

6−7−2. INITIATING LEAMs

Any inquiries from airport managers, aircraft owners,

or law enforcement entities to initiate an alert

message shall be directed to EPIC. EPIC is interfaced

with the National Crime Information Center, which

gives them access to any stolen aircraft report entered

by law enforcement agencies. FAA facilities shall not

volunteer to relay this information to EPIC.

Assistance shall be limited to providing EPIC phone

number(s) as specified in subpara 6−7−1d3 or

advising the inquiring party to go through normal law

enforcement channels.

6−7−3. FSDPS RESPONSIBILITIES

The FSDPS shall:

a. As a minimum, execute the ENFORCE

program every 8 hours. In addition, run the

ENFORCE program when requested.

b. Not accept requests to search for individual

aircraft from other than an FAA facility or office.

c. Immediately notify the requesting facility or

office when the program recognizes any aircraft

registration number in the history file that matches

one in the LEAM. Negative replies are required.
2/14/08 JO 7110.10T

Nonemergency Parachute Jumping 6−8−1

Section 8. Nonemergency Parachute Jumping

6−8−1. COORDINATION

All pertinent information received from pilots prior

to and during parachute jumping activity shall be

forwarded to other affected ATC facilities.

6−8−2. PREJUMP RADIO

COMMUNICATIONS

a. When a prejump radio call required by 14 CFR

Section 105.14 is received, contact the ARTCC

sector or terminal facility in whose airspace the jump

begins. If the controller has pertinent traffic, advise

the jump aircraft to contact the control facility on the

appropriate frequency for traffic information.

b. If the aircraft is unable to contact the control

facility direct, obtain traffic information and relay it

to the aircraft.

EXAMPLE−

“Cessna Four Zero Yankee, A−T−C advises traffic is a

Cessna Four Twenty−One passing the Sputs intersection

eastbound on Victor One Fifty−Seven at seven thousand.”

2/14/08 JO 7110.10T

Messages and Formats 7−1−1

Chapter 7. International Operations

Section 1. Messages and Formats

7−1−1. GENERAL

a. Title 14 of the U.S. Code of Federal Regulations

(14 CFR) and the International Civil Aviation

Organization (ICAO) require flight plans for all civil

aircraft operation between the United States and

foreign locations. Bureau of Customs and Border

Protection requirements, international flight plan

information, and Air Defense Identification Zone

(ADIZ) penetration requirements are listed in other

publications; e.g., the FAA International Flight

Information Manual (IFIM), the Bureau of Customs

and Border Protection Guide for Private Flyers, the

Aeronautical Information Manual (AIM), 14 CFR

Part 91, and 14 CFR Part 99. Designated airports of

first landing are listed in the IFIM and the

Airport/Facility Directory (A/FD).

b. This chapter provides guidance to AIFSS,

AFSS, FSS, and ARTCC facilities that transmit

international flight movement messages. It incorporates relevant information from ICAO and 14 CFR

documents. All personnel required to handle

international messages shall be familiar with ICAO

documents containing instructions for preparing and

transmitting communications for the AFTN circuits.

These documents should be retained at FAA facilities

which handle international messages. FAA personnel

shall not act as agents for any aircraft operating or

dispatching company.

NOTE−

International telecommunications instructions are found

in International Standards and Recommended Practices,

ICAO Annex 10 − Aeronautical Telecommunications,

Volume II, and Document 7946, Manual of Teletypewriter

Operating Practices. DOC 4444−RAC 501, Rule of the

Air and Air Traffic Services, lists various ATS movement

messages. Location indicators are contained in ICAO

Document 7910, and Designators for Aircraft Operating

Agencies Aeronautical Authorities and Services are

contained in ICAO DOC 8585. FAA policies concerning

acceptance of messages for international transmission

are contained in 14 CFR Part 189.

c. AFSSs and FSSs that transmit only occasional

international messages or are unable to determine the

correct addressing for all air traffic units concerned

may refer the pilot to the proper gateway facility or

address the message to the proper gateway facility for

handling. The gateway stations and their areas of

responsibilities are as follows:

1. New York AIFSS (ISP): Bermuda, Canada,

North Atlantic, Europe, and Africa.

2. Miami AIFSS (MIA): Caribbean, South

America, and Central America.

3. Kenai AIFSS (ENA): Alaska.

4. Oakland AIFSS (OAK): Pacific.

d. To ensure that the gateway facility understands

your request, include T (transmit) instructions in the

first line of text.

EXAMPLE−

AISR

FF KMIAYFYX

DTG KICTYFYX

MIA T ALL INTL ADDRESSEES

(Text)

M1

ORIGIN: PRECEDENCE.FF TIME: ACK:N

ADDR:KMIAYFYX

TEXT:MIA T ALL INTL ADDRESSEES

(TEXT)

7−1−2. AIR TRAFFIC SERVICE (ATS)

MESSAGES

ATS as used in this section, as opposed to the

meaning of the term within the FAA, is a generic term

meaning and including: flight information, alerting,

air traffic advisory, and air traffic control (ATC)

services.

7−1−3. CATEGORIES OF MESSAGES

The following ATS messages, with their normal

priority indicators, are authorized for transmission by

any means; i.e., AFTN, NADIN, interphone,

computer−to−computer, or via the aeronautical

mobile service, as applicable.

a. Emergency Messages.

1. Distress messages and distress traffic,

including alerting (ALR) messages relating to

distress (DETRESFA) phase−SS.
JO 7110.10T 2/14/08

7−1−2 Messages and Formats

2. Urgency messages, including alerting messages relating to an alert (ALERFA) phase or to an

uncertainty (INCERFA) phase−SS.

3. Other messages concerning known or

suspected emergencies which do not fall under

subparas 7−1−3a1 and 2 and radio communications

failure (RCF) messages−FF or higher as required.

b. Movement and Control Messages.

1. Flight plan (FPL)−FF.

2. Amendment and coordination messages.

(a) Departure (DEP)−FF.

(b) Delay (DLA)−GG.

(c) Arrival (ARR)−GG.

(d) Boundary estimate (EST)−FF.*

(e) Modification (CHG)−FF.*

(f) Coordination (CDN)−FF.*

(g) Acceptance (ACP)−FF.*

3. Cancellation (CNL)−GG.*

4. Clearances, flow control (SPL, CHG,

CDN)−FF or DD.*

5. Transfer of control (TCX)−FF.*

6. Requests (RQS)−FF.*

7. Position reports (AIREP)−FF.*

c. Flight Information Messages.

1. Traffic information−FF.*

2. Meteorological information (MET)−FF or

GG.

3. Operation of aeronautical facilities and

essential airport information (NOTAM)−GG.

* Normally exchanged between ATC units via voice

circuits.

d. Technical Messages. Four categories of these

messages are specified for use on computer−to−computer circuits only. They will not be sent on AFTN or

NADIN circuits.

7−1−4. SERVICE MESSAGES

a. NADIN will immediately generate a service

message to an originator when incorrect code or

routing indicators are detected.

EXAMPLE−

FF KZKCZQZX

031840 KSLCYTYX

SVC. ZKC121 QTA RPT

FF KZKCZQZX

031840 KSLCYTYX

SVC. ZKC122 QTA MSR

b. Assign the appropriate priority indicator to

international service messages. When service

messages refer to messages previously transmitted,

assign the same priority prefix. Identify a service

message by inserting SVC as the first item of the text.

EXAMPLE−

FF TJSJYFYX

DTG KSEAYFYX

SVC. RUMES 231015

(Text)

7−1−5. TRANSMISSION VIA NADIN

International messages are generally introduced on

NADIN for relay to AFTN circuits.

a. M1FC facilities use the ICAO flight plan mask

or TB mask. Addressee(s): Not to exceed 69

characters or seven addressees, each addressee

separated by a space.

b. AISR facilities handle international messages

on NADIN for relay to AFTN as follows:

1. Start of message. New Line Key.

2. Preamble (priority, space, addressee(s).

(a) Priority. Two−character precedence field.

(b) Addressee(s). Not to exceed 69 characters

or seven addressees, each addressee separated by a

space.

(c) End of Line (EOL) new line key.

(d) End of Text (EOT) (enter function).

c. OASIS facilities use the ICAO Flight Plan

dialog box or General Facility Message. A maximum

of 16 addressees can be entered.

7−1−6. TRANSMISSION OF ATS

MESSAGES

a. Air traffic service messages are interchanged in

the international air traffic control system in the

following modes:
2/14/08 JO 7110.10T

Messages and Formats 7−1−3

1. The preferred step−by−step mode wherein

each ACC/ARTCC sends forward the full current

(updated) flight plan information as the flight

progresses.

2. The simultaneous mode wherein information

extracted from the filed flight plan (FPL) is sent

simultaneously to all ATS units along the route of

flight. In this mode, only amendments to the FPL,

plus necessary control information, are forwarded

from center to center as the flight progresses.

b. Prepare and transmit ATS messages as set forth

in this Order. Address these messages as follows:

1. Include an eight−character addressee indicator for each addressee. For M1FC and AISR

facilities, there can be no more than one line

(69 characters including separating spaces) of

addressees. When more than the allowable number of

addressees are required, two or more transmissions of

the message (each with no more than the allowable

number of addresses) must be made. For OASIS

facilities, a maximum of 16 addressees can be

entered. The eight−letter combination addressee

indicators are composed as follows:

(a) The four−letter ICAO location indicator;

e.g., MPTO. Use only those listed in ICAO DOC

7910 (Location Indicators). Some ICAO eight−character addressees for Mexico and Canada are listed in

FAAO JO 7350.8, Location Identifiers.

(b) A four−letter designator for the facility

type/office, or if no designator has been assigned,

affix YXYX for military, ZZZX for aircraft in flight,

or YYYX for all other cases; e.g., MTPPYYYX. (See

Note.)

REFERENCE−

ICAO DOC 8585, Designators for Aircraft Operating Agencies,

Aeronautical Authorities and Services.

NOTE−

The most frequently used and authorized designators are:

YAYX Government Civil Aviation Authority (FAA

Regional Office or Headquarters).

YCYX Rescue Coordination Center (RCC).

YDYX Authority Supervising the Aerodrome.

YFYX Aeronautical Fixed Station (AFSS/FSS/IFSS/

IATSC).

YMYX Meteorological Office (NWS).

YNYX International NOTAM Office (NOF).

YTYX Telecommunications Authority.

YWYX Military Flight Operational Control Center

(ACP)

YXYX Military Organization (BASOPS).

YYYX Organization not allocated a two−letter

designator.

ZOZX Oceanic Air Traffic Control Center.

ZPZX Air Traffic Service Reporting Office.

ZQZX Computer Facility at ACC/ARTCC.

ZRZX ACC/ARTCC. (Center in charge of a FIR/UIR

when the message is relevant to a VFR flight (AMIS)).

ZTZX Aerodrome Control Tower.

ZZZX Aircraft in flight.

(c) A one−letter designator will appear

following an air carrier designator to indicate the

department or division of the organization addressed.

2. Filing time. A six−digit date/time group

indicating the time the message is filed with the

AIFSS/AFSS/FSS for transmission.

c. Originator Indicator. Consists of an eight−letter

sequence similar to an address indicator, identifying

the place of origin and the organization originating

the message.

d. Supplementary Address and Origin Information. When the four−letter designators YXYX,

ZZZX, or YYYX are used, identify the aircraft

operator or organization at the beginning of the text

preceding the start−of−ATS data symbol ( 〈− − ), in

the same order as in the addressee(s) and/or originator

indicator(s). Where there is more than one such

insertion, the last should be followed by the word

“stop.” Where there are one or more insertions in

respect to addressee indicators plus an insertion in

respect to the originator indicator, the word FROM is

to appear before that relating to the originator.

e. When addressing flight plan messages or

related amendments and flight plan cancellation

messages to centers, use one of the four−letter

designators as follows:

1. If message is relevant to IFR and:

(a) The ARTCC is computer−equipped

(U.S. ARTCCs), use ZQZX.

(b) The center is not computer−equipped, use

ZRZX.

(c) Relevant to oceanic operations, use

ZOZX.

NOTE−

Some centers may request specific addressing different

from above. ZTZX and ZPZX are used internationally, but

are not used in internal U.S. application.

2. If message is VFR (AMIS), use ZRZX.

3. If SVC or administrative, use ZRZX.
JO 7110.10T 2/14/08

7−1−4 Messages and Formats

7−1−7. ORIGINATING MESSAGES

a. Messages for ATS purposes may be originated

with ATS units by aircraft in flight, or, through local

arrangements, a pilot, the operator, or their

designated representative.

b. Accept air−filed flight plans or changes in

destination information from aircraft inbound from

foreign locations and, if requested by the pilot, enter

Customs notification service.

c. Do not accept round−robin flight plans to

international locations, other than Canada.

NOTE−

1. Only accept VFR round−robin flight plans to Canada

if the filer of the flight plan is in possession of a valid

numbered letter of authorization and adheres to the

provisions contained therein.

2. Individual requests for the temporary authorization

letter should be directed to the appropriate service area

office.

3. The temporary authorization letter mandates the pilot,

or responsible party, to provide the AFSS/FSS with a

name, telephone number and authorization number for

inclusion in the remarks section of the flight plan.

4. AFSS/FSS shall log a double (2) count for the

round−robin flight plan.

d. Do not accept assumed departure flight plans

when the destination is in a foreign country other than

Canada.

e. Aircraft movement, control, and flight information messages for purposes other than ATS, such as

operational control, shall be originated by the pilot,

the operator, or their designated representative.

7−1−8. ADDRESSING MESSAGES

a. Addressing the flight plan is determined by the

point of departure, the destination, and the FIR

boundaries to be penetrated during the course of the

flight.

b. Address IFR FPL messages to the ARTCC

serving the airport of departure and to all ATS units

(including oceanic) providing air traffic control

service or concerned with flight along part or the

whole of the route to be flown except FAA ATCTs

and other conterminous U.S. ARTCCs.

NOTE−

Within the North Atlantic (NAT) Region, FPLs on turbojet

aircraft transiting the control areas of Gander Oceanic,

New York Oceanic, Reykjavik, Santa Maria Oceanic,

Shanwick Oceanic and Sondrestrom (south of 70 degrees)

within 90 nautical miles of the control area boundary,

shall be addressed to the adjacent ACC to provide lateral

separation. For all other aircraft, a 120 nautical mile

proximity limit shall apply.

c. Transmit all IFR FPLs to ARTCCs not less than

1 hour prior to the proposed departure time. Do not

hold FPLs until after departure time and transmit as

a combined FPL and DEP. Separate FPL and DEP

messages must be transmitted.

NOTE−

ICAO flight plans do not require an acknowledgment to

the transmitting facility.

d. Address aircraft movement messages only to

those ATS units responsible for the provision of

relevant service, except when requested by the

operator concerned, these messages, when

transmitted via the AFTN, may also be routed, as

specified by the operator or a representative to:

1. One addressee at the point of intended

landing or point of departure.

2. Not more than two operational control units

concerned.

e. The ARTCC serving the departure airport shall

transmit the DEP message on IFR aircraft to all

known recipients of the FPL message. Flights

between conterminous U.S. and Canada (excluding

Gander Oceanic), Alaska, Hawaii and Puerto Rico do

not require DEP messages. Discontinuance of DEP

messages affecting the route of flight can only be

accomplished by ICAO Regional Air Navigation

Agreement.

7−1−9. FLIGHT PLAN FORMS AND

INSTRUCTIONS

a. Use the International Flight Plan, FAA Form

7233−4 (see Appendix A), ICAO Model Flight Plan

Form displayed in DOC 4444, M1FC ICAO Flight

Plan Mask, or OASIS ICAO Flight Plan dialog box

and apply the procedures set forth in this section for

flight:

NOTE−

Exceptions apply for flights to Canada and Mexico, see

Section 4 and Section 5, for procedures.

1. Originating within conterminous U.S. and

Canada and destined nonstop to points beyond those

areas.
2/14/08 JO 7110.10T

Messages and Formats 7−1−5

2. Originating within or transiting Pacific Flight

Information Regions (FIR) and destined to or from

FIRs beyond the Pacific Region including the North

American (NAM) Region.

NOTE−

1. The NAM Region encompasses the conterminous U.S.,

Alaska, and Canada to the North Pole.

2. FAA Form 7233−1, or Military Form DD−175, and

domestic procedures are used for flights in the

conterminous U.S., Canada, and the Honolulu, Alaskan,

and San Juan domestic control areas.

3. AISR facilities record on the flight plan form

the time that a flight plan is filed. This time will

constitute evidence of the pilot’s intention to comply

with Customs, Immigration, and Public Health

requirements and will be made available upon request

from these authorities.

7−1−10. ICAO ATS MESSAGE FORMAT

The following are examples of ICAO message types

most likely to appear on AFTN/NADIN circuits. The

number above the data corresponds to the field type

numbers on the flight plan form (FAA Form 7233−4)

and on the chart of Standard ATS Messages and Their

Composition, Appendix A.

a. Departure Message (DEP). ARTCCs are the

designated ATS unit responsible for originating and

transmitting DEP messages on all IFR aircraft

departing airports within their center boundaries. IFR

flight plans must be transmitted to ARTCCs at least

1 hour before departure. This allows ARTCCs to

determine recipients of DEP message when domestic

portions are transmitted to ARTCCs in M1 format.

Do not hold FPLs and combine with DEP into a

single message.

b. Delay Message (DLA). Transmitted when

departure of an aircraft, for which an FPL message

has been transmitted, is postponed or delayed more

than 30 minutes after the estimated time of departure

contained in the FPL.

c. Alerting Message (ALR). Relating to an

overdue situation on an aircraft.

d. Supplementary Flight Plan (SPL) information

shall be sent to ATS units requesting the information

(RQS).

e. Arrival Message (ARR). Sent only on Canadian

MOT, U.S. DOT, or FAA aircraft or upon request.

f. Current Flight Plan (CPL) Message. Originated

by and transmitted in a step−by−step mode between

successive ACCs and between the last ACC to the

control at the airport of intended landing. CPLs

contain only information relevant to that portion of

the route of flight which extends from the point of

entry into the next control area or FIR to the airport

of intended landing.

g. Acceptance (ACP) Message. Transmitted when

the data contained in a CPL message are found to be

acceptable to the receiving ACC.

h. Flight Plan Cancellation (CNL) Message.

Transmitted when a current (CPL) or filed flight plan

(FPL) message was transmitted and the flight is

canceled.

7−1−11. FLIGHT PLAN CHANGES AND

CANCELLATIONS

a. Assume departure station duties when a flight

plan change is received from an aircraft en route to a

foreign location.

REFERENCE−

FAAO JO 7110.10, Para 6−4−8, Major Flight Plan Changes from En

Route Aircraft, and

FAAO JO 7110.10, Para 6−4−9, Change in ETA.

b. An AFSS/FSS receiving a VFR flight plan

cancellation report from aircraft en route to a foreign

location shall transmit a cancellation message to the

appropriate foreign tie−in facility.

REFERENCE−

FAAO JO 7110.10, Para 6−4−10, Flight Plan Closure.

7−1−12. AIR MOBILE SERVICE (AMS)

a. Air Mobile Service (AMS) is an international

air/ground communications network. It provides

service to en route aircraft primarily in support of

ATC and company operations, and collects meteorological data for dissemination. Although in the U.S.

this service is provided via contract (ARINC), FAA

flight service facilities may be required to relay

information on a case−by−case basis.

b. The AMS network is composed of individual

units geographically limited to areas where effective

coordination and cooperation between ground

stations are possible.

c. For any individual route segment, the AMS

communication requirements will normally be met

by two or more network stations serving the flights on

that route segment. In general, these primary stations
JO 7110.10T 2/14/08

7−1−6 Messages and Formats

serve the ACC serving the FIRs and the points of

takeoff and landing. In some cases, additional

suitably located stations are required to complete the

communications coverage.

d. Each of these stations may be required at some

stage of the flight to exchange communications with

the aircraft, and when not so engaged, to intercept, as

required, communications exchanged between the

aircraft and any one of the other stations.

e. Stations providing regular network service to

aircraft operation along route segments in an ACC’s

FIR are termed regular stations. Other network

stations will only be required to assist communications for that FIR in the event of communications

failure.

f. When communications permit, aircraft should

transmit their messages to the primary station of the

network from which they can most readily be

delivered to their ultimate destination. In particular,

aircraft reports required by ATC should be

transmitted to the network station serving the ATC

center in whose area the aircraft is flying. Conversely,

messages to aircraft in flight should be transmitted

direct to the aircraft by the network station serving the

location of the originator.

g. Messages passed from aircraft to a network

station should be intercepted and acknowledged by

other stations which serve locations where the

information is also required. Such intercepts provide

instantaneous delivery of information and eliminates

the transmission of messages over the AFTN.

Networks may not be used for transmission of aircraft

reports except under the intercept principle.

Acknowledgments of intercept shall be made

immediately after the acknowledgment of receipt by

the station to which the message was passed. In the

absence of acknowledgment of intercept within

1 minute, the station accepting the message from the

aircraft shall forward the message via the AFTN to

the ultimate destination.

h. In areas or on routes where radio operations,

lengths of flights, or distance between stations

require additional measures to ensure continuity of

communications throughout the route segment, the

stations shall share the responsibility of primary

guard whereby each station will provide the primary

guard for that portion of the flight during which the

messages from the aircraft can be handled most

effectively by that station.

i. During its tenure of primary guard, each station

will:

1. Be responsible for designating primary and

secondary frequencies for communications with

aircraft.

2. Receive all position reports and handle other

messages from and to the aircraft essential to the safe

conduct of the flight.

3. Be responsible for the action required in case

of failure of communication.

j. Transfer of primary guard from one primary

station to the next will normally take place at the time

of traversing FIR or control area boundaries. When

communications conditions so demand, a station

may be required to retain primary guard beyond

geographical boundaries or release its guard before

the aircraft reaches a boundary.

7−1−13. AIREPs (POSITION REPORTS)

a. AIREPs are messages from an aircraft to a

ground station. AIREPs are normally comprised of

the aircraft’s position, time, flight level, ETA over its

next reporting point, destination ETA, fuel remaining, and meteorological information. When recording an AIREP on data terminals or written copy, the

following procedures shall be used.

1. Each line shall begin at the left margin.

2. A new line shall be used for each

transmission.

3. If communications allow, each report shall

contain the following items in the order shown:

(a) Message type ARP.

(b) Call sign of the calling station (aircraft).

(c) Text of the message.

(d) Call sign of the station called or receiving

station followed by the appropriate abbreviation to

indicate received, readback, or no reply heard.

(e) Call sign of station(s) acknowledging

intercept followed by appropriate abbreviation to

indicate received.

(f) Designation of frequency used.

EXAMPLE−

*2866QM 8903VO 13300YH
2/14/08 JO 7110.10T

Messages and Formats 7−1−7

2932QI *5631TY 11384XM

2998QL 6532UA 13294YF

5628TO 10048WH 17904ZC

*For Alaskan domestic use only.

(g) Time in UTC of the communication.

4. Missing parts of the message text shall be

indicated by the letter M.

EXAMPLE−

ARP CPC583 KBRO 2100 F330 MMTM 2128

ETA XMMMX 2248 FUEL 0324

KNEW RB

MMMX R

TO2103

b. AIREPs may be filed from any aircraft inflight

within World Meteorological Organization (WMO)

areas of responsibility in conformity with ICAO

requirements for position, operational, or

meteorological reporting in AIREP format. AIREP

information shall be disseminated to ATC, company,

and meteorological offices as required. AIREPs

consist of three sections comprised of 12 items.

AIREPs may be filed in one, two, or three sections as

follows:

1. Section 1, Routine report. A position report

(PSNRP) comprising the Message Type Designator

−ARP and the following items:

(a) Item 1, Aircraft identification.

(b) Item 2, Position. Record position in

latitude (degrees as two numerics, or degrees and

minutes as four numerics, followed without a space

by N or S) and longitude (degrees as three numerics,

or degrees and minutes as five numerics, followed

without a space by E or W) or as a significant point

identified by a coded designator (two−to−five

characters) or as a significant point followed by a

magnetic bearing (three numerics) and a distance in

nautical miles (three numerics) from the point, such

as 4620N07805W, 4620N078W, 46N078W, LN,

MAY or DUB180040. Precede significant point by

ABM (abeam), if applicable.

(c) Item 3, Time. Record time in hours and

minutes UTC (four numerics). The time recorded

must be the actual time of the aircraft at the position

and not the time of origination or transmission of the

report.

(d) Item 4, Flight level or altitude. Record

flight level as F followed by three numerics when on

standard pressure altimeter setting, such as F370.

Record altitude in meters followed by M, or in feet

followed by FT, when on QNH. Record ASC (level)

when climbing, or DES (level) when descending to

a new level after passing the significant point.

(e) Item 5, Next position and time over.

Record the next reporting point and the estimated

time over such reporting point, or record the

estimated position that will be reached 1 hour later,

according to the position reporting procedures in

effect. Use the data conventions specified in subpara

7−1−13b1(b) Item 2, Position, for position. Record

time in minutes past the hour (two numerics) or in

hours and minutes UTC (four numerics) when

necessary.

EXAMPLE−

PSNRP portion of AIREP prepared by De Ridder and

addressed to Canadian Pacific Airlines (CPC) in Toronto

and Mexico City:

AISR

FF CYYZCPCX MMMXXMZT

122105 KDRIYFYX

ARP CPC583 KBRO 2100 F370 MMTM28

KNEW RB

MMMM R

TO2103]

M1

ORIGIN:KDRIYFYX PRECEDENCE:FF TIME:

ACK:N

ADDR:CYYZCPCX MMMXXMZT

TEXT:ARP CPC583 KBRO 2100 F370 MMTM28

KNEW RB

MMMM R

TO2103

NOTE−

OASIS facilities shall transmit AIREPs using the Transmit

General Facility Message dialog box.

2. Section 2. When reported by the pilot:

(a) Item 6, Estimated Time of Arrival (ETA).

Record ETA by the four−letter location indicator of

the airport of first intended landing, or if no location

indicator exists, the name of the airport followed by

the estimated time of arrival at this aerodrome in

hours and minutes UTC (four numerics).
JO 7110.10T 2/14/08

7−1−8 Messages and Formats

(b) Item 7, Endurance. Record fuel in hours

and minutes (four numerics).

3. Section 3. A full AIREP comprising a

PSNRP, company information, and en route

meteorological information.

(a) Item 8, Air temperature. Record PS

(plus) or MS (minus), no space, followed by the

temperature in degrees centigrade corrected for

instrument error and airspeed, such as MS05.

(b) Item 9, Spot wind or mean wind and

position. Spot wind is used whenever practical and

normally refers to the position given in subpara

7−1−13b1(b) Item 2, Position. When a spot wind is

given for any other location, record its position.

Whenever it is not practical to record spot wind,

record the mean wind between two fixes, followed by

the word “mean,” and the position of the midpoint

between the two fixes. Record wind direction in

degrees true (three numerics) and wind speed in knots

(two or three numerics), separated by an oblique

stroke, such as 345/55. Record the direction of

variable winds of a given strength as VRB, such as

VRB/10. Record light and variable winds or calm as

LV. If wind position is required, record latitude and

longitude to the nearest whole degree, using the data

convention specified in Item 2, such as 22N180W.

EXAMPLE−

AIREP comprised of PSNRP and aircraft operator

information.

AISR

FF CYYZCPCX MMMXXMZT

122105 KDRIYFYX

ARP CPC583 KBRO 2100 F370 MMTM28

MMMX 2248 FUEL 0324

KNEW RB

MMMX R

TO2103

M1

ORIGIN:KDRIYFYX PRECEDENCE:FF TIME:

ACK:N

ADDR:CYYZCPCX MMMXXMZT

TEXT:ARP CPC583 KBRO 2100 F370 MMTM28

MMMX 2248 FUEL 0324

KNEW RB

MMMX R

TO2103

(c) Item 10, Turbulence (TURB). Record

severe turbulence as TURB SEV and moderate

turbulence as TURB MOD. If turbulence is

experienced in cloud, add INC (in cloud). If in

subsonic flight, report severe turbulence as soon as

possible after occurrence. This requires AIREP

SPECIAL. Record and report moderate turbulence

only if encountered within last 10 minutes prior to

reaching position in subpara 7−1−13b1(b) Item 2,

Position. If in transonic or supersonic flight, report

severe or moderate turbulence as soon as possible

after occurrence. This requires AIREP SPECIAL.

(d) Item 11, Icing. Record severe icing as

ICE SEV, moderate icing as ICE MOD. Report severe

icing as soon as possible after occurrence. This

requires AIREP SPECIAL. Record and report

moderate icing only if encountered within last 10

minutes prior to reaching position in subpara

7−1−13b1(b) Item 2, Position.

(e) Item 12, Supplementary Information.

Record data which in the opinion of the pilot−in−

command are of aeronautical interest.

(1) Present Weather. Rain (RA), Snow

(SN), Freezing rain (FZRA), Funnel cloud (FA)

(waterspout or tornado), Thunderstorm (TS) on or

near flight path, Front (FRONT).

(2) Clouds. If heights of cloud bases and/or

tops can be accurately ascertained, amount of clouds

scattered (SCT) if clear intervals predominate,

broken (BKN) if cloud masses predominate, or

continuous (CNS) type of clouds only if cumulonimbus (CB), and an indication of the bases (BASE)

and/or the tops (TOP) together with the respective

height indication F (number) or (number) or

(number) M/ or (number) FT.

(3) Turbulence and Icing. Moderate turbulence (TURB MOD) if in subsonic flight, or moderate

aircraft icing (ICE MOD) observed prior to the last

10 minutes.

(4) D−Value. Reading or radio altimeter

minus reading of pressure altimeter set to 1013.2 mb

and corrected for calibration and position error;

record differences as PS (plus) or MS (minus), no

space, followed by the number of meters or feet.

EXAMPLE−

Full AIREP:

AISR

FF CYYZCPCX MMMXXMZT KMIAYMYX

162215 TJSJYFYX

ARP CPC583 2709N05415W 2212 F330
2/14/08 JO 7110.10T

Messages and Formats 7−1−9

23N056W 59 0035 FUEL 0324 M534 310/60

MEAN 2543N05532W TURB MOD ICE MOD SCT

CB TOP F280

TJSJ RB

TO2214

M1

ORIGIN:TJSJYFYX PRECEDENCE:FF TIME:

ACK:N

ADDR:CYYZCPCX MMMXXMZT KMIAYMYX

TEXT:ARP CPC583 2709N05415W 2212 F330

23N056W 59 0035 FUEL 0324 M534 310/60

MEAN 2543N05532W TURB MOD ICE MOD SCT

CB TOP F280

TJSJ RB

TO2214

NOTE−

Transmit to the WMO office serving the FIR where the

report is made.

(5) Operationally Significant Weather Radar Echoes (echo or echo line). True bearing of center

of echo or line and distance from aircraft in nautical

miles; if appropriate, indicate weather intensifying or

weakening and whether no gaps, some gaps, or

frequent gaps are observed.

(6) Significant differences between conditions encountered and those forecast for the flight,

such as forecast thunderstorms not observed or

freezing rain not forecast.

(7) If the position of the phenomenon reported is not the same as the position given under

subpara 7−1−13b1(b) Item 2, Position, report it after

the phenomenon.

7−1−14. AIREP SPECIALS (ARS)

a. Turbulence. TURB SEV encountered while in

subsonic flight is reported as soon as possible after

occurrence and requires AIREP SPECIAL. TURB

MOD is reported only if encountered within

10 minutes prior to reaching reporting position. If in

transonic or supersonic flight, TURB MOD and SEV

is reported as soon as possible and requires AIREP

SPECIAL.

b. Icing. ICE SEV is reported as soon as possible

after occurrence and requires AIREP SPECIAL. ICE

MOD is reported only if encountered within last

10 minutes prior to reaching reporting position.

EXAMPLE−

AISR

FF KMIAYMYX

211538 TJSJYFYX

ARS PAA101 5045N02015W 1536 F310 ASC

F350 51N030W 21 FUEL 0900 ICE SEV

M1

ORIGIN:TJSJYFYX PRECEDENCE:FF TIME:

ACK:N

ADDR:KMIAYMYX

TEXT: ARS PAA101 5045N02015W 1536

F310 ASC F350 51N030W 21 FUEL 0900

ICE SEV

7−1−15. ARTCC RELAY OF VFR

MESSAGES

ARTCC AISR operators shall relay all international

VFR flight movement messages to the adjacent

AIFSS/AFSS/FSS unless that facility is also an

addressee.

NOTE−

If an overseas unit erroneously routes a VFR movement

message to an ARTCC, the automatic NADIN switch will

not divert it to an AIFSS, AFSS or FSS.

2/14/08 JO 7110.10T

Customs Notification and ADIZ Requirements 7−2−1

Section 2. Customs Notification and ADIZ

Requirements

7−2−1. FLIGHT PLAN/CUSTOMS

REQUIREMENTS

Specific flight plan, Customs, and other requirements

of individual countries are listed in the FAA

International Flight Information Manual, IFIM.

7−2−2. INBOUND PRIVATE AIRCRAFT:

CUSTOMS REQUIREMENTS

a. All private aircraft entering U.S. airspace from

a foreign port must provide at least 1 hour advance

notice to the U.S. Customs and Border Protection at

the point of first intended landing. Private aircraft

arriving from the following location shall furnish a

notice of intended arrival to Customs at the nearest

designated airport to point of crossing for the first

landing in the U.S.

1. Via the U.S./Mexican border or the Pacific

Coast from a foreign place in the Western

Hemisphere south of 33 degrees north latitude.

2. From the Gulf of Mexico and Atlantic Coasts

from a place in the Western Hemisphere south of

30 degrees north latitude from any place in Mexico.

3. From the U.S. Virgin Islands.

4. From Puerto Rico, which if from Puerto Rico,

are conducting VFR flight.

b. This notice must be given at least 1 hour before

crossing the U.S. coastline or border. The advance

notice of arrival shall include the following:

1. Aircraft registration number.

2. Name of aircraft commander.

3. Number of U.S. citizen passengers.

4. Number of alien passengers.

5. Place of last departure.

6. Estimated time and location of crossing U.S.

border/coastline.

7. Estimated time of arrival.

8. Name of intended U.S. airport of first

landing.

c. This notice may be furnished directly to the U.S.

Customs and Border Protection by telephone, radio,

or other means, or may be furnished through the FAA

to the Customs and Border Protection.

REFERENCE−

U.S. Customs and Border Protection Guide for Private Flyers.

d. When Customs flight notification service is

requested, as indicated by inclusion of ADCUS in

remarks, deliver the complete message to the

associated Customs and Border Protection office as

soon as practical. Relay additional or amended

information to the Customs and Border Protection in

order to properly comply with requirements; e.g.,

when actual arrival time varies from ETA by more

than 15 minutes.

1. Provide the service only for those airports

where availability is advertised in the AFD on flight

notification messages. Pilots are responsible for

making their own Customs arrangements for other

airports.

2. Notify only the Customs and Border

Protection office which, in turn, is responsible for

notifying other inspection agencies concerned.

e. Prefiled Customs notification requests for

flights returning to the U.S. shall be delivered to the

Customs and Border Protection office not earlier than

23 hours in advance.

f. When an airborne aircraft identifies an airport of

first intended landing that is not one of the designated

airports, advise the pilot that this airport is not a

designated airport of first landing.

PHRASEOLOGY−

BE ADVISED THAT YOUR DESTINATION IS NOT

A CUSTOMS AND BORDER PROTECTION

DESIGNATED FIRST LANDING AIRPORT. WHAT

ARE YOUR INTENTIONS?

NOTE−

If a pilot insists on landing at a nondesignated airport,

pass this information to nearest Customs and Border

Protection office.

g. When a flight notification message containing

ADCUS in remarks identifies a nondesignated

airport of first intended landing, notify the message
JO 7110.10T 2/14/08

7−2−2 Customs Notification and ADIZ Requirements

originator to advise the pilot that the filed destination

is not a designated airport.

PHRASEOLOGY−

ADVISE (aircraft identification) THAT THE FILED

DESTINATION IS NOT A CUSTOMS AND BORDER

PROTECTION DESIGNATED FIRST LANDING

AIRPORT.

NOTE−

The FAA role in this program is advisory only. Any

appearance of action of enforcing compliance shall be

avoided. Any questions should be directed to the

U.S. Customs and Border Protection.

h. AISR Facilities. Record the time of receipt of

Customs requests. This time will constitute evidence

of the pilot’s intention to comply with Customs and

Border Protection, Immigration, and Public Health

requirements and will be made available upon request

from these authorities.

7−2−3. INBOUND PRIVATE AIRCRAFT:

ADIZ REQUIREMENTS

a. Unless otherwise authorized by ATC, no person

may operate an aircraft into, within, or across an

ADIZ unless that person has filed a flight plan with

an appropriate aeronautical facility.

b. Unless otherwise authorized by ATC, no person

may operate an aircraft into, within, or across an

ADIZ unless that aircraft is equipped with a coded

radar beacon transponder and automatic pressure

altitude reporting equipment having altitude reporting capability that automatically replies to interrogations by transmitting pressure altitude information in

100−foot increments.

NOTE−

This paragraph does not apply to the operation of an

aircraft which was not originally certificated with an

engine−driven electrical system and which has not

subsequently been certified with such a system installed;

e.g., a balloon or glider.

c. Pilots of aircraft entering the United States

through an ADIZ are required to comply with the

provisions of 14 CFR Sections 99.17 and 99.19.

d. Forward information on DVFR aircraft inbound to the U.S. to NORAD via Service B or by

telephone. Forward the following information:

1. Aircraft call sign.

2. Number and type of aircraft.

3. Altitude (within ADIZ).

4. True airspeed.

5. Time of departure.

6. Point of departure.

7. Destination.

8. ETA.

9. Remarks: DVFR discrete transponder code;

estimated point of penetration of ADIZ (latitude/longitude or fix−radial−distance); estimated time of

penetration of ADIZ.

NOTE−

1. See para 6−6−3 for M1FC and OASIS transmission

information.

2. Further information on ADIZ requirements is

contained in 14 CFR Part 99.
2/14/08 JO 7110.10T

Alerting Service 7−3−1

Section 3. Alerting Service

7−3−1. GENERAL

a. Alerting service shall be provided:

1. For all aircraft provided with air traffic

control service.

2. Insofar as practical, to all other aircraft

having filed a flight plan or otherwise known to an air

traffic service.

3. To any aircraft known or believed to be the

subject of unlawful interference.

b. Additional information related to ICAO Search

and Rescue procedures can be found in ICAO

ANNEX 11, Chapter 5, Alerting Service.

c. Apply domestic SAR procedures for the U.S.

portion of the flight.

7−3−2. ALERTING PHASES

a. Air traffic services units shall notify rescue

coordination centers immediately when an aircraft is

considered to be in a state of emergency in accordance

with the following:

1. Uncertainty phase when:

(a) No communication has been received

from an aircraft within a period of 30 minutes after the

time a communication should have been received, or

from the time an unsuccessful attempt to establish

communication with such aircraft was first made,

whichever is the earlier.

(b) An aircraft fails to arrive within 30 minutes of the estimated time of arrival last notified to or

estimated by air traffic services units, whichever is

later, except when no doubt exists as to the safety of

the aircraft and its occupants.

2. Alert phase when:

(a) Following the uncertainty phase, subsequent attempts to establish communication with the

aircraft or inquiries to other relevant sources have

failed to reveal any news of the aircraft.

(b) An aircraft has been cleared to land and

fails to land within five minutes of the estimated time

of landing and communication has not been

reestablished with the aircraft.

(c) Information has been received which

indicates that the operating efficiency of the aircraft

has been impaired, but not to the extent that a forced

landing is likely.

(d) An aircraft is known or believed to be the

subject of unlawful interference.

3. Distress phase when:

(a) Following the alert phase further unsuccessful attempts to establish communication with the

aircraft and more widespread unsuccessful inquiries

point to the probability that the aircraft is in distress.

(b) The fuel on board is considered to be

exhausted or thought to be insufficient to enable the

aircraft to reach safety.

(c) Information is received which indicates

that the operating efficiency of the aircraft has been

impaired to the extent that a forced landing is likely.

(d) Information is received and it is reasonably certain that the aircraft is about to make or has

made a forced landing.

b. In addition to the initial notification, the rescue

coordination center shall, without delay, be furnished

with:

1. Any useful additional information, especially

on the development of the state of emergency through

subsequent phases.

2. Information that the emergency situation no

longer exists.

7−3−3. ALERTING MESSAGE CONTENTS

a. The notification shall contain as much of the

following information as is available in the order

listed:

NOTE−

For supplemental flight plan information transmit an RQS

Message. This information is used in the transmission of

the INCERFA.

EXAMPLE−

AISR

FF SVZMZRZX

231247 KMIAYFYX

(RQS−N1234−SVMI−KMIA

M1
JO 7110.10T 2/14/08

7−3−2 Alerting Service

ORIGIN: PRECEDENCE:FF TIME: ACK:N

ADDR:SVZMZRZX

TEXT:(RQS−N1234−SVMI−KMIA

1. INCERFA, ALERFA, DETRESFA, as appropriate to the phase of the emergency.

2. Agency and person calling.

3. Nature of the emergency.

4. Significant information from the flight plan.

5. Unit which made last contact, time, and

frequency used.

6. Last position report and how determined.

7. Color and distinctive marks of aircraft.

8. Any action taken by reporting office.

9. Other pertinent remark.

EXAMPLE−

AISR (INCERFA)

SS MMMXYAYX

DTG KSANYFYX

(ALR−INCERFA/KSAN/OVERDUE

−N1234S−VG

−C172

−KRNO2000

−MMLP0130

−REQ ACK OR ARR ACFT OVERDUE YOUR

STN)

M1 (INCERFA)

ORIGIN:SAN PRECEDENCE:SS TIME: ACK:N

ADDR:MMMXYAYX

TEXT:(ALR−INCERFA/KSANYFYX/OVERDUE

YOUR STATION

−N1234S−VG

−C172−SD/C

−KSAN2000

−N0160A105−DCT TIJ DCT

−MMLP2130 RMK/REQ ACK OR ARR)

AISR (ALERFA)

SS MMMXYAYX

TEXT:(ALR−ALERFA/KSAN/OVERDUE)

(text remains same except for remarks information).

M1 (ALERFA)

ORIGIN: PRECEDENCE:SS TIME: ACK:Y

ADDR:MMMXYAYX

TEXT:(ALR−ALERFA/KSANYFYX/OVERDUE

(text remains same except for remarks information).

AISR (DETRESFA)

SS MMMXYAYX

TEXT:(ALR−DETRESFA/KSAN/OVERDUE

(text remains same except for remarks information).

M1 (DETRESFA)

ORIGIN: PRECEDENCE:SS TIME: ACK:Y

ADDR:MMMXYAYX

TEXT:(ALR−DETRESFA/KSANYFYX/OVERDUE

(text remains same except for remarks information).

NOTE−

OASIS facilities shall transmit alerting messages using

the Transmit General Facility Message dialog box.

b. The cancellation of action initiated by the

rescue coordination center is the responsibility of that

center.

EXAMPLE−

AISR (CANCELLATION)

SS MMMXYAYX

020618 KMIAYFYX

(ALR−ALERFA/KMIAYFYX/CNL

N1234 LOCATED)

M1 (CANCELLATION)

ORIGIN: PRECEDENCE:SS TIME:

 ACK:YADDR:MMMXYAYX

TEXT:(ALR−ALERFA/KMIAYFYX/CNL

N1234 LOCATED

NOTE−

Transmit cancellation messages for INCERFA and

DETRESFA using same format as above.
2/14/08 JO 7110.10T

Canadian Movement and Control Messages (Transborder Flights Only) 7−4−1

Section 4. Canadian Movement and Control Messages

(Transborder Flights Only)

7−4−1. GENERAL

Except as indicated in this section, handle transborder

Canadian movement and control messages as

described in Sections 1, 2, and 3. Do not pass

ADCUS messages to NAV CANADA, as they no

longer alert Canadian Customs to inbound flights.

CANPASS authorizations are the obligation of the

pilot, at the number in subpara 7−4−3a.

7−4−2. INBOUNDS FROM CANADA

a. M1 will automatically acknowledge and

suspense a VFR flight notification message if

received in the proper format. Deliver VFR and IFR

ADCUS to the U.S. Customs and Border Protection.

File IFR messages after delivery.

b. AISR facilities acknowledge receipt of flight

notification messages as soon as practical by

transmitting the letter R followed by the full aircraft

identification; e.g., R N711VR. Suspense VFR flight

notification messages until arrival or closure

information is received. File IFR messages after

delivery.

7−4−3. OUTBOUNDS TO CANADA

a. When Customs notification service is requested

advise the pilot to contact Canada’s Private Aircraft

Program for Customs (CANPASS) at 888−226−7277

and include CANPASS in the remarks section of the

flight plan. If the pilot has contacted CANPASS,

place CANPASS in the remarks section of the flight

plan. Process outbound flight plans in accordance

with Chapter 6 and subparas 7−4−3d and e.

b. Accept Customs notification requests from

inflight aircraft for relay via flight notification

message only for airports of entry where Customs

flight notification service is provided and when

proposed ETA is during Customs service hours. NAV

CANADA no longer passes ADCUS messages to

Canadian Customs.

c. Upon notification of departure of VFR flights,

transmit a flight notification message directly to the

destination Canadian relay facility. Include

CANPASS in the remarks.

NOTE−

1. M1 will format and address a flight notification

message to a Canadian destination airport if the proposed

flight plan was filed in accordance with subparas 7−4−3d

and 7−4−3e.

2. AISR facilities address messages to the destination

relay facility listed in FAAO JO 7350.8, Location

Identifiers. AISR facilities transmit flight notification

messages for VFR flights in accordance with para 6−4−4,

Flight Notification Messages. Flight notification messages included the type of flight plan as the first item of the

notification message. CANPASS is required in the

remarks, as appropriate.

3. OASIS facilities shall enter CANPASS in the Remarks

text box of the Flight Plan dialog box. OASIS will

automatically format and transmit a flight notification

message to the tie−in destination facility.

EXAMPLE−

AISR

FF CZYZZFZX

DTG KBUFYFYX

VFR N711VR C182 BUF YYZ 1735

CANPASS

d. IFR Flight Plans

1. CANPASS Flight Plans.

(a) M1FC. Insert an ampersand and the letter

C (&C) as the first two entries in the OP field of the

FP mask and use the four−letter Canadian location

identifier for the destination airport in the AD: field.

EXAMPLE−

M1− AIRFILED

FR:I AI:N1234 AT:C421/R TS:280

DD:DSM TM:P1800 AE:200

RT:DSM..CYYZ

AD:CYYZ TE:0300 RM:$CANPASS

FB:0400 AA:

PD:JOE PILOT

HB:DSM NB:2 CR:R/W TL:

OP:

CP:

TA:2100

EXAMPLE−

M1 − CANPASS

FR:I AI:N1234 AT:C421/R TS:280 DD:DSM TM:P1800

AE:200

RT:DSM..CYYZ
JO 7110.10T 2/14/08

7−4−2 Canadian Movement and Control Messages (Transborder Flights Only)

AD:CYYZ TE:0300 RM:$CANPASS

FB:0400 AA:

PD:JOE PILOT

HB:DSM NB:2 CR:R/W TL:

OP:&C

CP:CZYZZFZX

TA:2100

(b) OASIS. Enter $CANPASS %ADCUS in

the Remarks text box of a Canadian IFR flight plan.

NOTE−

The ADCUS remark is not transmitted but triggers the

autoaddressing in OASIS.

2. Send a flight notification message on airfile

IFR aircraft that has requested Customs notification.

Place CANPASS (if prior notification) in the remarks

section of the flight notification message. If the pilot

files a flight plan, but gives no indication that

CANPASS procedures have been implemented, or

prefers to leave the notification off of the flight plan,

leave the remarks section blank and allow the NAV

CANADA specialists to handle the situation upon

arrival.

e. VFR Flight Plans.

1. M1FC. ADCUS (if airfiled) and CANPASS:

Insert an ampersand and the letter C (&C) in the OP:

field and use the four−letter Canadian location

identifier for the destination airport in the AD: field.

EXAMPLE−

M1− AIRFILED

FR:V AI:N1234 AT:C150 TS:90 DD:BUF

TM:D1800 AE:045 RT:BUF..CYYZ

AD:CYYZ TE:0030 RM:$CANPASS 2 FB:0330 AA:

PD:JOE PILOT

HB:DSM NB:2 CR:5/W TL:

OP:&C

CP:CZYZZFZX

TA:1830

M1−CANPASS

FR:V AI:N1234 AT:C150 TS:90 DD:BUF

TM:P1800 AE:045 RT:BUF..CYYZ

AD:CYYZ TE:0030 RM:$CANPASS

FB:0330 AA:

PD:JOE PILOT

HB:DSM NB:2 CR:5/W TL:

OP:&C

CP:CZYZZFZX

TA:1830

2. OASIS. Enter CANPASS in the Remarks text

box. OASIS will automatically format and transmit

a flight notification message to the tie−in destination

facility.

f. Refer to the Canada and North Atlantic IFR and

VFR supplements to determine Customs hours of

service, availability of Customs flight notification

service (CANPASS), and the relay facility for

infrequently used Airports of Entry not listed in

FAAO JO 7350.8 Location Identifiers.

g. Suspense VFR message until acknowledgment

is received.

REFERENCE−

FAAO JO 7110.10, Para 8−5−2, Canadian Transborder.

1. If an acknowledgment is not received within

30 minutes after departure, M1 facilities retransmit

the message. AISR facilities transmit the contraction

REQ ACP (request acceptance) and the complete

aircraft identification.

EXAMPLE−

AISR

FF CZYZZFZX

DTG KBUFYFYX

REQ ACP N711VR

2. If acknowledgment is not received within

1 hour after departure, use interphone or telephone to

deliver. In any event, assure delivery prior to ETA.

3. Refer to Section B of the Canada and North

Atlantic IFR Supplements for Canadian FSS and

ACC telephone numbers.

h. When correcting or revising a message,

retransmit the complete message preceded by the

contraction CHG (change).

EXAMPLE−

AISR

FF CZYZZFZX

DTG KBUFYFYX

CHG VFR N711VR C182 BUF YYZ 1845

CANPASS

M1

ORIGIN: PRECEDENCE:FF TIME: ACK:Y

ADDR:CZYZZFZX

TEXT CHG VFR N711VR C182 BUF YYZ 1845

CANPASS

AISR

FF CZYZZFZX

DTG KBUFYFYX

CHG VFR N711VR C182 BUF YYZ 1845 CANPASS

M1
2/14/08 JO 7110.10T

Canadian Movement and Control Messages (Transborder Flights Only) 7−4−3

ORIGIN: PRECEDENCE:FF TIME: ACK:Y

ADDR:CZYZZFZX

TEXT: CHG VFR N711VR C182 BUF YYZ 1845

CANPASS

NOTE−

OASIS facilities use the Transmit General Facility

Message dialog box when transmitting change messages.

i. Do not transmit IFR flight notification messages

except for military aircraft or Customs notification

purposes.

NOTE−

Canada will not acknowledge receipt of these messages.

j. When available, use interphone or telephone for

flights of 30 minutes or less.

7−4−4. OUTBOUNDS TO CANADA

DEPARTING FROM OUTSIDE FLIGHT PLAN

AREA

Accept flight plans regardless of departure point. We

no longer forward ADCUS to CANADA; the current

terminology is CANPASS (See para 7−4−1 and

subpara 7−4−3a).

a. Forward VFR flight plan information for

aircraft proposing to depart from outside the facility’s

flight plan area to the tie−in AFSS/FSS for the

departure point in the following format:

1. Aircraft identification.

2. Aircraft type.

3. Departure point.

4. Destination.

5. Proposed departure time/ETE.

6. Remarks.

EXAMPLE−

AISR

FF KBUFYFYX

DTG KCLEYFYX

N711VR C182 BUF YYZ P1630/0030 CANPASS

NOTE−

OASIS facilities use the Flight Plan dialog box. OASIS

will automatically format and transmit the proposal to the

departure tie−in facility.

b. Forward IFR flight plan information for aircraft

proposing to depart from outside the facility’s flight

plan area in accordance with Para 6−3−1, Domestic

IFR Flight Plans. If Customs flight notification

service (ADCUS) is requested, advise the pilot to

contact CANPASS at 888−226−7277; include

CANPASS information as an intrafacility remark,

and transmit the proposal message to both the

ARTCC and the tie−in AFSS/FSS as follows:

1. M1 and OASIS facilities use procedures

depicted in subpara 6−2−1a2(g) and Notes.

2. Enter the ARTCC computer address last.

EXAMPLE−

AISR

FF KAOOYFYX KZOBZQZX

DTG KDCAYFYX

DCA2010001 FP N1234P P28R/A 150 PIT P0200

150 PIT..CIP..DKK..BUF..YYZ/0130 CANPASS

c. Identify the tie−in AFSS/FSS, and advise the

pilot to report departure time directly to that facility.

NOTE−

While the report may be relayed through another facility,

it is the pilot’s responsibility to notify the tie−in AFSS/FSS

of the departure time.

d. Upon receipt of the departure report, the tie−in

AFSS/FSS is responsible for delivery of the flight

notification message to Canada.

1. M1 facilities, enter the departure time in the

TM: field of the proposed flight plan. Add &C to the

OP: field. M1 will automatically transmit the flight

notification message.

2. AISR facilities, transmit a flight notification

message in accordance with para 6−4−4.

NOTE−

AISR facilities, if a departure report has not been received

within 1 hour of the proposed departure time, cancel and

file the proposed flight plan.

3. OASIS facilities, enter the departure time in

the ETD text box of the Flight Plan dialog box.

OASIS will automatically transmit the flight

notification message.

e. Acknowledgment from the departure point

tie−in AFSS/FSS is required for both VFR and IFR

proposals.

7−4−5. IFR FLIGHT PLANS DEPARTING

CANADIAN AIRPORTS

a. Accept IFR flight plans departing from

Canadian airports and destined to the U.S. Transmit

a proposal message in ARTCC HOST computer

format to the associated Canadian ACC. Address

messages to the ACC listed in FAAO JO 7350.8

Location Identifiers.
JO 7110.10T 2/14/08

7−4−4 Canadian Movement and Control Messages (Transborder Flights Only)

NOTE−

FSSs and AFSSs in Alaska will still accept Canada to

Canada IFR flight plans.

b. Canada does not acknowledge for proposal

messages. Do not expect or request acknowledgment.

7−4−6. SEARCH AND RESCUE MESSAGES

Provide Search and Rescue, for flights inbound from

Canada, in accordance with Chapter 8.
2/14/08 JO 7110.10T

Mexican Movement and Control Messages (Transborder Flights Only) 7−5−1

Section 5. Mexican Movement and Control Messages

(Transborder Flights Only)

7−5−1. GENERAL

Except as outlined in this section, handle transborder

Mexican movement and control messages as

described in Sections 1, 2, and 3. Transborder flight

plans to Mexico with oceanic routing require the

ICAO flight plan while the domestic flight plan may

be used for flights with route over land.

7−5−2. INBOUNDS FROM MEXICO

a. Flight notification messages.

1. M1FC/OASIS. When received in the proper

format, VFR flight notification messages are

automatically acknowledged and suspended. Deliver

VFR and IFR ADCUS messages to Customs and

Border Protection. Store IFR ADCUS messages in

the M1 DD file or OASIS History file, as appropriate.

2. AISR. Acknowledge receipt of a flight

notification message as soon as practical by

transmitting the letter R followed by the full ACID;

e.g., R N7llVR. Deliver VFR and IFR ADCUS

messages to Customs and Border Protection.

Suspense VFR flight notification messages until

arrival or closure information is received. File IFR

messages.

b. Search and Rescue. Provide search and rescue

service in accordance with standard format/time

increments listed in Section 3, Alerting Service, and

Chapter 8, Search and Rescue (SAR) Procedures for

VFR Aircraft. The departure station in Mexico is

responsible for initiating SAR action until an

acknowledgment of the flight notification message is

received.

7−5−3. OUTBOUNDS TO MEXICO

a. When customs notification service is requested

for an airport−of−entry, include ADCUS, the number

of persons on board, and the pilot’s name in the

remarks section of the flight plan.

NOTE−

Mexican customs regulations require that only international airports−of−entry may be used for first landing.

REFERENCE−

FAAO JO 7350.8, Location Identifiers.

1. If the pilot still intends to land at a destination

other than an airport−of−entry, advise the pilot that

the flight plan will not be used for Customs or search

and rescue service in Mexico.

2. Transmit the flight notification message to

the Regional Flight Dispatch Office, not the

destination tie−in station.

NOTE−

If the correct addressee cannot be determined, transmit to

the nearest border Regional Flight Dispatch Office.

b. When a pilot files an IFR flight plan and

Customs notification service is requested for an

airport−of−entry, include ADCUS and the information listed in subpara 7−5−3a. Transmit to the

appropriate ARTCC.

NOTE−

Mexico requires notification of an inbound aircraft before

its arrival. The inclusion of ADCUS in the remarks section

of an IFR flight plan or flight notification message

satisfies this requirement.

c. VFR Flight Plans.

1. Upon notification of departure of VFR

flights, transmit a flight notification message. When

Customs notification service is requested for an

airport−of−entry include ADCUS and the information listed in subpara 7−5−3a. Address messages to

the ICAO addressee for the appropriate destination

location.

2. If a VFR flight plan is filed with a destination

other than an airport−of−entry, transmit the flight

notification message to the Regional Flight Dispatch

Office, not the destination tie−in station. If the correct

addressee cannot be determined, transmit to the

nearest border Regional Flight Dispatch Office.

NOTE−

Facilities with interphone/telephone capability may relay

flight notification messages by this method.

REFERENCE−

FAAO JO 7350.8, Location Identifiers.

3. M1FC. For automatic addressing and

formatting, use V in the flight rules of the domestic

flight plan mask. For automatic addressing, use &M

in the OP: field. Use the four−letter (ICAO) location

identifier for the destination airport. Manually
JO 7110.10T 2/14/08

7−5−2 Mexican Movement and Control Messages (Transborder Flights Only)

address the message to the designated Regional

Flight Dispatch Office.

EXAMPLE−

M1FC

FR:V AI:N1234S AT:C182/A TS:120 DD:SAT TM:D1200

AE:65

RT:SJT..DRT..MMCU

AD:MMCU TE:0400 RM:$ADCUS 4 ZUCHERMANN

FB:0800 AA: PD: A. ZUCHERMANN

HB:SAT NB:4 CR:R/B TL: OP:&M

CP:MMCUXMXO TA:1600

M1FC will automatically address the CP: field if the

4−letter ICAO address is used in the AD: field, &M is used

in the OP: field and the destination is an airport−of−entry.

Only the tie−in facility will be addressed.

4. AISR. Address messages to the ICAO

addressee for the appropriate destination location.

Transmit the following information:

(a) Type of flight.

(b) Aircraft identification.

(c) Aircraft type.

(d) Departure point.

(e) Destination.

(f) ETA.

(g) Remarks.

EXAMPLE−

AISR

FF MMCUXMXO

DTG KSJTYFYX

VFR N1234S C182 SJT MMCU 1400 $ADCUS

4ZUCHERMANN

5. OASIS. For automatic addressing and

formatting, select VFR in the Flight Rules text box of

the Flight Plan dialog box, and enter ADCUS in

Remarks.

d. If acknowledgment is not received within

30 minutes after departure, transmit a “request

acceptance” message to the destination station tie−in

addressee and to the Regional Flight Dispatch Office.

Manually address the message to the designated

Regional Flight Dispatch Office.

REFERENCE−

FAAO JO 7350.8, Location Identifiers.

EXAMPLE−

AISR

FF MMCUXMXO MMMYXMXO

REQ ACP N1234S

M1FC

ORIGIN:SJT PRECEDENCE:FF TIME:1130

ACK:Y

ADDR:MMCUXMXO MMMYXMXO

REQ ACP N1234S

NOTE−

OASIS facilities, use the Transmit General Facility

Message dialog box to transmit “request acceptance”

messages.

e. The Regional Flight Dispatch Office involved

will then normally send an acknowledgment to the

departure station and assume responsibility for the

flight notification message.

f. If acknowledgment/acceptance is not received

within 1 hour of the departure, use interphone/telephone or other available means to deliver the message

to the appropriate Regional Flight Dispatch Office.

g. Do not accept round−robin flight plans to

Mexico.

7−5−4. MEXICAN REGIONAL FLIGHT

DISPATCH OFFICE TELEPHONE NUMBERS

(See Table 7−5−1.)

TBL 7−5−1

Dispatch Office Phone Numbers

Mexican Regional Flight Dispatch Office Telephone Numbers

REGION IDENTIFIER TELEPHONE NUMBER

CENTRO (CENTRAL) MMMX 01152 5 762−7062

01152 5 784−40−99 ext. 153

01152 5 762−58−77 ext. 153

NORESTE (NORTHEAST) MMMY 01152 83 454−020 ext. 141

NOROESTE (NORTHWEST) MMMZ 01152 67 23−114

01152 67 22−075 ext. 140

OCCIDENTE (WEST) MMGL 01152 36 890−121 ext. 32 and 167

SURESTE (SOUTHEAST) MMMD 01152 99 231−186 ext. 149

7JO 7110.10T CHG 1 110.65R CHG 2 7/31/0 31578
2/14/08 JO 7110.10T

General 8−1−1

Chapter 8. Search and Rescue (SAR) Procedures for

VFR Aircraft

Section 1. General

8−1−1. RESPONSIBILITY FOR SAR

ACTION

a. The departure station is responsible for SAR

action until receipt of the destination station’s

acknowledgment for the flight notification message.

This responsibility is then transferred to the

destination station.

b. The National SAR Plan assigns search and

rescue responsibilities as follows:

1. To the military agencies for conducting

physical search and rescue operations.

2. To the FAA for:

(a) Providing emergency service to aircraft in

distress.

(b) Assuring that SAR procedures will be

initiated if an aircraft becomes overdue or unreported.

This is accomplished through the ATC system for

IFR aircraft and the flight plan program and/or

reports of overdue aircraft received at air traffic

facilities for VFR aircraft.

(c) Attempting to locate overdue or unreported aircraft by INREQ and ALNOT communications search.

(d) Cooperating in the physical search by

making all possible facilities available for use of the

searching agencies.

c. Flight service stations serve as the central point

for collecting and disseminating information on

overdue or missing aircraft which are not on an IFR

flight plan.

d. ARTCCs serve as the central points for

collecting information, coordinating with SAR, and

conducting a communications search by distributing

any necessary ALNOTs concerning:

1. Overdue or missing IFR aircraft.

2. Aircraft in an emergency situation occurring

in their respective areas.

3. Aircraft on a combined VFR/IFR or an

airfiled IFR flight plan, and 30 minutes have passed

since the pilot requested IFR clearance, and neither

communications nor radar contact can be established.

4. Overdue or missing aircraft which have been

authorized to operate in accordance with a SVFR

clearance.

e. The ARTCC serves as the contact point for

collecting information and coordinating with the

RCC on all ELT signals.

8−1−2. OVERDUE AIRCRAFT ON FLIGHT

PLAN

Consider an aircraft on a VFR or DVFR flight plan

overdue when it fails to arrive 30 minutes after its

ETA and communications or location cannot be

established.

8−1−3. OVERDUE AIRCRAFT NOT ON

FLIGHT PLAN

Consider an aircraft not on a flight plan as overdue at

the actual time a reliable source reports it to be at least

1 hour late at destination. Based on this overdue time,

apply the same procedures and action times as for

aircraft on a flight plan. When such a report is

received, verify (if possible) that the aircraft actually

departed and that the request is for a missing aircraft

rather than a person. Refer missing person reports to

the appropriate authorities.

REFERENCE−

FAAO JO 7110.10, Para 8−2−1, Initial Action/QALQ; Para 8−3−1,

INREQ; Para 8−4−1, ALNOT.

2/14/08 JO 7110.10T

Overdue Aircraft Action 8−2−1

Section 2. Overdue Aircraft Action

8−2−1. INITIAL ACTION/QALQ

a. As soon as a VFR/DVFR aircraft (military or

civil) becomes overdue, the destination station

(including intermediate destination tie−in station for

military aircraft) shall attempt to locate the aircraft by

checking the destination airport and all adjacent

airports that could accommodate the aircraft. Also,

check appropriate ATCT facilities and ARTCC

sectors through the area manager. If this communications search does not locate the aircraft, transmit a

QALQ to the departure location tie−in AFSS/FSS

and when appropriate the DUAT vendor or

AFSS/FSS where the flight plan information is on

file.

EXAMPLE−

AISR

FF KICTYFYX

DTG KHONYFYX

QALQ N12345

M1FC

ORIGIN:ICT PRECEDENCE:FF TIME: ACK:N

ADDR:MKL

TEXT:QALQ Nl2345

NOTE−

1. OASIS facilities, use the Transmit Search and Rescue

dialog box to transmit the QALQ.

2. If it is determined by the flight service specialist that

the local field search cannot be completed before the

INREQ transmission time, the QALQ shall be transmitted

in time to receive the information for the INREQ message.

The local field search shall continue without reference to

time until completed.

b. Use of long distance telephone in carrying out

SAR responsibilities is authorized when appropriate.

c. In the case of a U.S. registered aircraft, or any

aircraft known to be piloted by or transporting U.S.

citizens and en route within a foreign country or

between two foreign countries, if the overdue report

is received either from someone directly concerned or

from aviation authorities of a foreign country, notify

the Washington Communications Control Center

immediately via Service B message addressed to

RWA.

d. Alaska. In addition to subparas 8−2−1a and c,

address QALQ, INREQ, or ALNOT messages and

replies to PANCYAYX and PAEDYCYX.

NOTE−

RCCs other than Elmendorf AFB (PAEDYCYX) are not on

Service B and must be notified by telephone.

e. Upon receipt of a QALQ message from the

destination station concerning a flight for which a

proposed flight plan was transmitted, the station

which transmitted the proposal shall immediately

transmit a message to the destination station

containing all information not previously sent. After

a local airport check, no further search action is

required of the station which transmitted the proposal

and no further messages will be received by this

facility unless the search area extends into its flight

plan area.

f. M1FC. Properly formatted QALQs, INREQs,

ALNOTs, and INCERFAs are automatically placed

on the Search and Rescue (SAR) list. Messages are

manually deleted from the SAR list using the

keyword DM.

g. OASIS. Properly formatted QALQs, INREQs,

ALNOTs, INCERFAs, ALERFAs and DETRESFAs

are automatically placed on the Search and Rescue

list and annotated as SAR. A SAR alarm is generated

at designated workstations. Messages are deleted

from the SAR List by selecting (highlighting) the

message to be deleted, expanding the entry and

clicking the Delete Entry button.

8−2−2. ACTION BY DEPARTURE STATION

ON RECEIPT OF QALQ

Upon receipt of the QALQ inquiry, the departure

station shall check locally for any information about

the aircraft, and take the following action:

a. If the aircraft is located, notify the destination

station. The destination station will close the file on

the aircraft.

EXAMPLE−

AISR

FF KCOUYFYX

DTG KHHRYFYX

QALQ N12345 C1255
JO 7110.10T 2/14/08

8−2−2 Overdue Aircraft Action

M1FC

ORIGIN:COU PRECEDENCE:FF TIME: ACK:N

ADDR:MKL

TEXT:QALQ Nl2345 C1255

b. If unable to obtain additional information

transmit a message to the destination station

containing all information not previously sent.

Include any verbal or written remarks made by the

pilot which may be pertinent to the search. The data

transmitted may be obtained from the flight plan

information or any other pertinent information

located in the DD file. This information can be

transmitted using the SV 1, TB, and RV 1 format.

Before transmitting, the message will require the

correct header to be added to ensure the QALQ reply

message is placed on the SAR list.

EXAMPLE−

AISR

FF KLOUYFYX

DTG KJBRYFYX

QALQ N12345 C150/X 110 PBF D1235 85

LIT PAH 0130/0400 CLARENCE NEWBERN

601 E 12TH MKC 555−123−4567 2 POB

WHITE/RED

M1FC

ORIGIN:RDU PRECEDENCE:FF TIME: ACK:N

ADDR:PIE

TEXT:QALQ N12345 FR:V AT:C182/T TS:120

DD:EQY TM:D291445 AE:035 RT:EQY..CAE

..ALD..CRG..DAB..ORL..ISM AD:ISM TE:

0400 RM:$REFUEL CRG FB:0430 AA: PD:

MIKE T. BROWN DQY 704−555−1212 NB:2

CR:W/R/B OP: CP:KPIEYFYX TA:291845

 A/C ID TIME DEP DESTN

 INFLT BRFG: N12345 14:50 EQY ISM

 RMKS:AVFP

 A/C ID TIME DEP DESTN

 INFLT BRFG: N12345 14:00 EQY ISM

 RMKS:VNR

NOTE−

OASIS facilities, retrieve data from the history files using

the SAR Search dialog box, format the message and

transmit using the Transmit Search and Rescue dialog

box.

8−2−3. CANCELLATION OF THE QALQ

If the aircraft is located by the destination station after

the QALQ is sent, transmit a cancellation message

addressed to all recipients of the QALQ.

EXAMPLE−

AISR

FF KSTLYFYX

DTG KHONYFYX

QALQ N12345 CNLD

M1FC

ORIGIN:JBR PRECEDENCE:FF TIME: ACK:N

ADDR:FOD

TEXT:QALQ Nl2345 CNLD

NOTE−

OASIS facilities, transmit the QALQ cancellation using

the Transmit Search and Rescue dialog box.
2/14/08 JO 7110.10T

Information Requests (INREQs) 8−3−1

Section 3. Information Requests (INREQs)

8−3−1. INREQ

If the reply to the QALQ is negative or the aircraft has

not been located within 30 minutes after it becomes

overdue:

a. The destination station shall transmit a

numbered INREQ message to the departure station,

flight watch control stations with communication

outlets along the route, and other AFSS/FSSs and

ARTCCs along the route. In addition, address RCC

and DUAT vendors using the collective address

KSARYCYX.

1. If the departure airport, route of flight,

destination airport or alternate airports are within

50 miles of the Great Lakes, include Cleveland AFSS

as an addressee. They will relay to Cleveland RCC.

2. Hawaiian stations shall give preliminary

notification to Honolulu SARCC as follows:

(a) Hilo by long distance telephone.

(b) Honolulu AFSS shall use local telephone.

(c) Secondary means for Hilo shall be Service

B to Honolulu AFSS and then by telephone between

Honolulu AFSS and the SARCC.

b. Include all information in the INREQ message

that will assist in search activities.

NOTE−

The National Search and Rescue Plan is outlined in the

AIM, para 6−2−7.

EXAMPLE−

1. AISR

DD (appropriate eight−character

identifiers and KSARYCYX)

DTG KJBRYFYX

JBR001 (appropriate three−character identifiers)

INREQ N12345 BE36/R 150 PAH D1235

85 PAH LIT FEXHA 1635 DALE CARNINE

601 E. 12TH ST. MKC 555−765−4321 2 POB

BROWN/WHITE (any other information available)

M1FC

ORIGIN:RDU PRECEDENCE:DD TIME:ACK:Y

ADDR:(Appropriate three−character identifiers and

KSARYCYX

TEXT:INREQ N12345 FR:V AT:C152/T TS:100

DD:EQY TM:D291445 AE:035 RT:EQY..CAE..

ALD..CRG..DAB..ORL..ISM AD:ISM TE:0400

RM:$REFUEL CRG FB:0430 AA: PD:DAVE

JOHNSON DQY 704−555−1212 NB:1 CR:W/R/B

OP: CP:KPIEYFYX TA:291845

A/C ID TIME DEP DESTN

INFLT BRFG: N12345 14:50 EQY ISM

RMKS:AVFP

A/C ID TIME DEP DESTN

INFLT BRFG: N12345 14:00 EQY ISM

RMKS:VNR

2. AISR

DD (appropriate eight−character

identifiers and KSARYCYX)

DTG KJBRYFYX

JBR001 (appropriate three−character

identifiers)

INREQ N12345 BE36/R 150 PAH LIT

DALE CARNINE 601 E. 12TH ST MKC

WIFE REPORTS ETA 1230

M1FC

ORIGIN:OLU PRECEDENCE:DD TIME:ACK:Y

ADDR:(appropriate three−character

identifiers and KSARYCYX)

TEXT:INREQ N12345 BE36/R GRI LBF

DALE CARNINE 601 E. 12TH ST MKC

WIFE REPORTS ETA 1230

NOTE−

OASIS facilities, retrieve data from the history files using

the SAR Search dialog box, format the message and

transmit using the Transmit Search and Rescue dialog

box.

c. RCC does not have transmit capability.

Acknowledgement is not required for messages to

RCC.

8−3−2. ACTION UPON RECEIPT OF INREQ

Stations receiving an INREQ shall take the following

action:

a. Seek information about the aircraft by checking

facility records and all flight plan area airports along

the proposed route of flight that could accommodate

the aircraft. Notify appropriate ATCT facilities.

Reply to the INREQ with a numbered message within

1 hour. If unable to complete the search within 1 hour,

forward a status report followed by a final report

when the search is complete. If the reply contains
JO 7110.10T 2/14/08

8−3−2 Information Requests (INREQs)

pertinent information such as aircraft location or

position report, transmit to the destination station.

EXAMPLE−

AISR

DD KLANYFYX

DTG KHONYFYX

HON001 LAN

INREQ N1234A NO SVCS PROVIDED. FPA

SRCH INCOMP

AISR

DD KLANYFYX

DTG KHONYFYX

HON002 KLANYFYX

INREQ N1234A NEG INFO

M1FC

ORIGIN:LAN PRECEDENCE:DD TIME: ACK:Y

ADDR:HON

TEXT:INREQ Nl234A NO SVCS PROVIDED.

FPA SRCH INCOMP

ORIGIN:LAN PRECEDENCE:DD TIME: ACK:Y

ADDR:HON

TEXT:INREQ N1234A NEG INFO

NOTE−

Upon receipt of INREQs and ALNOTs, ATCTs and

ARTCCs are required to check facility records, report

findings to AFSS/FSS that alerted them within 1 hour, and

retain in an active status until canceled.

REFERENCE−

FAAO JO 7110.65, Para 10−3−4, ALNOT.

b. The destination station shall retransmit the

information, as necessary, to all original addressees.

c. Cleveland AFSS. When addressed, shall notify

Cleveland U.S. Coast Guard RCC.

d. Hawaiian stations, notify Honolulu SARCC by

telephone.

e. Facilities served by the expanded 800 system

that have any portion of their incoming calls and/or

Service B diverted to another facility shall notify that

facility of the INREQ. The facility receiving diverted

calls or Service B traffic shall check their records and

advise of any information or contact with the aircraft.

8−3−3. CANCELLATION OF INREQ

The INREQ originator shall transmit a numbered

cancellation message containing the location of the

aircraft to all INREQ addressees when the aircraft is

located. Notify associated ATCT facilities.

EXAMPLE−

AISR

DD (appropriate eight−character

identifiers including KSARYCYX)

DTG KLOUYFYX

LOU001 (appropriate three−character identifiers)

INREQ N1234A CNLD LCTD BWG

M1FC

ORIGIN:FOD PRECEDENCE:DD TIME: ACK:Y

ADDR:(appropriate three−character

identifiers and KSARYCYX)TEXT:INREQ Nl234A CNLD

LCTD DSM

NOTE−

OASIS facilities, transmit the INREQ cancellation using

the Transmit Search and Rescue dialog box.
2/14/08 JO 7110.10T

Alert Notices (ALNOTs) 8−4−1

Section 4. Alert Notices (ALNOTs)

8−4−1. ALNOT

If the replies to the INREQ are negative, or if the

aircraft is not located within 1 hour after transmission

of the INREQ, whichever occurs first, the destination

station shall transmit an ALNOT.

a. Address ALNOT messages to your Regional

Operations Center and those facilities within the

search area. In addition, address the DUAT vendors

and RCC using the collective address KSARYCYX.

The search area is normally that area extending

50 miles on either side of the proposed route of flight

from the last reported position to the destination. The

search area may be expanded to the maximum range

of the aircraft at the request of the RCC or by the

destination station. If the departure airport, route of

flight, destination airport, or alternate airports are

within 50 miles of the Great Lakes, include Cleveland

AFSS as an addressee. They will relay to the

Cleveland RCC.

b. Alaska. Address to PANCYGYX, PANCYAYX, and KSARYCYX. (Only AFSSs/FSSs in the

ALNOT search area are required to acknowledge.)

c. Include all information in the ALNOT message

that will assist in search activities (same as INREQ

plus any additional information received).

EXAMPLE−

AISR

SS (appropriate ARTCC circuit codes as identified in

subpara 10−1−4c, other addresses as identified in

subpara 8−4−1a and KSARYCYX)

DTG KRDUYFYX

ALNOT N12345 BE36/R 150 RDU D1840 75

RDU EWN FEXHA 2140

CLARENCE E. NEWBERN

601 E 12TH MKC 555−123−4567 2 POB

BROWN/TAN (any other information available)

M1FC

ORIGIN:RDU PRECEDENCE:SS TIME: ACK:N

ADDR:(appropriate ARTCC circuit code as identified in

subpara 10−1−4c, other addresses as identified in

subpara 8−4−1a and KSARYCYX

TEXT:ALNOT N12345 FR:V AT:C172/T TS:100

DD:EQY TM:D291445 AE:035 RT:EQY..CAE..

ALD..CRG..DAB..ORL..ISM AD:ISM TE:0400

RM:$REFUEL CRG FB:0430 AA: PD:JOHN M.

BROWN DQY 704−555−1212 NB:3 CR:W/R/B

OP: CP:KPIEYFYX TA:291845

 A/C ID TIME DEP DESTN

 INFLT BRFG: N12345 14:50 EQY ISM

 RMKS:AVFP

 A/C ID TIME DEP DESTN

 INFLT BRFG: N12345 14:00 EQY ISM

 RMKS:VNR

NOTE−

OASIS facilities, retrieve data from the history files using

the SAR Search dialog box, format the message and

transmit using the Transmit Search and Rescue dialog

box.

d. Ten minutes after issuance of the ALNOT, call

Tyndall AFB to ensure delivery of the ALNOT and

to answer any inquiries. (Alaska: Call Fort

Richardson, 11th RCC at (907) 428−7230,

800−420−7230, or DSN 317−384−6726.)

NOTE−

RCC (Tyndall AFB) phone numbers are:

800−851−3051 or 850−283−5955.

Defense Switching Network 523−5955.

8−4−2. ACTION UPON RECEIPT OF ALNOT

Upon receipt of an ALNOT, each station whose flight

plan area extends into the ALNOT search area shall:

a. Immediately conduct a communications search

of those flight plan area airports which fall within the

ALNOT search area that could accommodate the

aircraft and which were not checked during the

INREQ search. Notify the appropriate ATCT

facilities. Request the appropriate law enforcement

agency to check airports which cannot be contacted

otherwise. Stations that have any portion of their

incoming calls and/or Service B diverted to another

facility shall notify that facility of the ALNOT. The

facility receiving diverted traffic shall check their

records and advise of any information or contact with

the aircraft.

b. Within 1 hour after receipt of the ALNOT,

notify the originator of the results or status of the

communications search. If the reply contains

pertinent information, such as aircraft location or

position report, transmit to the destination station.

The destination station shall retransmit the information, as necessary, to all original addresses.

EXAMPLE−

AISR
JO 7110.10T 2/14/08

8−4−2 Alert Notices (ALNOTs)

SS KFODYFYX

DTG KANBYFYX

ALNOT N12345 FLD CK INCOMP

AISR

SS KFODYFYX

DTG KANBYFYX

ALNOT N12345 ACFT LCTD OG DHN

M1FC

ORIGIN:GFK PRECEDENCE:SS TIME: ACK:N

ADDR:COU

TEXT:ALNOT N12345 FLD CK

COMPL NEG INFO

ORIGIN:GFK PRECEDENCE:SS TIME: ACK:N

ADDR:COU

TEXT:ALNOT N12345 ACFT LCTD OG DIK

c. Stations within the ALNOT search area shall

record the ALNOT. (See Para 2−2−2j, Phraseology.)

d. Request search assistance from aircraft traversing the search area.

8−4−3. REPORTING ALNOT STATUS TO

RCC

If the extended communications search fails to locate

the aircraft or if 1 hour has elapsed since ALNOT

transmission, whichever occurs first, the destination

station shall call the RCC and, if appropriate, the

Cleveland AFSS, which notifies the Cleveland RCC.

Provide all pertinent available information about the

overdue aircraft not already provided in the ALNOT

to include:

a. Agency and the person calling.

b. Details of the flight plan. If the aircraft was not

on a flight plan, include all the facts about the source

of the report.

c. Time the last radio transmission was received,

by whom, and the frequency used.

d. Last position report.

e. Whether an ELT signal was heard or reported

along the route of flight.

f. Action taken and the proposed action by the

reporting station.

g. Upon request, furnish positions of other aircraft

known to be along or near the route of flight of the

missing aircraft.

8−4−4. CANCELLATION OF ALNOT

The ALNOT remains current until the aircraft is

located or the search is suspended by the RCC. The

ALNOT originator shall then transmit a cancellation

message with the location of the aircraft, if

appropriate, addressed to all recipients of the

ALNOT. Each facility shall notify all previously

alerted facilities and agencies of the cancellation.

EXAMPLE−

AISR

SS (appropriate ARTCC circuit codes

as identified in subpara 10−1−4c, other

addresses as identified in

subpara 8−4−1a and KSARYCYX)

DTG KEWNYFYX

ALNOT N12345 CNLD ACFT LCTD JAX

AISR

SS (appropriate ARTCC circuit codes

as identified in para 10−1−4c, other

addresses as identified in

subpara 8−4−1a and KSARYCYX)

DTG KEWNYFYX

ALNOT N1513B CNLD SEARCH SUSPENDED

M1FC

ORIGIN:OLU PRECEDENCE:SS TIME:ACK:N

ADDR:(appropriate ARTCC circuit

codes as identified in subpara 10−1−4c,

other addressees as identified in

subpara 8−4−1a and KSARYCYX)

TEXT:ALNOT Nl5l3B CNLD ACFT LCTD MCK

NOTE−

OASIS facilities, transmit the ALNOT cancellation using

the Transmit Search and Rescue dialog box.
2/14/08 JO 7110.10T

Other SAR Actions 8−5−1

Section 5. Other SAR Actions

8−5−1. CONTACT WITH AIRCRAFT

CROSSING HAZARDOUS AREA

When Lake, Island, Mountain, or Swamp Reporting

Service programs have been established and a pilot

requests the service, establish radio contact every

10 minutes (or at designated position checkpoints)

with the aircraft while it is crossing the hazardous

area. If contact with the aircraft is lost for more than

15 minutes, alert Search and Rescue.

NOTE−

Hazardous Area Reporting Service and chart depictions

are published in the AIM, para 4−1−20.

8−5−2. CANADIAN TRANSBORDER

a. Assume responsibility for initiating SAR action

on transborder aircraft upon acknowledgment for the

inbound flight notification message.

b. When SAR action is initiated, the destination

and departure facilities are responsible for all

communications search actions within their respective countries and for alerting their respective RCC.

c. Canadian communications search procedures

and action times are similar to U.S. procedures. They

will address all SAR messages to the U.S. departure

AFSS/FSS, which is then responsible for initiating

SAR action for the U.S. portion of the route of flight.

d. For inbounds from Canada, apply standard U.S.

SAR procedures contained in this chapter for the U.S.

portion of the route. Include the Canadian departure

facility as an addressee on all SAR messages since

that facility is responsible for initiating SAR action

for the Canadian portion of the route of flight.

e. Upon receipt of a Canadian QALQ, the

departure AFSS/FSS shall take the following

actions:

1. Check locally for any information about the

aircraft.

2. If unable to obtain additional information, or

within 15 minutes after receipt of the QALQ, transmit

a message to the destination facility containing all

flight plan information not previously sent.

f. Upon receipt of a Canadian INREQ, the

departure AFSS/FSS shall transmit an INREQ for the

U.S. portion of the route of flight and reply to Canada

within 1 hour in accordance with standard INREQ

procedures.

g. Upon receipt of a Canadian ALNOT, the

departure AFSS/FSS shall transmit an ALNOT for

the U.S. portion of the route and reply to Canada

within 1 hour in accordance with standard ALNOT

procedures.

2/14/08 JO 7110.10T

General 9−1−1

Chapter 9. FAA Weather Services

Section 1. General

9−1−1. PURPOSE

Surface meteorological observations are filed at

scheduled and unscheduled intervals with stations

having sending capability to WMSC for dissemination on the Service A domestic aviation weather

system. These reports are aviation routine weather

reports (METAR) and aviation selected special

weather (SPECI). All reports will include a report

type and the six−digit time of the observation.

Computer sorting and validation requires exact

adherence to format and procedure at all times.

9−1−2. SCHEDULED TRANSMISSION

TIMES

a. METAR REPORTS. Prepare and code METAR

reports for transmission between H+55 and H+00.

1. M1FC entry, use TA mask and specify H in

the time field.

2. AISR entry, use /T procedures between H+46

and H+54. Use /D procedure between H+55 and

H+00.

3. OASIS entry, use the Transmit Weather

Observation dialog box. If the Hold box is checked,

OASIS will hold the METAR report(s) until the listed

METAR Transmit Time parameter.

b. SPECI AND DELAYED OR CORRECTED

REPORTS. Transmit SPECI, delayed or corrected

reports as soon as possible after H+00.

1. M1FC entry, use TA mask and leave the time

field blank.

2. AISR entry, use /D procedure.

3. OASIS entry, use the Transmit Weather

Observation dialog box, leaving the Hold box

unchecked.

9−1−3. DISTRIBUTION

Most meteorological and NOTAM data exchanged

outside of the facility is dependent on the Weather

Message Switching Center Replacement (WMSCR).

It is important to adhere to strict format and

procedures during normal operations, as well as

during system interruption periods.

a. Circuit interruption. Notify your tie−in facility,

the AISR Customer Service Center, WMSCR and, if

appropriate, the GS−200 Host facility of all outages.

The M1FC AFSS facility should notify their FSDPS,

AWP, and the appropriate telco servicing company.

The OASIS AFSS facility should notify WMSCR

and/or NADIN and the appropriate telco servicing

company.

b. All outage reports should refer to the correct

circuit and/or equipment identification numbers.

Facilities should obtain and record ticket numbers

provided by AISR or the telco authority.

c. AISR and WMSCR telephone numbers are as

follows:

1. AISR HELPDESK 866−466−1336.

2. WMSCR (KNKAWMSC):

Atlanta 770−210−7931.

Salt Lake City 801−320−2045.

2/14/08 JO 7110.10T

Pilot Weather Report (UA/UUA) 9−2−1

Section 2. Pilot Weather Report (UA/UUA)

9−2−1. GENERAL

Pilot Weather Reports (PIREPs) are filed at

unscheduled times with stations having sending

capability to WMSCR for dissemination on the

Service A domestic aviation weather system. These

reports shall be entered into the system as individual

reports, not appended to a surface observation. Entry

shall only be between H+00 and H+55.

9−2−2. PREPARATION FOR

TRANSMISSION

a. M1FC entry, use WY mask. (See para 4−2−4.)

b. AISR entry, use /D procedures.

c. OASIS entry, use the Transmit PIREP dialog

box.

9−2−3. RESPONSIBILITY

AFSS/FSS specialists shall actively solicit PIREPs

in conjunction with preflight and inflight communications with pilots and assure timely dissemination of

the PIREP information. Each facility should make

special efforts to obtain PIREPs on departure and

arrival weather conditions at airports within their

flight plan area.

9−2−4. PIREP DISPLAY

Maintain a PIREP display to conform with the

particular requirements of your facility. If it is posted

for internal use only, symbology may be used at the

facility’s discretion. If it is displayed as a pilot

self−briefing aid, the use of contractions, such as

OVC, shall be applicable.

9−2−5. SOLICITING PIREPs

a. Solicit PIREPs for the affected area(s) when one

or more of the following weather conditions exist, are

reported, or forecast to occur:

1. Ceilings at or below 5,000 feet.

2. Visibility reported on the surface or aloft is

5 miles or less.

3. Thunderstorms and related phenomenon.

4. Turbulence of moderate degree or greater.

5. Icing of light degree or greater.

6. Wind shear.

7. Volcanic ash clouds are reported or forecast.

NOTE−

Pilots may forward PIREPs regarding volcanic activity

using the format described in the Volcanic Activity

Reporting Form (VAR) as depicted in the Aeronautical

Information Manual, Appendix 2.

b. Also, solicit PIREPs regardless of weather

conditions when:

1. An NWS or ATC facility indicates a need

because of a specific weather or flight assistance

situation.

2. Necessary to determine flying conditions

pertinent to natural hazards (mountain passes, ridges,

peaks) between the weather reporting stations.

3. The station is designated as responsible for

PIREPs in an offshore coastal area.

c. Flight watch specialists shall solicit sufficient

PIREPs to remain aware of flight conditions.

d. To solicit PIREPs within a specific area,

broadcast a request on NAVAIDs, transcribed

broadcast facilities, or a selected communications

frequency.

PHRASEOLOGY−

PILOT WEATHER REPORTS ARE REQUESTED

(location/area). CONTACT (name) RADIO/FLIGHT

WATCH ON (frequency) TO REPORT THESE

CONDITIONS.

9−2−6. RECORDING OF PIREP DATA

Record PIREP data directly into M1FC or OASIS, or

on FAA Form 7110−2, or on other material deemed

appropriate; e.g., 5’’ x 8’’ plain paper.

9−2−7. DATA TO BE INCLUDED IN PIREPs

Include the following reports of flight conditions, as

appropriate:

a. Height and coverage of cloud bases, tops, and

layers.

b. Flight visibility.
JO 7110.10T 2/14/08

9−2−2 Pilot Weather Report (UA/UUA)

c. Restrictions to visibility and weather occurring

at altitude.

d. Air temperature and changes to temperature

with altitude or range.

e. Direction and speed of wind aloft.

f. Extent and intensity of turbulence.

REFERENCE−

FAAO JO 7110.10, Para 9−2−8.

g. Extent, type, and intensity of icing.

REFERENCE−

FAAO JO 7110.10, Para 9−2−9.

h. Weather conditions and cloud cover through

mountain passes and over ridges and peaks.

i. Location, extent, and movement of thunderstorms and/or tornadic activity.

j. Excessive winds aloft, LLWS, and other

phenomena bearing on safety and efficiency of flight.

9−2−8. REPORTING TURBULENCE IN

PIREPs

a. Turbulence reports should include location,

altitude, or range of altitudes, and aircraft type, and

should include whether in clouds or clear air. The

degree of turbulence, intensity, and duration

(occasional, intermittent, and continuous) is determined by the pilot. It is essential that the report is

obtained and disseminated when possible in

conformance with the U.S. Standard Turbulence

Criteria Table as follows:

1. Light. Loose objects in aircraft remain at rest.

2. Moderate. Unsecured objects are dislodged.

Occupants feel definite strains against seat belts and

shoulder straps.

3. Severe. Occupants thrown violently against

seat belts. Momentary loss of aircraft control.

Unsecured objects tossed about.

4. Extreme. Aircraft is tossed violently about,

impossible to control. May cause structural damage.

b. Report CAT or CHOP if used by the pilot to

describe the type of turbulence.

9−2−9. REPORTING ICING CONDITIONS IN

PIREPs

a. Icing reports shall include location, altitude or

range of altitudes, type aircraft, air temperature,

intensity, and type of icing.

b. Icing types.

1. Rime. Rough, milky, opaque ice formed by

the instantaneous freezing of small super−cooled

water droplets.

2. Clear. A glossy, clear or translucent ice

formed by the relatively slow freezing of large

super−cooled water droplets.

3. Mixed. A combination of rime and clear.

c. Icing intensity.

1. Trace. Ice becomes perceptible. Rate of

accumulation slightly greater than sublimation.

Deicing/anti−icing equipment is not utilized unless

encountered for an extended period of time (over

1 hour).

2. Light. The rate of accumulation may create a

problem if flight is prolonged in this environment

(over 1 hour). Occasional use of deicing/anti−icing

equipment removes/prevents accumulation. It does

not present a problem if deicing/anti−icing is used.

3. Moderate. The rate of accumulation is such

that even short encounters become potentially

hazardous, and use of deicing/anti−icing equipment

or diversion is necessary.

4. Severe. The rate of accumulation is such that

deicing/anti−icing equipment fails to reduce or

control the hazard. Immediate diversion is necessary.

9−2−10. MEANS USED TO SOLICIT PIREPs

Inform pilots of a need for PIREPs. The following

methods may be used to collect PIREPs:

a. During preflight weather briefings.

b. On post−flight contacts.

c. During regular air−ground contacts.

d. Broadcast a request on NAVAID frequencies.

e. Append a request on HIWAS, TIBS, VOR−

TWEB, or TWEB broadcasts.

f. Request PIREPs from air carrier and military

operations offices, military pilot−to−forecaster units,

and local aircraft operators.
2/14/08 JO 7110.10T

Pilot Weather Report (UA/UUA) 9−2−3

g. Solicit from other air traffic facilities.

9−2−11. PIREP CLASSIFICATION

Categorize PIREPs as follows:

a. URGENT. The following weather phenomena

shall be classified as an URGENT (UUA) PIREP:

1. Tornadoes, funnel clouds, or waterspouts.

2. Severe or extreme turbulence (including clear

air turbulence).

3. Severe icing.

4. Hail.

5. Low level wind shear. Classify LLWS

PIREPs as UUA if the pilot reports air speed

fluctuations of 10 knots or more. Classify reports of

LLWS with air speed fluctuations less than 10 knots

as routine. If air speed fluctuation is not reported,

classify PIREP as UUA.

NOTE−

LLWS defined as windshear within 2,000 feet of the

surface.

6. Volcanic ash clouds.

7. Any other weather phenomena reported

which are considered by the specialist as being

hazardous, or potentially hazardous, to flight

operations.

b. ROUTINE. Classify as ROUTINE (UA) all

PIREPs received except those listed above.

9−2−12. PIREP HANDLING

Upon receipt of a PIREP, accomplish the following:

a. Urgent.

1. Deliver to the ARTCC Weather Coordinator

as soon as possible.

2. Deliver to the associated WSO as soon as

possible.

3. Enter on Service A at the first opportunity.

4. Use in weather briefings, as appropriate.

b. Routine.

1. Transmit on Service A as soon as practical.

2. Broadcast in accordance with established

procedures in Chapter 2.

3. Use in weather briefings, as appropriate.

9−2−13. OFFSHORE COASTAL ROUTES

When your station has been given responsibility for

collecting offshore coastal route PIREPs:

a. Include the coastal water area when soliciting

PIREPs. At least one PIREP is required hourly

regardless of weather conditions.

b. Pacific. Hawaiian Island station areas coincide

with the Honolulu ARTCC sectors and the entire

Hawaiian area is designated as offshore areas for

PIREP purposes.

NOTE−

The Flight Services Operations Area Office assigns

PIREP responsibility for an offshore coastal area, route,

or route segment to a specific station. The area assigned

will be within the same ARTCC area as the station, and the

station shall have adequate air−ground communications

coverage over its assigned offshore area.

9−2−14. PIREP PREPARATION

To assure proper dissemination of PIREPs to all

system users, the encoding procedures listed below

shall be followed:

a. Identify each element by a Text Element

Indicator (TEI).

b. Ensure each report includes TEIs for message

type, location, time, altitude/flight level, type

aircraft, and at least one other to describe the reported

phenomena.

c. Precede each TEI, except message type, with a

space and a solidus (/).

d. Follow each TEI, except altitude/flight level,

with a space.

e. Insert zeros in reported values when the number

of digits in the report is less than the number required

by the format.

f. Use only authorized aircraft designators and

contractions.

g. In the location TEI, include any three−letter

identifier to describe locations or routes.

h. Omit entries of TEIs, except as listed in

subpara 9−2−14b, for which no data was reported.
JO 7110.10T 2/14/08

9−2−4 Pilot Weather Report (UA/UUA)

9−2−15. PIREP FORMAT

Using TEIs as described below, prepare PIREPs for

system entry in the following format:

NOTE−

OASIS. If using the “Folded” Transmit PIREP

dialog box, each TEI must be specified and can be

entered in any order. OASIS will automatically

format the message before transmission.

a. UUA or UA. Message type − Urgent or Routine

PIREP.

b. /OV.

1. Location in reference to a VHF NAVAID or

an airport, using the three or four letter identifier. If

appropriate, encode the identifier, then three digits to

define a radial and three digits to define the distance

in nautical miles.

EXAMPLE−

/OV KJFK

/OV KJFK107080

/OV KFMG233016/RM RNO 10SW

2. Route segment. Two or more fixes, as in

subparas 9−2−15b1 and b2 examples, to describe a

route.

EXAMPLE−

/OV KSTL−KMKC

/OV KSTL090030−KMKC045015

c. /TM. Time that the reported phenomenon

occurred or was encountered. Report time in four

digits UTC.

EXAMPLE−

/TM 1315

d. /FL. Altitude/flight level. Enter the altitude in

hundreds of feet (MSL) where the phenomenon was

first encountered. If not known, enter UNKN. If the

aircraft was climbing or descending, enter the

appropriate contraction (DURC or DURD) in the

remarks/RM TEI. If the condition was encountered

within a layer, enter the altitude range within the

appropriate TEI describing the condition.

EXAMPLE−

/FL093

/FL310

/FLUNKN /RM DURC

e. /TP. Type aircraft. Enter aircraft type. If not

known, enter UNKN. Icing and turbulence reports

shall always include the type aircraft.

EXAMPLE−

/TP AEST

/TP B74A

/TP P28R

/TP UNKN

f. /SK. Sky condition. Report height of cloud

bases, tops, and cloud coverage as follows:

1. Enter the height of the base of a layer of

clouds in hundreds of feet (MSL). Enter the top of a

layer in hundreds of feet (MSL) preceded by the word

“−TOP.” If reported as clear above the highest cloud

layer, enter a space and “SKC” following the reported

level.

EXAMPLE−

/SK OVC100−TOP110/ SKC

/SK OVC015−TOP035/OVC230

/SK OVC−TOP085

2. Use authorized contractions for cloud cover.

EXAMPLE−

BKN

FEW

OVC

SCT

SKC

3. Cloud cover amount ranges will be entered

with a hyphen and no spaces separating the amounts;

i.e., BKN−OVC.

EXAMPLE−

/SK SCT−BKN050−TOP100

/SK BKN−OVCUNKN−TOP060/BKN120−TOP150/ SKC

4. Unknown heights are indicated by the

contraction UNKN.

EXAMPLE−

/SK OVC065−TOPUNKN

5. If a pilot indicates he/she is in the clouds,

enter IMC in the remarks.

EXAMPLE−

/SK OVC065−TOPUNKN /RM IMC

6. When more than one layer is reported,

separate layers by a solidus (/).

g. /WX. Flight visibility and flight weather.

Report weather conditions encountered by the pilot

as follows:

1. Flight visibility, if reported, will be the first

entry in the /WX field. Enter as FV followed by a

two−digit visibility value rounded down, if necessary, to the nearest whole statute mile and append

“SM” (FV03SM). If visibility is reported as

unrestricted, enter FV99SM.
2/14/08 JO 7110.10T

Pilot Weather Report (UA/UUA) 9−2−5

2. Enter flight weather types using one or more

of the standard surface weather reporting symbols

contained in TBL 9−2−1.

TBL 9−2−1

Weather Type and Symbols

Type METAR Code

Drifting / Blowing Snow . . . . . . . . . DRSN/BLSN

Drifting Dust . . . . . . . . . . . . . . . . . . DRDU

Drifting Sand . . . . . . . . . . . . . . . . . . DRSA

Drizzle/Freezing Drizzle . . . . . . . . . DZ/FZDZ

Dust / Blowing Dust . . . . . . . . . . . . DU/BLDU

Duststorm . . . . . . . . . . . . . . . . . . . . . DS

Fog (vis < 5/8SM) . . . . . . . . . . . . . . FG

Freezing Fog . . . . . . . . . . . . . . . . . . FZFG

Freezing Rain . . . . . . . . . . . . . . . . . . FZRA

Funnel Cloud . . . . . . . . . . . . . . . . . . FC

Hail (aprx 1/4” dia or more) . . . . . . GR

Hail Shower . . . . . . . . . . . . . . . . . . . SHGR

Haze . . . . . . . . . . . . . . . . . . . . . . . . . HZ

Ice Crystals . . . . . . . . . . . . . . . . . . . IC

Ice Pellets/ Showers . . . . . . . . . . . . . PL/SHPL

Mist (vis 5/8SM or more) . . . . . . . . BR

Patchy Fog . . . . . . . . . . . . . . . . . . . . BCFG

Patchy Fog on part of Arpt . . . . . . . PRFG

Rain / Showers . . . . . . . . . . . . . . . . . RA/SHRA

Sand / Blowing Sand . . . . . . . . . . . . SA/BLSA

Sandstorms . . . . . . . . . . . . . . . . . . . . SS

Shallow Fog . . . . . . . . . . . . . . . . . . . MIFG

Sml Hail/Snow Pellet Showers . . . . SHGS

Sml Hail/Snow Pellets . . . . . . . . . . . GS

Smoke . . . . . . . . . . . . . . . . . . . . . . . FU

Snow Grains . . . . . . . . . . . . . . . . . . . SG

Snow / Showers . . . . . . . . . . . . . . . . SN/SHSN

Spray . . . . . . . . . . . . . . . . . . . . . . . . PY

Squalls . . . . . . . . . . . . . . . . . . . . . . . SQ

Thunderstorm . . . . . . . . . . . . . . . . . . TS

Tornado/Waterspout . . . . . . . . . . . . . +FC

Unknown Precipitation . . . . . . . . . . UP

Volcanic Ash . . . . . . . . . . . . . . . . . . VA

Well developed Dust/Sand Whirls . . PO

3. Intensity of precipitation (− for light, no

qualifier for moderate, and + for heavy) shall be

indicated with precipitation types, except ice crystals

and hail, including those associated with a

thunderstorm and those of a showery nature.

4. Intensity of obscurations shall be ascribed as

moderate or + heavy for dust and sand storms only.

No intensity for blowing dust, blowing sand, or

blowing snow.

EXAMPLE−

/WX FV01SM +DS000−TOP083/ SKC /RM DURC

5. When more than one form of precipitation is

combined in the report, the dominant type shall be

reported first.

EXAMPLE−

/WX FV00SM +TSRAGR

/WX FV02SM BRHZ000−TOP083

6. When FC is entered in /WX, FUNNEL

CLOUD is spelled out on /RM. When +FC is entered

in /WX, TORNADO or WATERSPOUT is spelled

out in the /RM TEI.

EXAMPLE−

/WX FC /RM FUNNEL CLOUD

/WX +FC /RM TORNADO or WATERSPOUT

7. When the size of hail is stated, enter in 1/4”

increments in remarks /RM TEI.

8. The proximity qualifier VC (Vicinity) is only

used with TS, FG, FC, +FC, SH, PO, BLDU, BLSA,

and BLSN.

EXAMPLE−

/WX FV02SM BLDU000−TOP083 VC W

9. When more than one type of weather is

reported enter in the following order: 1) TORNADO,

WATERSPOUT, OR FUNNEL CLOUD; 2) Thunderstorm with or without associated precipitation;

3) Weather phenomena in order of decreasing

predominance. No more than three groups in a single

PIREP.

10. Weather layers shall be entered with the base

and/or top of the layer when reported. Use the same

format as in the /SK TEI.

EXAMPLE−

/WX FU002−TOP030

h. /TA. Air Temperature. Report outside air

temperature using two digits in degrees Celsius.

Prefix negative temperatures with an M; e.g., /TA 08

or /TA M08.

i. /WV. Wind direction and speed. Encode using

three digits to indicate wind direction (magnetic) and

two or three digits to indicate reported wind speed.

When the reported speed is less than 10 Kts use a

leading zero. The wind group will always have “KT”

appended.

EXAMPLE−

/WV 28080KT

/WV 28008KT

/WV 280105KT
JO 7110.10T 2/14/08

9−2−6 Pilot Weather Report (UA/UUA)

j. /TB. Turbulence. Report intensity, type, and

altitude as follows:

1. Intensity. Enter duration if reported by the

pilot (intermittent, occasional continuous) and

intensity using contractions LGT, MOD, SEV, or

EXTRM. Separate a range or variation of intensity

with a hyphen; e.g., MOD−SEV. If turbulence was

forecasted, but not encountered, enter NEG.

2. Type. Enter CAT or CHOP if reported by the

pilot.

3. Altitude. Report altitude only if it differs

from value reported in /FL. When a layer of

turbulence is reported, separate height values with a

hyphen. If lower or upper limits are not defined, use

BLO or ABV.

EXAMPLE−

/TB LGT 040

/TB MOD−SEV BLO 080

/TB MOD−SEV CAT 350

/TB NEG 120−180

/TB MOD CHOP 220/NEG 230−280

/TB MOD CAT ABV 290

k. IC. Icing. Report intensity, type and altitude of

icing as follows:

1. Intensity. Enter intensity first using contractions TRACE, LGT, MOD, or SEV. Separate reports

of a range or variation of intensity with a hyphen. If

icing was forecast but not encountered, enter NEG.

2. Type. Enter the reported icing type as RIME,

CLR, or MX.

3. Altitude. Enter the reported icing/altitude

only if different from the value reported in the /FL

TEI. Use a hyphen to separate reported layers of

icing. Use ABV or BLO when a layer is not defined.

EXAMPLE−

/IC LGT−MOD MX 085

/IC LGT RIME

/IC MOD RIME BLO 095

/IC SEV CLR 035−062

4. When icing is reported always report

temperature in the /TA TEI.

l. /RM. Remarks. Use this TEI to report a

phenomenon which is considered important but does

not fit in any of the other TEIs. This includes, but is

not limited to, low level wind shear (LLWS) reports,

thunderstorm lines, coverage and movement, size of

hail (1/4’’ increments), lightning, clouds observed

but not encountered, geographical or local description of where the phenomenon occurred, and

contrails. Report hazardous weather first. Describe

LLWS to the extent possible.

1. Wind Shear. +/− 10 Kts or more fluctuations

in wind speed, within 2,000 Ft of the surface, require

an Urgent (UUA) pilot report. When Low Level Wind

Shear is entered in a pilot report enter LLWS as the

first remark in the /RM TEI. LLWS may be reported

as −, +, or +/− depending on how it effects the aircraft.

If the location is different than the /OV or /FL fields,

include the location in the remarks.

EXAMPLE−

/RM LLWS +/−15 KT SFC−008 DURC RY22 JFK

2. FUNNEL CLOUD, TORNADO, and

WATERSPOUT are entered with the direction of

movement if reported.

EXAMPLE−

/RM TORNADO E MOV E

3. Thunderstorm. Enter coverage (ISOL, FEW,

SCT, NMRS) and description (LN,BKN LN,SLD

LN) if reported. Follow with “TS,” the location and

movement, and the type of lightning if reported.

EXAMPLE−

/RM NMRS TS S MOV E GR1/2

4. Lightning. Enter frequency (OCNL, FRQ,

CONS), followed by type (LTGIC, LTGCC,

LTGCG, LTGCA, or combinations), if reported.

EXAMPLE−

/RM OCNL LTGICCG

5. Electric DischargeEnter DISCHARGE followed by the altitude.

EXAMPLE−

/RM DISCHARGE 120

6. Clouds. Use remarks when clouds can be seen

but were not encountered and reported in /SK.

EXAMPLE−

/RM CB E MOV N

/RM OVC BLO

7. Plain Language. If specific phraseology is not

adequate, use plain language to describe the

phenomena or local geographic locations. Include

remarks that do not fit in other TEIs like DURC,

DURD, RCA, TOP, TOC, or CONTRAILS.

EXAMPLE−

/RM BUMPY VERY ROUGH RIDE

/RM CONTRAILS

/UA/OV BIS270030/TM 1445/FL060/TP CVLT/TB

LGT /RM Donner Summit Pass
2/14/08 JO 7110.10T

Pilot Weather Report (UA/UUA) 9−2−7

8. Volcanic Eruption. Volcanic Ash alone is an

Urgent PIREP. A report of volcanic activity shall

include as much information as possible. Include

name of the mountain, ash cloud and movement,

height of the top and bottom of the ash, etc. If received

from other than a pilot, enter Aircraft “UNKN,”

Flight Level “UNKN,” and /RM UNOFFICIAL.

EXAMPLE−

UUA/OV ANC240075/TM 2110/FL370/TP DC10/WX

VA/RM VOLCANIC ERUPTION 2008Z MT AUGUSTINE

ASH 40S MOV SSE

9. The “SKYSPOTTER” program is a result of

a recommendation from the Safer Skies FAA/

INDUSTRY Joint Safety Analysis and Implementation Teams. The term “SKYSPOTTER” indicates

that a pilot has received specialized training in

observing and reporting inflight weather phenomenon, pilot weather reports, or PIREPs.

(a) When the FSS Air Traffic Control

Specialist receives a PIREP from a pilot identifying

themselves as a “SKYSPOTTER” aircraft, the

additional comment “/AWC” shall be added at the

end of the remarks section of the PIREP.

EXAMPLE−

PIREP TEXT/RM REMARKS/AWC

9−2−16. PIREP ENCODING

PIREPs shall be coded to ensure the PIREP is stored

and subsequently distributed with the surface

observation location nearest the condition being

reported. If more than one SA location is appropriate,

select the location that provides the greatest

distribution and/or prominence, such as a major hub

airport.

9−2−17. PIREP ORDER

Prepare PIREPs by routes from the reported location

to an adjacent location, if possible. Start a multiple

PIREP transmission with the most northerly route

and progress clockwise. Place each PIREP on a

separate line.

EXAMPLE−

UA/OV MRB045030/TM 1645/FL060

/TP UNKN /SK OVC055

UA/OV MRB−DCA/TM 1630/FL090/TP

AEST /RM BTWN LYRS 090

UA/OV MRB−EKN/TM 1640/FL060/TP

P28R /SK BKN−OVC020−TOP040/RM

RDGS OBSCD

2/14/08 JO 7110.10T

Radar Weather Report (SD/ROB) 9−3−1

Section 3. Radar Weather Report (SD/ROB)

9−3−1. GENERAL

a. Individual radar weather reports, identified as

SD/ROB, are collected by the National Meteorological Center (NMC) Suitland, Maryland. These reports

are entered by Weather Service Offices on the Radar

Report and Warning Coordination (RAWARC)

circuits. NMC also collects radar report bulletins

from military reporting locations and Canada.

b. When normal entry is not possible, SD/ROB

reports can be entered on Service A circuits upon

request by NWS RAWARC entry stations.

9−3−2. SCHEDULE

Radar weather reports are transmitted on Service A

by WMSC at H+56 to H+00 each hour. These reports

are not scheduled transmissions but are given priority

handling during this 4−minute time frame.

9−3−3. DISTRIBUTION

a. Radar weather reports are sent to WMSCR by

NMC each hour for distribution. These reports are

received on an unscheduled basis and can be expected

to appear during any unscheduled distribution period.

b. Each individual WMSCR circuit receives a

unique collection based upon their requirements.

Circuit distribution lists are filed at circuit control

facilities.

2/14/08 JO 7110.10T

Winds and Temperature Aloft Forecast (FD) 9−4−1

Section 4. Winds and Temperature Aloft Forecast (FD)

9−4−1. GENERAL

Winds and Temperature Aloft Forecasts (FD) are

computer−prepared and issued by the NMC at

Suitland, Maryland. The forecasts are valid

6 (FD1/8), 12 (FD2/9), and 24 (FD3/10) hours after

the observation date/times of 0000Z and 1200Z upon

which they are based. An unscheduled amendment to

an FD may be prepared and issued by a WSFO.

9−4−2. LEVELS FORECAST

Dependent upon station elevation, FD1/2/3 wind

forecasts are issued for the following levels: 3, 6, 9,

12, 18, 24, 30, 34, and 39 thousand foot levels. The

first level for which a wind forecast is issued is

1,500 feet or more above the station elevation.

Temperature is forecast for all wind levels, except the

3,000 foot level, that are 2,500 feet or more above the

station. The minus signs are deleted preceding the

temperatures at the 30, 34, and 39 thousand foot

levels. FD8/9/10 are for the 45,000 and 53,000 foot

levels. They are not normally disseminated on

Service A, but are available on request/reply.

9−4−3. SCHEDULES

TBL 9−4−1

Winds/Temperature Aloft Forecast Schedules

Type Base Data

Time Valid for For use (period)

FD1/8 0000Z 0600Z 0500−0900Z

FD2/9 0000Z 1200Z 0900−1800Z

FD3/10 0000Z 0000Z 1800−0500Z

FD1/8 1200Z 1800Z 1700−2100Z

FD2/9 1200Z 0000Z 2100−0600Z

FD3/10 1200Z 1200Z 0600−1700Z

9−4−4. DISTRIBUTION

All FDs are transmitted to the WMSC by NMC.

Distribution by the WMSC is accomplished in

accordance with established program requirements.

Amended FD data prepared and entered by a WSFO

is distributed to the same users as the original product

prepared by NMC.

2/14/08 JO 7110.10T

Aviation Terminal Forecast (TAF) 9−5−1

Section 5. Aviation Terminal Forecast (TAF)

9−5−1. GENERAL

Twenty−four hour Terminal Forecasts (TAFs) for

selected U.S. terminals are prepared by NWS forecast

offices and forwarded to the WMSCR for

distribution. Similar forecasts for the U.S. Military,

Canada, and Mexico are sent to WMSC from the

NMC and Air Weather Service (AWS) for

distribution.

9−5−2. TERMINAL FORECAST

SCHEDULES

TAFs are prepared four times a day and are issued at

2330, 0530, 1130, and 1730 UTC.

9−5−3. DISTRIBUTION

Distribution of TAFs is made by WMSCR in

accordance with a predetermined list for each circuit

based upon intracircuit coordinated requirements.

WMSCR Identifier Index of Individual Aviation

Weather Reports. (Use RQ Procedures.)

2/14/08 JO 7110.10T

Aviation Area Forecast (FA) 9−6−1

Section 6. Aviation Area Forecast (FA)

9−6−1. GENERAL

a. Aviation Area Forecasts (FA) are available

through the WMSC and provide an overview of

weather conditions which could impact aviation

operations. FAs are issued by the National Aviation

Weather Advisory Unit (NAWAU) in Kansas City,

Missouri, for the conterminous U.S. land and coastal

waters by areas (Pacific Coast, Rocky Mountain,

North−Central U.S., South−Central U.S., Northeast

U.S., Southeast U.S.). The areas are delineated along

state boundaries and are specified in the NWS

Operations Manual, Chapter D−20. The FAs for

Alaska and Hawaii are issued by the WSFOs located

in Anchorage, Fairbanks, and Juneau, Alaska, and

Honolulu, Hawaii. The geographical areas of

coverage for the appropriate WSFOs are specified in

Chapter D−20 of the NWS Operations Manual.

(Canadian and Mexican FAs are also available

through the WMSC.)

b. FAs consist of two sections with each section

being transmitted with a unique communications

header. This allows each section to be replaced when

needed instead of amending or correcting the affected

FA, to provide a current and complete area forecast.

Inflight advisories (including WSTs) amend the FA;

however, when necessary, the appropriate section of

the FA will be replaced by the issuing NWS office.

The two FA sections and their communications

headers are as follows (iii denotes the FA location

identifier; e.g., ANC, CHI, etc.):

1. iiiS−Synopsis.

2. iiiI−Icing and Freezing Level.

3. iiiT−Turbulence.

4. iiiC−Significant Clouds and Weather.

9−6−2. AVIATION AREA FORECAST (FA)

SCHEDULE

a. FAs are prepared three times a day in the

contiguous 48 States and Alaska, and four times a day

in Hawaii. All scheduled transmission times are in

UTC and listed by daylight/standard times. The times

in the contiguous U.S. are in TBL 9−6−1.

TBL 9−6−1

Area Forecast Schedule

Time Zones Areas Issuance Times

Central CHI/DFW 0130/0230

0930/1030

1830/1930

Eastern BOS/MIA 0030/0130

0830/0930

1730/1830

Mountain SLC 0230/0330

1030/1130

1930/2030

Pacific SFO 0230/0330

1030/1130

1930/2030

b. The Alaska and Pacific NWS Regional

Headquarters have authority to schedule FAs to meet

user requirements. These are issued at the following

times. (See TBL 9−6−2.)

TBL 9−6−2

Alaska/Pacific Area Forecast Schedule

Issuance ANC and FAI JNU HNL

1st 0640Z 0640Z 0340Z

2nd 1440Z 1340Z 0940Z

3rd 2240Z 2240Z 1540Z

4th 2140Z

c. The Gulf FA is prepared twice daily. The

issuance times in UTC or Z depend on whether

LDT/LST is in effect and are as follows:

1. 1st issuance 1040/1140.

2. 2nd issuance 1740/1840.

9−6−3. DISTRIBUTION

Distribution of FAs is made by WMSC in accordance

with a predetermined list for each circuit based upon

intracircuit coordinated requirements.

2/14/08 JO 7110.10T

Severe Weather Forecasts 9−7−1

Section 7. Severe Weather Forecasts

9−7−1. GENERAL

Severe Weather Forecasts, Bulletins, Status Reports,

and Alerts are filed at irregular intervals by the NWS

Storm Prediction Center (SPC) in Norman,

Oklahoma, and transmitted to WMSC for distribution. The alert (SPC AWW) is a preliminary

announcement of a forthcoming severe weather

watch and includes all information required for

aviation purposes. Stations may obtain the Severe

Weather Watch (SPC WW) from WMSC if desired.

The WW number is included in the text of the AWW.

9−7−2. DISTRIBUTION

Upon receipt of SPC AWW alert, the WMSC will

immediately interrupt the active task on selected

Service A circuits and transmit the report. Severe

weather status reports (WW−A) are never urgent.

These are relayed unscheduled.

9−7−3. SEVERE WEATHER OUTLOOK

NARRATIVE (AC)

In addition to Severe Weather Forecast, the Storm

Prediction Center will frequently file for transmission a Severe Weather Outlook Narrative, which will

contain a brief evaluation of present and expected

surface and upper air criteria conducive to severe

local storms. These are assigned report type “AC.”

2/14/08 JO 7110.10T

Flight Advisories (SIGMET/WS−AIRMET/WA−Convective SIGMET/WST) 9−8−1

Section 8. Flight Advisories

(SIGMET/WS−AIRMET/WA−Convective SIGMET/WST)

9−8−1. GENERAL

Flight Advisories are issued by the NAWAU in

Kansas City, Missouri, for the conterminous U.S. and

the appropriate WSFO in Alaska and Hawaii to

provide notice of potentially hazardous weather

conditions by amending or supplementing portions

of the valid FA. The report type designator WS for

SIGMETs, WST for Convective SIGMETs, and WA

for AIRMETs is used to effect selective distribution.

The text of the message identifies which advisory is

being transmitted. WSs are identified with letters N

(NOVEMBER) through Y (YANKEE) with the

exception of S (SIERRA) and T (TANGO). WAs are

identified with the letters S (SIERRA), T (TANGO)

and Z (ZULU). The latest message for each system is

kept in the computer’s active storage file by the

WMSC: WA for 360 minutes, WS for 240 minutes,

and WST for 45 minutes.

NOTE−

Honolulu issues international SIGMETs available as

WSPA1 PHNL and WSPA2 PHNL, which are retained by

WMSC for 360 minutes.

9−8−2. DISTRIBUTION

SIGMETs, both WST/WS, are distributed unscheduled to all Service A circuits. AIRMET data is

distributed as a scheduled product at 0145Z and every

6 hours thereafter, and any updates or amendments

issued between scheduled periods will be a complete

replacement for the previously issued AIRMET.

2/14/08 JO 7110.10T

Transcribed Weather Broadcast (TWEB) 9−9−1

Section 9. Transcribed Weather Broadcast (TWEB)

9−9−1. GENERAL

The Transcribed Weather Broadcast (TWEB) and

synopsis for selected routes are prepared by

NWSFOs and forwarded to the WMSC for

distribution. All times are in UTC and listed by

daylight/standard times. (See TBL 9−9−1.)

TBL 9−9−1

Transcribed Weather Broadcast/Synopsis

Issuance Times

Time Zones daylight

 standard

daylight

 standard

daylight

 standard

Central 0130/0230 0930/1030 1830/1930

Eastern 0030/0130 0830/0930 1730/1830

Mountain 0230/0330 1030/1130 1930/2030

Pacific 0330/0430 1130/1230 2030/2130

a. The morning and mid−day TWEB and synopsis

will be valid for 12 hours. The evening TWEB and

synopsis will be valid 18 hours with no outlook.

b. Eastern and Central TWEBs shall not be

entered prior to H+20 for hours 10, 17, and 22 UTC.

Mountain and Pacific TWEBs shall not be entered

prior to H+20 for hours 11, 18, and 23 UTC.

9−9−2. CROSS−COUNTRY ROUTES

WMSC’s storage contains a selection of combined

individual route segments that defines cross−country

routes. These routes are defined in AC 00−45.

Section 4 defines the route segment and lists the

number for each cross−country route.

2/14/08 JO 7110.10T

Meteorological Impact Statement (MIS) 9−10−1

Section 10. Meteorological Impact Statement (MIS)

9−10−1. GENERAL

A Meteorological Impact Statement (MIS) is an

unscheduled planning forecast. It is an air traffic

oriented forecast intended for ARTCC, Air Traffic

Control System Command Center Weather Unit

(DCCWU), Air Traffic Control System Command

Center (ATCSCC), and hub terminal air traffic

facility specialists responsible for making flow

control and flow control−related decisions. It enables

these specialists to include the impact of expected,

specified local and/or national weather conditions in

making these decisions.

9−10−2. CRITERIA

a. The MIS describes adverse weather conditions

which are expected to begin generally within 4−to−12

hours after the statement’s issuance. It can also

describe conditions existing when the CWSU begins

daily operations if the existing conditions will

continue for at least 3 hours, or it can describe

conditions existing at the time a briefing is issued. As

a minimum, an MIS will be issued when:

1. Any of the following conditions occur or are

forecast to occur:

(a) Conditions meeting Convective SIGMET

criteria. (See the Weather Service Operations Manual

(WSOM), Chapter D−22.)

(b) Moderate or greater icing.

(c) Moderate or greater turbulence.

(d) Heavy precipitation.

(e) Freezing precipitation.

(f) Conditions at, or approaching, low IFR.

(See WSOM, Chapter D−21.)

(g) Surface winds, including gusts of 30 knots

or greater.

(h) Low level wind shear (within 2,000 feet of

the surface).

(i) Volcanic ash, dust storms, or sandstorms.

2. The above conditions will, in the forecaster’s

judgment, impact the flow of air traffic within the

ARTCC area of responsibility.

3. The forecast lead time (the time between the

issuance of an MIS and the onset of the

phenomenon), in the forecaster’s judgment, is

sufficient to make the issuance of a CWA premature

or unnecessary.

b. The MIS will describe the location of the

phenomenon using ARTCC relevant points of

reference, such as VORs, and will include the height,

extent, intensity, and movement of the phenomenon.

MISs will be numbered sequentially, beginning at

midnight local time each day. Forecasters should be

aware that the MIS is disseminated and stored as a

replaceable product. This means that each MIS

issuance must contain all of the pertinent and known

details of the conditions meeting MIS issuance

criteria including the continuing conditions described in previously issued MISs.

c. The format of the MIS communications header

is: (ARTCC designator) MIS (issuance number)

VALID (issuance date/time−valid until date/time in

UTC)/..FOR ATC PLANNING PURPOSES

ONLY.. /(text).

EXAMPLE−

ZJX MIS 02 VALID 111345−120100

..FOR ATC PLANNING PURPOSES ONLY..

SCT TSTMS WITH HVY PCPN ALG N/S RTES S OF ILM

AND E OF SAV/OMN LN DVLPG BY 16Z MAX TOPS

350/400. ELSW ZJX AREA TSTMS WITH HVY PCPN

FRMG IN SHRT LNS OR CLUSTERS AFT 17Z WITH

FEW RCHG EXTRM. CELLS MOVG GENLY SEWD 10

KTS CONT THRU 00Z CONDS LWRG OCNLY TO LIFR

IN HVY PCPN AFT 17Z.

NOTE−

The format of the MIS communications header must be

followed exactly if the product is to be distributed through

AISR.

9−10−3. DISTRIBUTION

The MIS will be distributed to ARTCC area

supervisors and traffic management coordinators and

will be entered through FAA AISR and other

communications media to make it available for

dissemination to other FAA and NWS facilities,

including adjacent CWSUs and locally designated

hub terminal facilities. Distribution may be made

directly by the CWSU meteorologist or through the

weather coordinator position. When a MIS is issued
JO 7110.10T 2/14/08

9−10−2 Meteorological Impact Statement (MIS)

concurrently with a briefing, the MIS will be

distributed through those media to facilities

mentioned above which do not receive an

alphanumeric version of the briefing’s contents.
2/14/08 JO 7110.10T

Center Weather Advisory (CWA) 9−11−1

Section 11. Center Weather Advisory (CWA)

9−11−1. GENERAL

A Center Weather Advisory (CWA) is an unscheduled weather advisory. It is issued for the guidance of

ARTCC personnel, designated FAA facilities, Air

Traffic Control System Command Center Weather

Unit (DCCWU) meteorologists, and air crews

inflight to anticipate or avoid adverse weather

conditions in terminal and en route environments.

9−11−2. CRITERIA

a. The CWA is not a flight planning document. By

nature of its short lead time, it reflects weather

conditions in existence at the time of issuance or

conditions beginning within the next 2 hours. If

conditions are expected to persist beyond the time of

the valid period and/or if conditions extend beyond

the ARTCC area, statements to this effect should be

included in the text. The CWSU will issue a CWA:

1. When necessary as a supplement to an

existing WS (including WSTs), to an existing WA, or

to an existing FA section. The issuance of a CWA

under these circumstances should be limited to

occasions when, in the judgment of the CWSU

meteorologist, real time information adequately

supports the issuance of a redefining statement

update or advanced amendment. Such real time

information regarding the phenomenon covered by a

NAWAU product may be pilot reports, radar satellite,

or information from other sources. The purpose of the

CWA, under these circumstances, is to improve or to

update the definition of the phenomenon in terms of

relevance to users in the ARTCC area regarding the

phenomenon’s location, movement, extent, and

intensity. A CWA, for example, describing an IFR

WAs area of low IFR (LIFR) conditions in terms of

ARTCC reference points would be a valid

redefinition of the location and intensity relevant to

the ARTCC’s area and would meet documented

requirements.

2. When an inflight advisory has not yet been

issued, but the observed or expected weather

conditions meet WS or WA criteria based on current

pilot reports and reinforced by other sources of

information concerning existing meteorological

conditions. In this situation, the CWSU

meteorologist should call the appropriate forecaster

at the NAWAU or appropriate Alaska WSFO. If the

CWSU forecaster determines that it is necessary to

issue a CWA to allow lead time while the WS/WA is

being prepared, the CWA will be issued, and the

CWA should indicate that a WS/WA will be issued

shortly.

3. The CWSU meteorologist may issue a CWA

when observed, or developing weather conditions do

not meet WS (including WST) or WA criteria but

current pilot reports or other weather information

sources indicate that an existing, or anticipated,

meteorological phenomena will adversely affect the

safe flow of air traffic within the ARTCC area of

responsibility. In this situation, the data available

must be sufficient, in the judgment of the CWSU

meteorologist, to support both the issuance of such an

advisory and, if necessary, its continuation.

b. The CWA will describe the location of the

phenomenon using ARTCC relevant points of

reference, such as VORs, and will include the height,

extent, intensity, and movement of the phenomenon.

Each CWA will have a phenomenon number (1

through 6) immediately following the ARTCC

identifier in the CWA message heading. A separate

phenomenon number will be assigned to each

meteorologically distinct condition or group of

conditions, such as jetstream clear air turbulence or

LIFR/icing conditions northwest of a low pressure

center. The use of phenomenon numbers make it

possible to store and disseminate up to six unrelated

CWA conditions with each condition capable of

being updated. Forecasters should be aware that the

CWA is stored and disseminated as a replaceable

product. This means that each subsequent CWA

issuance must contain all the pertinent and known

details of the conditions meeting CWA issuance

criteria, including the continuing conditions described in the previously issued CWAs. CWAs will

also be numbered sequentially, beginning at

midnight local time each day. The sequential CWA

issuance number will be followed by the related

two−digit, alphanumeric designator for inflight

advisories in effect if applicable. The CWA

communications heading will also contain the CWA

date/time of issuance in UTC and the “valid until”
JO 7110.10T 2/14/08

9−11−2 Center Weather Advisory (CWA)

date/time in UTC. The difference between these two

times will not exceed 2 hours.

c. The format of the CWA communications header

is: (ARTCC designator)(phenomenon number) CWA

(date/time issued in UTC)/(ARTCC designator)

CWA (issuance number) VALID UNTIL (date/time

in UTC)/(FROM) (affected area)/(text).

EXAMPLE−

ZOB1 CWA 032141

ZOB CWA 101 VALID UNTIL 032300 

FROM 10S DET TO 40N DJB TO 40E SBN TO 80SE MKG

LN SEV TSTMS WITH EXTRM PCPN MOVG FROM

2525 3/4 INCH HAIL RPRTD LAST 5 MINS 20 SW YIP.

TSTMS WITH HVY TO EXTRM PCPN CONTG DTW

AREA BYD 2300

ZKC1 CWA 121528

ZKC CWA 102 VALID UNTIL 121728

STL DIAM 30 NM. NMRS RPTS OF MOD TO SEV ICG

080/090.. LGT OR NEG ICG RPTD 040/120 RMNDR OF

ZKC AREA AND NE OF AREA.

NOTE−

The format of the CWA communications header must be

followed exactly if the product is to be distributed through

the AISR.

9−11−3. DISTRIBUTION

The CWA will be distributed to ARTCC area

supervisors and traffic management coordinators and

will be entered through FAA AISR and other

communications media to make it available for

dissemination to other FAA and NWS facilities.

Distribution may be made directly by the CWSU

meteorologist or through the weather coordinator

position.
2/14/08 JO 7110.10T

General 10−1−1

Chapter 10. Data Communication Systems

Section 1. General

10−1−1. TYPES OF DATA ACCEPTABLE

ON FAA DATA COMMUNICATIONS

SYSTEMS

a. Distress messages.

b. Messages concerning safety to human life.

c. Flight movement/control/safety messages.

d. Aviation meteorological observations/forecasts/warnings.

e. Administrative messages which pertain to FAA

personnel, facilities, or property.

f. Notice to Airmen (NOTAM) data.

10−1−2. PRIORITY MESSAGES

(See TBL 10−1−1.)

TBL 10−1−1

Priority Messages

Priority Message Types Action Required

SS Involves safety of

life or property.

Restricted to

emergency

situations.

Transmit

immediately to all

addressees and

deliver to all

internal/external

offices you are

responsible for.

DD Priority operational

and circuit control

data.

Same as above.

FF on local

agreements

Flight movement

and control data

relating

safe/efficient

operation of

aircraft. Also for

administrative data

of a directive

nature.

Transmit

immediately, make

internal/external

delivery during

next available

administrative

work day if office

is closed. Delivery

may be required to

duty officer,

dependent.

GG Meteorological,

NOTAM and

routine

administrative

data.

Transmit

immediately, make

internal/external

delivery by

10:30AM of the

next business day.

10−1−3. GENERAL NOTICES

a. GENOTs are transmitted by Washington

Headquarters Message Center (RWA/KRWAYAYX)

via NADIN.

b. RENOTs are transmitted through NADIN by

the ROC.

c. All administrative centers (headquarters/regional/aeronautical offices) are staffed 24 hours per

day. The FAA Technical Center is only staffed from

0600−2200 local, from Monday through Friday.

Messages sent to them will be acknowledged/disseminated as appropriate during those hours.

d. Administrative messages should be restricted

to 20 lines of text and 69 characters per line.

Messages exceeding this length shall be sent in

individual parts. Facilities who miss a RENOT or

GENOT should attempt to obtain it from adjacent

facilities, then the ROC. ROC will relay requests to

RWA for retransmisssion of GENOTs.

NOTE−

OASIS. OASIS will automatically break down long

General Facility Messages (exceeding 20 lines) into

parts before they are transmitted.

e. Facilities receiving administrative messages

shall not acknowledge unless the message is

numbered. Message originators desiring an acknowledgement shall add a number line as the first line of

text.

EXAMPLE−

DCA002 CLE DAY

(TEXT)

10−1−4. GROUP CODES

a. NADIN has established group codes to allow

message originators to input a single address, which

will result in dissemination to a selected number of

facilities.

b. System−wide group codes have been established for the primary use of RWA/KRWAYAYX and

the ATC System Command Center (KCFCZDZX).

These codes are KDOMYFYX and KDOMYYYX

respectively.
JO 7110.10T 2/14/08

10−1−2 General

c. A group code has also been established for each

regional office and ARTCC primarily for the issuance

of RENOTs and all ARTCC instructions. They are as

follows for Regional Offices in TBL 10−1−2 and

ARTCCs in TBL 10−1−3.

TBL 10−1−2

Region Group Code

Region ID Region ID

Alaska PANCYGYX Northwest

Mountain

XST

Central XKC Southern XTL

Eastern XNY Southwest XFE

Great

Lakes

XGC Western−

Pacific

XLA

New

England

XBW

TBL 10−1−3

ARTCC Group Code

ARTCC ID ARTCC ID

Albuquerque XXI Kansas City XXS

Atlanta XXN Los Angeles XXF

Boston XXU Memphis XXM

Chicago XXC Miami XXL

Cleveland XXD Minneapolis XXE

Denver XXO New York XXR

Ft. Worth XXJ Oakland XXG

Houston XXH Salt Lake City XXP

Indianapolis XXA Seattle XXT

Jacksonville XXK Washington XXQ

NOTE−

All of the group codes can be converted to a full

eight−character address by placing a K in front of and

YFYX following the three characters listed in TBL 10−1−2

and TBL 10−1−3. OASIS facilities must use the full

eight−character address when using group codes.

d. Several other group codes exist for addressing

selected groups of ATC facilities. To support MTR

data transmission specifically, additional two−letter

codes were developed to include all AFSS/FSS

facilities within particular states or areas. Those

states with only one AFSS/FSS, or those with all

M1FC facilities, are not included in these codes. All

M1FC facilities are served by the address KAWPYFYX. The two−letter identifiers are as follows in

TBL 10−1−4:

TBL 10−1−4

Two−letter identifiers

AK AR CA KY NC PA

TN WA WV

e. In addition, the following seven−group codes

were established that include multiple states:

KFSSYFCE (CENTRAL AREA)

AR−IN−IL−KY−MO−TN

KFSSYFEA (EAST COAST AREA)

MD−NC−NJ−VA−WV

KFSSYFNE (NORTHEAST AREA)

CT−ME−VT

KFSSYFNP (NORTHERN PLAINS AREA)

ID−MT−ND−NE−SD−WY

KFSSYFSE (SOUTHEAST AREA)

AL−FL−GA

KFSSYFWC (WEST COAST AREA)

AZ−CA−NV−OR

f. M1FC contains a group code for Drug

Enforcement Agency (DEA). All VFR flight plans

are automatically transmitted to the destination and

DEA at the time of activation.

NOTE−

All filed flight plans, as well as all logged inflight,

preflight, flight watch and contact briefings, are

transmitted to the Air and Marine Operations Center

(AMOC) using the address KRIVYYYX. These transmissions are transparent to the OASIS facility.

g. The group code KSARYCYX has been

established to assist in the processing of INREQs and

ALNOTs.

10−1−5. MESSAGE FORMATS

a. Personnel should adhere to the transmit formats

defined for systems in use; i.e., M1FC, AISR. Failure

to comply can result in the message being rejected by

either NADIN or WMSC. This may result in

nondelivery to the intended recipients.

b. Full keyboard punctuation is allowed on all

messages destined for internal FAA, DOD, NWS

dissemination. For international dissemination,

punctuation should be limited to those characters

identified in pertinent ICAO documents.
2/14/08 JO 7110.10T

General 10−1−3

c. Contractions and abbreviations should be used

to shorten data transmissions to the extent possible.

In no case should one be used that is not documented

in FAAO JO 7340.2, Contractions. For international

communications, be aware that the foreign correspondent may not understand all FAA contractions

and may not have a full command of the English

language. Care should be exercised in international

communications to avoid slang phrases and

non−ICAO approved abbreviations.

d. RQ/WQ. This message is used when requesting

an individual report(s). It consists of the keywords

/RQ for AISR or VM for M1FC for individual

requests from the global and local data base; /WQ for

AISR or NS RQ for M1FC for individual reports

from WMSC. To avoid circuit congestion, requests

for this type of data may not exceed one line. The

following kinds of data may be requested using these

keywords: SA, NTM, FD1, FD2, FD3, SW, SD, and

FT. The reply to the request for an SA will include the

basic METAR and any subsequent Specials (SPECI),

amendment, or correction. It will also include all

current NOTAM and PIREPs (UA/UUA) for that

weather location. A request for SP will return only the

METAR and any SPECIs for that hour. The response

to NOTAM requests will include all current NOTAM

for the NOTAM file specified, while requests for an

FD or FT will include the current forecast and the

latest amendments issued.

NOTE−

1. OASIS facilities, use the WMSCR Transmit Request

dialog box for retrieval of WMSCR data. Requests can be

made for individual weather reports by selecting

REPORT as the RR Type. Detailed instructions are

contained in the WINGS online help and the WINGS

System Users Guide. Designated workstations, normally

restricted to OS/CIC, must be enabled in order to use this

function.

2. This procedure is adequate to facilitate reviewing

weather trends; but for briefing purposes, the SA request

should be used to ensure all en route and/or terminal

NOTAM data pertinent to the flight is available.

EXAMPLE−

(This example is a request for the latest hourly

observation and terminal forecast for JFK from WMSC.)

AISR

/WQ JFK SA JFK FT

M1FC

NS RQ JFK SA JFK FT

EXAMPLE−

(To obtain headers when requesting FD data, the input

message should contain the word DATA when requesting

U.S. FDs and FCST when requesting Canadian FDs.)

AISR

/RQ DATA FD1 SFO FD1 FCST FD1

YYZ FD1

M1FC

NS RQ DATA FD1 SFO FD1 FCST FD1

YYZ FD1

e. WC. This message is used for requesting

information, such as that contained in the SACA20

KWBC, which is available at the WMSC in

collective form only. Only five collectives shall be

called for in a request.

NOTE−

OASIS facilities, use the WMSCR Transmit Request

dialog box for retrieval of WMSCR data. Requests can be

made for WMO products by selecting WMO as the RR

Type. Detailed instructions are contained in the WINGS

online help and the WINGS System Users Guide.

Designated workstations, normally restricted to OS/CIC,

must be enabled in order to use this function.

EXAMPLE−

AISR

/WC SACA20 KWBC

f. RC. This message is used to retrieve a collective

from the local data base. Non−AISR facilities use it

for retrieving data listed in subpara 10−1−5e. Limit

requests to one at a time.

NOTE−

OASIS does not support this function.

EXAMPLE−

M1FC

NS RC SACA20 KWBC

g. RL/WL. The RL function has been set aside for

the use of the AWP in M1FC. The AWP is the only

facility able to use the RL keyword in M1FC. The

WL function should be coordinated with WMSC

prior to use by a AISR facility. This message is used

in requesting a group of reports, forecasts, or a

mixture of these to meet specific requirements. In this

type of message, information is requested by

specifying a single predetermined list. Only one list

may be requested in each message. The lists are

intended to provide groupings of individual reports,

such as the observations and/or forecasts for all

locations in a metropolitan area or along an airway.

7/31/08 JO 7110.10T CHG 1
JO 7110.10T 2/14/08

10−1−4 General

NOTE−

OASIS does not support this function.

10−1−6. WMSCR NEGATIVE RESPONSE

MESSAGES

a. WMSCR automatically generates a negative

response to request/reply inputs for which it cannot

deliver.

1. NO REPORT AVBL. This response means

the current data has not been received by WMSCR.

2. NOT IN SYSTEM. This response means

WMSCR does not receive and store the requested

data.

3. INVALID FORMAT. This response means

the computer cannot process the request because of an

input error.

b. WMSCR will generate only one negative

response message to an RQ transmission that

requests multiple reports and only when none of the

data requested can be delivered.
2/14/08 JO 7110.10T

General 11−1−1

Chapter 11. Airport Lighting and Visibility Aids

Section 1. General

11−1−1. AIRPORT LIGHTING

a. General Lighting. Operate airport lighting in

accordance with associated tables except:

1. As requested by the pilot.

2. As required by facility directives or letters of

agreement to meet local conditions or requirements.

3. As specialist deems necessary if not contrary

to pilot’s request or local directives.

b. Emergency Lighting. When it appears that an

emergency has or will occur, provide for the

operation of all appropriate airport lighting aids in

accordance with local procedures and/or as required.

11−1−2. OBSTRUCTION LIGHTS

If controls are provided, operate the lights between

sunset and sunrise.

11−1−3. ROTATING BEACON

If controls are provided, turn on the rotating beacon:

a. Between sunset and sunrise.

b. Between sunrise and sunset when the reported

ceiling or visibility is below basic VFR minima.

11−1−4. APPROACH LIGHTS

Operate approach lights:

a. Between sunset and sunrise when one of the

following conditions exists:

1. They serve the landing runway.

2. They serve a runway to which an approach is

being made but aircraft will land on another runway.

b. Between sunrise and sunset when the ceiling is

less than 1,000 feet or the prevailing visibility is

5 miles or less and approaches are being made to:

1. A landing runway served by the lights.

2. A runway served by the lights but aircraft are

landing on another runway.

NOTE−

In the interest of energy conservation, the approach

lighting system should be turned off when not needed for

aircraft operations.

11−1−5. ALS INTENSITY SETTINGS

Operate intensity controls in accordance with the

values depicted. (See TBL 11−1−1.)

TBL 11−1−1

ALS Intensity Setting

Step Visibility (Applicable to runway served by lights)

Day Night

5 Less than 1 mile.* When

requested.

4 1 to but not including 3 miles. When

requested.

3 3 to but not including 5 miles. Less than 1

mile.*

2 5 to but not including 7 miles. 1 to 3 miles

inclusive.

1 When requested. Greater than

3 miles.

* and/or 6,000 feet or less of RVR on the runway

served by the ALS and RVR.

Note.− Daylight steps 2 and 3 provide recommended

settings applicable to conditions in ALS Intensity

Settings.

11−1−6. SEQUENCED FLASHING LIGHTS

Operate sequenced flashing lights when the visibility

is less than 3 miles and instrument approaches are

being made to the runway served by the associated

ALS.

NOTE−

SFLs are a component of the ALS and cannot be operated

when the ALS is off.

11−1−7. RUNWAY EDGE LIGHTS

Operate the runway edge light system(s) serving the

runway(s) in use as follows:

a. Between sunset and sunrise.

1. For departures when an aircraft calls for

airport advisory or requests the lights be turned on

until the aircraft reports departing the airport area or

15 minutes after the last contact with the aircraft.
JO 7110.10T 2/14/08

11−1−2 General

2. For arrivals when an aircraft calls for airport

advisory or when the associated approach control

advises that an aircraft is on approach until the aircraft

reports/is observed clear of the runway or 15 minutes

after last radio contact or arrival time.

b. Between sunrise and sunset, turn the lights on

when the surface visibility is less than 2 miles as

described in subparas 11−1−7a1 and a2.

c. The specialist considers it necessary, or it is

requested by a pilot and no other known aircraft will

be adversely affected.

d. Do not turn on the runway edge lights when a

NOTAM closing the runway is in effect.

e. Alaska. The runway lights should remain on

from the end of civil twilight to the beginning of civil

twilight. If the runway lights are operated part−time

in this period, broadcast a warning over the airport

advisory frequency 2 minutes before turning the

lights off.

11−1−8. CHANGING LIGHTED RUNWAYS

a. To switch lights:

1. Advise all known aircraft that the lights are to

be changed, specifying the runway to be lighted.

2. Turn on the lights for the new runway

30 seconds before turning off the other runway lights,

equipment permitting.

b. When a pilot requests that other than the

favored runway be lighted and two runways cannot

be lighted simultaneously, comply with the request if

you have no knowledge of the lighted runway being

in use. Advise all known aircraft.

11−1−9. SIMULTANEOUS APPROACH AND

RUNWAY EDGE LIGHT OPERATION

Turn on the runway edge lights for the runway in use

whenever the associated approach lights are on. If

multiple runway light selection is not possible, you

may leave the approach lights on and switch the

runway lights to another runway to accommodate

another aircraft.

11−1−10. MALSR ODALS

Operate MALSR/ODALS that have separate on−off

and intensity setting controls in accordance with

TBL 11−1−2 and TBL 11−1−3.

NOTE−

Application concerns use for takeoffs/landings/approaches and does not preclude turning lights on for use

of unaffected portions of a runway for taxiing aircraft,

surface vehicles, maintenance, repair, etc.

TBL 11−1−2

Two−Step MALS/One−Step RAIL

Setting Visibility

Day Night

MALS HI−RAIL

ON Less than 3 miles. Less than 3miles.*

MALS LOW When requested. 3 miles or

more.

*At locations providing part−time flight service, the

MALSR shall be set to low intensity during the hours of

darkness when the station is unmanned.

TBL 11−1−3

Three−Step MALS/Three−Step RAIL

Setting Visibility

Day Night

3 Less than 2 miles. Less than 1 mile.

2 2 to 5 miles inclusive. 1 to but not

including 3 miles.*

1 When requested. 3 miles or more.

*At locations providing part−time flight service, the

air−to−ground radio link shall be activated during the

hours of darkness when the station is unmanned. If there

is no radio air−to−ground control, the MALSR shall be

set on intensity step #2 during the hours of darkness

when the station is unmanned. (Reference− FAAO JO

7210.3, Para 10−6−4, Approach Light Systems.)

11−1−11. HIRL ASSOCIATED WITH MALSR

Operate HIRL that controls the associated MALSR in

accordance with the intensity setting in TBL 11−1−4.

TBL 11−1−4

HIRL Associated with MALSR

Step Visibility

Day Night

5 Less than 1 mile. When requested.

4 1 to but not including

2 miles.

Less than 1 mile.

3 2 to but not including

3 miles.

1 to but not

including 3 miles.

2 When requested. 3 to 5 miles

inclusive.

1 When requested. More than 5 miles.
2/14/08 JO 7110.10T

General 11−1−3

NOTE−

When switching from a given brightness step setting to a

lower setting, rotation of the brightness control to a point

below the intended step setting and then back to the

appropriate step setting will ensure that the MALSR will

operate at the appropriate brightness.

11−1−12. MEDIUM INTENSITY RUNWAY

LIGHTS

Operate MIRL or MIRL which control the associated

MALSR in accordance with the TBL 11−1−5.

TBL 11−1−5

HIRL Intensity Setting

Step Visibility

Day Night

3 Less than 2 miles. Less than 1 mile.

2 2 to 3 miles. 1 to 3 miles.

1 When requested. More than 3

miles.

REFERENCE−

FAAO JO 7110.10, para 11−1−11 Note.

11−1−13. HIGH INTENSITY RUNWAY,

RUNWAY CENTERLINE, AND TOUCHDOWN

ZONE LIGHTS

Operate high intensity runway and associated runway

centerline and touch−down zone lights in accordance

with TBL 11−1−6.

TBL 11−1−6

HIRL, RCLS, TDZL Intensity Setting

Step Visibility

Day Night

5 Less than 1 mile.* When requested.

4 1 to but not including

2 miles. Less than 1 mile.

3 2 to but not including

3 miles.

1 to but not

including 3 miles.

2 When requested. 3 to 5 miles

inclusive.

1 When requested. More than 5 miles.

* and/or appropriate RVR/RVV equivalent.

11−1−14. HIRL CHANGES AFFECTING RVR

Keep the appropriate approach controller or PAR

controller informed, in advance if possible, of HIRL

changes that affect RVR.

11−1−15. HIGH SPEED TURNOFF LIGHTS

Operate high speed turnoff lights whenever the

associated runway lights are used for arriving aircraft.

Leave them on until the aircraft has either entered a

taxiway or passed the last light.

11−1−16. RUNWAY END IDENTIFIER

LIGHTS

When separate on−off controls are provided, operate

runway end identifier lights when the associated

runway lights are lighted. Turn the REIL off after:

a. An arriving aircraft has landed.

b. A departing aircraft has left the traffic pattern

area.

c. It is determined that the lights are of no further

use to the pilot.

11−1−17. TAXIWAY LIGHTS

Operate taxiway lights serving the taxiways, or

portions thereof, in use between sunset and sunrise

before an aircraft taxies onto the taxiway (normally

at the time taxi information is issued) and until it

taxies off it.

11−1−18. VISUAL APPROACH SLOPE

INDICATORS (VASIs)

The VASI system with remote on−off switching shall

be operated when it serves the runway in use and

where intensities are controlled in accordance with

TBL 11−1−7 and TBL 11−1−8.

TBL 11−1−7

VASI Intensity Setting, Two−Step System

Step Period: Condition

High Day: Sunrise to sunset.

Low Night: Sunset to sunrise.

TBL 11−1−8

VASI Intensity Setting, Three−Step System

Step Period: Condition

High Day: Sunrise to sunset.

Medium Twilight: From sunset to 30 minutes after

sunset and from 30 minutes before sunrise

to sunrise, and during twilight in Alaska.

Note.− During a 1 year period, twilight may

vary 26 to 43 minutes between 25 and 49

degrees N latitude.

Low Night: From 30 minutes after sunset to 30

minutes before sunrise.
JO 7110.10T 2/14/08

11−1−4 General

NOTE−

1. During a 1−year period, twilight may vary 26 to 43

minutes between 25 and 49 degrees N latitude.

2. The basic FAA standard for VASI systems permits

independent operation by means of photoelectric device.

This system has no on−off control feature and is intended

for continuous operation. Other VASI systems in use

include those that are operated remotely from the control

tower. These systems may consist of either a photoelectric

intensity control with only an on−off switch, a two−step

intensity system, or a three−step intensity system.

REFERENCE−

FAAO JO 7210.3, Para 10−6−5, Visual Approach Slope Indicator (VASI)

Systems.

11−1−19. VISIBILITY AIDS − GENERAL

a. Where RVR/RVV equipment is operational,

irrespective of subsequent operation or nonoperation

of navigational or visual aids for the application of

RVR/RVV as a takeoff or landing minima, furnish the

values for the runway in use in accordance with

para 11−1−20, RVR/RVV.

b. Issue current touchdown RVR/RVV for the

runway(s) in use:

1. When prevailing visibility is 1 mile or less

regardless of the value indicated.

2. When RVR/RVV indicates a reportable value

regardless of the prevailing visibility.

NOTE−

Reportable values are: RVR 6,000 feet or less; RVV 1−1/2

miles or less.

3. When it is determined from a reliable source

that the indicated RVR value differs by more than 400

feet from the actual conditions within the area of the

transmissometer, the RVR data is not acceptable and

shall not be reported.

NOTE−

A reliable source is considered to be a certified weather

observer, air traffic controller, or pilot.

4. When the observer has reliable reports, or has

otherwise determined that the instrument values are

not representative of the associated runway, the data

shall not be used.

11−1−20. RVR/RVV

a. Provide RVR/RVV information by stating the

runway, the abbreviations RVR/RVV, and the

indicated value. When issued along with other

weather elements, transmit these values in the normal

sequence used for weather reporting.

b. When there is a requirement to issue an

RVR/RVV value and a visibility condition greater or

less than the reportable values of the equipment is

indicated, state the condition as MORE than or LESS

than the appropriate minimum or maximum readable

value.

c. When a readout indicates a rapidly varying

visibility condition (1,000 feet or more for RVR; one

or more reportable values for RVV), report the current

value followed by the range of visibility variance.

11−1−21. OPERATION OF LANDING

DIRECTION INDICATOR

Align the landing direction indicator with the favored

or designated runway.
2/14/08 JO 7110.10T

General 12−1−1

Chapter 12. Interphone Communications

Section 1. General

12−1−1. PURPOSE

a. The procedures and phraseologies contained in

this chapter apply to interfacility and intrafacility

telephone communications conducted from any

position of operation.

b. Interphone use is restricted to authorized

official business only.

c. Monitor interphones continuously. At facilities

without ringers keep speaker volume at a level

sufficient to hear all transmissions. In the event of

interphone failure, use authorized back−up procedures; i.e., commercial telephone, aircraft radio relay.

d. Use the words or phrases in interphone

communications as contained in the Pilot/Controller

Glossary.

12−1−2. INTERPHONE TRANSMISSION

PRIORITIES

Give priority to interphone transmissions as follows:

a. First priority. Emergency messages including

essential information on aircraft accidents or

suspected accidents. After actual emergency has

passed, give a lower priority to messages relating to

an accident.

b. Second priority. Clearance and control instructions.

c. Third priority. Movement and control messages

using the following order of precedence when

possible:

1. Progress reports.

2. Departure or arrival reports.

3. Flight plans.

d. Fourth priority. Movement messages on VFR

aircraft.

e. Fifth priority. General messages; e.g., outages.

12−1−3. PRIORITY INTERRUPTION

The words “break for emergency” or “break for

control” may be used to interrupt lower priority

messages when it is necessary to transmit an

emergency or control message.

12−1−4. MESSAGE INITIATION

Initiate interphone messages as follows:

a. Assure line is not in use.

PHRASEOLOGY−

LINE CLEAR?

b. If line is not in use, establish contact with the

desired facility and/or position.

EXAMPLE−

Manual signaling:

FSS−(Signals center manually).

Center− “Anchorage Center” or “Sector D−5.”

FSS− “Kenai radio. Kenai progress Apache One Two

Three.”

Center− “Go ahead”

FSS− “Over Kenai...etc.” “L−H”

Center− “Roger Apache One Two Three.” “C−M”

Voice signaling:

FSS− “Seattle Center, McMinnville Radio, Clearance Request.“

Center “Seattle Center, Go Ahead.”

FSS− “Request Clearance, Army ......etc.”

c. When initiating calls on interphone voice lines,

identify the line on which the call is being made.

EXAMPLE−

FSS − “Indianapolis Center, Dayton Radio on the 82 line,

departure.”

d. When calling or replying on an interphone line

which connects only two facilities, you may omit the

facility’s name.

EXAMPLE−

“Radio, inbound estimate.”

e. FSS/AFSS.

1. Inflight position. State the name of the FSS

followed by the word RADIO and position, if

appropriate.
JO 7110.10T 2/14/08

12−1−2 General

EXAMPLE−

“Fairbanks Radio.”

2. Flight Watch position. State the name of the

associated ARTCC followed by the words FLIGHT

WATCH.

EXAMPLE−

“Indianapolis Flight Watch.”

NOTE−

During transition to EFAS consolidation, nonconsolidated facilities will state the name of the parent AFSS/FSS

facility followed by the words FLIGHT WATCH.

12−1−5. MESSAGE TERMINATION

Terminate interphone messages with your operating

initials.

EXAMPLE−

“V−N.”
2/14/08 JO 7110.10T

General 13−1−1

Chapter 13. NAVAID Monitoring

Section 1. General

13−1−1. PURPOSE

Facility responsibility for monitoring of NAVAIDs is

assigned by the Flight Services Operations Area

Office. Because NAVAIDs and their monitoring

equipment are continuously changing, use the

procedures contained in this chapter as they apply.

13−1−2. DUTIES

At facilities assigned responsibility for monitoring

NAVAIDs, check status as part of watch checklist.

13−1−3. MALFUNCTIONS

Take the following action when an air traffic system

component malfunctions:

a. Try to restore the aid to normal operation,

unless Technical Operations Services requests

otherwise.

b. If able to restore it, record the incident on FAA

Form 7230−4.

c. If unable to restore it, discontinue its use and:

1. Notify the appropriate IFR control facility/

sector.

2. Notify the appropriate AFSS/FSS as necessary.

3. Notify maintenance personnel as required.

4. Take appropriate NOTAM actions.

REFERENCE−

FAAO JO 7210.3, Para 3−5−1, NAVAID Monitoring and FAAO 7930.2

Para 4−2−3, NOTAM for NAVAID in Different FSS Flight Plan Area.

5. Record on FAA Form 7230−4.

d. If a monitor indicates a NAVAID malfunction,

but aircraft or maintenance personnel report the

NAVAID is operating normally, take actions and

make notifications in accordance with subpara

13−1−3c.

13−1−4. AIRCRAFT REPORTED

MALFUNCTIONS

a. Aircraft reported NAVAID malfunctions are

subject to varying circumstances. When an aircraft

reports a ground−based NAVAID malfunction, take

the following action:

1. Request a report from a second aircraft.

2. If the second aircraft reports normal

operations, continue use and, if able, inform the first

aircraft. Record the incident on FAA Form 7230−4.

3. If the second aircraft confirms the malfunction or, in the absence of a second aircraft report, take

NAVAID restoral action.

4. If normal operation is reported after restoral

action is taken, continue use, record the incident on

FAA Form 7230−4, and notify appropriate maintenance personnel.

5. If continued malfunction is reported after

restoral action is taken, request advice from

maintenance personnel on whether the NAVAID

should be shut down. In the absence of a second

aircraft report, advise maintenance personnel of the

time of the initial aircraft report and the estimated

time a second aircraft report could be obtained.

b. When an aircraft reports a GPS/GNSS

anomaly:

1. Request the following information:

(a) Aircraft call sign and type aircraft.

(b) Date and time of the occurrence.

(c) Location of anomaly.

(d) Altitude.

2. Record the incident on FAA Form 7230−4.

3. Forward this information to the local Traffic

Management Unit (TMU) and local Maintenance

Control Center (MCC) personnel.

c. When an aircraft reports a WAAS anomaly,

request the following information and/or take the

following actions:

1. Determine if the pilot has lost all WAAS

service.
JO 7110.10T 2/14/08

13−1−2 General

EXAMPLE−

“Are you receiving any WAAS service?”

2. If the pilot reports receipt of any WAAS

service, acknowledge the report and continue normal

operations.

3. If the pilot reports loss of all WAAS service,

report as a GPS anomaly using procedures in

paragraph 13−1−4b.

13−1−5. ADJUSTMENTS TO NAVAIDs

Notify the appropriate air traffic control facility

before any adjustment (including a transmitter

change) to a VOR, TACAN, or DME transmitter is

made which might cause a momentary interruption or

an abnormal indication on aircraft instruments.

13−1−6. NAVAID FLIGHT CHECK

Provide maximum assistance to aircraft engaged in

flight inspection of NAVAIDs. Unless otherwise

agreed to, maintain direct contact with the pilot and

provide information regarding known traffic in the

area and request the pilot’s intentions.

NOTE−

1. Many flight inspections are accomplished using

automatic recording equipment. An uninterrupted flight is

necessary for successful completion of the mission. The

workload for the limited number of aircraft engaged in

these activities requires strict adherence to a schedule.

2. Flight inspection operations which require special

participation of ground personnel, specific communications, or radar operation capabilities are considered to

require special handling. These flights are coordinated

with appropriate facilities before departure.

13−1−7. MONITORING OF NAVAIDs BY

TECHNICAL OPERATIONS SERVICES

PERSONNEL

Maintenance personnel may assume monitor of any

navigational aid provided they coordinate with the

responsible air traffic monitor facility. Record the

time on FAA Form 7230−4 that maintenance

personnel assume monitor responsibility for each

NAVAID and the time they return monitor

responsibility to the facility.

NOTE−

When maintenance personnel silence the monitoring

systems of any NAVAID, they will assume responsibility

for the monitoring function.
2/14/08 JO 7110.10T

General 14−1−1

Chapter 14. Phraseology

Section 1. General

14−1−1. PURPOSE

This chapter prescribes standardized procedures and

phraseologies to be used by flight service personnel

when communicating weather and aeronautical

information in broadcast, radiotelephone, and

interphone communications. Where position or

procedure−specific phraseology is required, reference is to be made to the relevant chapter of this order.

14−1−2. PHRASEOLOGY

The annotation PHRASEOLOGY denotes the

prescribed words and/or phrases to be used in

communications.

NOTE−

Specialists may, after first using the prescribed

phraseology for a specific procedure, rephrase the

message to ensure the content is understood. Good

judgment shall be exercised when using nonstandard

phraseology.

14−1−3. WORDS AND PHRASES

Use the words or phrases in broadcast, radiotelephone, and interphone communications as contained

in the Pilot/Controller Glossary.

14−1−4. ANNOUNCING MISSING ITEMS

With the exception of RVR, announce the word

“missing” when any item or component of a weather

report is not reported, or in place of unreadable or

obviously incorrect items or portions of weather

reports. When appropriate, instead of speaking the

name of several locations with missing reports,

announce: “Other scheduled reports missing.”

NOTE−

On occasion, a parameter from an automated observation

may be reported as missing in the body of the report but

is available as a manually reported parameter in the

remarks section. When the report is spoken, include the

manually reported element in its proper sequence within

the report.

14−1−5. ICAO PHONETICS

Use the ICAO pronunciation of numbers and, as

necessary, individual letters for clarity. The ICAO

radiotelephony alphabet and pronunciation guide are

contained in TBL 14−1−1.

TBL 14−1−1

ICAO Pronunciation

Character Word Pronunciation

0 Zero ZEE−RO

1 One WUN

2 Two TOO

3 Three TREE

4 Four FOW−ER

5 Five FIFE

6 Six SIX

7 Seven SEV−EN

8 Eight AIT

9 Nine NIN−ER

A Alfa AL−FAH

B Bravo BRAH−VOH

C Charlie CHAR−LEE

D Delta DELL−TAH

E Echo ECK−OH

F Foxtrot FOKS−TROT

G Golf GOLF

H Hotel HOH−TELL

I India IN−DEE−AH

J Juliett JEW−LEE−ETT

K Kilo KEY−LOH

L Lima LEE−MAH

M Mike MIKE

N November NO−VEM−BER

O Oscar OSS−CAR

P Papa PAH−PAH

Q Quebec KEH−BECK

R Romeo ROW−ME−OH

S Sierra SEE−AIR−AH

T Tango TANG−GO

U Uniform YOU−NEE−FORM

V Victor VIK−TAH

W Whiskey WISS−KEY

X X−ray ECKS−RAY

Y Yankee YANG−KEY

Z Zulu ZOO−LOO

NOTE−

Syllables to be emphasized in pronunciation are in bold

face.
JO 7110.10T 2/14/08

14−1−2 General

14−1−6. RELAY OF ATC

COMMUNICATIONS

Prefix a clearance, information, or a request for

information which will be relayed from a control

facility to an aircraft with the appropriate phrase

“A−T−C clears,” “A−T−C advises,” or “A−T−C

requests.”

14−1−7. EXPEDITIOUS COMPLIANCE

a. Use the word “immediately” only when

expeditious compliance is required to avoid an

imminent situation.

b. Use the word “expedite” only when prompt

compliance is required to avoid the development of

an imminent situation.

c. In either case, and if time permits, include the

reason for this action.

14−1−8. WEATHER PHRASEOLOGY

Use the following phraseology and procedures for

stating surface weather observations and for

information similarly encoded in other aviation

weather products and forecasts.

a. Location.

1. Announce the geographic name (not the

identifier) once for communications.

EXAMPLE−

“Paducah.”

2. When the location name is duplicated within

500 miles, follow the location name with the state

name.

EXAMPLE−

“Columbus, Ohio.”

3. When weather reports originate at more than

one airport at the same geographical location,

identify the airport.

EXAMPLE−

“Anchorage, Anchorage Merrill.”

“Chicago O’Hare.”

4. Where it is considered necessary and is

requested by the military base commander, broadcast

military observations by stating the location, the

name of the airport if different, and the controlling

military branch.

EXAMPLE−

“Andrews Air Force Base.”

“Elmendorf, Elmendorf Air Force Base.”

“Fort Riley, Marshall Army Air Field.”

“Norfolk Naval Air Station.”

b. If AUTO appears after the date/time element,

follow location announcement with the phrase

AUTOMATED.

PHRASEOLOGY−

(Location) AUTOMATED.

c. If a special report is the most recent observation

available, follow the location with the words

SPECIAL REPORT, (last two digits of the time)

OBSERVATION. Use data from the record report to

fill in the items not included in the special

observation, such as temperature and dew point.

d. If the weather data is not available, state the

location and the word MISSING.

e. Wind Direction and Speed. Announce surface

wind direction and speed by stating the word WIND

followed by the separate digits of the wind direction

to the nearest 10 degrees and the separate digits of the

speed. A “G” between two wind speed values is

announced as GUSTS. State local wind as it appears

in the report. Announce the variability of wind at the

end of the wind group. (See TBL 14−1−2.)

TBL 14−1−2

Wind Direction and Speed

Wind Phraseology

00000KT WIND CALM.

26012KT WIND TWO SIX ZERO AT ONE

TWO.

29012KT

260V320

WIND TWO NINER ZERO AT

ONE TWO WIND VARIABLE

BETWEEN TWO SIX ZERO AND

THREE TWO ZERO.

30008KT WIND THREE ZERO ZERO AT

EIGHT.

36012G20KT WIND THREE SIX ZERO AT ONE

TWO GUSTS TWO ZERO.

VRB04KT WIND VARIABLE AT FOUR.

f. Visibility.

1. State the word VISIBILITY followed by the

visibility values in miles and/or fractions of miles,

except announce values indicated by the figure 0 as

ZERO. Announce the separate digits of whole

numbers as applicable. (See TBL 14−1−3.)
2/14/08 JO 7110.10T

General 14−1−3

TBL 14−1−3

Visibility

Contraction Phraseology

0SM Visibility zero.

1/16SM Visibility one sixteenth.

1/8SM Visibility one eighth.

M1/

4SM Visibility less than one quarter.

3/4SM Visibility three quarters.

11/2SM Visibility one and one−half.

8SM Visibility eight.

25SM Visibility two five.

NOTE−

When visibility is less than 3 miles and variable, this

information is reported in the remarks.

2. When stating AUTOB visibility values,

announce the visibility in accordance with the

reportable categories depicted in TBL 14−1−4 and

TBL 14−1−5.

TBL 14−1−4

Visibility Reading

Reading Visibility Values

0 less than 15/16

1 1 − 1 7/8

2 2 − 2 7/8

3 3 − 3 1/2

4 3 1/2 − 4 1/2

5 4 1/2 − 5 1/2

6 5 1/2 − 6 1/2

7 6 1/2 − 7 1/2

8 above 7 1/2

TBL 14−1−5

Visibility Reading

Reading Phraseology

BV0 “Visibility less than fifteen sixteenths.”

BV3 “Visibility three to three and one−half.”

BV8 “Visibility more than seven and one−half.”

3. If an AUTOB visibility report consisting of

three values is encountered, it is decoded as depicted

below.

EXAMPLE−

“BV786”

 6 = minimum visibility during past 10 minutes.

 7 = present visibility.

 8 = maximum visibility during past 10 minutes.

g. RVR/RVV.

1. Provide RVR/RVV information by stating

the runway, “visual range” or “visibility value,” as

appropriate, and the indicated value. The

abbreviations “R−V−R” or “R−V−V” may be spoken

in lieu of “visual range” or “visibility value.” When

the indicated values are separated by a V, preface the

values with the words VARIABLE BETWEEN,

followed by the first value, the word AND, then the

second value. (See TBL 14−1−6.)

TBL 14−1−6

RVR/RVV

RVR/RVV Phraseology

R36VV11/2 “Runway three six, R−V−V one

and one−half.”

R05LVV1V2 “Runway five left, R−V−V

variable between one and two.”

R18/2000V3000FT “Runway one eight, R−V−R

variable between two thousand

and three thousand. Or Runway

one eight visual range variable

between two thousand and three

thousand.”

R26R/2400FT “Runway two six right visual

range two thousand four

hundred.”

2. When there is a requirement to issue an RVR

or RVV value and a visibility condition greater or less

than the reportable values of the equipment is

indicated, state the condition as MORE THAN or

LESS THAN the appropriate minimum or maximum

readable value. (See TBL 14−1−7.)

TBL 14−1−7

RVR/RVV

RVR/RVV Phraseology

R16/M0600FT ‘‘Runway one six runway

visual range less than six

hundred. Or Runway one six

R−V−R less than six

hundred.’’

R36L/M0600V2500FT ‘‘Runway three six left,

R−V−R variable between

less than six hundred and

two thousand five hundred.

Or Runway three six left

visual range variable

between less than six

hundred and two thousand

five hundred.’’

R36/P6000FT ‘‘Runway three six R−V−R

more than six thousand. Or

Runway three six visual

range more than six

thousand.’’
JO 7110.10T 2/14/08

14−1−4 General

h. Weather ElementsTBL 14−1−8 depicts sample

phraseology for weather element contractions.

Intensity refers to precipitation, not descriptors.

Proximity is spoken after the phenomenon to which

it refers. Descriptors are spoken ahead of weather

phenomenon with the exception of ‘‘showers’’ which

is spoken after the precipitation. TBL 14−1−9

contains a complete list of weather elements and

appropriate phraseology.

i. Ceiling and Sky Coverage.

1. State sky coverage in the same order as

reported on the weather observation. Announce

ceiling as follows: (See TBL 14−1−10.)

TBL 14−1−8

Examples of Combining Intensity, Descriptors and

Weather Phenomenon.

Contractions Phraseology

BLSN BLOWING SNOW

−FZRAPL LIGHT FREEZING RAIN, ICE

PELLETS

FZRA FREEZING RAIN

FZDZ FREEZING DRIZZLE

MIFG SHALLOW FOG

−SHRA LIGHT RAIN SHOWERS

SHRA RAIN SHOWERS

SHSN SNOW SHOWERS

TSRA THUNDERSTORM, RAIN

+TSRA THUNDERSTORM, HEAVY RAIN

(SHOWERS)1

+TSRAGR THUNDERSTORM, HEAVY

RAIN, HAIL

VCSH SHOWERS IN THE VICINITY

1Since thunderstorms imply showery precipitation,

‘‘showers’’ may be used to describe precipitation that

accompany thunderstorms.

TBL 14−1−9

Weather Elements

INTENSITY

or

PROXIMITY

1

DESCRIPTOR

2

PRECIPITATION

3

OBSCURATION

4

OTHER

5

− Light MI Shallow DZ Drizzle BR Mist PO Well−

Developed

Dust/Sand

Whirls

BC Patchy RA Rain FG Fog SQ Squalls

Moderate

(No Qualifier)

DR Low Drifting SN Snow FU Smoke FC

+FC

Funnel Cloud,

Tornado or

Waterspout

BL Blowing SG Snow Grains DU Dust SS Sandstorm

+ Heavy SH Showers IC Ice Crystals SA Sand DS Duststorm

TS Thunderstorm PL Ice Pellets HZ Haze

VC In the Vicinity FZ Freezing GR Hail PY Spray

PR Partial GS Small Hail or

Snow Pellets

(1/4”)

VA Volcanic Ash

UP *Unknown

Precipitation

* Automated stations only.
2/14/08 JO 7110.10T

General 14−1−5

TBL 14−1−10

Ceiling and Sky Coverage

Designator Phraseology

BKN0001 SKY PARTIALLY OBSCURED

BKN0002 CEILING LESS THAN FIVE

ZERO BROKEN

FEW0001 SKY PARTIALLY OBSCURED

FEW0002 FEW CLOUDS AT LESS THAN

FIVE ZERO

(lowest layer aloft)

BKN/OVC

(precede with) CEILING

SCT0001 SKY PARTIALLY OBSCURED

SCT0002 LESS THAN FIVE ZERO

SCATTERED

VV INDEFINITE CEILING

1 Surface−based obscurations. Requires remarks,

i.e. RMK FG SCT000, FU BKN000, etc.

2 No remark means the layer is aloft.

2. State cloud heights in tens, hundreds and/or

thousands of feet. (See TBL 14−1−11.)

TBL 14−1−11

Cloud Heights

Number Phraseology

0001 ZERO

003 THREE HUNDRED

018 ONE THOUSAND EIGHT

HUNDRED

200 TWO ZERO THOUSAND

1 Spoken as zero only when used with VV.

NOTE−

1. When the ceiling is less than 3,000 feet and variable,

the variable limits will be reported in the remarks.

2. When communicating weather information on the

TIBS broadcast or telephone, specialist may announce

cloud heights in either group form or in hundreds or

thousands of feet, such as seventeen thousand or one

seven thousand.

3. Announce sky conditions as indicated below.

(See TBL 14−1−12.)

TBL 14−1−12

Sky Conditions

Contraction Phraseology

BKN (height) BROKEN

CLR1 CLEAR BELOW ONE TWO

THOUSAND

FEW FEW CLOUDS AT (height)

OVC (height) OVERCAST

SCT (height) SCATTERED

SKC CLEAR

1 Automated weather reports.

4. The following are examples of broadcast

phraseology of sky and ceiling conditions:

(See TBL 14−1−13.)

TBL 14−1−13

Sky and Ceiling Conditions

Condition Phraseology

BKN000

BKN010

BKN050 RMK

FG BKN000

SKY PARTIALLY OBSCURED,

CEILING ONE THOUSAND

BROKEN, FIVE THOUSAND

BROKEN. FOG OBSCURING

FIVE TO SEVEN EIGHTS OF THE

SKY.

BKN010 CEILING ONE THOUSAND

BROKEN.

SCT000

SCT020

OVC035 RMK

FG SCT000

SKY PARTIALLY OBSCURED,

TWO THOUSAND SCATTERED,

CEILING THREE THOUSAND

FIVE HUNDRED OVERCAST.

FOG OBSCURING THREE TO

FOUR EIGHTS OF THE SKY.

SCT020

OVC250

TWO THOUSAND SCATTERED,

CEILING TWO FIVE THOUSAND

OVERCAST.

VV000 INDEFINITE CEILING ZERO.

VV012 INDEFINITE CEILING ONE

THOUSAND TWO HUNDRED.

j. Announce surface temperature and dew point by

stating the words TEMPERATURE or DEWPOINT,

as appropriate, followed by the temperature in

degrees Celsius. Temperatures below zero are

announced by prefixing the word MINUS before the

values. (See TBL 14−1−14.)
JO 7110.10T 2/14/08

14−1−6 General

TBL 14−1−14

Temperature/Dewpoint

Reading Phraseology

02/M01 ‘‘Temperature two, dew point minus

one.’’

04/02 ‘‘Temperature four, dew point two.’’

18/13 ‘‘Temperature one eight, dew point one

three.’’

k. Altimeter Setting.

1. State the word ALTIMETER followed by the

four digits of the altimeter setting. (See

TBL 14−1−15.)

TBL 14−1−15

Altimeter Setting

Altimeter Setting Phraseology

A2989 ‘‘Altimeter two niner eight niner.’’

A3001 ‘‘Altimeter three zero zero one.’’

A3025 ‘‘Altimeter three zero two five.’’

2. Identify the source of all altimeter settings

when issued, if not given as part of an identified

surface observation. Provide the time of the report if

more than one hour old.

PHRASEOLOGY−

(airport name) (time of report if more than one hour old)

ALTIMETER (setting).

3. If a request for the altimeter setting in

MILLIBARS is received, announce the separate

digits of the millibar equivalent value, using the

millibar conversion chart, followed by the word

MILLIBARS. If the millibar setting is not a whole

number, always round down. (See TBL 14−1−16.)

REFERENCE−

FAAO JO 7110.10, subpara 4−3−5f.

TBL 14−1−16

Millibar Conversion

Millibar Conversion

Phraseology

956.3 ‘‘Altimeter niner five six

millibars.’’

1002.0 ‘‘Altimeter one zero zero two

millibars.’’

1058.9 ‘‘Altimeter one zero five eight

millibars.’’

4. When altimeter is in excess of 31.00:

(a) Advise all aircraft.

PHRASEOLOGY−

‘‘ALTIMETER IN EXCESS OF THREE ONE ZERO

ZERO. HIGH PRESSURE ALTIMETER PROCEDURES

ARE IN EFFECT.’’

(b) Advise VFR aircraft to set altimeter to

31.00 en route.

PHRASEOLOGY−

‘‘RECOMMEND YOU SET ALTIMETER THREE ONE

ZERO ZERO EN ROUTE.’’

14−1−9. WEATHER REMARKS

Announce pertinent remarks from surface weather

observations in accordance with FAAO JO 7340.2,

Contractions, and as shown in the following tables.

Do not state additive data or other information

intended for NWS analysis or processing that does

not contribute to the description of the conditions

occurring at the station.

a. SKY AND CEILING. (See TBL 14−1−17.)

TBL 14−1−17

Sky and Ceiling

Contraction Phraseology

CIG 005V010 ‘‘Ceiling variable

between five hundred and

one thousand.’’

CIG 020 RY11 ‘‘Ceiling two thousand at

runway one one.’’

CB N MOV E ‘‘Cumulonimbus north

moving east.’’

CBMAM DSNT S ‘‘Cumulonimbus

mammatus distant south.’’

CLDS TPG MT SW ‘‘Clouds topping

mountain southwest.’’

CONTRAILS N FL420 ‘‘Condensation trails

north at flight level four

two zero.’’

FRQ LTCIC VC ‘‘Frequent lightning in

cloud in the vicinity.’’

LWR CLDS NE ‘‘Lower clouds

northeast.’’

OCNL LTGICCG NW ‘‘Occasional lightning in

cloud and cloud to ground

northwest.’’

RDGS OBSCD W−N ‘‘Ridges obscured west

through north.’’

b. Obscuring Phenomena. (See TBL 14−1−18.)

7JO 7110.10T CHG 1 110.65R CHG 2 7/31/0 31578
2/14/08 JO 7110.10T

General 14−1−7

TBL 14−1−18

Obscuring Phenomena

Contraction Phraseology

BLSN SCT000 ‘‘Blowing snow obscuring three

to four−eights of the sky.’’

DU BKN000 ‘‘Dust obscuring five to

seven−eights of the sky.’’

FG FU FEW000 ‘‘Fog and smoke obscuring one to

two−eights of the sky.’’

FU SCT020 ‘‘Smoke layer two thousand

scattered.’’

SN BKN000 ‘‘Snow obscuring five to

seven−eights of the sky.’’

c. Visibility. (See TBL 14−1−19.)

TBL 14−1−19

Visibility

Contraction Phraseology

SFC VIS 1/2 ‘‘Surface visibility

one−half.’’

SFC VIS 15 TWRINC ‘‘Surface visibility one five,

tower in clouds.’’

TWR VIS 3/4 ‘‘Tower visibility

three−quarters.’’

VIS S 1 W 1/4 ‘‘Visibility south one, west

one−quarter.’’

VIS 1V3 ‘‘Visibility variable between

one and three.’’

d. Weather and obstruction to visibility.

(See TBL 14−1−20.)

TBL 14−1−20

Weather and Obstruction

Contraction Phraseology

BCFG S ‘‘Patchy fog south.’’

DUST DEVILS NW ‘‘Dust devils northwest.’’

FG DSIPTG ‘‘Fog dissipating.’’

FU DRFTG OVR

FLD

‘‘Smoke drifting over field.’’

FUOCTY ‘‘Smoke over city.’’

GR 2 ‘‘Hailstones two inches in

diameter.’’

INTMT −RA ‘‘Intermittent light rain.’’

OCNL LTG DSNT

NW

‘‘Occasional lightning distant

northwest.’’

OCNL SHRA ‘‘Occasional moderate rain

showers.’’

−RA OCNLY +RA ‘‘Light rain occasionally

heavy.’’

RAB30 ‘‘Rain began at three zero.’’

SNB15E40 ‘‘Snow began at one five,

ended at four zero.’’

SNINCR 5/10 ‘‘Snow increase five inches

during past hour, ten inches on

the ground.’’

TS OHD MOV E ‘‘Thunderstorm overhead,

moving east.’’

FRQ LTGCG TS W

MOV E

‘‘Frequent lightning cloud to

ground, thunderstorm west

moving east.’’

UNCONFIRMED

TORNADO 15W

OKC MOV NE 2015

‘‘Unconfirmed tornado one

five west of Oklahoma City,

moving northeast sighted at

two zero one five zulu.’’

WET SN ‘‘Wet snow.’’

e. Wind. (See TBL 14−1−21.)
JO 7110.10T 2/14/08

14−1−8 General

TBL 14−1−21

Wind

Contraction Phraseology

PK WND 33048/22 ‘‘Peak wind three three

zero at four eight occurred

at two two past the hour.’’

WSHFT 30 ‘‘Wind shifted at three

zero.’’

f. Pressure. (See TBL 14−1−22.)

TBL 14−1−22

Pressure

Contraction Phraseology

PRESFR ‘‘Pressure falling rapidly.’’

PRESRR ‘‘Pressure rising rapidly.’’

g. Freezing Level Data. (See TBL 14−1−23.)

TBL 14−1−23

Freezing Level Data

Contraction Explanation

RADAT 87045 Relative humidity 87

percent, only crossing of

zero degrees Celsius

isotherm was four thousand

five hundred M−S−L.

RADAT 87L024105 Relative humidity 87

percent at the lowest

crossing of zero degrees

Celsius. Two crossings

occurred at two thousand

four hundred and one zero

thousand five hundred

M−S−L.

RADAT MISG The sounding terminated

below the first crossing of

the zero degree Celsius

isotherm. Temperatures

were all above freezing.

RADAT ZERO The entire sounding was

below zero degrees Celsius.

h. Icing Data. (See TBL 14−1−24.)

TBL 14−1−24

Icing Data

Contraction Explanation

RAICG 12 MSL Icing at one thousand two

hundred M−S−L.

RAICG 24 MSL SNW Icing at two thousand four

hundred M−S−L in snow.

i. Maintenance Data. (See TBL 14−1−25.)

TBL 14−1−25

Maintenance Data

RVR/RVV Phraseology

PNO ‘‘Precipitation amount not

available.’’

RVRNO ‘‘R−V−R (or runway visual

range) information not

available.’’

TSNO ‘‘Thunderstorm/lightning

information not available.’’

VISNO ‘‘Visibility sensor

information not available.’’

14−1−10. WEATHER ADVISORIES

a. When announcing weather advisories, include

the complete advisory description including the

product name and alphanumeric identification.

Specify Eastern, Central, or Western section as

applicable when stating WSTs.

PHRASEOLOGY−

AIRMET

ALERT WEATHER WATCH, ONE ZERO SEVEN FOR

SEVERE THUNDERSTORMS

CONVECTIVE SIGMET TWO SEVEN EASTERN

HOUSTON CENTER WEATHER ADVISORY ONE,

ISSUANCE TWO

SIGMET WHISKEY THREE

b. Do not read the OUTLOOK section of WSTs

when stating the advisory. Data contained in the

OUTLOOK concerning convective activity location,

movement, and intensity may be extracted for

compilation in forecast summarizations.

EXAMPLE−

‘‘Convective SIGMET one seven Eastern−from five zero

south of St. Petersburg to three zero south of Columbus,

line of thunderstorms three five miles wide moving east at

one five knots. Maximum tops four seven thousand.’’

c. VNR. When VFR flight is proposed and sky

conditions or visibilities are present or forecast,

surface based or aloft that, in your judgment, would

make visual flight doubtful, include one of the

following statements:

PHRASEOLOGY−

V−F−R FLIGHT NOT RECOMMENDED (location if

applicable) DUE TO (conditions).

or

V−F−R NOT RECOMMENDED.
2/14/08 JO 7110.10T

General 14−1−9

14−1−11. RADAR

Use the following phraseology and procedures for

communicating radar products:

a. RAREPs.

1. Location. Announce the geographic name

(not the identifier) once for communications and

twice for broadcasts.

EXAMPLE−

“Lake Charles radar report.”

“Memphis, Memphis radar report.”

NOTE−

Special weather radar reports are not issued.

2. When broadcasting reports, announce the last

two digits of the observation time followed by the

word OBSERVATION.

EXAMPLE−

‘‘Oklahoma City, Oklahoma City radar report, three five

observation.’’

3. State the type of echo pattern or configuration

as follows: (See TBL 14−1−26.)

TBL 14−1−26

Echo Pattern

Contraction Meaning

AREA Area

CELL Single cell

FINE LN Fine line

LN Line

LYR Layer

SPRL BAND AREA Spiral band area

4. State the coverage of echoes in tenths.

EXAMPLE−

‘‘Eight tenths.’’

5. State the type in accordance with

TBL 14−1−27, intensity in accordance with

TBL 14−1−28, and intensity trend of the weather in

accordance with TBL 14−1−29.

TBL 14−1−27

Type

Symbol Meaning

A Hail

PL Ice pellets

L Drizzle

R Rain

RW Rain showers

S Snow

SW Snow showers

T Thunderstorm

ZL Freezing drizzle

ZR Freezing rain

Note: Symbols used in RAREPs have not been

changed to METAR symbology.

TBL 14−1−28

Intensity

Symbol Intensity

− Light

(none) Moderate

+ Heavy

++ Heavy

X Extreme

XX Extreme

U Unknown

TBL 14−1−29

Intensity Trend

Symbol Trend

− Decreasing

+ Increasing

NC No change

NEW New echo

Note: No intensity or trend is assigned for

nonliquid precipitation.

6. Describe the area covered by stating the

azimuth and range of the points defining the echo

pattern. (See TBL 14−1−30.)

TBL 14−1−30

Echo Pattern

Coded Phraseology

86/40 160/60 262/115 ‘‘FROM FOUR ZERO

EAST TO SIX ZERO

SOUTHEAST TO ONE

ONE FIVE WEST OF

(radar site location).’’

7. State the dimensions of the echo pattern in

nautical miles using separate digits. The symbol W

means WIDE, and D indicates DIAMETER.
JO 7110.10T 2/14/08

14−1−10 General

8. State the pattern movement referencing the

direction to which the echoes are moving and the

speed using separate digits. The patterns are decoded

L for LINE, C for CELL, and A for AREA.

(See TBL 14−1−31.)

TBL 14−1−31

Direction of Movement

Coded Phraseology

C3640 ‘‘CELLS MOVING SOUTH AT

FOUR ZERO.’’

L2325 ‘‘LINE MOVING NORTHEAST

AT TWO FIVE.’’

9. State the height of the tops in hundreds and/or

thousands of feet, and their location by azimuth and

distance where indicated. (See TBL 14−1−32.)

TBL 14−1−32

Heights−Tops

Coded Phraseology

MT350 AT 270/20 ‘‘MAX TOP THREE FIVE

THOUSAND, TWO ZERO

MILES WEST OF (radar

site location).’’

10. State any remarks after decoding from

contractions.

11. Do not announce the letters and numbers

comprising the digital radar codes at the end of the

radar reports.

12. Do not announce those portions of RAREPs

containing information on the location of a hurricane

eye. These reports begin with the identifying words

eye or center.

13. Following is an example of a RAREP as it

appears and as it is broadcast.

EXAMPLE−

OKC 1935 LN 8TRW++/+ 86/40 164/60 199/115 15W

L2425 MT 570 159/65 

AUTO

^MO1 NO2 ON3 PM34 QM3 RL2 SL9

“Oklahoma City, Oklahoma City, radar report. Three five

observation. A line of eight−tenths coverage thunderstorms with heavy rainshowers increasing in intensity

extending from four zero east to six zero south southeast

to one one five south southwest of Oklahoma City. One

five miles wide. Line moving northeast at two five. Max

top five seven thousand, six five southeast of Oklahoma

City.”

NOTE−

All weather radar reports are automated with a scheduled

issuance time of H+35. Do not state the word

“automated.”

b. Radar displays. When stating precipitation

intensity from a radar display (such as NEXRAD),

use the following four categories as appropriate:

1. Light: (Equates to radar return levels of less

than 30 dBZ.)

2. Moderate: (Equates to radar return levels of

30 to 40 dBZ.)

3. Heavy: (Equates to radar return levels of

greater than 40 to 50 dBZ.)

4. Extreme: (Equates to radar return levels of

greater than 50 dBZ.)

14−1−12. WINDS AND TEMPERATURES

ALOFT FORECAST (FD)

When announcing the FD use the following

phraseology and procedures:

a. State the altitude, then announce wind direction

and speed by the separate digits of the wind direction

to the 10−degree multiple, the word AT, and the

separate digits of the speed.

b. When the forecast speed is less than 5 knots, the

coded group is 9900 and read, LIGHT AND

VARIABLE.

c. Encoded wind speed 100 to 199 knots have 50

added to the direction code and 100 subtracted from

the speed.

d. If wind speed is forecast at 200 knots or greater,

the wind group is coded as 199 knots; i.e., 7799 is

decoded 270 degrees at 199 knots or greater.

e. A six−digit group includes forecast temperature. Provide temperatures on request only, stating

the word TEMPERATURE followed by the word

MINUS, as appropriate, and the separate digits.

(See TBL 14−1−33.)
2/14/08 JO 7110.10T

General 14−1−11

TBL 14−1−33

Altitude

Coded Phraseology

2707 ‘‘(altitude), two seven zero at seven.’’

7799 ‘‘(altitude), two seven zero at one niner

niner or greater.’’

850552 ‘‘(altitude), three five zero at one zero

five, temperature minus five two.’’

9900+00 ‘‘(altitude), light and variable,

temperature zero.’’

14−1−13. NUMBER USAGE

State numbers as follows:

a. Serial numbers. The separate digits.

(See TBL 14−1−34.)

TBL 14−1−34

Serial Numbers

Number Phraseology

11,495 ‘‘One one four niner five.’’

20,069 ‘‘Two zero zero six niner.’’

b. Altitudes or flight levels.

1. Altitudes. The separate digits of the

thousands plus the hundreds. (See TBL 14−1−35.)

TBL 14−1−35

Altitudes

Altitude Phraseology

5,000 ‘‘Five thousand.’’

10,000 ‘‘One zero thousand.’’

11,500 ‘‘One one thousand five

hundred.’’

2. Altitudes may be restated in group form for

added clarity if the specialist chooses.

(See TBL 14−1−36.)

TBL 14−1−36

Altitudes − continued

Altitude Phraseology

10,000 ‘‘Ten thousand.’’

11,500 ‘‘Eleven thousand five

hundred.’’

3. Flight levels. The words flight level followed

by the separate digits of the flight level.

(See TBL 14−1−37.)

TBL 14−1−37

Flight Levels

Flight Level Phraseology

180 ‘‘Flight level one eight zero.’’

270 ‘‘Flight level two seven zero.’’

4. MDA/DH Altitudes. The words minimum

descent altitude or decision height followed by

separate digits of the MDA/DH altitude. (See

TBL 14−1−38.)

TBL 14−1−38

MDA/DH Altitude

Altitude Phraseology

486 ‘‘Decision height, four eight six.’’

1,320 ‘‘Minimum descent altitude, one

three two zero.’’

c. Time.

1. General time information. The four separate

digits of the hour and minutes in terms of

Coordinated Universal Time (UTC). (See

TBL 14−1−39.)

TBL 14−1−39

Coordinated Universal Time

Time Phraseology

0115 (UTC) ‘‘Zero one one five.’’

1315 (UTC) ‘‘One three one five.’’

2. Upon request. The four separate digits of the

hours and minutes in terms of UTC followed by the

local time equivalent; or the local time equivalent

only. Local time may be based on the 24−hour clock

system. (See TBL 14−1−40.)

TBL 14−1−40

Coordinated Universal Time

Time Phraseology

2:30 p.m.

or

‘‘Two thirty P−M. local.’’

2230 (UTC), 2:30

p.m

or

‘‘Two two three zero, two

thirty P−M. local.’’

2230 (UTC), 1430

PST

‘‘Two two three zero, one four

three zero Pacific or local.’’

3. Time check. The word ‘‘time’’ followed by

the four separate digits of the hour and minutes, and

nearest quarter minute. Fractions of a quarter minute

less than 8 seconds are stated as the preceding quarter

minute; fractions of a quarter minute of 8 seconds or

more are stated as the succeeding quarter minute.

(See TBL 14−1−41.)
JO 7110.10T 2/14/08

14−1−12 General

TBL 14−1−41

Time Check

Time Phraseology

1415:06 ‘‘Time, one four one five.’’

1415:10 ‘‘Time, one four one five and

one−quarter.’’

4. Abbreviated time. The separate digits of the

minutes only. (See TBL 14−1−42.)

TBL 14−1−42

Abbreviated Time

Time Phraseology

1415 ‘‘One five.’’

1420 ‘‘Two zero.’’

NOTE−

Change to the next minute is made at the minute plus

30 seconds.

d. Field elevation. The words field elevation

followed by the separate digits of the elevation.

(See TBL 14−1−43.)

TBL 14−1−43

Field Elevation

Elevation Phraseology

17 feet ‘‘Field elevation, one seven.’’

187 feet ‘‘Field elevation, one eight seven.’’

2,817 feet ‘‘Field elevation, two eight one

seven.’’

e. The number 0, is stated as zero except where it

appears in group form.

EXAMPLE−

‘‘Field elevation One Six Zero.’’

‘‘Cessna Two One Six Zero Seven.’’

‘‘Boeing Seven − Oh − Seven.’’

f. Heading. The word heading followed by the

three separate digits of the number of degrees, but

omit the word degrees. Use heading 360 degrees to

indicate a north heading. (See TBL 14−1−44.)

TBL 14−1−44

Heading/Degrees

Heading Phraseology

5 degrees ‘‘Heading, zero zero five.’’

30 degrees ‘‘Heading, zero three zero.’’

360 degrees ‘‘Heading, three six zero.’’

g. Radar beacon codes. The word squawk

followed by the separate digits of the four−digit code.

(See TBL 14−1−45.)

TBL 14−1−45

Radar Beacon

Code Phraseology

1000 ‘‘Squawk one zero zero zero.’’

2100 ‘‘Squawk two one zero zero.’’

h. Runways. The word runway followed by the

separate digits of the runway designation. For a

parallel runway, state the word left, right, or center if

the letter L, R, or C is included in the designation.

(See TBL 14−1−46.)

TBL 14−1−46

Runway Designation

Designation Phraseology

03 ‘‘Runway three.’’

8L ‘‘Runway eight left.’’

27R ‘‘Runway two seven right.’’

i. Frequencies.

1. The separate digits of the frequency, inserting

the word point where the decimal occurs. When the

frequency is in the L/MF or HF band, include the

word kilohertz. (See TBL 14−1−47.)

TBL 14−1−47

Frequencies

Frequency Phraseology

302 kHz ‘‘Three zero two kilohertz.’’

5631 kHz ‘‘Five six three one kilohertz.’’

126.55 MHz ‘‘One two six point five five.’’

135.275 MHz ‘‘One three five point two seven.’’

2. Issue MLS/TACAN frequencies by stating

the word CHANNEL followed by the assigned

two−or three−digit channel number.

EXAMPLE−

‘‘M−L−S channel five three zero.’’

‘‘TACAN channel niner seven.’’

j. Speeds.

1. The separate digits of the speed followed by

the word knots. (See TBL 14−1−48.)

TBL 14−1−48

Speed

Speed Phraseology

95 ‘‘Niner five knots.’’

185 ‘‘One eight five knots.’’

250 ‘‘Two five zero knots.’’

2. For Mach speeds, the word Mach, followed

by the separate digits of the Mach number inserting

the word point where the decimal occurs.

(See TBL 14−1−49.)
2/14/08 JO 7110.10T

General 14−1−13

TBL 14−1−49

Speed

Mach Number Phraseology

0.64 ‘‘Mach point six four.’’

0.7 ‘‘Mach point seven.’’

1.5 ‘‘Mach one point five.’’

k. Miles. The separate digits of the mileage

followed by the word mile(s). (See TBL 14−1−50.)

TBL 14−1−50

Miles

Miles Phraseology

30 ‘‘Three zero miles.’’

14−1−14. FACILITY IDENTIFICATION

Identify facilities as follows:

a. Airport traffic control towers: State the name of

the facility followed by the word tower. Where

military and civil airports are located in the same

general area and have similar names, state the name

of the military service followed by the name of the

military facility and the word tower.

EXAMPLE−

‘‘Barksdale Tower.’’

‘‘Columbus Tower.’’

‘‘Navy Jacksonville Tower.’’

b. Function within a terminal facility. State the

name of the facility followed by the name of the

function.

EXAMPLE−

‘‘Boston Departure.’’

‘‘LaGuardia Clearance Delivery.’’

‘‘O’Hare Ground.’’

c. Approach control facilities, including TRACONs, RAPCONs, RATCFs, and ARACs. State the

name of the facility followed by the word approach.

Where military and civil facilities are located in the

same general area and have similar names, state the

name of the military service followed by the name of

the military facility and the word approach.

EXAMPLE−

‘‘Denver Approach.’’

‘‘Griffiss Approach.’’

‘‘Navy Jacksonville Approach.’’

d. Air route traffic control centers. State the name

of the facility followed by the word center.

e. When calling or replying on an interphone line

which connects only two facilities, you may omit the

facility’s name.

EXAMPLE−

‘‘Flight Data.’’

‘‘Inflight, clearance request.’’

f. FAA Automated Flight Service Stations/Flight

Service Stations.

1. Inflight position. State the name of the

AFSS/FSS followed by the word radio, and position

if appropriate.

EXAMPLE−

‘‘Fairbanks Radio.’’

‘‘Fort Dodge Radio, Inflight 2.’’

2. Flight Watch position. State the name of the

associated ARTCC followed by the words FLIGHT

WATCH.

EXAMPLE−

‘‘Indianapolis Flight Watch.’’

NOTE−

During transition to EFAS consolidation, nonconsolidated facilities will state the name of the parent AFSS

facility followed by the words FLIGHT WATCH.

3. When calling or replying on interphone lines

connecting more than one facility, state the name of

the AFSS/FSS followed by the word radio.

EXAMPLE−

‘‘San Angelo Radio.’’

4. When answering public access telephone

lines, state the geographical name of the AFSS/FSS

and the words Flight Service.

EXAMPLE−

‘‘Burlington Flight Service.’’

‘‘Miami Flight Service.’’

g. Radar facilities having ASR or PAR but not

providing approach control service. State the name of

the facility followed by the letters G−C−A.

EXAMPLE−

‘‘Chanute G−C−A.’’

‘‘Corpus Christi G−C−A.’’

‘‘Davison G−C−A.’’

14−1−15. AIRCRAFT IDENTIFICATION

a. Civil. State the aircraft type, the model, the

manufacturer’s name, or the prefix November

followed by the numbers/letters of the aircraft

registration.
JO 7110.10T 2/14/08

14−1−14 General

EXAMPLE−

‘‘Bonanza One Two Three Four Tango.’’

‘‘Douglas Three Zero Five Romeo.’’

‘‘Jet Commander One Four Two Four.’’

‘‘November One Two Three Four Golf.’’

NOTE−

The prefix November denotes a U.S. aircraft registry.

1. Air carrier and other civil aircraft having FAA

authorized call signs. State the call sign, in

accordance with FAAO JO 7340.2, Contractions,

followed by the flight number in group form.

EXAMPLE−

‘‘American Five Twenty−One.’’

‘‘Commuter Six Eleven.’’

‘‘General Motors Thirty−Fifteen.’’

‘‘Eastern Ten Zero Four.’’

‘‘Delta One Hundred.’’

2. If aircraft identification becomes a problem,

the call sign shall be restated after the flight number

of the aircraft involved.

EXAMPLE−

‘‘American Five Twenty−One American.’’

‘‘Commuter Six Eleven Commuter.’’

‘‘General Motors Thirty−Seven General Motors.’’

REFERENCE−

FAAO JO 7210.3, Para 2−1−2, Facility Standard Operation Procedures

Directive.

3. Air taxi and commercial operators not having

FAA authorized call signs. State the prefix TANGO

on initial contact, if used by the pilot, followed by the

registration number. The prefix may be dropped in

subsequent communications.

EXAMPLE−

On initial contact.

‘‘Tango Mooney Five Five Five Two Quebec.’’

 or

‘‘Tango November Five Five Five Two Quebec.’’

On subsequent contacts.

‘‘Mooney Five Two Quebec.’’

 or

‘‘November Five Two Quebec.’’

b. Lifeguard aircraft.

1. Air carrier/taxi/ambulance. State the prefix,

LIFEGUARD, if used by the pilot, followed by the

call sign and flight number in group form.

EXAMPLE−

‘‘LIFEGUARD Delta Fifty−One.’’

NOTE−

Usage of LIFEGUARD call sign indicates that

operational priority is requested.

2. Civilian airborne ambulance. State the word

LIFEGUARD, followed by the numbers/letters of the

registration number.

EXAMPLE−

‘‘LIFEGUARD Two Six Four Six X−Ray.’’

c. U.S. Military. State one of the following:

1. The service name followed by the word

copter, when appropriate, and a maximum of the last

five digits of the serial number.

EXAMPLE−

‘‘Air Guard Copter Two Six Three.’’

‘‘Army Copter Three Two One Seven Six.’’

‘‘Coast Guard Six One Three Two Seven.’’

‘‘Navy Five Six Seven One Three.’’

2. If aircraft identification becomes a problem

when the above procedures are used, the call sign

shall be restated after the flight number of the aircraft

involved.

EXAMPLE−

‘‘Army Copter Three Two One Seven Six Army Copter.’’

‘‘Coast Guard Six One Three Two Seven Coast Guard.’’

3. Special military operations. State one of the

following followed by a maximum of the last five

digits of the serial number:

(a) Air evacuation flights. AIR EVAC,

MARINE AIR EVAC, or NAVY AIR EVAC.

EXAMPLE−

‘‘AIR EVAC One Seven Six Five Two.’’

(b) Rescue flights. (Service name) RESCUE.

EXAMPLE−

‘‘Air Force RESCUE Six One Five Seven Niner.’’

(c) Air Mobility Command. REACH.

EXAMPLE−

‘‘REACH Seven Eight Five Six Two.’’

(d) Special Air Mission. U−S−SAM.

EXAMPLE−

‘‘U−S−SAM Niner One Five Six Two.’’

(e) USAF Contract Aircraft. LOGAIR.

EXAMPLE−

‘‘LOGAIR Seven Five Eight Two Six.’’

4. Military tactical and training.

(a) U.S. Air Force, Air National Guard,

Military District of Washington priority aircraft, and

7JO 7110.10T CHG 1 110.65R CHG 2 7/31/0 31578
2/14/08 JO 7110.10T

General 14−1−15

USAF civil disturbance aircraft. Pronounceable

words of three, four, five, or six letters followed by a

four−, three−, two−, or one−digit number.

EXAMPLE−

‘‘Okey One Five Seven.’’

‘‘Pokey Four.’’

‘‘Slug Two Zero.’’

NOTE−

When the Z suffix described in para 6−5−5, USAF/USN

Undergraduate Pilots, para, is added to identify aircraft

piloted by USAF undergraduate pilots, the call sign will

be limited to a combination of six characters. Do not use

this suffix, however, in ground−to−air communication.

(b) Navy or Marine fleet and training

command aircraft. The service name and two letters

or a digit and a letter (use letter phonetic equivalents)

followed by two or three digits.

EXAMPLE−

‘‘Marine Four Charlie Two Three Six.’’

‘‘Navy Golf Alpha Two One.’’

(c) NORAD interceptors. An assigned

double−letter two−digit flight number.

EXAMPLE−

‘‘Alpha Kilo One Five.’’

(d) Navy Fleet Support Missions. When

handling Navy Fleet Support Mission aircraft, use the

words Special Flight Number followed by the

number as given by the pilot.

d. Foreign registry. State one of the following:

1. Civil. State the aircraft type, manufacturer’s

name, or country of origin followed by the

letters/numbers of the aircraft registration, or state the

letters or digits of the aircraft registration or call sign.

EXAMPLE−

‘‘Stationair F−L−R−B.’’

‘‘C−F−L−R−B.’’

‘‘Canadian Foxtrot Lima Romeo Bravo.’’

NOTE−

Letters may be spoken individually or phonetically.

2. Air carrier. The abbreviated name of the

operating company followed by:

(a) The letters or digits of the registration or

call sign.

EXAMPLE−

‘‘Air France F−L−R−L−G.’’

NOTE−

Letters may be spoken individually or phonetically in

accordance with the format used by the pilot.

(b) The flight number in group form, or

separate digits may be used if that is the format used

by the pilot.

EXAMPLE−

‘‘Scandinavian Six Eight.’’

‘‘Scandinavian Sixty−Eight.’’

3. Military, except Canada.

(a) State the name of the country and the

military service followed by the separate digits or

letters of the registration or call sign.

(b) Canadian Forces aircraft shall be identified by the word CANFORCE followed by the

separate digits of the serial number.

(c) The Canadian Coast Guard shall be

identified as Canadian Coast Guard followed by the

separate digits of the serial number.

EXAMPLE−

‘‘Brazilian Air Force Five Three Two Seven Six.’’

‘‘Canforce Five Six Two Seven.’’

e. Presidential aircraft and Presidential family

aircraft.

1. When the President is aboard a military

aircraft, state the name of the military service

followed by the word one.

EXAMPLE−

‘‘Air Force One.’’

‘‘Army One.’’

‘‘Marine One.’’

2. When the President is aboard a civil aircraft,

state the words Executive One.

3. When a member of the President’s family is

aboard any aircraft, if the U.S. Secret Service or the

White House Staff determines it is necessary, state the

words Executive One Foxtrot.

f. Vice Presidential aircraft.

1. When the Vice President is aboard a military

aircraft, state the name of the military service

followed by the word two.

EXAMPLE−

‘‘Air Force Two.’’

‘‘Army Two.’’

‘‘Marine Two.’’

2. When the Vice President is aboard a civil

aircraft, state the words Executive Two.
JO 7110.10T 2/14/08

14−1−16 General

3. When a member of the Vice President’s

family is aboard any aircraft, if the U.S. Secret

Service or the White House Staff determines it is

necessary, state the words Executive Two Foxtrot.

g. DOT and FAA flights. The following alphanumeric identifiers radio call signs are for use in

air/ground communications when the Secretary of

Transportation, Deputy Secretary of Transportation,

FAA Administrator, or FAA Deputy Administrator

have a requirement to identify themselves:

1. Department of Transportation.

(a) Secretary:

(1) Identifier − DOT−1.

(2) Call Sign − Transport−1.

(b) Deputy Secretary:

(1) Identifier − DOT−2.

(2) Call Sign − Transport−2

2. Federal Aviation Administration.

(a) Administrator:

(1) Identifier − FAA−1.

(2) Call Sign − Safe Air−1.

(b) Deputy Administrator:

(1) Identifier − FAA−2

(2) Call Sign − Safe Air−2.

PHRASEOLOGY−

GRAND FORKS RADIO, TRANSPORT TWO, (message).

MIAMI RADIO, SAFE AIR ONE, (message).

h. Other special flights.

1. Department of Energy flights. State the

letters R−A−C (use phonetic alphabet equivalents)

followed by the last four separate digits of the aircraft

registration number.

EXAMPLE−

‘‘Romeo Alfa Charlie One Six Five Three.’’

2. Semiautomatic Flight Inspections. State the

code name SAFI followed by the separate digits of

the grid number as filed.

EXAMPLE−

‘‘SAFI Five Two Seven.’’

3. Flight Inspection of Navigational Aids. State

the call sign Flight Check followed by the digits of

the registration number.

EXAMPLE−

‘‘FLIGHT CHECK Three Niner Six Five Four.’’

4. USAF aircraft engaged in aerial sampling

missions. State the call sign SAMP followed by the

last three digits of the serial number.

EXAMPLE−

‘‘SAMP Three One Six.’’

5. United States governmental Departments or

Agencies, with a demonstrated and approved need,

have been granted special domestic/ICAO telephonies (call signs). These items are contained in FAA

Order 7110.67, Special Aircraft Operations By Law

Enforcement/Military or Governmental Organization.

i. Use a pilot’s name in identification of an aircraft

only in special or emergency situations.

14−1−16. AIRCRAFT TYPES

Describe aircraft as follows:

a. Military.

1. Military designator with number spoken in

group form; or

2. Service and type; or

3. Type only if no confusion or misidentification is likely.

EXAMPLE−

‘‘Air Force Bomber.’’

‘‘B−One.’’

‘‘Bomber.’’

‘‘F−Fifteen.’’

‘‘Fighter.’’‘‘Navy Fighter.’’

b. Air Carrier.

1. Manufacturer’s name or model.

2. Add the company name or other identifying

features when confusion or misunderstanding is

likely.

EXAMPLE−

‘‘American M−D Eighty.’’

‘‘American Seven−Zero−Seven.’’

‘‘Boeing Seven−Oh−Seven.’’

‘‘L−Ten−Eleven.’’

‘‘Lockheed Ten Eleven.’’

‘‘United Seven Thirty−Seven.’’

c. General Aviation and Air Taxi.

1. Manufacturer’s model, name, or designator.
2/14/08 JO 7110.10T

General 14−1−17

2. Add color when considered advantageous.

EXAMPLE−

‘‘Airliner.’’

‘‘Blue and White King Air.’’

‘‘Cessna Four−Oh−One.’’

‘‘Cessna Three Ten.’’

‘‘Green Apache.’’

‘‘P−A Twenty−Two.’’

‘‘Tri−Pacer.’’

14−1−17. AIRCRAFT EQUIPMENT CODES

When communicating this information (aircraft

equipment suffixes) state the aircraft type, the word

slant, and the appropriate phonetic letter equivalent

of the suffix.

EXAMPLE−

‘‘Boeing Seven−Oh−Seven slant Romeo.’’

‘‘D−C Six slant Tango.’’

‘‘F−Eight−E slant Papa.’’

‘‘F−Four−C slant November.’’

14−1−18. AIRWAYS AND ROUTES

Describe airways, routes, or jet routes as follows:

a. VOR/VORTAC/TACAN airways or jet routes.

State the word Victor or the letter J followed by the

number of the airway or route in group form. For

RNAV routes, add the word romeo.

EXAMPLE−

‘‘J Eight Thirty Romeo.’’

‘‘J Five Thirty−Three.’’

‘‘Offset one zero miles right of J Eight Thirty Romeo.’’

‘‘Victor Seven Ten Romeo.’’

‘‘Victor Twelve.’’

b. VOR/VORTAC/TACAN alternate airways.

State the word Victor followed by the number of the

airway in group form and the alternate direction.

EXAMPLE−

‘‘Victor Twelve South.’’

c. L/MF airways. State the color of the airway

followed by the number in group form.

EXAMPLE−

‘‘Blue Eighty−One.’’

d. North American Route. State the words North

American Route followed by the number of the route

in group form.

EXAMPLE−

‘‘North American Route Fifty.’’

e. MTRs. State the letters followed by the number

of the route in group form.

EXAMPLE−

‘‘I−R Five Thirty−One.’’

14−1−19. NAVAID TERMS

a. Announce NAVAIDs as follows in

TBL 14−1−51:

TBL 14−1−51

NAVAID Terms

Contraction Phraseology

DME D−M−E

ILS I−L−S

LOM Outer compass locator

MLS M−L−S

NDB Nondirectional Radio beacon

TACAN TACK−AN

VOR V−O−R

VORTAC VOR− (as in vortex) TACK

b. Describe radials, arcs, courses, bearings, and

quadrants of NAVAIDs as follows:

1. VOR/VORTAC/TACAN/MLS NAVAIDs.

State the name of the NAVAID followed by the

separate digits of the radial/azimuth (omitting the

word degrees) and the word radial/azimuth.

EXAMPLE−

‘‘Appleton zero five zero radial.’’

‘‘Lindburg Runway Two Seven MLS two six zero azimuth.’’

2. Arcs about VOR−DME/VORTAC/TACAN/

MLS NAVAIDs. State the distance in miles from the

NAVAID followed by the words ‘‘mile arc,’’ the

direction from the NAVAID in terms of the eight

principal points of the compass, the word of, and the

name of the NAVAID.

EXAMPLE−

‘‘Two zero mile arc southwest of O’Hare Runway Two

Seven Left M−L−S.’’

3. Quadrant within a radius of NAVAID. State

direction from NAVAID in terms of the quadrant,

such as NE, SE, SW, NW, followed by the distance

in miles from the NAVAID.

EXAMPLE−

‘‘Cleared to fly northeast quadrant of Philipsburg

VORTAC within four zero mile radius.’’
JO 7110.10T 2/14/08

14−1−18 General

REFERENCE−

Pilot/Controller Glossary, QUADRANT.

4. Nondirectional beacons. State the course to

or the bearing from the radio beacon, omitting the

word degree, followed by the words course to or

bearing from, the name of the radio beacon, and the

words radio beacon.

EXAMPLE−

‘‘Three four zero bearing from Randolph Radio Beacon.’’

14−1−20. NAVAID FIXES

Describe fixes determined by reference to a

radial/localizer/azimuth and distance from a VOR−

DME/VORTAC/TACAN/ILS−DME or MLS as

follows:

a. When a fix is not named, state the name of the

NAVAID followed by a specified radial/localizer/azimuth, and state the distance in miles followed by the

phrase mile fix.

EXAMPLE−

‘‘Appleton zero five zero radial three seven mile fix.’’

‘‘Reno localizer back course four mile fix.’’

‘‘Hobby Runway One Two M−L−S zero niner zero azimuth

one two mile fix.’’

b. When a fix is named, state the name of the fix

followed by the phrase D−M−E fix or waypoint, as

appropriate.

EXAMPLE−

‘‘Shaum D−M−E Fix.’’

‘‘Shaum Waypoint.’’

c. Use specific terms to describe a fix. Do not use

expressions such as passing Victor Twelve or passing

J Eleven.

14−1−21. RUNWAY CONDITIONS

a. State factual information as reported by airport

management concerning the condition of the runway

surface and describing the accumulation of precipitation. Furnish quality of braking action as received

from pilots or airport management to all aircraft as

follows:

1. Describe the quality of braking action using

the terms good, fair, poor, or nil. If the pilot or airport

management reports braking action in other than the

foregoing terms, ask them to categorize braking

action in these terms.

2. Include the type of aircraft or vehicle (if

known) from which the report is received.

EXAMPLE−

‘‘All runways covered by packed snow six inches deep.’’

‘‘Braking action poor reported by an F Twenty−Seven.’’

3. If the braking action report affects only a

portion of a runway, obtain enough information from

the pilot or airport management to describe braking

action in terms easily understood by the pilot.

EXAMPLE−

‘‘Braking action poor first half of runway, reported by a

Gulfstream Two.’’

‘‘Braking action poor beyond the intersection of Runway

Two Seven, reported by a Boeing Seven Twenty−Seven.’’

NOTE−

Descriptive terms, such as first/last half of the runway,

should normally be used rather than landmark

descriptions; e.g., opposite the fire station, south of a

taxiway.

b. State runway friction measurement readings/

values as received from airport management to

aircraft as follows:

1. At airports with friction measuring devices,

provide runway friction reports, as received from

airport management, to pilots on request. State the

runway number followed by the MU number for each

of the three runway zones, the time of the report in

UTC, and a word describing the cause of the runway

friction problem.

EXAMPLE−

‘‘Runway Two Seven, MU forty−two, forty−one, twenty−

eight at one zero one eight ZULU, ice.’’

2. Issue the runway surface condition and/or the

runway condition reading (RCR), if provided, to all

USAF and ANG aircraft. Issue the RCR to other

aircraft upon request.

EXAMPLE−

‘‘Ice on runway, R−C−R Zero Five, patchy.’’

NOTE−

USAF has established RCR procedures for determining

the average deceleration readings of runways under

conditions of water, slush, ice, or snow. The use of RCR

code is dependent upon a pilot’s having a ‘‘stopping

capability chart’’ specifically applicable to his/her

aircraft. USAF offices furnish RCR information at

airports serving USAF and ANG aircraft.
2/14/08 JO 7110.10T

ICAO FLIGHT PLANS Appendix A−1

Appendix A. ICAO FLIGHT PLANS

1. ICAO Model Flight Plan Form.

2. Instructions for the Completion of the Flight Plan Form.

3. Instructions for the Transmission of a Filed Flight Plan (FPL) Message.

4. Instructions for the Transmission of a Supplementary Flight Plan (SPL) Message.

5. Example of Completed Flight Plan Form.

6. ICAO Model Flight Plan, Reverse Side.

7. ICAO Model Repetitive Flight Plan (RPL) Listing Form.

8. Example of a Completed Repetitive Flight Plan (RPL) Listing Form.
JO 7110.10T 2/14/08

Appendix A−2 ICAO FLIGHT PLANS

1. ICAO Model Flight Plan Form

FF

PRIORITY ADDRESSEE(S)

FILING TIME

FPL

A

C

D

N PILOT-IN-COMMAND

REMARKS

AIRCRAFT COLOUR AND MARKINGS

DINGHIES

NUMBER CAPACITY COVER

S P DM J J L F U

E P / / R/ U V

/ /

E

V

LIGHT

UHF VHF ELBA

FLOURES UHF VHF

EMERGENCY RADIO

PERSONS ON BOARD

SUPPLEMENTARY INFORMATION (NOT TOBE TRANSMITTED IN FPL MESSAGES)

RENSE

18 OTHER INFORMATION

19 ENDURANCE

HR. MIN.

16. DESTINATION AERODROME

TOTAL EET

HR. MIN. ALTN AERODROME 2ND, ALTN AERODROME

SPECIFIC IDENTIFICATION OF ADDRESSEE(S) AND/ OR ORIGINATOR

9. NUMBER

3 MESSAGE 7. AIRCRAFT IDENTIFICATION

TYPE OF AIRCRAFT

13 DEPARTURE AEODROME

15 CRUISING SPEED LEVEL

TIME

ROUTE

ORIGINATOR

8 FLIGHT RULES TYPE OF FLIGHT

WAKE TURBULENCE CAT. 10 EQUIPMENT

/

/

/

/

FILED BY

/

COLOUR

POLAR DESERT MARITIME JUNGLE

SURVIVAL EQUIPMENT

C

Department of Transportation

Federal Aviation Administration International Flight Plan

ACCEPTED BY ADDITIONAL INFORMATION
2/14/08 JO 7110.10T

ICAO FLIGHT PLANS Appendix A−3

2. Instructions for the Completion of the Flight Plan Form

2.1 General

Adhere closely to the prescribed formats and manner of specifying data.

Commence inserting data in the first space provided. Where excess space is available leave unused spaces

blank.

Insert all clock times in 4 figures UTC.

Insert all estimated elapsed times in 4 figures (hours and minutes).

Shaded area preceding Item 3 - to be completed by ATS and COM services, unless the responsibility for originating flight plan messages has been delegated.

Note.−The term “aerodrome” where used in the flight plan is intended to cover also sites other than aerodromes

which may be used by certain types of aircraft, e.g., helicopters or balloons.

2.2 Instruction for insertion of ATS data

Complete Items 7 to 18 as indicated hereunder.

Complete also Item 19 as indicated hereunder, when so required by the appropriate ATS authority or when

otherwise deemed necessary.

Note.− Item numbers on the form are not consecutive, as they correspond to Field Type numbers in ATS messages.

ITEM 7: AIRCRAFT IDENTIFICATION (MAXIMUM 7 CHARACTERS)

INSERT one of the following aircraft identifications, not exceeding 7 characters:

a. The registration marking of the aircraft (e.g., EIAKO, 4XBCD, N2567GA), when:

1. In radiotelephony the call sign to be used by the aircraft will consist of this identification alone (e.g.

OOTEK), or preceded by the ICAO telephony designator for the aircraft operating agency (e.g.

SABENA OOTEK);

2. The aircraft is not equipped with radio;

OR

b. The ICAO designator for the aircraft operating agency followed by the flight identification number (e.g.,

KLM511, NGA213, JTR25) when in radiotelephony the call sign to be used by the aircraft will consist

of the ICAO telephony designator for the operating agency followed by the flight identification (e.g.

KLM511, NIGERIA213, HERBIE25).

Note.− Provisions for the use of radiotelephony call signs are contained in Annex 10, Volume II, Chapter 5.

ICAO designators and telephony designators for aircraft operating agencies are contained in Doc 8585 - Designators for Aircraft Operating Agencies, Aeronautical Authorities and Services.

ITEM 8: FLIGHT RULES AND TYPE OF FLIGHT (1 OR 2 CHARACTERS)

Flight Rules

INSERT one of the following letters to denote the category of flight rules with which the pilot intends to comply:

I if IFR.

V if VFR.

Y if IFR first.*

Z if VFR first.*
JO 7110.10T 2/14/08

Appendix A−4 ICAO FLIGHT PLANS

*If indicating either Y or Z, specify in Item 15 the point or points where a change of flight rules is planned.

Type of Flight

INSERT one of the following letters to denote the type of flight when so required by the appropriate ATS authority:

S if scheduled air transport

N if non-scheduled air transport operation

G if general aviation

M if military

X if other than any of the defined categories above.

ITEM 9: NUMBER AND TYPE OF AIRCRAFT AND WAKE TURBULENCE DATA

Number of aircraft (1 or 2 characters)

INSERT the number of aircraft, if more than one.

Type of aircraft (2 to 4 characters)

INSERT the appropriate designator as specified in ICAO Doc 8643, Aircraft Type Designators,

OR if no such designator has been assigned, or in case of formation flights comprising more than one type,

INSERT ZZZZ, and SPECIFY in Item 18, the (numbers and) type(s) of aircraft preceded by TYP/.

Wake Turbulence category (1 character)

INSERT an oblique stroke followed by one of the following letters to indicate the wake turbulence category 

of the aircraft:

H - HEAVY, to indicate an aircraft type with a maximum certificated take-off mass of 136,000 kg or more;

M - MEDIUM to indicate an aircraft type with a maximum certificated take-off mass of less than 

36,000 kg but more than 7,000 kg;

L - LIGHT, to indicate an aircraft type with a maximum certificated take-off mass of 7,000 kg or less.

ITEM 10: EQUIPMENT

Radio communication, navigation and approach aid equipment

INSERT one letter as follows:

N if no COM/NAV/approach aid equipment for the route to be flown is carried, or the equipment 

is unserviceable,

OR

S if standard COM/NAV/ approach aid equipment for the route to be flown is carried and serviceable 

(see Note 1)

AND/OR

INSERT one or more of the following letters to indicate the COM/NAV/approach aid equipment available 

and serviceable:
2/14/08 JO 7110.10T

ICAO FLIGHT PLANS Appendix A−5

A (Not allocated) M Omega

B (Not allocated) O VOR

C LORAN C P (Not Allocated)

D DME Q (Not allocated)

E (Not allocated) R RNP type certification (See Note 5)

F ADF T TACAN

G (GNSS) U UHF RTF

H HF RTF V VHF RTF

I Intertial Navigation W when prescribed by ATS

J (Data Link) (See Note 3) X when prescribed by ATS

K MLS Y when prescribed by ATS

L ILS Z Other equipment carried

(See Note 2).

Note 1.− Standard equipment is considered to be VHF RTF, ADF, VOR and ILS, unless another combination is

prescribed by the appropriate ATS authority.

Note 2.− If the letter Z is used, specify in Item 18 the other equipment carried, preceded by COM/ and/or NAV/,

as appropriate.

Note 3.− If the letter J is used, specify in Item 18 the equipment carried, preceded by DAT/ followed by one or

more letters, as appropriate.

Note 4.− Information on navigation capability is provided to ATC for clearance and routing purposes.

Note 5.− Inclusion of letter R indicates that an aircraft meets the RNP type prescribed for the route segment(s)

and/or route(s) concerned.

Surveillance equipment

INSERT one or two of the following letters to describe the serviceable surveillance equipment carried:

SSR equipment:

N Nil

A Transponder - Mode A (4 digits - 4,096 codes)

C Transponder - Mode A (4 digits - 4,096 codes) and Mode C

X Transponder - Mode S without both aircraft identification and pressurealtitude transmission

P Transponder - Mode S, including pressure-altitude transmission, but no

aircraft identification transmission

I Transponder - Mode S, including aircraft identification transmission,

but no pressure-altitude transmission

S Transponder - Mode S, including both pressure-altitude and aircraft

identification transmission.

ADS equipment:

D ADS capability

ITEM: 13 DEPARTURE AERODROME AND TIME (8 CHARACTERS)

INSERT the ICAO four−letter location indicator of the departure aerodrome,

OR if no location indicator has been assigned,

INSERT ZZZZ and SPECIFY, in Item 18, the name of the aerodrome preceded by DEP/,

OR if the flight plan is received from an aircraft in flight,

INSERT AFIL, and SPECIFY, in Item 18, the ICAO four−letter location indicator of the location of the ATS unit

from which supplementary flight plan data can be obtained, preceded by DEP/,
JO 7110.10T 2/14/08

Appendix A−6 ICAO FLIGHT PLANS

THEN, WITHOUT A SPACE

INSERT for a flight plan submitted before departure on the same day, use estimated 4-digit off-block time,

(HHMM)

OR for a flight plan that will be activated on a different day, use a 6-digit date-time group, the 

first 2 digits will be the date and the next 4 digits will be the proposed departure time, (DDHHMM)

ITEM 15: ROUTE

INSERT the first cruising speed as in (a) and the first cruising level as in (b), without a space between them.

THEN following the arrow, INSERT the route description as in (c).

a. Cruising speed (maximum 5 characters)

INSERT the True Air Speed for the first or the whole cruising portion of the flight, in terms of:

Kilometres per hour, expressed as K followed by 4 figures (e.g., K0830),

or

Knots, expressed as N followed by 4 figures (e.g., N0485),

or

Mach number, when so prescribed by the appropriate ATS authority, to the nearest hundredth

of unit Mach, expressed as M followed by 3 figures (e.g., M082).

b. Cruising level (maximum 5 characters)

INSERT the planned cruising level for the first or the whole portion of the route to be flown, in terms of:

Flight level, expressed as F followed by 3 figures (e.g., F085; F330),

or

*Standard Metric Level in tens of meters, expressed as S followed by 4 figures (e.g., S1130)

or

Altitude in hundreds of feet, expressed as A followed by 3 figures (e.g., A045; A100),

or

Altitude in tens of meters, expressed as M followed by 4 figures (e.g., M0840),

or

for uncontrolled VFR flights, the letters VFR.

* When so prescribed by the appropriate ATS authorities.

c. Route (including changes of speed, level and/or flight rules)

Flights along designated ATS routes

INSERT if the departure aerodrome is located on, or connected to the ATS route, the designator of the first

ATS route,

OR if the departure aerodrome is not on, or connected to the ATS route, the letters DCT followed by

the point of joining the first ATS route, followed by the designator of the ATS route.

THEN

INSERT each point at which either a change of speed or level, a change of ATS route, and/or a change

of flight rules is planned,

Note. - When a transition is planned between a lower and upper ATS route and the routes are oriented in the

same direction, the point of transition need not be inserted.
2/14/08 JO 7110.10T

ICAO FLIGHT PLANS Appendix A−7

FOLLOWED IN EACH CASE

by the designator of the next ATS route segment, even if the same as the previous one,

OR by DCT, if the flight to the next point will be outside a designated route, unless both points 

are defined by geographical coordinates.

Flights outside designated ATS routes

INSERT points normally not more than 30 minutes flying time or 370 km (200 NM) apart, including each point

at which a change of speed or level, a change of track, or a change of flight rules is planned.

OR when required by appropriate ATS authority(ies),

DEFINE the track of flights operating predominantly in an east−west direction between 70N and 70S by 

reference to significant points formed by the intersections of half or whole degrees of latitude

with meridians spaced at intervals of 10of longitude. For flights operating in areas outside those 

latitudes the tracks shall be defined by significant points formed by the intersection of parallels

of latitude with meridians normally spaced at 20of longitude. The distance between significant 

points shall, as far as possible, not exceed one hour’s flight time. Additional significant points 

shall be established as deemed necessary.

For flights operating predominantly in a north-south direction, define tracks by reference to 

significant points formed by the intersection of whole degrees of longitude with specified 

parallels of latitude which are spaced at 5 degrees.

INSERT DCT between successive points unless both points are defined by geographical coordinates 

or by bearing and distance.

USE ONLY the conventions in (1) to (5) below and SEPARATE each sub-item by a space.

1. ATS route (2 to 7 characters)

The coded designator assigned to the route or route segment including, where appropriate, the coded

designator assigned to the standard departure or arrival route (e.g., BCKI, B1, R14, UB10, KODAP2A).

2. Significant point (2 to 11 characters)

The coded designator (2 to 5 characters) assigned to the point (e.g., LN, MAY, HADDY),

or,

if no coded designator has been assigned, one of the following ways:

Degrees only (7 characters):

2 figures describing latitude in degrees, followed by “N” (North) or “S” (South), followed by 3 figures

describing longitude in degrees, followed by “E” (East) or “W” (West). Make up the correct number

of figures, where necessary, by insertion of zeros, e.g., 46N078W.

Degrees and minutes (11 characters):

4 figures describing latitude in degrees and tens and units of minutes followed by “N” (North) or “S”

(South), followed by 5 figures describing longitude in degrees and tens and units of minutes, followed

by “E” (East) or “W” (West). Make up the correct number of figures, where necessary, by insertion

of zeros, e.g., 4620N07805W.

Bearing and distance from a navigation aid:

The identification of the navigation aid (normally a VOR), in the form of 2 or 3 characters, THEN the

bearing from the aid in the form of 3 figures giving degrees magnetic, THEN the distance from the aid

in the form of 3 figures expressing nautical miles. Make up the correct number of figures, where

necessary, by insertion of zeros − e.g., a point 180magnetic at a distance of 40 nautical miles from VOR

“DUB” should be expressed as DUB180040.
JO 7110.10T 2/14/08

Appendix A−8 ICAO FLIGHT PLANS

3. Change of speed or level (maximum 21 characters)

The point at which a change of speed (5% TAS or 0.01 Mach or more) or a change of level is planned,

expressed exactly as in (2) above, followed by an oblique stroke and both the cruising speed and the

cruising level, expressed exactly as in (a) and (b) above, without a space between them, even when only

one of these quantities will be changed.

Examples: LN/NO284AO45

MAY/NO305F180

HADDY/NO420F330

 4602NO7805W/NO500F350

 46NO78W/MO82F330

 DUB180040/NO350M0840

4. Change of flight rules (maximum 3 characters)

The point at which the change of flight rules is planned, expressed exactly 

as in (2) or (3) above as appropriate, followed by a space and one of the following:

VFR if from IFR to VFR

IFR if from VFR to IFR

Examples: LN VFR

LN/N0284A050 IFR

5. Cruise climb (maximum 28 characters)

The letter C followed by an oblique stroke; THEN the point at which cruise climb is planned to start,

expressed exactly as in (2) above, followed by an oblique stroke; THEN the speed to be maintained during

cruise climb, expressed exactly as in (a) above, followed by the two levels defining the layer to be occupied

during cruise climb, each level expressed exactly as in (b) above, or the level above which cruise is planned

followed by the letters PLUS, without a space between them.

Examples: C/48N050W/M082F290F350

C/48N050W/M082F290PLUS

C/52N050W/M220F580F620

ITEM 16: DESTINATION AERODROME AND TOTAL ESTIMATED ELAPSED TIME, ALTERNATE

AERODROME(S)

Destination aerodrome and total estimated elapsed time (8 characters)

INSERT the ICAO four-letter location indicator or the destination aerodrome followed, without a space, by the

 total estimated elapsed time,

OR if no location indicator has been assigned,

INSERT ZZZZ followed, without a space, by the total estimated elapsed time, and SPECIFY in Item 18 the name

of the aerodrome, preceded by DEST/.

Note.− For a flight plan received from an aircraft in flight, the total estimated elapsed time is the estimated time

from the first point of the route to which the flight plan applies.

Alternate aerodrome(s) (4 characters)

INSERT the ICAO four-letter location indicators(s) of not more than two alternate aerodromes, separated by a

space,
2/14/08 JO 7110.10T

ICAO FLIGHT PLANS Appendix A−9

OR if no location indicator has been assigned to the alternate aerodrome,

INSER ZZZZ and SPECIFY in Item 18 the name of the aerodrome, preceded by ALTN/.

ITEM 18: OTHER INFORMATION

INSERT 0 (zero) if no other information,

OR any other necessary information in the preferred sequence shown hereunder, in the form of the

appropriate indicator followed by an oblique stroke and the information to be recorded:

EET/ Significant points or FIR boundary designators and accumulated estimated elapsed times to

such points or FIR boundaries, when so prescribed on the basis of regional air navigation

agreements, or by the appropriate ATS authority.

Examples: EET/CAP0745 XYZ0830

EET/EINN0204

RIF/ The route details to the revised destination aerodrome, followed by the ICAO fourletter location indicator of the aerodrome. The revised route is subject to re−clearance

in flight.

Examples: RIF/DTA HEC KLAX

RIF/ESP G94 CLA APPH

RIF/LEMD

REG/ The registration markings of the aircraft, if different from the aircraft identification in Item 7.

SEL/ SELCAL Code, if so prescribed by the appropriate ATS authority.

OPR/ Name of the operator, if not obvious from the aircraft identification in Item 7.

STS/ Reason for special handling by ATS, e.g., hospital aircraft, one engine inoperative, e.g.

STS/HOSP, STS/ONE ENG INOP.

TYP/ Type(s) of aircraft, preceded if necessary by number(s) of aircraft, if ZZZZ is inserted in

Item 9.

PER/ Aircraft performance data, if so prescribed by the appropriate ATS authority.

COM/ Significant data related to communication equipment as required by the appropriate

ATS authority, e.g., COM/UHF only.

DAT/ Significant data related to data link capability, using one or more letters, S, H, V,

 and M, e.g., DAT/S for satellite data link, DAT/H for HF data link, DAT/V for VHF data link,

DAT/M for SSR Mode S data link.

NAV/ Significant data related to navigation equipment as required by the appropriate ATS

authority, e.g., NAV/INS.

DEP/ Name of departure aerodrome, if ZZZZ is inserted in Item 13, or the ICAO four-letter

location indicator of the location of the ATS unit from which supplementary flight plan

data can be obtained, if AFIL is inserted in Item 13.

DEST/ Name of destination aerodrome, if ZZZZ is inserted in Item 16.

ALTN/ Name of alternate aerodrome(s), if ZZZZ is inserted in Item 16.

RALT/ Name of en route alternate aerodrome(s).

RMK/ Any other plain language remarks when required by the appropriate ATS authority 

or deemed necessary.

ITEM 19: SUPPLEMENTARY INFORMATION

Endurance

After E/ INSERT a 4-figure group giving the fuel endurance in hours and minutes.
JO 7110.10T 2/14/08

Appendix A−10 ICAO FLIGHT PLANS

Persons on board

After P/ INSERT the total number of persons (passengers and crew) on board, when required by the

appropriate ATS authority. INSERT TBN (to be notified) if the total number of persons is

not known at the time of filing.

Emergency and survival equipment

R/ (Radio) CROSS OUT U if UHF on frequency 243.0 MHz is not available. CROSS OUT V if VHF

on frequency 121.5 MHz is not available. CROSS OUT E if emergency location beacon −

aircraft (ELBA) is not available.

S/ (SURVIVAL EQUIPMENT)

CROSS OUT all indicators if survival equipment is not carried. CROSS OUT P if polar 

survival equipment is not carried. 

CROSS OUT D if desert survival equipment is not carried. CROSS OUT M if

maritime survival equipment is not carried. CROSS OUT J if jungle survival equipment is

not carried.

J/ (JACKETS) CROSS OUT all indicators if life jackets are not carried. CROSS OUT L if life jackets are not

equipped with lights. CROSS OUT F if life jackets are not equipped with florescent. CROSS

OUT U or V or both as in R/ above to indicate radio capability of jackets, if any.

D/ (DINGHIES)

(NUMBER) CROSS OUT indicators D and C if no dinghies are carried, or INSERT number of dinghies

carried; and

(CAPACITY) INSERT total capacity, in persons, of all dinghies carried; and

(COVER) CROSS OUT indicator C if dinghies are not covered; and

(COLOR) INSERT color of dinghies if carried.

A/ (AIRCRAFT COLOR AND MARKINGS)

INSERT color of aircraft and significant markings.

N/ (REMARKS) CROSS OUT indicator N if no remarks, or INDICATE any other survival equipment carried

and any other remarks regarding survival equipment.

C/ (PILOT) INSERT name of pilot−in−command.

2.3 Filed by

INSERT the name of the unit, agency or person filing the flight plan.

2.4 Acceptance of the flight plan

Indicate acceptance of the flight plan in the manner prescribed by the appropriate ATS authority.

2.5 Instructions for insertion of COM data

Items to be completed

COMPLETE the top two shaded lines of the form, and COMPLETE the third shaded line only

when necessary, in accordance with the provisions in PANS−RAC, Part IX, 2.1.2, unless ATS

prescribes otherwise.
2/14/08 JO 7110.10T

ICAO FLIGHT PLANS Appendix A−11

3. Instructions for the Transmission of a 

Filed Flight Plan (FPL) Message

3.1 Correction of obvious errors

Unless otherwise prescribed, CORRECT obvious format errors and/or omissions (i.e. oblique

stokes) to ensure adherence as specified in Section 2.

3.2 Items to be transmitted

TRANSMIT items as indicated hereunder, unless otherwise prescribed:

a. the items in the shaded lines, above Item 3;

b. commencing with <<(FPL of Item 3:

all symbols and data in the unshaded boxes to the ) <<at the end of Item 18,

additional alignment functions as necessary to prevent the inclusion of more than 69 characters 

in any line of Items 15 and 18. The alignment function is to be inserted only in lieu of a space so as

not to break up a group of data, letter shifts and figure shifts (not preprinted on the form) as necessary;

c. the AFTN Ending, as described below:

3.3 End−of−Text Signal

a. one LETTER SHIFT

b. two CARRIAGE RETURNS, one LINE FEED

Page−feed Sequence

Seven LINE FEEDS

End−of−Message Signal

Four of the letter N.
JO 7110.10T 2/14/08

Appendix A−12 ICAO FLIGHT PLANS

4. Instructions for the Transmission of a Supplementary

Flight Plan (SPL) Message

4.1 Items to be transmitted

Transmit items as indicated hereunder, unless otherwise prescribed:

a. AFTN Priority Indicator, Addressee Indicators <<, Filing Time, Originator Indicator

 <<and, if necessary, specific identification of addressees and/or originator;

b. commencing with <<(SPL of Item 3:

all symbols and data in the unshaded areas of boxes down to the ) <<at the end of Item 18,

additional alignment functions as necessary to prevent the inclusion of more than 69 characters in any line

of Items 15 or 18. The alignment function is to be inserted only in lieu of a space, so as not to break up

a group of data, letter shifts and figure shifts (not preprinted on the form) as necessary;

c. the AFTN Ending, as described below:

4.2 END−of−Text Signal

a. one LETTER SHIFT

b. two CARRIAGE RETURNS, one LINE FEED

Page−feed Sequence

Seven LINE FEEDS

End−of−Message Signal

Four of the letter N.
2/14/08 JO 7110.10T

ICAO FLIGHT PLANS Appendix A−13

5. Example of Completed Flight Plan Form

FF

PRIORITY ADDRESSEE(S)

FILING TIME

FPL

A

D

N

REMARKS

AIRCRAFT COLOUR AND MARKINGS

DINGHIES

NUMBER CAPACITY COVER

S P DM J J L F U

E P / / R/ U V

/ /

E

V

LIGHT

UHF VHF ELBA

FLOURES UHF VHF

EMERGENCY RADIO

PERSONS ON BOARD

SUPPLEMENTARY INFORMATION (NOT TOBE TRANSMITTED IN FPL MESSAGES)

RENSE

18 OTHER INFORMATION

19 ENDURANCE

HR. MIN.

16. DESTINATION AERODROME

TOTAL EET

HR. MIN. ALTN AERODROME 2ND, ALTN AERODROME

SPECIFIC IDENTIFICATION OF ADDRESSEE(S) AND/ OR ORIGINATOR

9. NUMBER

3 MESSAGE 7. AIRCRAFT IDENTIFICATION

TYPE OF AIRCRAFT

13 DEPARTURE AEODROME

15 CRUISING SPEED LEVEL

TIME

ROUTE

ORIGINATOR

8 FLIGHT RULES TYPE OF FLIGHT

WAKE TURBULENCE CAT. 10 EQUIPMENT

/

/

/

/

COLOUR

POLAR DESERT MARITIME JUNGLE

SURVIVAL EQUIPMENT

C

Department of Transportation

Federal Aviation Administration International Flight Plan

EHAAZQEX EBURZQZX EDDYZQZX LFFFZQZX

LFRRZQZX LFBBZQZX LECMZQZX LPPCZQZX

1 9 0 8 3 6 E H A M Z P Z X

A C F 4 0 2

E A 3 0 H

E H A M O 9 4 0

0 8 3 0 F 2 9 0 LEK 2B LEK UA6 XMM/MO78F330

UA6 PON UR1ON CHW UA5 NTS DCT 4611N00412W

DCT STG UA5 FTM FATIM1A

L P P T 0 2 3 0 L P P R

REG / FBVGA SEL / EJFL

EET / LPPCO158

0 3 4 5 3 0 0

1 1 3 3 0 YELLOW

WHITE

DENKE

ACCEPTED BY ADDITIONAL INFORMATION

S C

I N

AIR CHARTER INT.

X X X

X

X X
JO 7110.10T 2/14/08

Appendix A−14 ICAO FLIGHT PLANS

6. ICAO Model Flight Plan, Reverse Side

Remarks

WEATHER

(Destination)

(Alternate)

WEATHER

(Ln Route)

Present

Present

Forcast

Forcast

Pre-Flight Pilot Checklist

Aircraft Identification

Best Crzg Alt.

Designator

WINDS

ALOFT

NAV AID &

COMM STATUS

AIRPORT

CONDITIONS

En Route

Destination

Alternate

ADIZ

Airspace

Restrictions

Time of Briefing

Report Weather Conditions Aloft

Report immediately weather conditions encountered - particularly cloud tops, upper cloud

thunderstorms, ice, turbulence, winds and temperature.

Report immediately weather conditions encountered - particularly cloud tops, upper cloud layers,

Position Altitude Time Weather Conditions

FAR Part 91 states that each person operating a civil aircraft of U.S. registry over the high seas shall comply with annex 2 to t

Convention of International Civil Aviation, International Standards - Rules of the Air. Annex 2 requires the submission of a flig

containing items 1-19 prior to operating any flight across international waters. Failure to file could result in a civil penalty not to

exceed $1,000 for each violation (Section 901 of the Federal Aviation Act of 1958, as amended).

Civil Aircraft Pilots

Check data as soon as practicable after entering foreign airspace, as our international data may be inaccurate

or incomplete.

Check data as soon as practicable after entering foreign airspace, as our international data may be inaccurate

Agency Display Of Estimated Burden For

International Flight Plan

This public report burden for this collection of information

is estimated to average 2.5 minutes per response.

If you wish to comment on the accuracy of the estimate or make suggestions for reducing

this burden, please direct your comments to OMB and the FAA at the following addresses.

Office of Management and Budget

Paperwork Reduction Project 2120-0026

Washington, DC 20503

- and - U.S. Department of Transportation

Federal Aviation Administration

Terminal and Flight Services

Operations and Procedures, ATO-120

800 Independence Avenue, SW

Washington DC 20591

Please DO NOT RETURN your form to either of these addresses

PIREPS
2/14/08 JO 7110.10T

ICAO FLIGHT PLANS Appendix A−15

7. ICAO Model Repetitive Flight Plan (RPL) Listing Form

C DEPARTURE AERODROME(S) D E F

REPETITIVE FLIGHT PLAN LISTING

A OPERATOR B ADDRESSEE(S)

H I J K L M N O

VALID

FROM

VALID

UNTIL

DAYS OF

OPERATION

AIRCRAFT

IDENTIFICATION

TYPE OF

AIRCRAFT &

TURBULENCE

CATEGORY

DEPARTURE

AERODROME

AND

TIME

ROUTE (

CRUISING

SPEED LEVEL ROUTE 1 2 3

+

- yymmdd yymmdd 4 5 6 7 (Item 7) (Item 9) (Item 13)

Item 15)

P Q

DESTINATION

AERODROME

AND TOTAL

ELAPSED TIME

(Item 16)

REMARKS

G SUPPLEMENTARY DATA (Item G SUPPLEMENTARY DATA (Item 19)AT:

DATE SERIAL NO. PAGE OF

-------------- -------------- /

yymmdd

7.1 Instructions for the completion of the repetitive flight plan (RPL) listings form

7.2 General

List only flight plans that will operate in accordance with IFR. (Flight rules I in FPL format).

It is assumed that all aircraft are operating as scheduled flights (Type of flight S in FPL format), 

otherwise notify in Q (Remarks).

It is assumed that all aircraft operating on RPL’s are equipped with 4096−code transplanters with 

modes A and C. Otherwise, notify Q (Remarks).

List flight plans in alphabetical order of the location indicator of the departure aerodrome.

List flight plans for each departure − aerodrome in chronological order of estimated off−block times.

Adhere closely to the data conventions as indicated for the Flight Plan Form 

unless otherwise specifically indicated in 7.5.

Insert all clock times in 4 figures UTC.

Insert all estimated elapsed times in 4 figures (hours and minutes).
JO 7110.10T 2/14/08

Appendix A−16 ICAO FLIGHT PLANS

Insert data on a separate line for each segment of operations with one or more stops; i.e., from 

any departure aerodrome to the next destination aerodrome even through call sign or flight number

is the same for multiple segments.

Clearly identify additions and deletions in accordance with Item H at 7.4. Subsequent listings shall list 

the corrected and added data, and deleted flight plans shall be omitted.

Number pages by indicating number of pages and total number of pages in submission.

Utilize more than one line for any RPL where the space provided for items O and Q on one line is not sufficient.

7.3 A flight shall be cancelled as follows:

a. indicate a minus sign in item H followed by all other items of the cancelled flight;

b. insert a subsequent entry denoted by a plus sign in item H and the date of the last flight in item J, with all

other items of the cancelled flight unchanged.

7.4 Modification to a flight shall be made as follows:

a. carry out the cancellation as indicated in 7.2; and

b. insert a third entry giving the new flight plan(s) with the appropriate items modified as necessary, 

including the new validity dates in items I and J.

Note.− All entries related to the same flight will be inserted in succession in the order specified above.

7.5 Instructions for insertion of RPL data

Complete Items A to Q as indicated hereunder.

ITEM A: OPERATOR

INSERT Name of operator.

ITEM B: ADDRESSEE(S)

INSERT Name of agency(ies) designated by States to administer RPL’s for FIR’s or areas of 

responsibility concerned with the route of flight.

ITEM C: DEPARTURE AERODROME(S)

INSERT Location indicator(s) of departure aerodrome(s).

ITEM D: DATE

INSERT On each page of submission the date (year, month, day) in a 6−figure group that the listing was submitted.

ITEM E: SERIAL NUMBER

INSERT Serial number of submission (2 numerics) indicating last two digits of year, a dash, and the 

sequential number of the submission for the year indicated (start with numeral 1 each new year).

ITEM F: PAGE OF

INSERT Page number and total number of pages submitted.

ITEM G: SUPPLEMENTARY DATA AT

INSERT Name of contact where information normally provided under Item 19 of the FPL is kept readily 

available and can be supplied without delay.

ITEM H: ENTRY TYPE

INSERT A minus sign (−) for each flight plan that is to be deleted from the listing.

INSERT A plus sign (+) for each initial listing and, in the case of subsequent submissions, for each flight plan 

not listed in the previous submission.

Note − No information is required under this item for any flight plan which is unchanged from the previous submission.
2/14/08 JO 7110.10T

ICAO FLIGHT PLANS Appendix A−17

ITEM I: VALID FROM

INSERT First date (year, month, day) upon which the flight is scheduled to operate.

ITEM J: VALID UNTIL

INSERT Last date (year, month, day) upon which the flight is scheduled to operate as listed, or

UFN if the duration is unknown

ITEM K: DAYS OF OPERATION

INSERT Number corresponding to the day of the week in the appropriate column; 

Monday = 1 through Sunday = 7.

INSERT 0 for each day of non−operation in the appropriate column.

ITEM L: AIRCRAFT IDENTIFICATION (Item 7 of the ICAO flight plan)

INSERT Aircraft identification to be used for the flight.

ITEM M: TYPE OF AIRCRAFT AND WAKE TURBULENCE CATEGORY (Item 9 of the ICAO flight plan)

INSERT Appropriate ICAO designator as specified in ICAO Doc 8643 − Aircraft Type Designators.

INSERT H, M or L indicator as appropriate:

H − HEAVY to indicate an aircraft type with a maximum certificated take−off mass of 136,000 kg or more,

M − MEDIUM to indicate an aircraft type with a maximum certificated take−off mass of 

less than 136,000 kg but more than 7,000 kg,

L − LIGHT to indicate an aircraft type with a maximum certificated take−off mass of 7,000 kg or less.

ITEM N: DEPARTURE AERODROME AND TIME (Item 13 of the ICAO flight plan)

INSERT Location indicator of the departure aerodrome.

INSERT The off−block time, i.e., the estimated time that the aircraft will commence movement associated 

with departure.

ITEM O: ROUTE (Item 15 of the ICAO flight plan)

a. Cruising Speed

INSERT The true airspeed for the first or whole cruising portion of the flight in accordance with Item 15(a)

of the ICAO flight plan.

b. Cruising level

INSERT The planned cruising level for the first or whole portion of the route in accordance with Item 15(b)

of the ICAO flight plan.

c. Route

INSERT The entire route in accordance with Item 15(c) of the ICAO flight plan.

ITEM P: DESTINATION AERODROME AND TOTAL ESTIMATED ELAPSED TIME

(Item 16 of the ICAO flight plan)

INSERT Location indicator of the destination aerodrome.

INSERT The total estimated elapsed time.

ITEM Q: REMARKS

INSERT Items of information as required by the appropriate ATS authority, items normally notified in

Item 18 of the ICAO flight plan and any other information pertinent to the flight of concern to ATS.
JO 7110.10T 2/14/08

Appendix A−18 ICAO FLIGHT PLANS

8. Example of a Completed Repetitive Flight Plan (RPL)

Listing Form

C DEPARTURE AERODROME(S) D E F

REPETITIVE FLIGHT PLAN LISTING

A OPERATOR B ADDRESSEE(S)

H I J K L M N O

VALID

FROM

VALID

UNTIL

DAYS OF

OPERATION

AIRCRAFT

IDENTIFICATION

TYPE OF

AIRCRAFT &

TURBULENCE

CATEGORY

DEPARTURE

AERODROME

AND

TIME

ROUTE (

CRUISING

SPEED LEVEL ROUTE

+

- yymmdd yymmdd 1 2 3 4 5 6 7 (Item 7) (Item 9) (Item 13)

1 2 3 4 5 6 7

1 2 3 4 5 6 7

Item 15)

P Q

DESTINATION

AERODROME

AND TOTAL

ELAPSED TIME

(Item 16)

REMARKS

G SUPPLEMENTARY DATA (Item G SUPPLEMENTARY DATA (Item 19)AT:

DATE SERIAL NO. PAGE OF

-------------- -------------- /

yymmdd EGLL

UK STORED FLIGHT PLAN

OFFICE EGTXZBZX

Chef de la Subdivision

informatique

9 rue de Champagne

91205 Athismons France

UK STORED FLIGHT PLAN

OFFICE EGTXZBZX

Chef de la Subdivision

informatique

9 rue de Champagne

91205 Athismons France

BRITISH AIRWAYS

1 0 3 0 5 0 7

0 0 0 0 0 0 7

0 0 0 0 0 6 7

+ 800401 811031

+ 800401 800731

+ 800801 811031

+ 800601 800930

BAW004 HS21 M EGLL 0700 NO440 F210 A1E UA1E DPE UA16 MAN LFPG 0045

BAW032 HS21 M EGLL 1800 NO440 F210 AIE UA1E DPE UA18 MAN LFPG 0045

BAW032 HS21 M EGLL 1800 N0440 F210 A1E UA1E DPE UA18 MAN LFPG 0045

BAW082 HS21 M EGLL 1805 NO450 F270 A1S UA1S RBT UA3 MTL

UA3W STP DCT GL LFMN 0130

- 800103 800930 BAW092 B737 M EGLL 1810 NO430 F190 A1E UA1E DPE UA16 MAN LFPG 0400

+ 800103 800315 0 0 0 0 0 6 7 BAW092 B737 M EGLL 1810 NO430 F190 A1E UA + 800103 800315 0 0 0 0 0 6 7 BAW092 B737 M EGLL 1810 NO430 F190 A1E UA1E DPE UA16 MAN LFPG 0400 1E DPE UA16 MAN LFPG 0400

CHARTERED A CHARTERED ACFT

CHARTERED A CHARTERED ACFT

00

800305 80-12 3 800305 80-12 3 3

BAW Briefing Office
2/14/08 JO 7110.10T

Q SIGNALS Appendix B−1

Appendix B. Q SIGNALS

Q SIGNALS

SIGNIFICATION

SIGNAL ANSWER

Question of Interrogatory Form

(Signal followed by letter Q)

Information or Advise Form (Signal only, except as

noted)

QAL Has aircraft... landed at your

location (or at...)?

Aircraft... landed here at.... hours (or landed... at... hours).

QRU Have you anything for me [or

for... (location or person]?

I have nothing for you [or for... (location or person)]

QSL Can you acknowledge receipt of

transmission number... (or type

message)?

I acknowledge receipt of transmission number... (or type

of message).

QSM Shall I repeat the last message

(transmission or portion indicated sent to me or transmission(s) from...)?

Repeat the last message (transmission or portion indicated) sent to me (or transmission(s) from...). A−−not

received. B−−partially received (garbled).

QTA Shall I cancel message number...

(or other identification)?

Cancel message number... (or other identification).

3/12/09 Pilot/Controller Glossary

PCG−1

PILOT/CONTROLLER

GLOSSARY

PURPOSE

a. This Glossary was compiled to promote a common understanding of the terms used in the Air Traffic

Control system. It includes those terms which are intended for pilot/controller communications. Those terms

most frequently used in pilot/controller communications are printed in bold italics. The definitions are primarily

defined in an operational sense applicable to both users and operators of the National Airspace System. Use of

the Glossary will preclude any misunderstandings concerning the system’s design, function, and purpose.

b. Because of the international nature of flying, terms used in the Lexicon, published by the International

Civil Aviation Organization (ICAO), are included when they differ from FAA definitions. These terms are

followed by “[ICAO].” For the reader’s convenience, there are also cross references to related terms in other parts

of the Glossary and to other documents, such as the Code of Federal Regulations (CFR) and the Aeronautical

Information Manual (AIM).

c. This Glossary will be revised, as necessary, to maintain a common understanding of the system.

EXPLANATION OF CHANGES

a. Terms Added:

ATC SECURITY SERVICES

ATC SECURITY SERVICES POSITION

ATC SECURITY TRACKING

NAVIGATION SPECIFICATION [ICAO]

OPERATIONS SPECIFICATIONS

PERFORMANCE−BASED NAVIGATION (PBN) [ICAO]

SECURITY SERVICES AIRSPACE

TRANSPONDER OBSERVED

b. Terms Modified:

 AREA NAVIGATION (RNAV) [ICAO]

DELAY ASSIGNMENT (DAS)

FLIGHT SERVICE STATION

MONITOR ALERT (MA)

MONITOR ALERT PARAMETER (MAP)

c. Editorial/format changes were made where necessary. Revision bars were not used due to the insignificant

nature of the changes.

Pilot/Controller Glossary 2/14/08

PCG A−1

A

AAI−

(See ARRIVAL AIRCRAFT INTERVAL.)

AAR−

(See AIRPORT ARRIVAL RATE.)

ABBREVIATED IFR FLIGHT PLANS− An

authorization by ATC requiring pilots to submit only

that information needed for the purpose of ATC. It

includes only a small portion of the usual IFR flight

plan information. In certain instances, this may be

only aircraft identification, location, and pilot

request. Other information may be requested if

needed by ATC for separation/control purposes. It is

frequently used by aircraft which are airborne and

desire an instrument approach or by aircraft which are

on the ground and desire a climb to VFR-on-top.

(See VFR-ON-TOP.)

(Refer to AIM.)

ABEAM− An aircraft is “abeam” a fix, point, or

object when that fix, point, or object is approximately

90 degrees to the right or left of the aircraft track.

Abeam indicates a general position rather than a

precise point.

ABORT− To terminate a preplanned aircraft

maneuver; e.g., an aborted takeoff.

ACC [ICAO]−

(See ICAO term AREA CONTROL CENTER.)

ACCELERATE-STOP DISTANCE AVAILABLE−

The runway plus stopway length declared available

and suitable for the acceleration and deceleration of

an airplane aborting a takeoff.

ACCELERATE-STOP DISTANCE AVAILABLE

[ICAO]− The length of the take-off run available plus

the length of the stopway if provided.

ACDO−

(See AIR CARRIER DISTRICT OFFICE.)

ACKNOWLEDGE− Let me know that you have

received my message.

(See ICAO term ACKNOWLEDGE.)

ACKNOWLEDGE [ICAO]− Let me know that you

have received and understood this message.

ACL−

(See AIRCRAFT LIST.)

ACLS−

(See AUTOMATIC CARRIER LANDING

SYSTEM.)

ACLT−

(See ACTUAL CALCULATED LANDING TIME.)

ACROBATIC FLIGHT− An intentional maneuver

involving an abrupt change in an aircraft’s attitude, an

abnormal attitude, or abnormal acceleration not

necessary for normal flight.

(See ICAO term ACROBATIC FLIGHT.)

(Refer to 14 CFR Part 91.)

ACROBATIC FLIGHT [ICAO]− Maneuvers intentionally performed by an aircraft involving an abrupt

change in its attitude, an abnormal attitude, or an

abnormal variation in speed.

ACTIVE RUNWAY−

(See RUNWAY IN USE/ACTIVE RUNWAY/DUTY

RUNWAY.)

ACTUAL CALCULATED LANDING TIME−

ACLT is a flight’s frozen calculated landing time. An

actual time determined at freeze calculated landing

time (FCLT) or meter list display interval (MLDI) for

the adapted vertex for each arrival aircraft based upon

runway configuration, airport acceptance rate, airport

arrival delay period, and other metered arrival

aircraft. This time is either the vertex time of arrival

(VTA) of the aircraft or the tentative calculated

landing time (TCLT)/ACLT of the previous aircraft

plus the arrival aircraft interval (AAI), whichever is

later. This time will not be updated in response to the

aircraft’s progress.

ACTUAL NAVIGATION PERFORMANCE

(ANP)−

(See REQUIRED NAVIGATION

PERFORMANCE.)

ADDITIONAL SERVICES− Advisory information

provided by ATC which includes but is not limited to

the following:

a. Traffic advisories.

b. Vectors, when requested by the pilot, to assist

aircraft receiving traffic advisories to avoid observed

traffic.
Pilot/Controller Glossary 2/14/08

PCG A−2

c. Altitude deviation information of 300 feet or

more from an assigned altitude as observed on a

verified (reading correctly) automatic altitude

readout (Mode C).

d. Advisories that traffic is no longer a factor.

e. Weather and chaff information.

f. Weather assistance.

g. Bird activity information.

h. Holding pattern surveillance. Additional services are provided to the extent possible contingent

only upon the controller’s capability to fit them into

the performance of higher priority duties and on the

basis of limitations of the radar, volume of traffic,

frequency congestion, and controller workload. The

controller has complete discretion for determining if

he/she is able to provide or continue to provide a

service in a particular case. The controller’s reason

not to provide or continue to provide a service in a

particular case is not subject to question by the pilot

and need not be made known to him/her.

(See TRAFFIC ADVISORIES.)

(Refer to AIM.)

ADF−

(See AUTOMATIC DIRECTION FINDER.)

ADIZ−

(See AIR DEFENSE IDENTIFICATION ZONE.)

ADLY−

(See ARRIVAL DELAY.)

ADMINISTRATOR− The Federal Aviation Administrator or any person to whom he/she has delegated

his/her authority in the matter concerned.

ADR−

(See AIRPORT DEPARTURE RATE.)

ADS [ICAO]−

(See ICAO term AUTOMATIC DEPENDENT

SURVEILLANCE.)

ADS−B−

(See AUTOMATIC DEPENDENT

SURVEILLANCE−BROADCAST.)

ADS−C−

(See AUTOMATIC DEPENDENT

SURVEILLANCE−CONTRACT.)

ADVISE INTENTIONS− Tell me what you plan to

do.

ADVISORY− Advice and information provided to

assist pilots in the safe conduct of flight and aircraft

movement.

(See ADVISORY SERVICE.)

ADVISORY FREQUENCY− The appropriate frequency to be used for Airport Advisory Service.

(See LOCAL AIRPORT ADVISORY.)

(See UNICOM.)

(Refer to ADVISORY CIRCULAR NO. 90-42.)

(Refer to AIM.)

ADVISORY SERVICE− Advice and information

provided by a facility to assist pilots in the safe

conduct of flight and aircraft movement.

(See ADDITIONAL SERVICES.)

(See EN ROUTE FLIGHT ADVISORY

SERVICE.)

(See LOCAL AIRPORT ADVISORY.)

(See RADAR ADVISORY.)

(See SAFETY ALERT.)

(See TRAFFIC ADVISORIES.)

(Refer to AIM.)

AERIAL REFUELING− A procedure used by the

military to transfer fuel from one aircraft to another

during flight.

(Refer to VFR/IFR Wall Planning Charts.)

AERODROME− A defined area on land or water

(including any buildings, installations and equipment) intended to be used either wholly or in part for

the arrival, departure, and movement of aircraft.

AERODROME BEACON [ICAO]− Aeronautical

beacon used to indicate the location of an aerodrome

from the air.

AERODROME CONTROL SERVICE [ICAO]− Air

traffic control service for aerodrome traffic.

AERODROME CONTROL TOWER [ICAO]− A

unit established to provide air traffic control service

to aerodrome traffic.

AERODROME ELEVATION [ICAO]− The elevation of the highest point of the landing area.

AERODROME TRAFFIC CIRCUIT [ICAO]− The

specified path to be flown by aircraft operating in the

vicinity of an aerodrome.

AERONAUTICAL BEACON− A visual NAVAID

displaying flashes of white and/or colored light to

indicate the location of an airport, a heliport, a
Pilot/Controller Glossary 2/14/08

PCG A−3

landmark, a certain point of a Federal airway in

mountainous terrain, or an obstruction.

(See AIRPORT ROTATING BEACON.)

(Refer to AIM.)

AERONAUTICAL CHART− A map used in air

navigation containing all or part of the following:

topographic features, hazards and obstructions,

navigation aids, navigation routes, designated

airspace, and airports. Commonly used aeronautical

charts are:

a. Sectional Aeronautical Charts (1:500,000)−

Designed for visual navigation of slow or medium

speed aircraft. Topographic information on these

charts features the portrayal of relief and a judicious

selection of visual check points for VFR flight.

Aeronautical information includes visual and radio

aids to navigation, airports, controlled airspace,

restricted areas, obstructions, and related data.

b. VFR Terminal Area Charts (1:250,000)−

Depict Class B airspace which provides for the

control or segregation of all the aircraft within Class

B airspace. The chart depicts topographic information and aeronautical information which includes

visual and radio aids to navigation, airports,

controlled airspace, restricted areas, obstructions,

and related data.

c. World Aeronautical Charts (WAC)

(1:1,000,000)− Provide a standard series of aeronautical charts covering land areas of the world at a size

and scale convenient for navigation by moderate

speed aircraft. Topographic information includes

cities and towns, principal roads, railroads, distinctive landmarks, drainage, and relief. Aeronautical

information includes visual and radio aids to

navigation, airports, airways, restricted areas,

obstructions, and other pertinent data.

d. En Route Low Altitude Charts− Provide

aeronautical information for en route instrument

navigation (IFR) in the low altitude stratum.

Information includes the portrayal of airways, limits

of controlled airspace, position identification and

frequencies of radio aids, selected airports, minimum

en route and minimum obstruction clearance

altitudes, airway distances, reporting points, restricted areas, and related data. Area charts, which are

a part of this series, furnish terminal data at a larger

scale in congested areas.

e. En Route High Altitude Charts− Provide

aeronautical information for en route instrument

navigation (IFR) in the high altitude stratum.

Information includes the portrayal of jet routes,

identification and frequencies of radio aids, selected

airports, distances, time zones, special use airspace,

and related information.

f. Instrument Approach Procedures (IAP) Charts−

Portray the aeronautical data which is required to

execute an instrument approach to an airport. These

charts depict the procedures, including all related

data, and the airport diagram. Each procedure is

designated for use with a specific type of electronic

navigation system including NDB, TACAN, VOR,

ILS/MLS, and RNAV. These charts are identified by

the type of navigational aid(s) which provide final

approach guidance.

g. Instrument Departure Procedure (DP) Charts−

Designed to expedite clearance delivery and to

facilitate transition between takeoff and en route

operations. Each DP is presented as a separate chart

and may serve a single airport or more than one

airport in a given geographical location.

h. Standard Terminal Arrival (STAR) Charts−

Designed to expedite air traffic control arrival

procedures and to facilitate transition between en

route and instrument approach operations. Each

STAR procedure is presented as a separate chart and

may serve a single airport or more than one airport in

a given geographical location.

i. Airport Taxi Charts− Designed to expedite the

efficient and safe flow of ground traffic at an airport.

These charts are identified by the official airport

name; e.g., Ronald Reagan Washington National

Airport.

(See ICAO term AERONAUTICAL CHART.)

AERONAUTICAL CHART [ICAO]− A representation of a portion of the earth, its culture and relief,

specifically designated to meet the requirements of

air navigation.

AERONAUTICAL INFORMATION MANUAL

(AIM)− A primary FAA publication whose purpose

is to instruct airmen about operating in the National

Airspace System of the U.S. It provides basic flight

information, ATC Procedures and general instructional information concerning health, medical facts,

factors affecting flight safety, accident and hazard

reporting, and types of aeronautical charts and their

use.

AERONAUTICAL INFORMATION PUBLICATION (AIP) [ICAO]− A publication issued by or with
Pilot/Controller Glossary 2/14/08

PCG A−4

the authority of a State and containing aeronautical

information of a lasting character essential to air

navigation.

A/FD−

(See AIRPORT/FACILITY DIRECTORY.)

AFFIRMATIVE− Yes.

AFIS−

(See AUTOMATIC FLIGHT INFORMATION

SERVICE − ALASKA FSSs ONLY.)

AFP−

(See AIRSPACE FLOW PROGRAM.)

AIM−

(See AERONAUTICAL INFORMATION

MANUAL.)

AIP [ICAO]−

(See ICAO term AERONAUTICAL

INFORMATION PUBLICATION.)

AIR CARRIER DISTRICT OFFICE− An FAA field

office serving an assigned geographical area, staffed

with Flight Standards personnel serving the aviation

industry and the general public on matters related to

the certification and operation of scheduled air

carriers and other large aircraft operations.

AIR DEFENSE EMERGENCY− A military emergency condition declared by a designated authority.

This condition exists when an attack upon the

continental U.S., Alaska, Canada, or U.S. installations in Greenland by hostile aircraft or missiles is

considered probable, is imminent, or is taking place.

(Refer to AIM.)

AIR DEFENSE IDENTIFICATION ZONE (ADIZ)−

The area of airspace over land or water, extending

upward from the surface, within which the ready

identification, the location, and the control of aircraft

are required in the interest of national security.

a. Domestic Air Defense Identification Zone. An

ADIZ within the United States along an international

boundary of the United States.

b. Coastal Air Defense Identification Zone. An

ADIZ over the coastal waters of the United States.

c. Distant Early Warning Identification Zone

(DEWIZ). An ADIZ over the coastal waters of the

State of Alaska.

d. Land−Based Air Defense Identification Zone.

An ADIZ over U.S. metropolitan areas, which is

activated and deactivated as needed, with dimensions, activation dates and other relevant information

disseminated via NOTAM.

Note: ADIZ locations and operating and flight plan

requirements for civil aircraft operations are specified in 14 CFR Part 99.

(Refer to AIM.)

AIR NAVIGATION FACILITY− Any facility used

in, available for use in, or designed for use in, aid of

air navigation, including landing areas, lights, any

apparatus or equipment for disseminating weather

information, for signaling, for radio-directional

finding, or for radio or other electrical communication, and any other structure or mechanism having a

similar purpose for guiding or controlling flight in the

air or the landing and takeoff of aircraft.

(See NAVIGATIONAL AID.)

AIR ROUTE SURVEILLANCE RADAR− Air route

traffic control center (ARTCC) radar used primarily

to detect and display an aircraft’s position while en

route between terminal areas. The ARSR enables

controllers to provide radar air traffic control service

when aircraft are within the ARSR coverage. In some

instances, ARSR may enable an ARTCC to provide

terminal radar services similar to but usually more

limited than those provided by a radar approach

control.

AIR ROUTE TRAFFIC CONTROL CENTER− A

facility established to provide air traffic control

service to aircraft operating on IFR flight plans

within controlled airspace and principally during the

en route phase of flight. When equipment capabilities

and controller workload permit, certain advisory/assistance services may be provided to VFR aircraft.

(See EN ROUTE AIR TRAFFIC CONTROL

SERVICES.)

(Refer to AIM.)

AIR TAXI− Used to describe a helicopter/VTOL

aircraft movement conducted above the surface but

normally not above 100 feet AGL. The aircraft may

proceed either via hover taxi or flight at speeds more

than 20 knots. The pilot is solely responsible for

selecting a safe airspeed/altitude for the operation

being conducted.

(See HOVER TAXI.)

(Refer to AIM.)

Pilot/Controller Glossary 7/31/08
Pilot/Controller Glossary 2/14/08

PCG A−5

AIR TRAFFIC− Aircraft operating in the air or on an

airport surface, exclusive of loading ramps and

parking areas.

(See ICAO term AIR TRAFFIC.)

AIR TRAFFIC [ICAO]− All aircraft in flight or

operating on the maneuvering area of an aerodrome.

AIR TRAFFIC CLEARANCE− An authorization by

air traffic control for the purpose of preventing

collision between known aircraft, for an aircraft to

proceed under specified traffic conditions within

controlled airspace. The pilot-in-command of an

aircraft may not deviate from the provisions of a

visual flight rules (VFR) or instrument flight rules

(IFR) air traffic clearance except in an emergency or

unless an amended clearance has been obtained.

Additionally, the pilot may request a different

clearance from that which has been issued by air

traffic control (ATC) if information available to the

pilot makes another course of action more practicable

or if aircraft equipment limitations or company

procedures forbid compliance with the clearance

issued. Pilots may also request clarification or

amendment, as appropriate, any time a clearance is

not fully understood, or considered unacceptable

because of safety of flight. Controllers should, in

such instances and to the extent of operational

practicality and safety, honor the pilot’s request.

14 CFR Part 91.3(a) states: “The pilot in command

of an aircraft is directly responsible for, and is the

final authority as to, the operation of that aircraft.”

THE PILOT IS RESPONSIBLE TO REQUEST AN

AMENDED CLEARANCE if ATC issues a

clearance that would cause a pilot to deviate from a

rule or regulation, or in the pilot’s opinion, would

place the aircraft in jeopardy.

(See ATC INSTRUCTIONS.)

(See ICAO term AIR TRAFFIC CONTROL

CLEARANCE.)

AIR TRAFFIC CONTROL− A service operated by

appropriate authority to promote the safe, orderly and

expeditious flow of air traffic.

(See ICAO term AIR TRAFFIC CONTROL

SERVICE.)

AIR TRAFFIC CONTROL CLEARANCE [ICAO]−

Authorization for an aircraft to proceed under

conditions specified by an air traffic control unit.

Note 1: For convenience, the term air traffic control

clearance is frequently abbreviated to clearance

when used in appropriate contexts.

Note 2: The abbreviated term clearance may be

prefixed by the words taxi, takeoff, departure, en

route, approach or landing to indicate the particular

portion of flight to which the air traffic control clearance relates.

AIR TRAFFIC CONTROL SERVICE−

(See AIR TRAFFIC CONTROL.)

AIR TRAFFIC CONTROL SERVICE [ICAO]− A

service provided for the purpose of:

a. Preventing collisions:

1. Between aircraft; and

2. On the maneuvering area between aircraft

and obstructions.

b. Expediting and maintaining an orderly flow of

air traffic.

AIR TRAFFIC CONTROL SPECIALIST− A person

authorized to provide air traffic control service.

(See AIR TRAFFIC CONTROL.)

(See FLIGHT SERVICE STATION.)

(See ICAO term CONTROLLER.)

AIR TRAFFIC CONTROL SYSTEM COMMAND

CENTER (ATCSCC) − An Air Traffic Tactical

Operations facility responsible for monitoring and

managing the flow of air traffic throughout the NAS,

producing a safe, orderly, and expeditious flow of

traffic while minimizing delays. The following

functions are located at the ATCSCC:

a. Central Altitude Reservation Function

(CARF). Responsible for coordinating, planning,

and approving special user requirements under the

Altitude Reservation (ALTRV) concept.

(See ALTITUDE RESERVATION.)

b. Airport Reservation Office (ARO).

Responsible for approving IFR flights at designated

high density traffic airports (John F. Kennedy,

LaGuardia, and Ronald Reagan Washington

National) during specified hours.

(Refer to 14 CFR Part 93.)

(Refer to AIRPORT/FACILITY DIRECTORY.)

7/31/08 Pilot/Controller Glossary
Pilot/Controller Glossary 2/14/08

PCG A−6

c. U.S. Notice to Airmen (NOTAM) Office.

Responsible for collecting, maintaining, and distributing NOTAMs for the U.S. civilian and military, as

well as international aviation communities.

(See NOTICE TO AIRMEN.)

d. Weather Unit. Monitor all aspects of weather

for the U.S. that might affect aviation including cloud

cover, visibility, winds, precipitation, thunderstorms,

icing, turbulence, and more. Provide forecasts based

on observations and on discussions with meteorologists from various National Weather Service offices,

FAA facilities, airlines, and private weather services.

AIR TRAFFIC SERVICE− A generic term meaning:

a. Flight Information Service.

b. Alerting Service.

c. Air Traffic Advisory Service.

d. Air Traffic Control Service:

1. Area Control Service,

2. Approach Control Service, or

3. Airport Control Service.

AIR TRAFFIC SERVICE (ATS) ROUTES − The

term “ATS Route” is a generic term that includes

“VOR Federal airways,” “colored Federal airways,”

“jet routes,” and “RNAV routes.” The term “ATS

route” does not replace these more familiar route

names, but serves only as an overall title when listing

the types of routes that comprise the United States

route structure.

AIRBORNE DELAY− Amount of delay to be

encountered in airborne holding.

AIRCRAFT− Device(s) that are used or intended to

be used for flight in the air, and when used in air traffic

control terminology, may include the flight crew.

(See ICAO term AIRCRAFT.)

AIRCRAFT [ICAO]− Any machine that can derive

support in the atmosphere from the reactions of the air

other than the reactions of the air against the earth’s

surface.

AIRCRAFT APPROACH CATEGORY− A

grouping of aircraft based on a speed of 1.3 times the

stall speed in the landing configuration at maximum

gross landing weight. An aircraft must fit in only one

category. If it is necessary to maneuver at speeds in

excess of the upper limit of a speed range for a

category, the minimums for the category for that

speed must be used. For example, an aircraft which

falls in Category A, but is circling to land at a speed

in excess of 91 knots, must use the approach

Category B minimums when circling to land. The

categories are as follows:

a. Category A− Speed less than 91 knots.

b. Category B− Speed 91 knots or more but less

than 121 knots.

c. Category C− Speed 121 knots or more but less

than 141 knots.

d. Category D− Speed 141 knots or more but less

than 166 knots.

e. Category E− Speed 166 knots or more.

(Refer to 14 CFR Part 97.)

AIRCRAFT CLASSES− For the purposes of Wake

Turbulence Separation Minima, ATC classifies

aircraft as Heavy, Large, and Small as follows:

a. Heavy− Aircraft capable of takeoff weights of

more than 255,000 pounds whether or not they are

operating at this weight during a particular phase of

flight.

b. Large− Aircraft of more than 41,000 pounds,

maximum certificated takeoff weight, up to 255,000

pounds.

c. Small− Aircraft of 41,000 pounds or less

maximum certificated takeoff weight.

(Refer to AIM.)

AIRCRAFT CONFLICT− Predicted conflict, within

URET, of two aircraft, or between aircraft and

airspace. A Red alert is used for conflicts when the

predicted minimum separation is 5 nautical miles or

less. A Yellow alert is used when the predicted

minimum separation is between 5 and approximately

12 nautical miles. A Blue alert is used for conflicts

between an aircraft and predefined airspace.

(See USER REQUEST EVALUATION TOOL.)

AIRCRAFT LIST (ACL)− A view available with

URET that lists aircraft currently in or predicted to be

in a particular sector’s airspace. The view contains

textual flight data information in line format and may

be sorted into various orders based on the specific

needs of the sector team.

(See USER REQUEST EVALUATION TOOL.)

AIRCRAFT SURGE LAUNCH AND

RECOVERY− Procedures used at USAF bases to

provide increased launch and recovery rates in

instrument flight rules conditions. ASLAR is based

on:

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a. Reduced separation between aircraft which is

based on time or distance. Standard arrival separation

applies between participants including multiple

flights until the DRAG point. The DRAG point is a

published location on an ASLAR approach where

aircraft landing second in a formation slows to a

predetermined airspeed. The DRAG point is the

reference point at which MARSA applies as

expanding elements effect separation within a flight

or between subsequent participating flights.

b. ASLAR procedures shall be covered in a Letter

of Agreement between the responsible USAF

military ATC facility and the concerned Federal

Aviation Administration facility. Initial Approach

Fix spacing requirements are normally addressed as

a minimum.

AIRMEN’S METEOROLOGICAL

INFORMATION−

(See AIRMET.)

AIRMET− In-flight weather advisories issued only

to amend the area forecast concerning weather

phenomena which are of operational interest to all

aircraft and potentially hazardous to aircraft having

limited capability because of lack of equipment,

instrumentation, or pilot qualifications. AIRMETs

concern weather of less severity than that covered by

SIGMETs or Convective SIGMETs. AIRMETs

cover moderate icing, moderate turbulence, sustained

winds of 30 knots or more at the surface, widespread

areas of ceilings less than 1,000 feet and/or visibility

less than 3 miles, and extensive mountain

obscurement.

(See AWW.)

(See CONVECTIVE SIGMET.)

(See CWA.)

(See SIGMET.)

(Refer to AIM.)

AIRPORT− An area on land or water that is used or

intended to be used for the landing and takeoff of

aircraft and includes its buildings and facilities, if

any.

AIRPORT ADVISORY AREA− The area within ten

miles of an airport without a control tower or where

the tower is not in operation, and on which a Flight

Service Station is located.

(See LOCAL AIRPORT ADVISORY.)

(Refer to AIM.)

AIRPORT ARRIVAL RATE (AAR)− A dynamic

input parameter specifying the number of arriving

aircraft which an airport or airspace can accept from

the ARTCC per hour. The AAR is used to calculate

the desired interval between successive arrival

aircraft.

AIRPORT DEPARTURE RATE (ADR)− A dynamic

parameter specifying the number of aircraft which

can depart an airport and the airspace can accept per

hour.

AIRPORT ELEVATION− The highest point of an

airport’s usable runways measured in feet from mean

sea level.

(See TOUCHDOWN ZONE ELEVATION.)

(See ICAO term AERODROME ELEVATION.)

AIRPORT/FACILITY DIRECTORY− A publication

designed primarily as a pilot’s operational manual

containing all airports, seaplane bases, and heliports

open to the public including communications data,

navigational facilities, and certain special notices and

procedures. This publication is issued in seven

volumes according to geographical area.

AIRPORT LIGHTING− Various lighting aids that

may be installed on an airport. Types of airport

lighting include:

a. Approach Light System (ALS)− An airport

lighting facility which provides visual guidance to

landing aircraft by radiating light beams in a

directional pattern by which the pilot aligns the

aircraft with the extended centerline of the runway on

his/her final approach for landing. CondenserDischarge Sequential Flashing Lights/Sequenced

Flashing Lights may be installed in conjunction with

the ALS at some airports. Types of Approach Light

Systems are:

1. ALSF-1− Approach Light System with

Sequenced Flashing Lights in ILS Cat-I configuration.

2. ALSF-2− Approach Light System with

Sequenced Flashing Lights in ILS Cat-II configuration. The ALSF-2 may operate as an SSALR when

weather conditions permit.

3. SSALF− Simplified Short Approach Light

System with Sequenced Flashing Lights.

4. SSALR− Simplified Short Approach Light

System with Runway Alignment Indicator Lights.

5. MALSF− Medium Intensity Approach Light

System with Sequenced Flashing Lights.

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6. MALSR− Medium Intensity Approach Light

System with Runway Alignment Indicator Lights.

7. LDIN− Lead-in-light system− Consists of

one or more series of flashing lights installed at or

near ground level that provides positive visual

guidance along an approach path, either curving or

straight, where special problems exist with hazardous

terrain, obstructions, or noise abatement procedures.

8. RAIL− Runway Alignment Indicator Lights−

Sequenced Flashing Lights which are installed only

in combination with other light systems.

9. ODALS− Omnidirectional Approach Lighting System consists of seven omnidirectional

flashing lights located in the approach area of a

nonprecision runway. Five lights are located on the

runway centerline extended with the first light

located 300 feet from the threshold and extending at

equal intervals up to 1,500 feet from the threshold.

The other two lights are located, one on each side of

the runway threshold, at a lateral distance of 40 feet

from the runway edge, or 75 feet from the runway

edge when installed on a runway equipped with a

VASI.

(Refer to FAAO JO 6850.2, VISUAL GUIDANCE

LIGHTING SYSTEMS.)

b. Runway Lights/Runway Edge Lights− Lights

having a prescribed angle of emission used to define

the lateral limits of a runway. Runway lights are

uniformly spaced at intervals of approximately 200

feet, and the intensity may be controlled or preset.

c. Touchdown Zone Lighting− Two rows of

transverse light bars located symmetrically about the

runway centerline normally at 100 foot intervals. The

basic system extends 3,000 feet along the runway.

d. Runway Centerline Lighting− Flush centerline

lights spaced at 50-foot intervals beginning 75 feet

from the landing threshold and extending to within 75

feet of the opposite end of the runway.

e. Threshold Lights− Fixed green lights arranged

symmetrically left and right of the runway centerline,

identifying the runway threshold.

f. Runway End Identifier Lights (REIL)− Two

synchronized flashing lights, one on each side of the

runway threshold, which provide rapid and positive

identification of the approach end of a particular

runway.

g. Visual Approach Slope Indicator (VASI)− An

airport lighting facility providing vertical visual

approach slope guidance to aircraft during approach

to landing by radiating a directional pattern of high

intensity red and white focused light beams which

indicate to the pilot that he/she is “on path” if he/she

sees red/white, “above path” if white/white, and

“below path” if red/red. Some airports serving large

aircraft have three-bar VASIs which provide two

visual glide paths to the same runway.

h. Precision Approach Path Indicator (PAPI)− An

airport lighting facility, similar to VASI, providing

vertical approach slope guidance to aircraft during

approach to landing. PAPIs consist of a single row of

either two or four lights, normally installed on the left

side of the runway, and have an effective visual range

of about 5 miles during the day and up to 20 miles at

night. PAPIs radiate a directional pattern of high

intensity red and white focused light beams which

indicate that the pilot is “on path” if the pilot sees an

equal number of white lights and red lights, with

white to the left of the red; “above path” if the pilot

sees more white than red lights; and “below path” if

the pilot sees more red than white lights.

i. Boundary Lights− Lights defining the perimeter

of an airport or landing area.

(Refer to AIM.)

AIRPORT MARKING AIDS− Markings used on

runway and taxiway surfaces to identify a specific

runway, a runway threshold, a centerline, a hold line,

etc. A runway should be marked in accordance with

its present usage such as:

a. Visual.

b. Nonprecision instrument.

c. Precision instrument.

(Refer to AIM.)

AIRPORT REFERENCE POINT (ARP)− The

approximate geometric center of all usable runway

surfaces.

AIRPORT RESERVATION OFFICE− Office responsible for monitoring the operation of the high

density rule. Receives and processes requests for

IFR−operations at high density traffic airports.

AIRPORT ROTATING BEACON− A visual

NAVAID operated at many airports. At civil airports,

alternating white and green flashes indicate the

location of the airport. At military airports, the

beacons flash alternately white and green, but are

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differentiated from civil beacons by dualpeaked (two

quick) white flashes between the green flashes.

(See INSTRUMENT FLIGHT RULES.)

(See SPECIAL VFR OPERATIONS.)

(See ICAO term AERODROME BEACON.)

(Refer to AIM.)

AIRPORT STREAM FILTER (ASF)− An on/off

filter that allows the conflict notification function to

be inhibited for arrival streams into single or multiple

airports to prevent nuisance alerts.

AIRPORT SURFACE DETECTION EQUIPMENT

(ASDE)− Surveillance equipment specifically designed to detect aircraft, vehicular traffic, and other

objects, on the surface of an airport, and to present the

image on a tower display. Used to augment visual

observation by tower personnel of aircraft and/or

vehicular movements on runways and taxiways.

There are three ASDE systems deployed in the NAS:

a. ASDE−3− a Surface Movement Radar.

b. ASDE−X− a system that uses a X−band Surface

Movement Radar and multilateration. Data from

these two sources are fused and presented on a digital

display.

c. ASDE−3X− an ASDE−X system that uses the

ASDE−3 Surface Movement Radar.

AIRPORT SURVEILLANCE RADAR− Approach

control radar used to detect and display an aircraft’s

position in the terminal area. ASR provides range and

azimuth information but does not provide elevation

data. Coverage of the ASR can extend up to 60 miles.

AIRPORT TAXI CHARTS−

(See AERONAUTICAL CHART.)

AIRPORT TRAFFIC CONTROL SERVICE− A

service provided by a control tower for aircraft

operating on the movement area and in the vicinity of

an airport.

(See MOVEMENT AREA.)

(See TOWER.)

(See ICAO term AERODROME CONTROL

SERVICE.)

AIRPORT TRAFFIC CONTROL TOWER−

(See TOWER.)

AIRSPACE CONFLICT− Predicted conflict of an

aircraft and active Special Activity Airspace (SAA).

AIRSPACE FLOW PROGRAM (AFP)− AFP is a

Traffic Management (TM) process administered by

the Air Traffic Control System Command Center

(ATCSCC) where aircraft are assigned an Expect

Departure Clearance Time (EDCT) in order to

manage capacity and demand for a specific area of the

National Airspace System (NAS). The purpose of the

program is to mitigate the effects of en route

constraints. It is a flexible program and may be

implemented in various forms depending upon the

needs of the air traffic system.

AIRSPACE HIERARCHY− Within the airspace

classes, there is a hierarchy and, in the event of an

overlap of airspace: Class A preempts Class B, Class

B preempts Class C, Class C preempts Class D, Class

D preempts Class E, and Class E preempts Class G.

AIRSPEED− The speed of an aircraft relative to its

surrounding air mass. The unqualified term

“airspeed” means one of the following:

a. Indicated Airspeed− The speed shown on the

aircraft airspeed indicator. This is the speed used in

pilot/controller communications under the general

term “airspeed.”

(Refer to 14 CFR Part 1.)

b. True Airspeed− The airspeed of an aircraft

relative to undisturbed air. Used primarily in flight

planning and en route portion of flight. When used in

pilot/controller communications, it is referred to as

“true airspeed” and not shortened to “airspeed.”

AIRSTART− The starting of an aircraft engine while

the aircraft is airborne, preceded by engine shutdown

during training flights or by actual engine failure.

AIRWAY− A Class E airspace area established in the

form of a corridor, the centerline of which is defined

by radio navigational aids.

(See FEDERAL AIRWAYS.)

(See ICAO term AIRWAY.)

(Refer to 14 CFR Part 71.)

(Refer to AIM.)

AIRWAY [ICAO]− A control area or portion thereof

established in the form of corridor equipped with

radio navigational aids.

AIRWAY BEACON− Used to mark airway segments

in remote mountain areas. The light flashes Morse

Code to identify the beacon site.

(Refer to AIM.)

AIT−

(See AUTOMATED INFORMATION

TRANSFER.)

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ALERFA (Alert Phase) [ICAO]− A situation wherein

apprehension exists as to the safety of an aircraft and

its occupants.

ALERT− A notification to a position that there

is an aircraft-to-aircraft or aircraft-to-airspace

conflict, as detected by Automated Problem

Detection (APD).

ALERT AREA−

(See SPECIAL USE AIRSPACE.)

ALERT NOTICE− A request originated by a flight

service station (FSS) or an air route traffic control

center (ARTCC) for an extensive communication

search for overdue, unreported, or missing aircraft.

ALERTING SERVICE− A service provided to notify

appropriate organizations regarding aircraft in need

of search and rescue aid and assist such organizations

as required.

ALNOT−

(See ALERT NOTICE.)

ALONG−TRACK DISTANCE (ATD)− The distance

measured from a point-in-space by systems using

area navigation reference capabilities that are not

subject to slant range errors.

ALPHANUMERIC DISPLAY− Letters and numerals used to show identification, altitude, beacon code,

and other information concerning a target on a radar

display.

(See AUTOMATED RADAR TERMINAL

SYSTEMS.)

ALTERNATE AERODROME [ICAO]− An aerodrome to which an aircraft may proceed when it

becomes either impossible or inadvisable to proceed

to or to land at the aerodrome of intended landing.

Note: The aerodrome from which a flight departs

may also be an en-route or a destination alternate

aerodrome for the flight.

ALTERNATE AIRPORT− An airport at which an

aircraft may land if a landing at the intended airport

becomes inadvisable.

(See ICAO term ALTERNATE AERODROME.)

ALTIMETER SETTING− The barometric pressure

reading used to adjust a pressure altimeter for

variations in existing atmospheric pressure or to the

standard altimeter setting (29.92).

(Refer to 14 CFR Part 91.)

(Refer to AIM.)

ALTITUDE− The height of a level, point, or object

measured in feet Above Ground Level (AGL) or from

Mean Sea Level (MSL).

(See FLIGHT LEVEL.)

a. MSL Altitude− Altitude expressed in feet

measured from mean sea level.

b. AGL Altitude− Altitude expressed in feet

measured above ground level.

c. Indicated Altitude− The altitude as shown by an

altimeter. On a pressure or barometric altimeter it is

altitude as shown uncorrected for instrument error

and uncompensated for variation from standard

atmospheric conditions.

(See ICAO term ALTITUDE.)

ALTITUDE [ICAO]− The vertical distance of a level,

a point or an object considered as a point, measured

from mean sea level (MSL).

ALTITUDE READOUT− An aircraft’s altitude,

transmitted via the Mode C transponder feature, that

is visually displayed in 100-foot increments on a

radar scope having readout capability.

(See ALPHANUMERIC DISPLAY.)

(See AUTOMATED RADAR TERMINAL

SYSTEMS.)

(Refer to AIM.)

ALTITUDE RESERVATION− Airspace utilization

under prescribed conditions normally employed for

the mass movement of aircraft or other special user

requirements which cannot otherwise be

accomplished. ALTRVs are approved by the

appropriate FAA facility.

(See AIR TRAFFIC CONTROL SYSTEM

COMMAND CENTER.)

ALTITUDE RESTRICTION− An altitude or altitudes, stated in the order flown, which are to be

maintained until reaching a specific point or time.

Altitude restrictions may be issued by ATC due to

traffic, terrain, or other airspace considerations.

ALTITUDE RESTRICTIONS ARE CANCELED−

Adherence to previously imposed altitude restrictions is no longer required during a climb or descent.

ALTRV−

(See ALTITUDE RESERVATION.)

AMVER−

(See AUTOMATED MUTUAL-ASSISTANCE

VESSEL RESCUE SYSTEM.)

APB−

(See AUTOMATED PROBLEM DETECTION

BOUNDARY.)

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APD−

(See AUTOMATED PROBLEM DETECTION.)

APDIA−

(See AUTOMATED PROBLEM DETECTION

INHIBITED AREA.)

APPROACH CLEARANCE− Authorization by

ATC for a pilot to conduct an instrument approach.

The type of instrument approach for which a

clearance and other pertinent information is provided

in the approach clearance when required.

(See CLEARED APPROACH.)

(See INSTRUMENT APPROACH

PROCEDURE.)

(Refer to AIM.)

(Refer to 14 CFR Part 91.)

APPROACH CONTROL FACILITY− A terminal

ATC facility that provides approach control service in

a terminal area.

(See APPROACH CONTROL SERVICE.)

(See RADAR APPROACH CONTROL

FACILITY.)

APPROACH CONTROL SERVICE− Air traffic

control service provided by an approach control

facility for arriving and departing VFR/IFR aircraft

and, on occasion, en route aircraft. At some airports

not served by an approach control facility, the

ARTCC provides limited approach control service.

(See ICAO term APPROACH CONTROL

SERVICE.)

(Refer to AIM.)

APPROACH CONTROL SERVICE [ICAO]− Air

traffic control service for arriving or departing

controlled flights.

APPROACH GATE− An imaginary point used

within ATC as a basis for vectoring aircraft to the

final approach course. The gate will be established

along the final approach course 1 mile from the final

approach fix on the side away from the airport and

will be no closer than 5 miles from the landing

threshold.

APPROACH LIGHT SYSTEM−

(See AIRPORT LIGHTING.)

APPROACH SEQUENCE− The order in which

aircraft are positioned while on approach or awaiting

approach clearance.

(See LANDING SEQUENCE.)

(See ICAO term APPROACH SEQUENCE.)

APPROACH SEQUENCE [ICAO]− The order in

which two or more aircraft are cleared to approach to

land at the aerodrome.

APPROACH SPEED− The recommended speed

contained in aircraft manuals used by pilots when

making an approach to landing. This speed will vary

for different segments of an approach as well as for

aircraft weight and configuration.

APPROPRIATE ATS AUTHORITY [ICAO]− The

relevant authority designated by the State responsible

for providing air traffic services in the airspace

concerned. In the United States, the “appropriate ATS

authority” is the Program Director for Air Traffic

Planning and Procedures, ATP-1.

APPROPRIATE AUTHORITY−

a. Regarding flight over the high seas: the relevant

authority is the State of Registry.

b. Regarding flight over other than the high seas:

the relevant authority is the State having sovereignty

over the territory being overflown.

APPROPRIATE OBSTACLE CLEARANCE

MINIMUM ALTITUDE− Any of the following:

(See MINIMUM EN ROUTE IFR ALTITUDE.)

(See MINIMUM IFR ALTITUDE.)

(See MINIMUM OBSTRUCTION CLEARANCE

ALTITUDE.)

(See MINIMUM VECTORING ALTITUDE.)

APPROPRIATE TERRAIN CLEARANCE

MINIMUM ALTITUDE− Any of the following:

(See MINIMUM EN ROUTE IFR ALTITUDE.)

(See MINIMUM IFR ALTITUDE.)

(See MINIMUM OBSTRUCTION CLEARANCE

ALTITUDE.)

(See MINIMUM VECTORING ALTITUDE.)

APRON− A defined area on an airport or heliport

intended to accommodate aircraft for purposes of

loading or unloading passengers or cargo, refueling,

parking, or maintenance. With regard to seaplanes, a

ramp is used for access to the apron from the water.

(See ICAO term APRON.)

APRON [ICAO]− A defined area, on a land

aerodrome, intended to accommodate aircraft for

purposes of loading or unloading passengers, mail or

cargo, refueling, parking or maintenance.

ARC− The track over the ground of an aircraft flying

at a constant distance from a navigational aid by

reference to distance measuring equipment (DME).

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AREA CONTROL CENTER [ICAO]− An air traffic

control facility primarily responsible for ATC

services being provided IFR aircraft during the en

route phase of flight. The U.S. equivalent facility is

an air route traffic control center (ARTCC).

AREA NAVIGATION (RNAV) − RNAV provides

enhanced navigational capability to the pilot. RNAV

equipment can compute the airplane position, actual

track and ground speed and then provide meaningful

information relative to a route of flight selected by the

pilot. Typical equipment will provide the pilot with

distance, time, bearing and crosstrack error relative to

the selected “TO” or “active” waypoint and the

selected route. Several distinctly different navigational systems with different navigational

performance characteristics are capable of providing

area navigational functions. Present day RNAV

includes INS, LORAN, VOR/DME, and GPS

systems. Modern multi-sensor systems can integrate

one or more of the above systems to provide a more

accurate and reliable navigational system. Due to the

different levels of performance, area navigational

capabilities can satisfy different levels of required

navigational performance (RNP). The major types of

equipment are:

a. VORTAC referenced or Course Line Computer

(CLC) systems, which account for the greatest

number of RNAV units in use. To function, the CLC

must be within the service range of a VORTAC.

b. OMEGA/VLF, although two separate systems,

can be considered as one operationally. A long-range

navigation system based upon Very Low Frequency

radio signals transmitted from a total of 17 stations

worldwide.

c. Inertial (INS) systems, which are totally

self-contained and require no information from

external references. They provide aircraft position

and navigation information in response to signals

resulting from inertial effects on components within

the system.

d. MLS Area Navigation (MLS/RNAV), which

provides area navigation with reference to an MLS

ground facility.

e. LORAN-C is a long-range radio navigation

system that uses ground waves transmitted at low

frequency to provide user position information at

ranges of up to 600 to 1,200 nautical miles at both en

route and approach altitudes. The usable signal

coverage areas are determined by the signal-to-noise

ratio, the envelope-to-cycle difference, and the

geometric relationship between the positions of the

user and the transmitting stations.

f. GPS is a space-base radio positioning,

navigation, and time-transfer system. The system

provides highly accurate position and velocity

information, and precise time, on a continuous global

basis, to an unlimited number of properly equipped

users. The system is unaffected by weather, and

provides a worldwide common grid reference

system.

(See ICAO term AREA NAVIGATION.)

AREA NAVIGATION (RNAV) [ICAO]− A method

of navigation which permits aircraft operation on any

desired flight path within the coverage of ground− or

space−based navigation aids or within the limits of

the capability of self-contained aids, or a combination

of these.

Note: Area navigation includes performance−

based navigation as well as other operations that

do not meet the definition of performance−based

navigation.

AREA NAVIGATION (RNAV) APPROACH

CONFIGURATION:

a. STANDARD T− An RNAV approach whose

design allows direct flight to any one of three initial

approach fixes (IAF) and eliminates the need for

procedure turns. The standard design is to align the

procedure on the extended centerline with the missed

approach point (MAP) at the runway threshold, the

final approach fix (FAF), and the initial approach/

intermediate fix (IAF/IF). The other two IAFs will be

established perpendicular to the IF.

b. MODIFIED T− An RNAV approach design for

single or multiple runways where terrain or

operational constraints do not allow for the standard

T. The “T” may be modified by increasing or

decreasing the angle from the corner IAF(s) to the IF

or by eliminating one or both corner IAFs.

c. STANDARD I− An RNAV approach design for

a single runway with both corner IAFs eliminated.

Course reversal or radar vectoring may be required at

busy terminals with multiple runways.

d. TERMINAL ARRIVAL AREA (TAA)− The

TAA is controlled airspace established in conjunction

with the Standard or Modified T and I RNAV

approach configurations. In the standard TAA, there

are three areas: straight-in, left base, and right base.

The arc boundaries of the three areas of the TAA are

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published portions of the approach and allow aircraft

to transition from the en route structure direct to the

nearest IAF. TAAs will also eliminate or reduce

feeder routes, departure extensions, and procedure

turns or course reversal.

1. STRAIGHT-IN AREA− A 30NM arc

centered on the IF bounded by a straight line

extending through the IF perpendicular to the

intermediate course.

2. LEFT BASE AREA− A 30NM arc centered

on the right corner IAF. The area shares a boundary

with the straight-in area except that it extends out for

30NM from the IAF and is bounded on the other side

by a line extending from the IF through the FAF to the

arc.

3. RIGHT BASE AREA− A 30NM arc centered

on the left corner IAF. The area shares a boundary

with the straight-in area except that it extends out for

30NM from the IAF and is bounded on the other side

by a line extending from the IF through the FAF to the

arc.

ARINC− An acronym for Aeronautical Radio, Inc.,

a corporation largely owned by a group of airlines.

ARINC is licensed by the FCC as an aeronautical

station and contracted by the FAA to provide

communications support for air traffic control and

meteorological services in portions of international

airspace.

ARMY AVIATION FLIGHT INFORMATION

BULLETIN− A bulletin that provides air operation

data covering Army, National Guard, and Army

Reserve aviation activities.

ARO−

(See AIRPORT RESERVATION OFFICE.)

ARRESTING SYSTEM− A safety device consisting

of two major components, namely, engaging or

catching devices and energy absorption devices for

the purpose of arresting both tailhook and/or

nontailhook-equipped aircraft. It is used to prevent

aircraft from overrunning runways when the aircraft

cannot be stopped after landing or during aborted

takeoff. Arresting systems have various names; e.g.,

arresting gear, hook device, wire barrier cable.

(See ABORT.)

(Refer to AIM.)

ARRIVAL AIRCRAFT INTERVAL− An internally

generated program in hundredths of minutes based

upon the AAR. AAI is the desired optimum interval

between successive arrival aircraft over the vertex.

ARRIVAL CENTER− The ARTCC having jurisdiction for the impacted airport.

ARRIVAL DELAY− A parameter which specifies a

period of time in which no aircraft will be metered for

arrival at the specified airport.

ARRIVAL SECTOR− An operational control sector

containing one or more meter fixes.

ARRIVAL SECTOR ADVISORY LIST− An

ordered list of data on arrivals displayed at the

PVD/MDM of the sector which controls the meter

fix.

ARRIVAL SEQUENCING PROGRAM− The automated program designed to assist in sequencing

aircraft destined for the same airport.

ARRIVAL TIME− The time an aircraft touches down

on arrival.

ARSR−

(See AIR ROUTE SURVEILLANCE RADAR.)

ARTCC−

(See AIR ROUTE TRAFFIC CONTROL

CENTER.)

ARTS−

(See AUTOMATED RADAR TERMINAL

SYSTEMS.)

ASDA−

(See ACCELERATE-STOP DISTANCE

AVAILABLE.)

ASDA [ICAO]−

(See ICAO Term ACCELERATE-STOP

DISTANCE AVAILABLE.)

ASDE−

(See AIRPORT SURFACE DETECTION

EQUIPMENT.)

ASF−

(See AIRPORT STREAM FILTER.)

ASLAR−

(See AIRCRAFT SURGE LAUNCH AND

RECOVERY.)

ASP−

(See ARRIVAL SEQUENCING PROGRAM.)

ASR−

(See AIRPORT SURVEILLANCE RADAR.)

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ASR APPROACH−

(See SURVEILLANCE APPROACH.)

ASSOCIATED− A radar target displaying a data

block with flight identification and altitude

information.

(See UNASSOCIATED.)

ATC−

(See AIR TRAFFIC CONTROL.)

ATC ADVISES− Used to prefix a message of

noncontrol information when it is relayed to an

aircraft by other than an air traffic controller.

(See ADVISORY.)

ATC ASSIGNED AIRSPACE− Airspace of defined

vertical/lateral limits, assigned by ATC, for the

purpose of providing air traffic segregation between

the specified activities being conducted within the

assigned airspace and other IFR air traffic.

(See SPECIAL USE AIRSPACE.)

ATC CLEARANCE−

(See AIR TRAFFIC CLEARANCE.)

ATC CLEARS− Used to prefix an ATC clearance

when it is relayed to an aircraft by other than an air

traffic controller.

ATC INSTRUCTIONS− Directives issued by air

traffic control for the purpose of requiring a pilot to

take specific actions; e.g., “Turn left heading two five

zero,” “Go around,” “Clear the runway.”

(Refer to 14 CFR Part 91.)

ATC PREFERRED ROUTE NOTIFICATION−

URET notification to the appropriate controller of the

need to determine if an ATC preferred route needs to

be applied, based on destination airport.

(See ROUTE ACTION NOTIFICATION.)

(See USER REQUEST EVALUATION TOOL.)

ATC PREFERRED ROUTES− Preferred routes that

are not automatically applied by Host.

ATC REQUESTS− Used to prefix an ATC request

when it is relayed to an aircraft by other than an air

traffic controller.

ATC SECURITY SERVICES − Communications

and security tracking provided by an ATC facility in

support of the DHS, the DOD, or other Federal

security elements in the interest of national security.

Such security services are only applicable within

designated areas. ATC security services do not

include ATC basic radar services or flight following.

ATC SECURITY SERVICES POSITION − The

position responsible for providing ATC security

services as defined. This position does not provide

ATC, IFR separation, or VFR flight following

services, but is responsible for providing security

services in an area comprising airspace assigned to

one or more ATC operating sectors. This position

may be combined with control positions.

ATC SECURITY TRACKING − The continuous

tracking of aircraft movement by an ATC facility in

support of the DHS, the DOD, or other security

elements for national security using radar (i.e., radar

tracking) or other means (e.g., manual tracking)

without providing basic radar services (including

traffic advisories) or other ATC services not defined

in this section.

ATCAA−

(See ATC ASSIGNED AIRSPACE.)

ATCRBS−

(See RADAR.)

ATCSCC−

(See AIR TRAFFIC CONTROL SYSTEM

COMMAND CENTER.)

ATCT−

(See TOWER.)

ATD−

(See ALONG−TRACK DISTANCE.)

ATIS−

(See AUTOMATIC TERMINAL INFORMATION

SERVICE.)

ATIS [ICAO]−

(See ICAO Term AUTOMATIC TERMINAL

INFORMATION SERVICE.)

ATS ROUTE [ICAO]− A specified route designed for

channelling the flow of traffic as necessary for the

provision of air traffic services.

Note: The term “ATS Route” is used to mean variously, airway, advisory route, controlled or

uncontrolled route, arrival or departure, etc.

AUTOLAND APPROACH− An autoland approach

is a precision instrument approach to touchdown and,

in some cases, through the landing rollout. An

autoland approach is performed by the aircraft

autopilot which is receiving position information

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and/or steering commands from onboard navigation

equipment.

Note: Autoland and coupled approaches are flown

in VFR and IFR. It is common for carriers to require

their crews to fly coupled approaches and autoland

approaches (if certified) when the weather conditions are less than approximately 4,000 RVR.

(See COUPLED APPROACH.)

AUTOMATED INFORMATION TRANSFER− A

precoordinated process, specifically defined in

facility directives, during which a transfer of altitude

control and/or radar identification is accomplished

without verbal coordination between controllers

using information communicated in a full data block.

AUTOMATED MUTUAL-ASSISTANCE VESSEL

RESCUE SYSTEM− A facility which can deliver, in

a matter of minutes, a surface picture (SURPIC) of

vessels in the area of a potential or actual search and

rescue incident, including their predicted positions

and their characteristics.

(See FAAO JO 7110.65, Para 10−6−4, INFLIGHT

CONTINGENCIES.)

AUTOMATED PROBLEM DETECTION (APD)−

An Automation Processing capability that compares

trajectories in order to predict conflicts.

AUTOMATED PROBLEM DETECTION

BOUNDARY (APB)− The adapted distance beyond

a facilities boundary defining the airspace within

which URET performs conflict detection.

(See USER REQUEST EVALUATION TOOL.)

AUTOMATED PROBLEM DETECTION INHIBITED AREA (APDIA)− Airspace surrounding a

terminal area within which APD is inhibited for all

flights within that airspace.

AUTOMATED RADAR TERMINAL SYSTEMS

(ARTS)− A generic term for several tracking systems

included in the Terminal Automation Systems (TAS).

ARTS plus a suffix roman numeral denotes a major

modification to that system.

a. ARTS IIIA. The Radar Tracking and Beacon

Tracking Level (RT&BTL) of the modular,

programmable automated radar terminal system.

ARTS IIIA detects, tracks, and predicts primary as

well as secondary radar-derived aircraft targets. This

more sophisticated computer-driven system upgrades the existing ARTS III system by providing

improved tracking, continuous data recording, and

fail-soft capabilities.

b. Common ARTS. Includes ARTS IIE, ARTS

IIIE; and ARTS IIIE with ACD (see DTAS) which

combines functionalities of the previous ARTS

systems.

c. Programmable Indicator Data Processor

(PIDP). The PIDP is a modification to the

AN/TPX−42 interrogator system currently installed

in fixed RAPCONs. The PIDP detects, tracks, and

predicts secondary radar aircraft targets. These are

displayed by means of computer−generated symbols

and alphanumeric characters depicting flight identification, aircraft altitude, ground speed, and flight plan

data. Although primary radar targets are not tracked,

they are displayed coincident with the secondary

radar targets as well as with the other symbols and

alphanumerics. The system has the capability of

interfacing with ARTCCs.

AUTOMATED WEATHER SYSTEM− Any of the

automated weather sensor platforms that collect

weather data at airports and disseminate the weather

information via radio and/or landline. The systems

currently consist of the Automated Surface Observing System (ASOS), Automated Weather Sensor

System (AWSS) and Automated Weather Observation System (AWOS).

AUTOMATED UNICOM− Provides completely

automated weather, radio check capability and airport

advisory information on an Automated UNICOM

system. These systems offer a variety of features,

typically selectable by microphone clicks, on the

UNICOM frequency. Availability will be published

in the Airport/Facility Directory and approach charts.

AUTOMATIC ALTITUDE REPORT−

(See ALTITUDE READOUT.)

AUTOMATIC ALTITUDE REPORTING− That

function of a transponder which responds to Mode C

interrogations by transmitting the aircraft’s altitude

in 100-foot increments.

AUTOMATIC CARRIER LANDING SYSTEM−

U.S. Navy final approach equipment consisting of

precision tracking radar coupled to a computer data

link to provide continuous information to the aircraft,

monitoring capability to the pilot, and a backup

approach system.

AUTOMATIC DEPENDENT SURVEILLANCE

(ADS) [ICAO]− A surveillance technique in which

aircraft automatically provide, via a data link, data

derived from on−board navigation and position

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fixing systems, including aircraft identification, four

dimensional position and additional data as

appropriate.

AUTOMATIC DEPENDENT SURVEILLANCE−

BROADCAST (ADS-B)− A surveillance system in

which an aircraft or vehicle to be detected is fitted

with cooperative equipment in the form of a data link

transmitter. The aircraft or vehicle periodically

broadcasts its GPS−derived position and other

information such as velocity over the data link, which

is received by a ground−based transmitter/receiver

(transceiver) for processing and display at an air

traffic control facility.

(See GLOBAL POSITIONING SYSTEM.)

(See GROUND−BASED TRANSCEIVER.)

AUTOMATIC DEPENDENT SURVEILLANCE−

CONTRACT (ADS−C)− A data link position

reporting system, controlled by a ground station, that

establishes contracts with an aircraft’s avionics that

occur automatically whenever specific events occur,

or specific time intervals are reached.

AUTOMATIC DIRECTION FINDER− An aircraft

radio navigation system which senses and indicates

the direction to a L/MF nondirectional radio beacon

(NDB) ground transmitter. Direction is indicated to

the pilot as a magnetic bearing or as a relative bearing

to the longitudinal axis of the aircraft depending on

the type of indicator installed in the aircraft. In certain

applications, such as military, ADF operations may

be based on airborne and ground transmitters in the

VHF/UHF frequency spectrum.

(See BEARING.)

(See NONDIRECTIONAL BEACON.)

AUTOMATIC FLIGHT INFORMATION

SERVICE (AFIS) − ALASKA FSSs ONLY− The

continuous broadcast of recorded non−control

information at airports in Alaska where a FSS

provides local airport advisory service. The AFIS

broadcast automates the repetitive transmission of

essential but routine information such as weather,

wind, altimeter, favored runway, breaking action,

airport NOTAMs, and other applicable information.

The information is continuously broadcast over a

discrete VHF radio frequency (usually the ASOS

frequency.)

AUTOMATIC TERMINAL INFORMATION

SERVICE− The continuous broadcast of recorded

noncontrol information in selected terminal areas. Its

purpose is to improve controller effectiveness and to

relieve frequency congestion by automating the

repetitive transmission of essential but routine

information; e.g., “Los Angeles information Alfa.

One three zero zero Coordinated Universal Time.

Weather, measured ceiling two thousand overcast,

visibility three, haze, smoke, temperature seven one,

dew point five seven, wind two five zero at five,

altimeter two niner niner six. I-L-S Runway Two Five

Left approach in use, Runway Two Five Right closed,

advise you have Alfa.”

(See ICAO term AUTOMATIC TERMINAL

INFORMATION SERVICE.)

(Refer to AIM.)

AUTOMATIC TERMINAL INFORMATION

SERVICE [ICAO]− The provision of current, routine

information to arriving and departing aircraft by

means of continuous and repetitive broadcasts

throughout the day or a specified portion of the day.

AUTOROTATION− A rotorcraft flight condition in

which the lifting rotor is driven entirely by action of

the air when the rotorcraft is in motion.

a. Autorotative Landing/Touchdown Autorotation. Used by a pilot to indicate that the landing will

be made without applying power to the rotor.

b. Low Level Autorotation. Commences at an

altitude well below the traffic pattern, usually below

100 feet AGL and is used primarily for tactical

military training.

c. 180 degrees Autorotation. Initiated from a

downwind heading and is commenced well inside the

normal traffic pattern. “Go around” may not be

possible during the latter part of this maneuver.

AVAILABLE LANDING DISTANCE (ALD)− The

portion of a runway available for landing and roll-out

for aircraft cleared for LAHSO. This distance is

measured from the landing threshold to the

hold-short point.

AVIATION WEATHER SERVICE− A service

provided by the National Weather Service (NWS) and

FAA which collects and disseminates pertinent

weather information for pilots, aircraft operators, and

ATC. Available aviation weather reports and

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PCG A−17

forecasts are displayed at each NWS office and FAA

FSS.

(See EN ROUTE FLIGHT ADVISORY

SERVICE.)

(See TRANSCRIBED WEATHER BROADCAST.)

(See WEATHER ADVISORY.)

(Refer to AIM.)

AWW−

(See SEVERE WEATHER FORECAST

ALERTS.)

AZIMUTH (MLS)− A magnetic bearing extending

from an MLS navigation facility.

Note: Azimuth bearings are described as magnetic

and are referred to as “azimuth” in radio telephone

communications.

3/12/09 Pilot/Controller Glossary

Pilot/Controller Glossary 2/14/08

PCG B−1

B

BACK-TAXI− A term used by air traffic controllers

to taxi an aircraft on the runway opposite to the traffic

flow. The aircraft may be instructed to back-taxi to

the beginning of the runway or at some point before

reaching the runway end for the purpose of departure

or to exit the runway.

BASE LEG−

(See TRAFFIC PATTERN.)

BEACON−

(See AERONAUTICAL BEACON.)

(See AIRPORT ROTATING BEACON.)

(See AIRWAY BEACON.)

(See MARKER BEACON.)

(See NONDIRECTIONAL BEACON.)

(See RADAR.)

BEARING− The horizontal direction to or from any

point, usually measured clockwise from true north,

magnetic north, or some other reference point

through 360 degrees.

(See NONDIRECTIONAL BEACON.)

BELOW MINIMUMS− Weather conditions below

the minimums prescribed by regulation for the

particular action involved; e.g., landing minimums,

takeoff minimums.

BLAST FENCE− A barrier that is used to divert or

dissipate jet or propeller blast.

BLIND SPEED− The rate of departure or closing of

a target relative to the radar antenna at which

cancellation of the primary radar target by moving

target indicator (MTI) circuits in the radar equipment

causes a reduction or complete loss of signal.

(See ICAO term BLIND VELOCITY.)

BLIND SPOT− An area from which radio

transmissions and/or radar echoes cannot be

received. The term is also used to describe portions

of the airport not visible from the control tower.

BLIND TRANSMISSION−

(See TRANSMITTING IN THE BLIND.)

BLIND VELOCITY [ICAO]− The radial velocity of

a moving target such that the target is not seen on

primary radars fitted with certain forms of fixed echo

suppression.

BLIND ZONE−

(See BLIND SPOT.)

BLOCKED− Phraseology used to indicate that a

radio transmission has been distorted or interrupted

due to multiple simultaneous radio transmissions.

BOUNDARY LIGHTS−

(See AIRPORT LIGHTING.)

BRAKING ACTION (GOOD, FAIR, POOR, OR

NIL)− A report of conditions on the airport

movement area providing a pilot with a degree/

quality of braking that he/she might expect. Braking

action is reported in terms of good, fair, poor, or nil.

(See RUNWAY CONDITION READING.)

BRAKING ACTION ADVISORIES− When tower

controllers have received runway braking action

reports which include the terms “poor” or “nil,” or

whenever weather conditions are conducive to

deteriorating or rapidly changing runway braking

conditions, the tower will include on the ATIS

broadcast the statement, “BRAKING ACTION

ADVISORIES ARE IN EFFECT.” During the time

Braking Action Advisories are in effect, ATC will

issue the latest braking action report for the runway

in use to each arriving and departing aircraft. Pilots

should be prepared for deteriorating braking

conditions and should request current runway

condition information if not volunteered by

controllers. Pilots should also be prepared to provide

a descriptive runway condition report to controllers

after landing.

BREAKOUT− A technique to direct aircraft out of

the approach stream. In the context of close parallel

operations, a breakout is used to direct threatened

aircraft away from a deviating aircraft.

BROADCAST− Transmission of information for

which an acknowledgement is not expected.

(See ICAO term BROADCAST.)

BROADCAST [ICAO]− A transmission of information relating to air navigation that is not addressed to

a specific station or stations.

Pilot/Controller Glossary 2/14/08

PCG C−1

C

CALCULATED LANDING TIME− A term that may

be used in place of tentative or actual calculated

landing time, whichever applies.

CALL FOR RELEASE− Wherein the overlying

ARTCC requires a terminal facility to initiate verbal

coordination to secure ARTCC approval for release

of a departure into the en route environment.

CALL UP− Initial voice contact between a facility

and an aircraft, using the identification of the unit

being called and the unit initiating the call.

(Refer to AIM.)

CANADIAN MINIMUM NAVIGATION PERFORMANCE SPECIFICATION AIRSPACE− That

portion of Canadian domestic airspace within which

MNPS separation may be applied.

CARDINAL ALTITUDES− “Odd” or “Even”

thousand-foot altitudes or flight levels; e.g., 5,000,

6,000, 7,000, FL 250, FL 260, FL 270.

(See ALTITUDE.)

(See FLIGHT LEVEL.)

CARDINAL FLIGHT LEVELS−

(See CARDINAL ALTITUDES.)

CAT−

(See CLEAR-AIR TURBULENCE.)

CATCH POINT− A fix/waypoint that serves as a

transition point from the high altitude waypoint

navigation structure to an arrival procedure (STAR)

or the low altitude ground−based navigation

structure.

CEILING− The heights above the earth’s surface of

the lowest layer of clouds or obscuring phenomena

that is reported as “broken,” “overcast,” or

“obscuration,” and not classified as “thin” or

“partial.”

(See ICAO term CEILING.)

CEILING [ICAO]− The height above the ground or

water of the base of the lowest layer of cloud below

6,000 meters (20,000 feet) covering more than half

the sky.

CENRAP−

(See CENTER RADAR ARTS

PRESENTATION/PROCESSING.)

CENRAP-PLUS−

(See CENTER RADAR ARTS

PRESENTATION/PROCESSING-PLUS.)

CENTER−

(See AIR ROUTE TRAFFIC CONTROL

CENTER.)

CENTER’S AREA− The specified airspace within

which an air route traffic control center (ARTCC)

provides air traffic control and advisory service.

(See AIR ROUTE TRAFFIC CONTROL

CENTER.)

(Refer to AIM.)

CENTER RADAR ARTS PRESENTATION/

PROCESSING− A computer program developed to

provide a back-up system for airport surveillance

radar in the event of a failure or malfunction. The

program uses air route traffic control center radar for

the processing and presentation of data on the ARTS

IIA or IIIA displays.

CENTER RADAR ARTS PRESENTATION/

PROCESSING-PLUS− A computer program

developed to provide a back-up system for airport

surveillance radar in the event of a terminal secondary

radar system failure. The program uses a combination

of Air Route Traffic Control Center Radar and

terminal airport surveillance radar primary targets

displayed simultaneously for the processing and

presentation of data on the ARTS IIA or IIIA

displays.

CENTER TRACON AUTOMATION SYSTEM

(CTAS)− A computerized set of programs designed

to aid Air Route Traffic Control Centers and

TRACONs in the management and control of air

traffic.

CENTER WEATHER ADVISORY− An unscheduled weather advisory issued by Center Weather

Service Unit meteorologists for ATC use to alert

pilots of existing or anticipated adverse weather

conditions within the next 2 hours. A CWA may

modify or redefine a SIGMET.

(See AWW.)

(See AIRMET.)

(See CONVECTIVE SIGMET.)

(See SIGMET.)

(Refer to AIM.)
Pilot/Controller Glossary 2/14/08

PCG C−2

CENTRAL EAST PACIFIC− An organized route

system between the U.S. West Coast and Hawaii.

CEP−

(See CENTRAL EAST PACIFIC.)

CERAP−

(See COMBINED CENTER-RAPCON.)

CERTIFIED TOWER RADAR DISPLAY (CTRD)−

A FAA radar display certified for use in the NAS.

CFR−

(See CALL FOR RELEASE.)

CHAFF− Thin, narrow metallic reflectors of various

lengths and frequency responses, used to reflect radar

energy. These reflectors when dropped from aircraft

and allowed to drift downward result in large targets

on the radar display.

CHARTED VFR FLYWAYS− Charted VFR Flyways are flight paths recommended for use to bypass

areas heavily traversed by large turbine-powered

aircraft. Pilot compliance with recommended

flyways and associated altitudes is strictly voluntary.

VFR Flyway Planning charts are published on the

back of existing VFR Terminal Area charts.

CHARTED VISUAL FLIGHT PROCEDURE

APPROACH− An approach conducted while

operating on an instrument flight rules (IFR) flight

plan which authorizes the pilot of an aircraft to

proceed visually and clear of clouds to the airport via

visual landmarks and other information depicted on

a charted visual flight procedure. This approach must

be authorized and under the control of the appropriate

air traffic control facility. Weather minimums

required are depicted on the chart.

CHASE− An aircraft flown in proximity to another

aircraft normally to observe its performance during

training or testing.

CHASE AIRCRAFT−

(See CHASE.)

CIRCLE-TO-LAND MANEUVER− A maneuver

initiated by the pilot to align the aircraft with a

runway for landing when a straight-in landing from

an instrument approach is not possible or is not

desirable. At tower controlled airports, this maneuver

is made only after ATC authorization has been

obtained and the pilot has established required visual

reference to the airport.

(See CIRCLE TO RUNWAY.)

(See LANDING MINIMUMS.)

(Refer to AIM.)

CIRCLE TO RUNWAY (RUNWAY NUMBER)−

Used by ATC to inform the pilot that he/she must

circle to land because the runway in use is other than

the runway aligned with the instrument approach

procedure. When the direction of the circling

maneuver in relation to the airport/runway is

required, the controller will state the direction (eight

cardinal compass points) and specify a left or right

downwind or base leg as appropriate; e.g., “Cleared

VOR Runway Three Six Approach circle to Runway

Two Two,” or “Circle northwest of the airport for a

right downwind to Runway Two Two.”

(See CIRCLE-TO-LAND MANEUVER.)

(See LANDING MINIMUMS.)

(Refer to AIM.)

CIRCLING APPROACH−

(See CIRCLE-TO-LAND MANEUVER.)

CIRCLING MANEUVER−

(See CIRCLE-TO-LAND MANEUVER.)

CIRCLING MINIMA−

(See LANDING MINIMUMS.)

CLASS A AIRSPACE−

(See CONTROLLED AIRSPACE.)

CLASS B AIRSPACE−

(See CONTROLLED AIRSPACE.)

CLASS C AIRSPACE−

(See CONTROLLED AIRSPACE.)

CLASS D AIRSPACE−

(See CONTROLLED AIRSPACE.)

CLASS E AIRSPACE−

(See CONTROLLED AIRSPACE.)

CLASS G AIRSPACE− That airspace not designated

as Class A, B, C, D or E.

CLEAR AIR TURBULENCE (CAT)− Turbulence

encountered in air where no clouds are present. This

term is commonly applied to high-level turbulence

associated with wind shear. CAT is often encountered

in the vicinity of the jet stream.

(See WIND SHEAR.)

(See JET STREAM.)

CLEAR OF THE RUNWAY−

a. Taxiing aircraft, which is approaching a

runway, is clear of the runway when all parts of the
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PCG C−3

aircraft are held short of the applicable runway

holding position marking.

b. A pilot or controller may consider an aircraft,

which is exiting or crossing a runway, to be clear of

the runway when all parts of the aircraft are beyond

the runway edge and there are no restrictions to its

continued movement beyond the applicable runway

holding position marking.

c. Pilots and controllers shall exercise good

judgement to ensure that adequate separation exists

between all aircraft on runways and taxiways at

airports with inadequate runway edge lines or

holding position markings.

CLEARANCE−

(See AIR TRAFFIC CLEARANCE.)

CLEARANCE LIMIT− The fix, point, or location to

which an aircraft is cleared when issued an air traffic

clearance.

(See ICAO term CLEARANCE LIMIT.)

CLEARANCE LIMIT [ICAO]− The point of which

an aircraft is granted an air traffic control clearance.

CLEARANCE VOID IF NOT OFF BY (TIME)−

Used by ATC to advise an aircraft that the departure

clearance is automatically canceled if takeoff is not

made prior to a specified time. The pilot must obtain

a new clearance or cancel his/her IFR flight plan if not

off by the specified time.

(See ICAO term CLEARANCE VOID TIME.)

CLEARANCE VOID TIME [ICAO]− A time

specified by an air traffic control unit at which a

clearance ceases to be valid unless the aircraft

concerned has already taken action to comply

therewith.

CLEARED APPROACH− ATC authorization for an

aircraft to execute any standard or special instrument

approach procedure for that airport. Normally, an

aircraft will be cleared for a specific instrument

approach procedure.

(See CLEARED (Type of) APPROACH.)

(See INSTRUMENT APPROACH

PROCEDURE.)

(Refer to 14 CFR Part 91.)

(Refer to AIM.)

CLEARED (Type of) APPROACH− ATC authorization for an aircraft to execute a specific instrument

approach procedure to an airport; e.g., “Cleared ILS

Runway Three Six Approach.”

(See APPROACH CLEARANCE.)

(See INSTRUMENT APPROACH

PROCEDURE.)

(Refer to 14 CFR Part 91.)

(Refer to AIM.)

CLEARED AS FILED− Means the aircraft is cleared

to proceed in accordance with the route of flight filed

in the flight plan. This clearance does not include the

altitude, DP, or DP Transition.

(See REQUEST FULL ROUTE CLEARANCE.)

(Refer to AIM.)

CLEARED FOR TAKEOFF− ATC authorization

for an aircraft to depart. It is predicated on known

traffic and known physical airport conditions.

CLEARED FOR THE OPTION− ATC authorization for an aircraft to make a touch-and-go, low

approach, missed approach, stop and go, or full stop

landing at the discretion of the pilot. It is normally

used in training so that an instructor can evaluate a

student’s performance under changing situations.

(See OPTION APPROACH.)

(Refer to AIM.)

CLEARED THROUGH− ATC authorization for an

aircraft to make intermediate stops at specified

airports without refiling a flight plan while en route

to the clearance limit.

CLEARED TO LAND− ATC authorization for an

aircraft to land. It is predicated on known traffic and

known physical airport conditions.

CLEARWAY− An area beyond the takeoff runway

under the control of airport authorities within which

terrain or fixed obstacles may not extend above

specified limits. These areas may be required for

certain turbine-powered operations and the size and

upward slope of the clearway will differ depending on

when the aircraft was certificated.

(Refer to 14 CFR Part 1.)

CLIMB TO VFR− ATC authorization for an aircraft

to climb to VFR conditions within Class B, C, D, and

E surface areas when the only weather limitation is

restricted visibility. The aircraft must remain clear of

clouds while climbing to VFR.

(See SPECIAL VFR CONDITIONS.)

(Refer to AIM.)

CLIMBOUT− That portion of flight operation

between takeoff and the initial cruising altitude.
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PCG C−4

CLOSE PARALLEL RUNWAYS− Two parallel

runways whose extended centerlines are separated by

less than 4,300 feet, having a Precision Runway

Monitoring (PRM) system that permits simultaneous

independent ILS approaches.

CLOSED RUNWAY− A runway that is unusable for

aircraft operations. Only the airport management/

military operations office can close a runway.

CLOSED TRAFFIC− Successive operations involving takeoffs and landings or low approaches where

the aircraft does not exit the traffic pattern.

CLOUD− A cloud is a visible accumulation of

minute water droplets and/or ice particles in the

atmosphere above the Earth’s surface. Cloud differs

from ground fog, fog, or ice fog only in that the latter

are, by definition, in contact with the Earth’s surface.

CLT−

(See CALCULATED LANDING TIME.)

CLUTTER− In radar operations, clutter refers to the

reception and visual display of radar returns caused

by precipitation, chaff, terrain, numerous aircraft

targets, or other phenomena. Such returns may limit

or preclude ATC from providing services based on

radar.

(See CHAFF.)

(See GROUND CLUTTER.)

(See PRECIPITATION.)

(See TARGET.)

(See ICAO term RADAR CLUTTER.)

CMNPS−

(See CANADIAN MINIMUM NAVIGATION

PERFORMANCE SPECIFICATION AIRSPACE.)

COASTAL FIX− A navigation aid or intersection

where an aircraft transitions between the domestic

route structure and the oceanic route structure.

CODES− The number assigned to a particular

multiple pulse reply signal transmitted by a

transponder.

(See DISCRETE CODE.)

COMBINED CENTER-RAPCON− An air traffic

facility which combines the functions of an ARTCC

and a radar approach control facility.

(See AIR ROUTE TRAFFIC CONTROL

CENTER.)

(See RADAR APPROACH CONTROL

FACILITY.)

COMMON POINT− A significant point over which

two or more aircraft will report passing or have

reported passing before proceeding on the same or

diverging tracks. To establish/maintain longitudinal

separation, a controller may determine a common

point not originally in the aircraft’s flight plan and

then clear the aircraft to fly over the point.

(See SIGNIFICANT POINT.)

COMMON PORTION−

(See COMMON ROUTE.)

COMMON ROUTE− That segment of a North

American Route between the inland navigation

facility and the coastal fix.

OR

COMMON ROUTE− Typically the portion of a

RNAV STAR between the en route transition end

point and the runway transition start point; however,

the common route may only consist of a single point

that joins the en route and runway transitions.

COMMON TRAFFIC ADVISORY FREQUENCY

(CTAF)− A frequency designed for the purpose of

carrying out airport advisory practices while

operating to or from an airport without an operating

control tower. The CTAF may be a UNICOM,

Multicom, FSS, or tower frequency and is identified

in appropriate aeronautical publications.

(Refer to AC 90-42, Traffic Advisory Practices at

Airports Without Operating Control Towers.)

COMPASS LOCATOR− A low power, low or

medium frequency (L/MF) radio beacon installed at

the site of the outer or middle marker of an instrument

landing system (ILS). It can be used for navigation at

distances of approximately 15 miles or as authorized

in the approach procedure.

a. Outer Compass Locator (LOM)− A compass

locator installed at the site of the outer marker of an

instrument landing system.

(See OUTER MARKER.)

b. Middle Compass Locator (LMM)− A compass

locator installed at the site of the middle marker of an

instrument landing system.

(See MIDDLE MARKER.)

(See ICAO term LOCATOR.)

COMPASS ROSE− A circle, graduated in degrees,

printed on some charts or marked on the ground at an

airport. It is used as a reference to either true or

magnetic direction.

COMPLY WITH RESTRICTIONS− An ATC

instruction that requires an aircraft being vectored
Pilot/Controller Glossary 2/14/08

PCG C−5

back onto an arrival or departure procedure to comply

with all altitude and/or speed restrictions depicted on

the procedure. This term may be used in lieu of

repeating each remaining restriction that appears on

the procedure.

COMPOSITE FLIGHT PLAN− A flight plan which

specifies VFR operation for one portion of flight and

IFR for another portion. It is used primarily in

military operations.

(Refer to AIM.)

COMPOSITE ROUTE SYSTEM− An organized

oceanic route structure, incorporating reduced lateral

spacing between routes, in which composite

separation is authorized.

COMPOSITE SEPARATION− A method of separating aircraft in a composite route system where, by

management of route and altitude assignments, a

combination of half the lateral minimum specified for

the area concerned and half the vertical minimum is

applied.

COMPULSORY REPORTING POINTS− Reporting

points which must be reported to ATC. They are

designated on aeronautical charts by solid triangles or

filed in a flight plan as fixes selected to define direct

routes. These points are geographical locations

which are defined by navigation aids/fixes. Pilots

should discontinue position reporting over compulsory reporting points when informed by ATC that

their aircraft is in “radar contact.”

CONFLICT ALERT− A function of certain air traffic

control automated systems designed to alert radar

controllers to existing or pending situations between

tracked targets (known IFR or VFR aircraft) that

require his/her immediate attention/action.

(See MODE C INTRUDER ALERT.)

CONFLICT RESOLUTION− The resolution of

potential conflictions between aircraft that are radar

identified and in communication with ATC by

ensuring that radar targets do not touch. Pertinent

traffic advisories shall be issued when this procedure

is applied.

Note: This procedure shall not be provided utilizing

mosaic radar systems.

CONFORMANCE− The condition established when

an aircraft’s actual position is within the conformance

region constructed around that aircraft at its position,

according to the trajectory associated with the

aircraft’s Current Plan.

CONFORMANCE REGION− A volume, bounded

laterally, vertically, and longitudinally, within which

an aircraft must be at a given time in order to be in

conformance with the Current Plan Trajectory for that

aircraft. At a given time, the conformance region is

determined by the simultaneous application of the

lateral, vertical, and longitudinal conformance

bounds for the aircraft at the position defined by time

and aircraft’s trajectory.

CONSOLAN− A low frequency, long-distance

NAVAID used principally for transoceanic navigations.

CONTACT−

a. Establish communication with (followed by the

name of the facility and, if appropriate, the frequency

to be used).

b. A flight condition wherein the pilot ascertains

the attitude of his/her aircraft and navigates by visual

reference to the surface.

(See CONTACT APPROACH.)

(See RADAR CONTACT.)

CONTACT APPROACH− An approach wherein an

aircraft on an IFR flight plan, having an air traffic

control authorization, operating clear of clouds with

at least 1 mile flight visibility and a reasonable

expectation of continuing to the destination airport in

those conditions, may deviate from the instrument

approach procedure and proceed to the destination

airport by visual reference to the surface. This

approach will only be authorized when requested by

the pilot and the reported ground visibility at the

destination airport is at least 1 statute mile.

(Refer to AIM.)

CONTAMINATED RUNWAY− A runway is

considered contaminated whenever standing water,

ice, snow, slush, frost in any form, heavy rubber, or

other substances are present. A runway is contaminated with respect to rubber deposits or other

friction-degrading substances when the average

friction value for any 500-foot segment of the runway

within the ALD fails below the recommended

minimum friction level and the average friction value

in the adjacent 500-foot segments falls below the

maintenance planning friction level.

CONTERMINOUS U.S.− The 48 adjoining States

and the District of Columbia.
Pilot/Controller Glossary 2/14/08

PCG C−6

CONTINENTAL UNITED STATES− The 49 States

located on the continent of North America and the

District of Columbia.

CONTINUE− When used as a control instruction

should be followed by another word or words

clarifying what is expected of the pilot. Example:

“continue taxi,” “continue descent,” “continue

inbound,” etc.

CONTROL AREA [ICAO]− A controlled airspace

extending upwards from a specified limit above the

earth.

CONTROL SECTOR− An airspace area of defined

horizontal and vertical dimensions for which a

controller or group of controllers has air traffic

control responsibility, normally within an air route

traffic control center or an approach control facility.

Sectors are established based on predominant traffic

flows, altitude strata, and controller workload.

Pilot-communications during operations within a

sector are normally maintained on discrete frequencies assigned to the sector.

(See DISCRETE FREQUENCY.)

CONTROL SLASH− A radar beacon slash representing the actual position of the associated aircraft.

Normally, the control slash is the one closest to the

interrogating radar beacon site. When ARTCC radar

is operating in narrowband (digitized) mode, the

control slash is converted to a target symbol.

CONTROLLED AIRSPACE− An airspace of

defined dimensions within which air traffic control

service is provided to IFR flights and to VFR flights

in accordance with the airspace classification.

a. Controlled airspace is a generic term that covers

Class A, Class B, Class C, Class D, and Class E

airspace.

b. Controlled airspace is also that airspace within

which all aircraft operators are subject to certain pilot

qualifications, operating rules, and equipment

requirements in 14 CFR Part 91 (for specific

operating requirements, please refer to 14 CFR

Part 91). For IFR operations in any class of controlled

airspace, a pilot must file an IFR flight plan and

receive an appropriate ATC clearance. Each Class B,

Class C, and Class D airspace area designated for an

airport contains at least one primary airport around

which the airspace is designated (for specific

designations and descriptions of the airspace classes,

please refer to 14 CFR Part 71).

c. Controlled airspace in the United States is

designated as follows:

1. CLASS A− Generally, that airspace from

18,000 feet MSL up to and including FL 600,

including the airspace overlying the waters within 12

nautical miles of the coast of the 48 contiguous States

and Alaska. Unless otherwise authorized, all persons

must operate their aircraft under IFR.

2. CLASS B− Generally, that airspace from the

surface to 10,000 feet MSL surrounding the nation’s

busiest airports in terms of airport operations or

passenger enplanements. The configuration of each

Class B airspace area is individually tailored and

consists of a surface area and two or more layers

(some Class B airspaces areas resemble upside-down

wedding cakes), and is designed to contain all

published instrument procedures once an aircraft

enters the airspace. An ATC clearance is required for

all aircraft to operate in the area, and all aircraft that

are so cleared receive separation services within the

airspace. The cloud clearance requirement for VFR

operations is “clear of clouds.”

3. CLASS C− Generally, that airspace from the

surface to 4,000 feet above the airport elevation

(charted in MSL) surrounding those airports that

have an operational control tower, are serviced by a

radar approach control, and that have a certain

number of IFR operations or passenger enplanements. Although the configuration of each Class C

area is individually tailored, the airspace usually

consists of a surface area with a 5 nautical mile (NM)

radius, a circle with a 10NM radius that extends no

lower than 1,200 feet up to 4,000 feet above the

airport elevation and an outer area that is not charted.

Each person must establish two-way radio communications with the ATC facility providing air traffic

services prior to entering the airspace and thereafter

maintain those communications while within the

airspace. VFR aircraft are only separated from IFR

aircraft within the airspace.

(See OUTER AREA.)

4. CLASS D− Generally, that airspace from the

surface to 2,500 feet above the airport elevation

(charted in MSL) surrounding those airports that

have an operational control tower. The configuration

of each Class D airspace area is individually tailored

and when instrument procedures are published, the

airspace will normally be designed to contain the

procedures. Arrival extensions for instrument

approach procedures may be Class D or Class E
Pilot/Controller Glossary 2/14/08

PCG C−7

airspace. Unless otherwise authorized, each person

must establish two-way radio communications with

the ATC facility providing air traffic services prior to

entering the airspace and thereafter maintain those

communications while in the airspace. No separation

services are provided to VFR aircraft.

5. CLASS E− Generally, if the airspace is not

Class A, Class B, Class C, or Class D, and it is

controlled airspace, it is Class E airspace. Class E

airspace extends upward from either the surface or a

designated altitude to the overlying or adjacent

controlled airspace. When designated as a surface

area, the airspace will be configured to contain all

instrument procedures. Also in this class are Federal

airways, airspace beginning at either 700 or 1,200

feet AGL used to transition to/from the terminal or en

route environment, en route domestic, and offshore

airspace areas designated below 18,000 feet MSL.

Unless designated at a lower altitude, Class E

airspace begins at 14,500 MSL over the United

States, including that airspace overlying the waters

within 12 nautical miles of the coast of the 48

contiguous States and Alaska, up to, but not

including 18,000 feet MSL, and the airspace above

FL 600.

CONTROLLED AIRSPACE [ICAO]− An airspace

of defined dimensions within which air traffic control

service is provided to IFR flights and to VFR flights

in accordance with the airspace classification.

Note: Controlled airspace is a generic term which

covers ATS airspace Classes A, B, C, D, and E.

CONTROLLED TIME OF ARRIVAL− Arrival time

assigned during a Traffic Management Program. This

time may be modified due to adjustments or user

options.

CONTROLLER−

(See AIR TRAFFIC CONTROL SPECIALIST.)

CONTROLLER [ICAO]− A person authorized to

provide air traffic control services.

CONTROLLER PILOT DATA LINK COMMUNICATIONS (CPDLC)− A two−way digital very

high frequency (VHF) air/ground communications

system that conveys textual air traffic control

messages between controllers and pilots.

CONVECTIVE SIGMET− A weather advisory

concerning convective weather significant to the

safety of all aircraft. Convective SIGMETs are issued

for tornadoes, lines of thunderstorms, embedded

thunderstorms of any intensity level, areas of

thunderstorms greater than or equal to VIP level 4

with an area coverage of 4/10 (40%) or more, and hail

3/4 inch or greater.

(See AIRMET.)

(See AWW.)

(See CWA.)

(See SIGMET.)

(Refer to AIM.)

CONVECTIVE SIGNIFICANT METEOROLOGICAL INFORMATION−

(See CONVECTIVE SIGMET.)

COORDINATES− The intersection of lines of

reference, usually expressed in degrees/minutes/

seconds of latitude and longitude, used to determine

position or location.

COORDINATION FIX− The fix in relation to which

facilities will handoff, transfer control of an aircraft,

or coordinate flight progress data. For terminal

facilities, it may also serve as a clearance for arriving

aircraft.

COPTER−

(See HELICOPTER.)

CORRECTION− An error has been made in the

transmission and the correct version follows.

COUPLED APPROACH− A coupled approach is an

instrument approach performed by the aircraft

autopilot which is receiving position information

and/or steering commands from onboard navigation

equipment. In general, coupled nonprecision approaches must be discontinued and flown manually

at altitudes lower than 50 feet below the minimum

descent altitude, and coupled precision approaches

must be flown manually below 50 feet AGL.

Note: Coupled and autoland approaches are flown

in VFR and IFR. It is common for carriers to require

their crews to fly coupled approaches and autoland

approaches (if certified) when the weather

conditions are less than approximately 4,000 RVR.

(See AUTOLAND APPROACH.)

COURSE−

a. The intended direction of flight in the horizontal

plane measured in degrees from north.

b. The ILS localizer signal pattern usually

specified as the front course or the back course.
Pilot/Controller Glossary 2/14/08

PCG C−8

c. The intended track along a straight, curved, or

segmented MLS path.

(See BEARING.)

(See INSTRUMENT LANDING SYSTEM.)

(See MICROWAVE LANDING SYSTEM.)

(See RADIAL.)

CPDLC−

(See CONTROLLER PILOT DATA LINK

COMMUNICATIONS.)

CPL [ICAO]−

(See ICAO term CURRENT FLIGHT PLAN.)

CRITICAL ENGINE− The engine which, upon

failure, would most adversely affect the performance

or handling qualities of an aircraft.

CROSS (FIX) AT (ALTITUDE)− Used by ATC

when a specific altitude restriction at a specified fix

is required.

CROSS (FIX) AT OR ABOVE (ALTITUDE)− Used

by ATC when an altitude restriction at a specified fix

is required. It does not prohibit the aircraft from

crossing the fix at a higher altitude than specified;

however, the higher altitude may not be one that will

violate a succeeding altitude restriction or altitude

assignment.

(See ALTITUDE RESTRICTION.)

(Refer to AIM.)

CROSS (FIX) AT OR BELOW (ALTITUDE)−

Used by ATC when a maximum crossing altitude at

a specific fix is required. It does not prohibit the

aircraft from crossing the fix at a lower altitude;

however, it must be at or above the minimum IFR

altitude.

(See ALTITUDE RESTRICTION.)

(See MINIMUM IFR ALTITUDES.)

(Refer to 14 CFR Part 91.)

CROSSWIND−

a. When used concerning the traffic pattern, the

word means “crosswind leg.”

(See TRAFFIC PATTERN.)

b. When used concerning wind conditions, the

word means a wind not parallel to the runway or the

path of an aircraft.

(See CROSSWIND COMPONENT.)

CROSSWIND COMPONENT− The wind component measured in knots at 90 degrees to the

longitudinal axis of the runway.

CRUISE− Used in an ATC clearance to authorize a

pilot to conduct flight at any altitude from the

minimum IFR altitude up to and including the

altitude specified in the clearance. The pilot may

level off at any intermediate altitude within this block

of airspace. Climb/descent within the block is to be

made at the discretion of the pilot. However, once the

pilot starts descent and verbally reports leaving an

altitude in the block, he/she may not return to that

altitude without additional ATC clearance. Further, it

is approval for the pilot to proceed to and make an

approach at destination airport and can be used in

conjunction with:

a. An airport clearance limit at locations with a

standard/special instrument approach procedure. The

CFRs require that if an instrument letdown to an

airport is necessary, the pilot shall make the letdown

in accordance with a standard/special instrument

approach procedure for that airport, or

b. An airport clearance limit at locations that are

within/below/outside controlled airspace and without a standard/special instrument approach

procedure. Such a clearance is NOT AUTHORIZATION for the pilot to descend under IFR conditions

below the applicable minimum IFR altitude nor does

it imply that ATC is exercising control over aircraft

in Class G airspace; however, it provides a means for

the aircraft to proceed to destination airport, descend,

and land in accordance with applicable CFRs

governing VFR flight operations. Also, this provides

search and rescue protection until such time as the

IFR flight plan is closed.

(See INSTRUMENT APPROACH

PROCEDURE.)

CRUISE CLIMB− A climb technique employed by

aircraft, usually at a constant power setting, resulting

in an increase of altitude as the aircraft weight

decreases.

CRUISING ALTITUDE− An altitude or flight level

maintained during en route level flight. This is a

constant altitude and should not be confused with a

cruise clearance.

(See ALTITUDE.)

(See ICAO term CRUISING LEVEL.)

CRUISING LEVEL−

(See CRUISING ALTITUDE.)

CRUISING LEVEL [ICAO]− A level maintained

during a significant portion of a flight.
Pilot/Controller Glossary 2/14/08

PCG C−9

CT MESSAGE− An EDCT time generated by the

ATCSCC to regulate traffic at arrival airports.

Normally, a CT message is automatically transferred

from the Traffic Management System computer to the

NAS en route computer and appears as an EDCT. In

the event of a communication failure between the

TMS and the NAS, the CT message can be manually

entered by the TMC at the en route facility.

CTA−

(See CONTROLLED TIME OF ARRIVAL.)

(See ICAO term CONTROL AREA.)

CTAF−

(See COMMON TRAFFIC ADVISORY

FREQUENCY.)

CTAS−

(See CENTER TRACON AUTOMATION

SYSTEM.)

CTRD−

(See CERTIFIED TOWER RADAR DISPLAY.)

CURRENT FLIGHT PLAN [ICAO]− The flight

plan, including changes, if any, brought about by

subsequent clearances.

CURRENT PLAN− The ATC clearance the aircraft

has received and is expected to fly.

CVFP APPROACH−

(See CHARTED VISUAL FLIGHT PROCEDURE

APPROACH.)

CWA−

(See CENTER WEATHER ADVISORY and

WEATHER ADVISORY.)

Pilot/Controller Glossary 2/14/08

PCG D−1

D

D-ATIS−

(See DIGITAL-AUTOMATIC TERMINAL

INFORMATION SERVICE.)

DA [ICAO]−

(See ICAO Term DECISION

ALTITUDE/DECISION HEIGHT.)

DAIR−

(See DIRECT ALTITUDE AND IDENTITY

READOUT.)

DANGER AREA [ICAO]− An airspace of defined

dimensions within which activities dangerous to the

flight of aircraft may exist at specified times.

Note: The term “Danger Area” is not used in

reference to areas within the United States or any

of its possessions or territories.

DAS−

(See DELAY ASSIGNMENT.)

DATA BLOCK−

(See ALPHANUMERIC DISPLAY.)

DEAD RECKONING− Dead reckoning, as applied

to flying, is the navigation of an airplane solely by

means of computations based on airspeed, course,

heading, wind direction, and speed, groundspeed,

and elapsed time.

DECISION ALTITUDE/DECISION HEIGHT

[ICAO]− A specified altitude or height (A/H) in the

precision approach at which a missed approach must

be initiated if the required visual reference to

continue the approach has not been established.

Note 1: Decision altitude [DA] is referenced to

mean sea level [MSL] and decision height [DH] is

referenced to the threshold elevation.

Note 2: The required visual reference means that

section of the visual aids or of the approach area

which should have been in view for sufficient time

for the pilot to have made an assessment of the

aircraft position and rate of change of position, in

relation to the desired flight path.

DECISION HEIGHT− With respect to the operation

of aircraft, means the height at which a decision must

be made during an ILS, MLS, or PAR instrument

approach to either continue the approach or to execute

a missed approach.

(See ICAO term DECISION

ALTITUDE/DECISION HEIGHT.)

DECODER− The device used to decipher signals

received from ATCRBS transponders to effect their

display as select codes.

(See CODES.)

(See RADAR.)

DEFENSE VISUAL FLIGHT RULES− Rules

applicable to flights within an ADIZ conducted under

the visual flight rules in 14 CFR Part 91.

(See AIR DEFENSE IDENTIFICATION ZONE.)

(Refer to 14 CFR Part 91.)

(Refer to 14 CFR Part 99.)

DELAY ASSIGNMENT (DAS)− Delays are distributed to aircraft based on the traffic management

program parameters. The delay assignment is

calculated in 15−minute increments and appears as a

table in Traffic Flow Management System (TFMS).

DELAY INDEFINITE (REASON IF KNOWN)

EXPECT FURTHER CLEARANCE (TIME)− Used

by ATC to inform a pilot when an accurate estimate

of the delay time and the reason for the delay cannot

immediately be determined; e.g., a disabled aircraft

on the runway, terminal or center area saturation,

weather below landing minimums, etc.

(See EXPECT FURTHER CLEARANCE (TIME).)

DELAY TIME− The amount of time that the arrival

must lose to cross the meter fix at the assigned meter

fix time. This is the difference between ACLT and

VTA.

DEPARTURE CENTER− The ARTCC having

jurisdiction for the airspace that generates a flight to

the impacted airport.

DEPARTURE CONTROL− A function of an

approach control facility providing air traffic control

service for departing IFR and, under certain

conditions, VFR aircraft.

(See APPROACH CONTROL FACILITY.)

(Refer to AIM.)

DEPARTURE SEQUENCING PROGRAM− A

program designed to assist in achieving a specified

interval over a common point for departures.

3/12/09 Pilot/Controller Glossary
Pilot/Controller Glossary 2/14/08

PCG D−2

DEPARTURE TIME− The time an aircraft becomes

airborne.

DESCENT SPEED ADJUSTMENTS− Speed deceleration calculations made to determine an accurate

VTA. These calculations start at the transition point

and use arrival speed segments to the vertex.

DESIRED COURSE−

a. True− A predetermined desired course direction

to be followed (measured in degrees from true north).

b. Magnetic− A predetermined desired course

direction to be followed (measured in degrees from

local magnetic north).

DESIRED TRACK− The planned or intended track

between two waypoints. It is measured in degrees

from either magnetic or true north. The instantaneous

angle may change from point to point along the great

circle track between waypoints.

DETRESFA (DISTRESS PHASE) [ICAO]− The

code word used to designate an emergency phase

wherein there is reasonable certainty that an aircraft

and its occupants are threatened by grave and

imminent danger or require immediate assistance.

DEVIATIONS−

a. A departure from a current clearance, such as an

off course maneuver to avoid weather or turbulence.

b. Where specifically authorized in the CFRs and

requested by the pilot, ATC may permit pilots to

deviate from certain regulations.

(Refer to AIM.)

DF−

(See DIRECTION FINDER.)

DF APPROACH PROCEDURE− Used under

emergency conditions where another instrument

approach procedure cannot be executed. DF guidance

for an instrument approach is given by ATC facilities

with DF capability.

(See DF GUIDANCE.)

(See DIRECTION FINDER.)

(Refer to AIM.)

DF FIX− The geographical location of an aircraft

obtained by one or more direction finders.

(See DIRECTION FINDER.)

DF GUIDANCE− Headings provided to aircraft by

facilities equipped with direction finding equipment.

These headings, if followed, will lead the aircraft to

a predetermined point such as the DF station or an

airport. DF guidance is given to aircraft in distress or

to other aircraft which request the service. Practice

DF guidance is provided when workload permits.

(See DIRECTION FINDER.)

(See DF FIX.)

(Refer to AIM.)

DF STEER−

(See DF GUIDANCE.)

DH−

(See DECISION HEIGHT.)

DH [ICAO]−

(See ICAO Term DECISION ALTITUDE/

DECISION HEIGHT.)

DIGITAL-AUTOMATIC TERMINAL INFORMATION SERVICE (D-ATIS)− The service provides

text messages to aircraft, airlines, and other users

outside the standard reception range of conventional

ATIS via landline and data link communications to

the cockpit. Also, the service provides a computer−

synthesized voice message that can be transmitted to

all aircraft within range of existing transmitters. The

Terminal Data Link System (TDLS) D-ATIS

application uses weather inputs from local automated

weather sources or manually entered meteorological

data together with preprogrammed menus to provide

standard information to users. Airports with D-ATIS

capability are listed in the Airport/Facility Directory.

DIGITAL TARGET− A computer−generated symbol

representing an aircraft’s position, based on a primary

return or radar beacon reply, shown on a digital

display.

DIGITAL TERMINAL AUTOMATION SYSTEM

(DTAS)− A system where digital radar and beacon

data is presented on digital displays and the

operational program monitors the system performance on a real−time basis.

DIGITIZED TARGET− A computer−generated

indication shown on an analog radar display resulting

from a primary radar return or a radar beacon reply.

DIRECT− Straight line flight between two navigational aids, fixes, points, or any combination thereof.

When used by pilots in describing off-airway routes,

points defining direct route segments become

compulsory reporting points unless the aircraft is

under radar contact.

DIRECT ALTITUDE AND IDENTITY READOUT− The DAIR System is a modification to the
Pilot/Controller Glossary 2/14/08

PCG D−3

AN/TPX-42 Interrogator System. The Navy has two

adaptations of the DAIR System-Carrier Air Traffic

Control Direct Altitude and Identification Readout

System for Aircraft Carriers and Radar Air Traffic

Control Facility Direct Altitude and Identity Readout

System for land-based terminal operations. The

DAIR detects, tracks, and predicts secondary radar

aircraft targets. Targets are displayed by means of

computer-generated symbols and alphanumeric

characters depicting flight identification, altitude,

ground speed, and flight plan data. The DAIR System

is capable of interfacing with ARTCCs.

DIRECTION FINDER− A radio receiver equipped

with a directional sensing antenna used to take

bearings on a radio transmitter. Specialized radio

direction finders are used in aircraft as air navigation

aids. Others are ground-based, primarily to obtain a

“fix” on a pilot requesting orientation assistance or to

locate downed aircraft. A location “fix” is established

by the intersection of two or more bearing lines

plotted on a navigational chart using either two

separately located Direction Finders to obtain a fix on

an aircraft or by a pilot plotting the bearing

indications of his/her DF on two separately located

ground-based transmitters, both of which can be

identified on his/her chart. UDFs receive signals in

the ultra high frequency radio broadcast band; VDFs

in the very high frequency band; and UVDFs in both

bands. ATC provides DF service at those air traffic

control towers and flight service stations listed in the

Airport/Facility Directory and the DOD FLIP IFR En

Route Supplement.

(See DF FIX.)

(See DF GUIDANCE.)

DIRECTLY BEHIND− An aircraft is considered to

be operating directly behind when it is following the

actual flight path of the lead aircraft over the surface

of the earth except when applying wake turbulence

separation criteria.

DISCRETE BEACON CODE−

(See DISCRETE CODE.)

DISCRETE CODE− As used in the Air Traffic

Control Radar Beacon System (ATCRBS), any one

of the 4096 selectable Mode 3/A aircraft transponder

codes except those ending in zero zero; e.g., discrete

codes: 0010, 1201, 2317, 7777; nondiscrete codes:

0100, 1200, 7700. Nondiscrete codes are normally

reserved for radar facilities that are not equipped with

discrete decoding capability and for other purposes

such as emergencies (7700), VFR aircraft (1200), etc.

(See RADAR.)

(Refer to AIM.)

DISCRETE FREQUENCY− A separate radio

frequency for use in direct pilot-controller communications in air traffic control which reduces

frequency congestion by controlling the number of

aircraft operating on a particular frequency at one

time. Discrete frequencies are normally designated

for each control sector in en route/terminal ATC

facilities. Discrete frequencies are listed in the

Airport/Facility Directory and the DOD FLIP IFR En

Route Supplement.

(See CONTROL SECTOR.)

DISPLACED THRESHOLD− A threshold that is

located at a point on the runway other than the

designated beginning of the runway.

(See THRESHOLD.)

(Refer to AIM.)

DISTANCE MEASURING EQUIPMENT− Equipment (airborne and ground) used to measure, in

nautical miles, the slant range distance of an aircraft

from the DME navigational aid.

(See MICROWAVE LANDING SYSTEM.)

(See TACAN.)

(See VORTAC.)

DISTRESS− A condition of being threatened by

serious and/or imminent danger and of requiring

immediate assistance.

DIVE BRAKES−

(See SPEED BRAKES.)

DIVERSE VECTOR AREA− In a radar environment, that area in which a prescribed departure route

is not required as the only suitable route to avoid

obstacles. The area in which random radar vectors

below the MVA/MIA, established in accordance with

the TERPS criteria for diverse departures, obstacles

and terrain avoidance, may be issued to departing

aircraft.

DIVERSION (DVRSN)− Flights that are required to

land at other than their original destination for

reasons beyond the control of the pilot/company, e.g.

periods of significant weather.

DME−

(See DISTANCE MEASURING EQUIPMENT.)
Pilot/Controller Glossary 2/14/08

PCG D−4

DME FIX− A geographical position determined by

reference to a navigational aid which provides

distance and azimuth information. It is defined by a

specific distance in nautical miles and a radial,

azimuth, or course (i.e., localizer) in degrees

magnetic from that aid.

(See DISTANCE MEASURING EQUIPMENT.)

(See FIX.)

(See MICROWAVE LANDING SYSTEM.)

DME SEPARATION− Spacing of aircraft in terms of

distances (nautical miles) determined by reference to

distance measuring equipment (DME).

(See DISTANCE MEASURING EQUIPMENT.)

DOD FLIP− Department of Defense Flight Information Publications used for flight planning, en route,

and terminal operations. FLIP is produced by the

National Imagery and Mapping Agency (NIMA) for

world-wide use. United States Government Flight

Information Publications (en route charts and

instrument approach procedure charts) are incorporated in DOD FLIP for use in the National Airspace

System (NAS).

DOMESTIC AIRSPACE− Airspace which overlies

the continental land mass of the United States plus

Hawaii and U.S. possessions. Domestic airspace

extends to 12 miles offshore.

DOWNBURST− A strong downdraft which induces

an outburst of damaging winds on or near the ground.

Damaging winds, either straight or curved, are highly

divergent. The sizes of downbursts vary from 1/2

mile or less to more than 10 miles. An intense

downburst often causes widespread damage. Damaging winds, lasting 5 to 30 minutes, could reach speeds

as high as 120 knots.

DOWNWIND LEG−

(See TRAFFIC PATTERN.)

DP−

(See INSTRUMENT DEPARTURE PROCEDURE.)

DRAG CHUTE− A parachute device installed on

certain aircraft which is deployed on landing roll to

assist in deceleration of the aircraft.

DSP−

(See DEPARTURE SEQUENCING PROGRAM.)

DT−

(See DELAY TIME.)

DTAS−

(See DIGITAL TERMINAL AUTOMATION

SYSTEM.)

DUE REGARD− A phase of flight wherein an

aircraft commander of a State-operated aircraft

assumes responsibility to separate his/her aircraft

from all other aircraft.

(See also FAAO JO 7110.65, Para 1−2−1, WORD

MEANINGS.)

DUTY RUNWAY−

(See RUNWAY IN USE/ACTIVE RUNWAY/DUTY

RUNWAY.)

DVA−

(See DIVERSE VECTOR AREA.)

DVFR−

(See DEFENSE VISUAL FLIGHT RULES.)

DVFR FLIGHT PLAN− A flight plan filed for a VFR

aircraft which intends to operate in airspace within

which the ready identification, location, and control

of aircraft are required in the interest of national

security.

DVRSN−

(See DIVERSION.)

DYNAMIC− Continuous review, evaluation, and

change to meet demands.

DYNAMIC RESTRICTIONS− Those restrictions

imposed by the local facility on an “as needed” basis

to manage unpredictable fluctuations in traffic

demands.
Pilot/Controller Glossary 2/14/08

PCG E−1

E

EAS−

(See EN ROUTE AUTOMATION SYSTEM.)

EDCT−

(See EXPECT DEPARTURE CLEARANCE

TIME.)

EFC−

(See EXPECT FURTHER CLEARANCE (TIME).)

ELT−

(See EMERGENCY LOCATOR TRANSMITTER.)

EMERGENCY− A distress or an urgency condition.

EMERGENCY LOCATOR TRANSMITTER− A

radio transmitter attached to the aircraft structure

which operates from its own power source on

121.5 MHz and 243.0 MHz. It aids in locating

downed aircraft by radiating a downward sweeping

audio tone, 2-4 times per second. It is designed to

function without human action after an accident.

(Refer to 14 CFR Part 91.)

(Refer to AIM.)

E-MSAW−

(See EN ROUTE MINIMUM SAFE ALTITUDE

WARNING.)

EN ROUTE AIR TRAFFIC CONTROL SERVICES− Air traffic control service provided aircraft

on IFR flight plans, generally by centers, when these

aircraft are operating between departure and

destination terminal areas. When equipment, capabilities, and controller workload permit, certain

advisory/assistance services may be provided to VFR

aircraft.

(See AIR ROUTE TRAFFIC CONTROL

CENTER.)

(Refer to AIM.)

EN ROUTE AUTOMATION SYSTEM (EAS)− The

complex integrated environment consisting of

situation display systems, surveillance systems and

flight data processing, remote devices, decision

support tools, and the related communications

equipment that form the heart of the automated IFR

air traffic control system. It interfaces with automated

terminal systems and is used in the control of en route

IFR aircraft.

(Refer to AIM.)

EN ROUTE CHARTS−

(See AERONAUTICAL CHART.)

EN ROUTE DESCENT− Descent from the en route

cruising altitude which takes place along the route of

flight.

EN ROUTE FLIGHT ADVISORY SERVICE− A

service specifically designed to provide, upon pilot

request, timely weather information pertinent to

his/her type of flight, intended route of flight, and

altitude. The FSSs providing this service are listed in

the Airport/Facility Directory.

(See FLIGHT WATCH.)

(Refer to AIM.)

EN ROUTE HIGH ALTITUDE CHARTS−

(See AERONAUTICAL CHART.)

EN ROUTE LOW ALTITUDE CHARTS−

(See AERONAUTICAL CHART.)

EN ROUTE MINIMUM SAFE ALTITUDE WARNING− A function of the EAS that aids the controller

by providing an alert when a tracked aircraft is below

or predicted by the computer to go below a

predetermined minimum IFR altitude (MIA).

EN ROUTE SPACING PROGRAM (ESP)− A

program designed to assist the exit sector in

achieving the required in-trail spacing.

EN ROUTE TRANSITION−

a. Conventional STARs/SIDs. The portion of a

SID/STAR that connects to one or more en route

airway/jet route.

b. RNAV STARs/SIDs. The portion of a STAR

preceding the common route or point, or for a SID the

portion following, that is coded for a specific en route

fix, airway or jet route.

ESP−

(See EN ROUTE SPACING PROGRAM.)

ESTABLISHED−To be stable or fixed on a route,

route segment, altitude, heading, etc.

ESTIMATED ELAPSED TIME [ICAO]− The

estimated time required to proceed from one

significant point to another.

(See ICAO Term TOTAL ESTIMATED ELAPSED

TIME.)
Pilot/Controller Glossary 2/14/08

PCG E−2

ESTIMATED OFF-BLOCK TIME [ICAO]− The

estimated time at which the aircraft will commence

movement associated with departure.

ESTIMATED POSITION ERROR (EPE)−

(See Required Navigation Performance)

ESTIMATED TIME OF ARRIVAL− The time the

flight is estimated to arrive at the gate (scheduled

operators) or the actual runway on times for

nonscheduled operators.

ESTIMATED TIME EN ROUTE− The estimated

flying time from departure point to destination

(lift-off to touchdown).

ETA−

(See ESTIMATED TIME OF ARRIVAL.)

ETE−

(See ESTIMATED TIME EN ROUTE.)

EXECUTE MISSED APPROACH− Instructions

issued to a pilot making an instrument approach

which means continue inbound to the missed

approach point and execute the missed approach

procedure as described on the Instrument Approach

Procedure Chart or as previously assigned by ATC.

The pilot may climb immediately to the altitude

specified in the missed approach procedure upon

making a missed approach. No turns should be

initiated prior to reaching the missed approach point.

When conducting an ASR or PAR approach, execute

the assigned missed approach procedure immediately

upon receiving instructions to “execute missed

approach.”

(Refer to AIM.)

EXPECT (ALTITUDE) AT (TIME) or (FIX)− Used

under certain conditions to provide a pilot with an

altitude to be used in the event of two-way

communications failure. It also provides altitude

information to assist the pilot in planning.

(Refer to AIM.)

EXPECT DEPARTURE CLEARANCE TIME

(EDCT)− The runway release time assigned to an

aircraft in a traffic management program and shown

on the flight progress strip as an EDCT.

(See GROUND DELAY PROGRAM.)

EXPECT FURTHER CLEARANCE (TIME)− The

time a pilot can expect to receive clearance beyond a

clearance limit.

EXPECT FURTHER CLEARANCE VIA (AIRWAYS, ROUTES OR FIXES)− Used to inform a

pilot of the routing he/she can expect if any part of the

route beyond a short range clearance limit differs

from that filed.

EXPEDITE− Used by ATC when prompt compliance is required to avoid the development of an

imminent situation. Expedite climb/descent normally indicates to a pilot that the approximate best rate

of climb/descent should be used without requiring an

exceptional change in aircraft handling characteristics.
Pilot/Controller Glossary 2/14/08

PCG F−1

F

FAF−

(See FINAL APPROACH FIX.)

FAST FILE− A system whereby a pilot files a flight

plan via telephone that is tape recorded and then

transcribed for transmission to the appropriate air

traffic facility. Locations having a fast file capability

are contained in the Airport/Facility Directory.

(Refer to AIM.)

FAWP− Final Approach Waypoint

FCLT−

(See FREEZE CALCULATED LANDING TIME.)

FEATHERED PROPELLER− A propeller whose

blades have been rotated so that the leading and

trailing edges are nearly parallel with the aircraft

flight path to stop or minimize drag and engine

rotation. Normally used to indicate shutdown of a

reciprocating or turboprop engine due to malfunction.

FEDERAL AIRWAYS−

(See LOW ALTITUDE AIRWAY STRUCTURE.)

FEEDER FIX− The fix depicted on Instrument

Approach Procedure Charts which establishes the

starting point of the feeder route.

FEEDER ROUTE− A route depicted on instrument

approach procedure charts to designate routes for

aircraft to proceed from the en route structure to the

initial approach fix (IAF).

(See INSTRUMENT APPROACH

PROCEDURE.)

FERRY FLIGHT− A flight for the purpose of:

a. Returning an aircraft to base.

b. Delivering an aircraft from one location to

another.

c. Moving an aircraft to and from a maintenance

base.− Ferry flights, under certain conditions, may be

conducted under terms of a special flight permit.

FIELD ELEVATION−

(See AIRPORT ELEVATION.)

FILED− Normally used in conjunction with flight

plans, meaning a flight plan has been submitted to

ATC.

FILED EN ROUTE DELAY− Any of the following

preplanned delays at points/areas along the route of

flight which require special flight plan filing and

handling techniques.

a. Terminal Area Delay. A delay within a terminal

area for touch-and-go, low approach, or other

terminal area activity.

b. Special Use Airspace Delay. A delay within a

Military Operations Area, Restricted Area, Warning

Area, or ATC Assigned Airspace.

c. Aerial Refueling Delay. A delay within an

Aerial Refueling Track or Anchor.

FILED FLIGHT PLAN− The flight plan as filed with

an ATS unit by the pilot or his/her designated

representative without any subsequent changes or

clearances.

FINAL− Commonly used to mean that an aircraft is

on the final approach course or is aligned with a

landing area.

(See FINAL APPROACH COURSE.)

(See FINAL APPROACH-IFR.)

(See SEGMENTS OF AN INSTRUMENT

APPROACH PROCEDURE.)

FINAL APPROACH [ICAO]− That part of an

instrument approach procedure which commences at

the specified final approach fix or point, or where

such a fix or point is not specified.

a. At the end of the last procedure turn, base turn

or inbound turn of a racetrack procedure, if specified;

or

b. At the point of interception of the last track

specified in the approach procedure; and ends at a

point in the vicinity of an aerodrome from which:

1. A landing can be made; or

2. A missed approach procedure is initiated.

FINAL APPROACH COURSE− A bearing/radial/

track of an instrument approach leading to a runway

or an extended runway centerline all without regard

to distance.

FINAL APPROACH FIX− The fix from which the

final approach (IFR) to an airport is executed and

which identifies the beginning of the final approach

segment. It is designated on Government charts by

the Maltese Cross symbol for nonprecision
Pilot/Controller Glossary 2/14/08

PCG F−2

approaches and the lightning bolt symbol for

precision approaches; or when ATC directs a

lower-than-published glideslope/path intercept altitude, it is the resultant actual point of the

glideslope/path intercept.

(See FINAL APPROACH POINT.)

(See GLIDESLOPE INTERCEPT ALTITUDE.)

(See SEGMENTS OF AN INSTRUMENT

APPROACH PROCEDURE.)

FINAL APPROACH-IFR− The flight path of an

aircraft which is inbound to an airport on a final

instrument approach course, beginning at the final

approach fix or point and extending to the airport or

the point where a circle-to-land maneuver or a missed

approach is executed.

(See FINAL APPROACH COURSE.)

(See FINAL APPROACH FIX.)

(See FINAL APPROACH POINT.)

(See SEGMENTS OF AN INSTRUMENT

APPROACH PROCEDURE.)

(See ICAO term FINAL APPROACH.)

FINAL APPROACH POINT− The point, applicable

only to a nonprecision approach with no depicted

FAF (such as an on airport VOR), where the aircraft

is established inbound on the final approach course

from the procedure turn and where the final approach

descent may be commenced. The FAP serves as the

FAF and identifies the beginning of the final

approach segment.

(See FINAL APPROACH FIX.)

(See SEGMENTS OF AN INSTRUMENT

APPROACH PROCEDURE.)

FINAL APPROACH SEGMENT−

(See SEGMENTS OF AN INSTRUMENT

APPROACH PROCEDURE.)

FINAL APPROACH SEGMENT [ICAO]− That

segment of an instrument approach procedure in

which alignment and descent for landing are

accomplished.

FINAL CONTROLLER− The controller providing

information and final approach guidance during PAR

and ASR approaches utilizing radar equipment.

(See RADAR APPROACH.)

FINAL GUARD SERVICE− A value added service

provided in conjunction with LAA/RAA only during

periods of significant and fast changing weather

conditions that may affect landing and takeoff

operations.

FINAL MONITOR AID− A high resolution color

display that is equipped with the controller alert

system hardware/software which is used in the

precision runway monitor (PRM) system. The

display includes alert algorithms providing the target

predictors, a color change alert when a target

penetrates or is predicted to penetrate the no

transgression zone (NTZ), a color change alert if the

aircraft transponder becomes inoperative, synthesized voice alerts, digital mapping, and like features

contained in the PRM system.

(See RADAR APPROACH.)

FINAL MONITOR CONTROLLER− Air Traffic

Control Specialist assigned to radar monitor the

flight path of aircraft during simultaneous parallel

and simultaneous close parallel ILS approach

operations. Each runway is assigned a final monitor

controller during simultaneous parallel and simultaneous close parallel ILS approaches. Final monitor

controllers shall utilize the Precision Runway

Monitor (PRM) system during simultaneous close

parallel ILS approaches.

FIR−

(See FLIGHT INFORMATION REGION.)

FIRST TIER CENTER− The ARTCC immediately

adjacent to the impacted center.

FIX− A geographical position determined by visual

reference to the surface, by reference to one or more

radio NAVAIDs, by celestial plotting, or by another

navigational device.

FIX BALANCING− A process whereby aircraft are

evenly distributed over several available arrival fixes

reducing delays and controller workload.

FLAG− A warning device incorporated in certain

airborne navigation and flight instruments indicating

that:

a. Instruments are inoperative or otherwise not

operating satisfactorily, or

b. Signal strength or quality of the received signal

falls below acceptable values.

FLAG ALARM−

(See FLAG.)

FLAMEOUT− An emergency condition caused by a

loss of engine power.

FLAMEOUT PATTERN− An approach normally

conducted by a single-engine military aircraft

experiencing loss or anticipating loss of engine
Pilot/Controller Glossary 2/14/08

PCG F−3

power or control. The standard overhead approach

starts at a relatively high altitude over a runway

(“high key”) followed by a continuous 180 degree

turn to a high, wide position (“low key”) followed by

a continuous 180 degree turn final. The standard

straight-in pattern starts at a point that results in a

straight-in approach with a high rate of descent to the

runway. Flameout approaches terminate in the type

approach requested by the pilot (normally fullstop).

FLIGHT CHECK− A call-sign prefix used by FAA

aircraft engaged in flight inspection/certification of

navigational aids and flight procedures. The word

“recorded” may be added as a suffix; e.g., “Flight

Check 320 recorded” to indicate that an automated

flight inspection is in progress in terminal areas.

(See FLIGHT INSPECTION.)

(Refer to AIM.)

FLIGHT FOLLOWING−

(See TRAFFIC ADVISORIES.)

FLIGHT INFORMATION REGION− An airspace of

defined dimensions within which Flight Information

Service and Alerting Service are provided.

a. Flight Information Service. A service provided

for the purpose of giving advice and information

useful for the safe and efficient conduct of flights.

b. Alerting Service. A service provided to notify

appropriate organizations regarding aircraft in need

of search and rescue aid and to assist such

organizations as required.

FLIGHT INFORMATION SERVICE− A service

provided for the purpose of giving advice and

information useful for the safe and efficient conduct

of flights.

FLIGHT INSPECTION− Inflight investigation and

evaluation of a navigational aid to determine whether

it meets established tolerances.

(See FLIGHT CHECK.)

(See NAVIGATIONAL AID.)

FLIGHT LEVEL− A level of constant atmospheric

pressure related to a reference datum of 29.92 inches

of mercury. Each is stated in three digits that represent

hundreds of feet. For example, flight level (FL) 250

represents a barometric altimeter indication of

25,000 feet; FL 255, an indication of 25,500 feet.

(See ICAO term FLIGHT LEVEL.)

FLIGHT LEVEL [ICAO]− A surface of constant

atmospheric pressure which is related to a specific

pressure datum, 1013.2 hPa (1013.2 mb), and is

separated from other such surfaces by specific

pressure intervals.

Note 1: A pressure type altimeter calibrated in

accordance with the standard atmosphere:

a. When set to a QNH altimeter setting, will

indicate altitude;

b. When set to a QFE altimeter setting, will

indicate height above the QFE reference datum;

and

c. When set to a pressure of 1013.2 hPa 

(1013.2 mb), may be used to indicate flight levels.

Note 2: The terms ‘height’ and ‘altitude,’ used in

Note 1 above, indicate altimetric rather than

geometric heights and altitudes.

FLIGHT LINE− A term used to describe the precise

movement of a civil photogrammetric aircraft along

a predetermined course(s) at a predetermined altitude

during the actual photographic run.

FLIGHT MANAGEMENT SYSTEMS− A computer system that uses a large data base to allow routes

to be preprogrammed and fed into the system by

means of a data loader. The system is constantly

updated with respect to position accuracy by

reference to conventional navigation aids. The

sophisticated program and its associated data base

insures that the most appropriate aids are automatically selected during the information update cycle.

FLIGHT MANAGEMENT SYSTEM PROCEDURE− An arrival, departure, or approach procedure

developed for use by aircraft with a slant (/) E or slant

(/) F equipment suffix.

FLIGHT PATH− A line, course, or track along which

an aircraft is flying or intended to be flown.

(See COURSE.)

(See TRACK.)

FLIGHT PLAN− Specified information relating to

the intended flight of an aircraft that is filed orally or

in writing with an FSS or an ATC facility.

(See FAST FILE.)

(See FILED.)

(Refer to AIM.)

FLIGHT PLAN AREA− The geographical area

assigned by regional air traffic divisions to a flight

service station for the purpose of search and rescue

for VFR aircraft, issuance of NOTAMs, pilot

briefing, in-flight services, broadcast, emergency

services, flight data processing, international operations, and aviation weather services. Three letter
Pilot/Controller Glossary 2/14/08

PCG F−4

identifiers are assigned to every flight service station

and are annotated in AFDs and FAAO JO 7350.8,

LOCATION IDENTIFIERS, as tie-in facilities.

(See FAST FILE.)

(See FILED.)

(Refer to AIM.)

FLIGHT RECORDER− A general term applied to

any instrument or device that records information

about the performance of an aircraft in flight or about

conditions encountered in flight. Flight recorders

may make records of airspeed, outside air

temperature, vertical acceleration, engine RPM,

manifold pressure, and other pertinent variables for a

given flight.

(See ICAO term FLIGHT RECORDER.)

FLIGHT RECORDER [ICAO]− Any type of

recorder installed in the aircraft for the purpose of

complementing accident/incident investigation.

Note: See Annex 6 Part I, for specifications relating

to flight recorders.

FLIGHT SERVICE STATION (FSS) − An air traffic

facility which provides pilot briefings, flight plan

processing, en route radio communications, search

and rescue services, and assistance to lost aircraft and

aircraft in emergency situations. FSSs also relay

ATC clearances, process Notices to Airmen,

broadcast aviation weather and aeronautical information, and notify Customs and Border Protection of

transborder flights. In addition, at selected locations,

FSSs provide En Route Flight Advisory Service

(Flight Watch) and Airport Advisory Service (AAS).

In Alaska, designated FSSs also provide TWEB

recordings and take weather observations.

FLIGHT STANDARDS DISTRICT OFFICE− An

FAA field office serving an assigned geographical

area and staffed with Flight Standards personnel who

serve the aviation industry and the general public on

matters relating to the certification and operation of

air carrier and general aviation aircraft. Activities

include general surveillance of operational safety,

certification of airmen and aircraft, accident

prevention, investigation, enforcement, etc.

FLIGHT TEST− A flight for the purpose of:

a. Investigating the operation/flight characteristics of an aircraft or aircraft component.

b. Evaluating an applicant for a pilot certificate or

rating.

FLIGHT VISIBILITY−

(See VISIBILITY.)

FLIGHT WATCH− A shortened term for use in

air-ground contacts to identify the flight service

station providing En Route Flight Advisory Service;

e.g., “Oakland Flight Watch.”

(See EN ROUTE FLIGHT ADVISORY

SERVICE.)

FLIP−

(See DOD FLIP.)

FLY HEADING (DEGREES)− Informs the pilot of

the heading he/she should fly. The pilot may have to

turn to, or continue on, a specific compass direction

in order to comply with the instructions. The pilot is

expected to turn in the shorter direction to the heading

unless otherwise instructed by ATC.

FLY-BY WAYPOINT− A fly-by waypoint requires

the use of turn anticipation to avoid overshoot of the

next flight segment.

FLY-OVER WAYPOINT− A fly-over waypoint

precludes any turn until the waypoint is overflown

and is followed by an intercept maneuver of the next

flight segment.

FMA−

(See FINAL MONITOR AID.)

FMS−

(See FLIGHT MANAGEMENT SYSTEM.)

FMSP−

(See FLIGHT MANAGEMENT SYSTEM

PROCEDURE.)

FORMATION FLIGHT− More than one aircraft

which, by prior arrangement between the pilots,

operate as a single aircraft with regard to navigation

and position reporting. Separation between aircraft

within the formation is the responsibility of the flight

leader and the pilots of the other aircraft in the flight.

This includes transition periods when aircraft within

the formation are maneuvering to attain separation

from each other to effect individual control and

during join-up and breakaway.

a. A standard formation is one in which a

proximity of no more than 1 mile laterally or

longitudinally and within 100 feet vertically from the

flight leader is maintained by each wingman.

b. Nonstandard formations are those operating

under any of the following conditions:

Pilot/Controller Glossary 3/12/09
Pilot/Controller Glossary 2/14/08

PCG F−5

1. When the flight leader has requested and ATC

has approved other than standard formation

dimensions.

2. When operating within an authorized altitude

reservation (ALTRV) or under the provisions of a

letter of agreement.

3. When the operations are conducted in

airspace specifically designed for a special activity.

(See ALTITUDE RESERVATION.)

(Refer to 14 CFR Part 91.)

FRC−

(See REQUEST FULL ROUTE CLEARANCE.)

FREEZE/FROZEN− Terms used in referring to

arrivals which have been assigned ACLTs and to the

lists in which they are displayed.

FREEZE CALCULATED LANDING TIME− A

dynamic parameter number of minutes prior to the

meter fix calculated time of arrival for each aircraft

when the TCLT is frozen and becomes an ACLT (i.e.,

the VTA is updated and consequently the TCLT is

modified as appropriate until FCLT minutes prior to

meter fix calculated time of arrival, at which time

updating is suspended and an ACLT and a frozen

meter fix crossing time (MFT) is assigned).

FREEZE HORIZON− The time or point at which an

aircraft’s STA becomes fixed and no longer fluctuates

with each radar update. This setting insures a constant

time for each aircraft, necessary for the metering

controller to plan his/her delay technique. This

setting can be either in distance from the meter fix or

a prescribed flying time to the meter fix.

FREEZE SPEED PARAMETER− A speed adapted

for each aircraft to determine fast and slow aircraft.

Fast aircraft freeze on parameter FCLT and slow

aircraft freeze on parameter MLDI.

FRICTION MEASUREMENT− A measurement of

the friction characteristics of the runway pavement

surface using continuous self-watering friction

measurement equipment in accordance with the

specifications, procedures and schedules contained

in AC 150/5320−12, Measurement, Construction,

and Maintenance of Skid Resistant Airport Pavement

Surfaces.

FSDO−

(See FLIGHT STANDARDS DISTRICT OFFICE.)

FSPD−

(See FREEZE SPEED PARAMETER.)

FSS−

(See FLIGHT SERVICE STATION.)

FUEL DUMPING− Airborne release of usable fuel.

This does not include the dropping of fuel tanks.

(See JETTISONING OF EXTERNAL STORES.)

FUEL REMAINING− A phrase used by either pilots

or controllers when relating to the fuel remaining on

board until actual fuel exhaustion. When transmitting

such information in response to either a controller

question or pilot initiated cautionary advisory to air

traffic control, pilots will state the APPROXIMATE

NUMBER OF MINUTES the flight can continue

with the fuel remaining. All reserve fuel SHOULD

BE INCLUDED in the time stated, as should an

allowance for established fuel gauge system error.

FUEL SIPHONING− Unintentional release of fuel

caused by overflow, puncture, loose cap, etc.

FUEL VENTING−

(See FUEL SIPHONING.)

Pilot/Controller Glossary 2/14/08

PCG G−1

G

GATE HOLD PROCEDURES− Procedures at

selected airports to hold aircraft at the gate or other

ground location whenever departure delays exceed or

are anticipated to exceed 15 minutes. The sequence

for departure will be maintained in accordance with

initial call-up unless modified by flow control

restrictions. Pilots should monitor the ground

control/clearance delivery frequency for engine

start/taxi advisories or new proposed start/taxi time

if the delay changes.

GBT−

(See GROUND−BASED TRANSCEIVER.)

GCA−

(See GROUND CONTROLLED APPROACH.)

GDP−

(See GROUND DELAY PROGRAM.)

GENERAL AVIATION− That portion of civil

aviation which encompasses all facets of aviation

except air carriers holding a certificate of public

convenience and necessity from the Civil Aeronautics Board and large aircraft commercial operators.

(See ICAO term GENERAL AVIATION.)

GENERAL AVIATION [ICAO]− All civil aviation

operations other than scheduled air services and

nonscheduled air transport operations for remuneration or hire.

GEO MAP− The digitized map markings associated

with the ASR-9 Radar System.

GLIDEPATH−

(See GLIDESLOPE.)

GLIDEPATH [ICAO]− A descent profile determined

for vertical guidance during a final approach.

GLIDEPATH INTERCEPT ALTITUDE−

(See GLIDESLOPE INTERCEPT ALTITUDE.)

GLIDESLOPE− Provides vertical guidance for

aircraft during approach and landing. The glideslope/

glidepath is based on the following:

a. Electronic components emitting signals which

provide vertical guidance by reference to airborne

instruments during instrument approaches such as

ILS/MLS, or

b. Visual ground aids, such as VASI, which

provide vertical guidance for a VFR approach or for

the visual portion of an instrument approach and

landing.

c. PAR. Used by ATC to inform an aircraft making

a PAR approach of its vertical position (elevation)

relative to the descent profile.

(See ICAO term GLIDEPATH.)

GLIDESLOPE INTERCEPT ALTITUDE− The

minimum altitude to intercept the glideslope/path on

a precision approach. The intersection of the

published intercept altitude with the glideslope/path,

designated on Government charts by the lightning

bolt symbol, is the precision FAF; however, when the

approach chart shows an alternative lower glideslope

intercept altitude, and ATC directs a lower altitude,

the resultant lower intercept position is then the FAF.

(See FINAL APPROACH FIX.)

(See SEGMENTS OF AN INSTRUMENT

APPROACH PROCEDURE.)

GLOBAL POSITIONING SYSTEM (GPS)− A

space-base radio positioning, navigation, and

time-transfer system. The system provides highly

accurate position and velocity information, and

precise time, on a continuous global basis, to an

unlimited number of properly equipped users. The

system is unaffected by weather, and provides a

worldwide common grid reference system. The GPS

concept is predicated upon accurate and continuous

knowledge of the spatial position of each satellite in

the system with respect to time and distance from a

transmitting satellite to the user. The GPS receiver

automatically selects appropriate signals from the

satellites in view and translates these into threedimensional position, velocity, and time. System

accuracy for civil users is normally 100 meters

horizontally.

GO AHEAD− Proceed with your message. Not to be

used for any other purpose.

GO AROUND− Instructions for a pilot to abandon

his/her approach to landing. Additional instructions

may follow. Unless otherwise advised by ATC, a

VFR aircraft or an aircraft conducting visual

approach should overfly the runway while climbing

to traffic pattern altitude and enter the traffic pattern

via the crosswind leg. A pilot on an IFR flight plan
Pilot/Controller Glossary 2/14/08

PCG G−2

making an instrument approach should execute the

published missed approach procedure or proceed as

instructed by ATC; e.g., “Go around” (additional

instructions if required).

(See LOW APPROACH.)

(See MISSED APPROACH.)

GPD−

(See GRAPHIC PLAN DISPLAY.)

GPS−

(See GLOBAL POSITIONING SYSTEM.)

GRAPHIC PLAN DISPLAY (GPD)− A view

available with URET that provides a graphic display

of aircraft, traffic, and notification of predicted

conflicts. Graphic routes for Current Plans and Trial

Plans are displayed upon controller request.

(See USER REQUEST EVALUATION TOOL.)

GROUND−BASED TRANSCEIVER (GBT)− The

ground−based transmitter/receiver (transceiver) receives automatic dependent surveillance−broadcast

messages, which are forwarded to an air traffic

control facility for processing and display with other

radar targets on the plan position indicator (radar

display).

(See AUTOMATIC DEPENDENT

SURVEILLANCE-BROADCAST.)

GROUND CLUTTER− A pattern produced on the

radar scope by ground returns which may degrade

other radar returns in the affected area. The effect of

ground clutter is minimized by the use of moving

target indicator (MTI) circuits in the radar equipment

resulting in a radar presentation which displays only

targets which are in motion.

(See CLUTTER.)

GROUND COMMUNICATION OUTLET (GCO)−

An unstaffed, remotely controlled, ground/ground

communications facility. Pilots at uncontrolled

airports may contact ATC and FSS via VHF to a

telephone connection to obtain an instrument

clearance or close a VFR or IFR flight plan. They may

also get an updated weather briefing prior to takeoff.

Pilots will use four “key clicks” on the VHF radio to

contact the appropriate ATC facility or six “key

clicks” to contact the FSS. The GCO system is

intended to be used only on the ground.

GROUND CONTROLLED APPROACH− A radar

approach system operated from the ground by air

traffic control personnel transmitting instructions to

the pilot by radio. The approach may be conducted

with surveillance radar (ASR) only or with both

surveillance and precision approach radar (PAR).

Usage of the term “GCA” by pilots is discouraged

except when referring to a GCA facility. Pilots should

specifically request a “PAR” approach when a

precision radar approach is desired or request an

“ASR” or “surveillance” approach when a nonprecision radar approach is desired.

(See RADAR APPROACH.)

GROUND DELAY PROGRAM (GDP)− A traffic

management process administered by the ATCSCC;

when aircraft are held on the ground. The purpose of

the program is to support the TM mission and limit

airborne holding. It is a flexible program and may be

implemented in various forms depending upon the

needs of the AT system. Ground delay programs

provide for equitable assignment of delays to all

system users.

GROUND SPEED− The speed of an aircraft relative

to the surface of the earth.

GROUND STOP (GS)− The GS is a process that

requires aircraft that meet a specific criteria to remain

on the ground. The criteria may be airport specific,

airspace specific, or equipment specific; for example,

all departures to San Francisco, or all departures

entering Yorktown sector, or all Category I and II

aircraft going to Charlotte. GSs normally occur with

little or no warning.

GROUND VISIBILITY−

(See VISIBILITY.)

GS−

(See GROUND STOP.)
Pilot/Controller Glossary 2/14/08

PCG H−1

H

HAA−

(See HEIGHT ABOVE AIRPORT.)

HAL−

(See HEIGHT ABOVE LANDING.)

HANDOFF− An action taken to transfer the radar

identification of an aircraft from one controller to

another if the aircraft will enter the receiving

controller’s airspace and radio communications with

the aircraft will be transferred.

HAR−

(See HIGH ALTITUDE REDESIGN.)

HAT−

(See HEIGHT ABOVE TOUCHDOWN.)

HAVE NUMBERS− Used by pilots to inform ATC

that they have received runway, wind, and altimeter

information only.

HAZARDOUS INFLIGHT WEATHER ADVISORY SERVICE− Continuous recorded hazardous

inflight weather forecasts broadcasted to airborne

pilots over selected VOR outlets defined as an

HIWAS BROADCAST AREA.

HAZARDOUS WEATHER INFORMATION−

Summary of significant meteorological information

(SIGMET/WS), convective significant meteorological information (convective SIGMET/WST), urgent

pilot weather reports (urgent PIREP/UUA), center

weather advisories (CWA), airmen’s meteorological

information (AIRMET/WA) and any other weather

such as isolated thunderstorms that are rapidly

developing and increasing in intensity, or low

ceilings and visibilities that are becoming widespread which is considered significant and are not

included in a current hazardous weather advisory.

HEAVY (AIRCRAFT)−

(See AIRCRAFT CLASSES.)

HEIGHT ABOVE AIRPORT− The height of the

Minimum Descent Altitude above the published

airport elevation. This is published in conjunction

with circling minimums.

(See MINIMUM DESCENT ALTITUDE.)

HEIGHT ABOVE LANDING− The height above a

designated helicopter landing area used for helicopter

instrument approach procedures.

(Refer to 14 CFR Part 97.)

HEIGHT ABOVE TOUCHDOWN− The height of

the Decision Height or Minimum Descent Altitude

above the highest runway elevation in the touchdown

zone (first 3,000 feet of the runway). HAT is

published on instrument approach charts in conjunction with all straight-in minimums.

(See DECISION HEIGHT.)

(See MINIMUM DESCENT ALTITUDE.)

HELICOPTER− Rotorcraft that, for its horizontal

motion, depends principally on its engine-driven

rotors.

(See ICAO term HELICOPTER.)

HELICOPTER [ICAO]− A heavier-than-air aircraft

supported in flight chiefly by the reactions of the air

on one or more power-driven rotors on substantially

vertical axes.

HELIPAD− A small, designated area, usually with a

prepared surface, on a heliport, airport, landing/takeoff area, apron/ramp, or movement area used for

takeoff, landing, or parking of helicopters.

HELIPORT− An area of land, water, or structure used

or intended to be used for the landing and takeoff of

helicopters and includes its buildings and facilities if

any.

HELIPORT REFERENCE POINT (HRP)− The

geographic center of a heliport.

HERTZ− The standard radio equivalent of frequency

in cycles per second of an electromagnetic wave.

Kilohertz (kHz) is a frequency of one thousand cycles

per second. Megahertz (MHz) is a frequency of one

million cycles per second.

HF−

(See HIGH FREQUENCY.)

HF COMMUNICATIONS−

(See HIGH FREQUENCY COMMUNICATIONS.)

HIGH ALTITUDE REDESIGN (HAR)− A level of

non−restrictive routing (NRR) service for aircraft

that have all waypoints associated with the HAR

program in their flight management systems or

RNAV equipage.
Pilot/Controller Glossary 2/14/08

PCG H−2

HIGH FREQUENCY− The frequency band between

3 and 30 MHz.

(See HIGH FREQUENCY COMMUNICATIONS.)

HIGH FREQUENCY COMMUNICATIONS− High

radio frequencies (HF) between 3 and 30 MHz used

for air-to-ground voice communication in overseas

operations.

HIGH SPEED EXIT−

(See HIGH SPEED TAXIWAY.)

HIGH SPEED TAXIWAY− A long radius taxiway

designed and provided with lighting or marking to

define the path of aircraft, traveling at high speed (up

to 60 knots), from the runway center to a point on the

center of a taxiway. Also referred to as long radius

exit or turn-off taxiway. The high speed taxiway is

designed to expedite aircraft turning off the runway

after landing, thus reducing runway occupancy time.

HIGH SPEED TURNOFF−

(See HIGH SPEED TAXIWAY.)

HIWAS−

(See HAZARDOUS INFLIGHT WEATHER

ADVISORY SERVICE.)

HIWAS AREA−

(See HAZARDOUS INFLIGHT WEATHER

ADVISORY SERVICE.)

HIWAS BROADCAST AREA− A geographical area

of responsibility including one or more HIWAS

outlet areas assigned to an AFSS/FSS for hazardous

weather advisory broadcasting.

HIWAS OUTLET AREA− An area defined as a 150

NM radius of a HIWAS outlet, expanded as necessary

to provide coverage.

HOLD FOR RELEASE− Used by ATC to delay an

aircraft for traffic management reasons; i.e., weather,

traffic volume, etc. Hold for release instructions

(including departure delay information) are used to

inform a pilot or a controller (either directly or

through an authorized relay) that an IFR departure

clearance is not valid until a release time or additional

instructions have been received.

(See ICAO term HOLDING POINT.)

HOLD IN LIEU OF PROCEDURE TURN− A hold

in lieu of procedure turn shall be established over a

final or intermediate fix when an approach can be

made from a properly aligned holding pattern. The

hold in lieu of procedure turn permits the pilot to

align with the final or intermediate segment of the

approach and/or descend in the holding pattern to an

altitude that will permit a normal descent to the final

approach fix altitude. The hold in lieu of procedure

turn is a required maneuver (the same as a procedure

turn) unless the aircraft is being radar vectored to the

final approach course, when “NoPT” is shown on the

approach chart, or when the pilot requests or the

controller advises the pilot to make a “straight−in”

approach.

HOLD PROCEDURE− A predetermined maneuver

which keeps aircraft within a specified airspace while

awaiting further clearance from air traffic control.

Also used during ground operations to keep aircraft

within a specified area or at a specified point while

awaiting further clearance from air traffic control.

(See HOLDING FIX.)

(Refer to AIM.)

HOLDING FIX− A specified fix identifiable to a

pilot by NAVAIDs or visual reference to the ground

used as a reference point in establishing and

maintaining the position of an aircraft while holding.

(See FIX.)

(See VISUAL HOLDING.)

(Refer to AIM.)

HOLDING POINT [ICAO]− A specified location,

identified by visual or other means, in the vicinity of

which the position of an aircraft in flight is

maintained in accordance with air traffic control

clearances.

HOLDING PROCEDURE−

(See HOLD PROCEDURE.)

HOLD-SHORT POINT− A point on the runway

beyond which a landing aircraft with a LAHSO

clearance is not authorized to proceed. This point

may be located prior to an intersecting runway,

taxiway, predetermined point, or approach/departure

flight path.

HOLD-SHORT POSITION LIGHTS− Flashing

in-pavement white lights located at specified

hold-short points.

HOLD-SHORT POSITION MARKING− The

painted runway marking located at the hold-short

point on all LAHSO runways.

HOLD-SHORT POSITION SIGNS− Red and white

holding position signs located alongside the

hold-short point.
Pilot/Controller Glossary 2/14/08

PCG H−3

HOMING− Flight toward a NAVAID, without

correcting for wind, by adjusting the aircraft heading

to maintain a relative bearing of zero degrees.

(See BEARING.)

(See ICAO term HOMING.)

HOMING [ICAO]− The procedure of using the

direction-finding equipment of one radio station with

the emission of another radio station, where at least

one of the stations is mobile, and whereby the mobile

station proceeds continuously towards the other

station.

HOVER CHECK− Used to describe when a

helicopter/VTOL aircraft requires a stabilized hover

to conduct a performance/power check prior to hover

taxi, air taxi, or takeoff. Altitude of the hover will

vary based on the purpose of the check.

HOVER TAXI− Used to describe a helicopter/VTOL

aircraft movement conducted above the surface and

in ground effect at airspeeds less than approximately

20 knots. The actual height may vary, and some

helicopters may require hover taxi above 25 feet AGL

to reduce ground effect turbulence or provide

clearance for cargo slingloads.

(See AIR TAXI.)

(See HOVER CHECK.)

(Refer to AIM.)

HOW DO YOU HEAR ME?− A question relating to

the quality of the transmission or to determine how

well the transmission is being received.

HZ−

(See HERTZ.)

Pilot/Controller Glossary 2/14/08

PCG I−1

I

I SAY AGAIN− The message will be repeated.

IAF−

(See INITIAL APPROACH FIX.)

IAP−

(See INSTRUMENT APPROACH

PROCEDURE.)

IAWP− Initial Approach Waypoint

ICAO−

(See ICAO Term INTERNATIONAL CIVIL

AVIATION ORGANIZATION.)

ICING− The accumulation of airframe ice.

Types of icing are:

a. Rime Ice− Rough, milky, opaque ice formed by

the instantaneous freezing of small supercooled

water droplets.

b. Clear Ice− A glossy, clear, or translucent ice

formed by the relatively slow freezing or large

supercooled water droplets.

c. Mixed− A mixture of clear ice and rime ice.

Intensity of icing:

a. Trace− Ice becomes perceptible. Rate of

accumulation is slightly greater than the rate of

sublimation. Deicing/anti-icing equipment is not

utilized unless encountered for an extended period of

time (over 1 hour).

b. Light− The rate of accumulation may create a

problem if flight is prolonged in this environment

(over 1 hour). Occasional use of deicing/anti-icing

equipment removes/prevents accumulation. It does

not present a problem if the deicing/anti-icing

equipment is used.

c. Moderate− The rate of accumulation is such that

even short encounters become potentially hazardous

and use of deicing/anti-icing equipment or flight

diversion is necessary.

d. Severe− The rate of accumulation is such that

deicing/anti-icing equipment fails to reduce or

control the hazard. Immediate flight diversion is

necessary.

IDENT− A request for a pilot to activate the aircraft

transponder identification feature. This will help the

controller to confirm an aircraft identity or to identify

an aircraft.

(Refer to AIM.)

IDENT FEATURE− The special feature in the Air

Traffic Control Radar Beacon System (ATCRBS)

equipment. It is used to immediately distinguish one

displayed beacon target from other beacon targets.

(See IDENT.)

IF−

(See INTERMEDIATE FIX.)

IFIM−

(See INTERNATIONAL FLIGHT INFORMATION

MANUAL.)

IF NO TRANSMISSION RECEIVED FOR

(TIME)− Used by ATC in radar approaches to prefix

procedures which should be followed by the pilot in

event of lost communications.

(See LOST COMMUNICATIONS.)

IFR−

(See INSTRUMENT FLIGHT RULES.)

IFR AIRCRAFT− An aircraft conducting flight in

accordance with instrument flight rules.

IFR CONDITIONS− Weather conditions below the

minimum for flight under visual flight rules.

(See INSTRUMENT METEOROLOGICAL

CONDITIONS.)

IFR DEPARTURE PROCEDURE−

(See IFR TAKEOFF MINIMUMS AND

DEPARTURE PROCEDURES.)

(Refer to AIM.)

IFR FLIGHT−

(See IFR AIRCRAFT.)

IFR LANDING MINIMUMS−

(See LANDING MINIMUMS.)

IFR MILITARY TRAINING ROUTES (IR)− Routes

used by the Department of Defense and associated

Reserve and Air Guard units for the purpose of

conducting low-altitude navigation and tactical

training in both IFR and VFR weather conditions

below 10,000 feet MSL at airspeeds in excess of 250

knots IAS.

IFR TAKEOFF MINIMUMS AND DEPARTURE

PROCEDURES− Title 14 Code of Federal
Pilot/Controller Glossary 2/14/08

PCG I−2

Regulations Part 91, prescribes standard takeoff rules

for certain civil users. At some airports, obstructions

or other factors require the establishment of

nonstandard takeoff minimums, departure procedures, or both to assist pilots in avoiding obstacles

during climb to the minimum en route altitude. Those

airports are listed in FAA/DOD Instrument Approach

Procedures (IAPs) Charts under a section entitled

“IFR Takeoff Minimums and Departure Procedures.”

The FAA/DOD IAP chart legend illustrates the

symbol used to alert the pilot to nonstandard takeoff

minimums and departure procedures. When departing IFR from such airports or from any airports where

there are no departure procedures, DPs, or ATC

facilities available, pilots should advise ATC of any

departure limitations. Controllers may query a pilot

to determine acceptable departure directions, turns,

or headings after takeoff. Pilots should be familiar

with the departure procedures and must assure that

their aircraft can meet or exceed any specified climb

gradients.

IF/IAWP− Intermediate Fix/Initial Approach Waypoint. The waypoint where the final approach course

of a T approach meets the crossbar of the T. When

designated (in conjunction with a TAA) this

waypoint will be used as an IAWP when approaching

the airport from certain directions, and as an IFWP

when beginning the approach from another IAWP.

IFWP− Intermediate Fix Waypoint

ILS−

(See INSTRUMENT LANDING SYSTEM.)

ILS CATEGORIES− 1. ILS Category I. An ILS

approach procedure which provides for approach to

a height above touchdown of not less than 200 feet

and with runway visual range of not less than 1,800

feet.− 2. ILS Category II. An ILS approach procedure

which provides for approach to a height above

touchdown of not less than 100 feet and with runway

visual range of not less than 1,200 feet.− 3. ILS

Category III:

a. IIIA.−An ILS approach procedure which

provides for approach without a decision height

minimum and with runway visual range of not less

than 700 feet.

b. IIIB.−An ILS approach procedure which

provides for approach without a decision height

minimum and with runway visual range of not less

than 150 feet.

c. IIIC.−An ILS approach procedure which

provides for approach without a decision height

minimum and without runway visual range

minimum.

ILS PRM APPROACH− An instrument landing

system (ILS) approach conducted to parallel runways

whose extended centerlines are separated by less than

4,300 feet and the parallel runways have a Precision

Runway Monitoring (PRM) system that permits

simultaneous independent ILS approaches.

IM−

(See INNER MARKER.)

IMC−

(See INSTRUMENT METEOROLOGICAL

CONDITIONS.)

IMMEDIATELY− Used by ATC or pilots when such

action compliance is required to avoid an imminent

situation.

INCERFA (Uncertainty Phase) [ICAO]− A situation

wherein uncertainty exists as to the safety of an

aircraft and its occupants.

INCREASE SPEED TO (SPEED)−

(See SPEED ADJUSTMENT.)

INERTIAL NAVIGATION SYSTEM− An RNAV

system which is a form of self-contained navigation.

(See Area Navigation/RNAV.)

INFLIGHT REFUELING−

(See AERIAL REFUELING.)

INFLIGHT WEATHER ADVISORY−

(See WEATHER ADVISORY.)

INFORMATION REQUEST− A request originated

by an FSS for information concerning an overdue

VFR aircraft.

INITIAL APPROACH FIX− The fixes depicted on

instrument approach procedure charts that identify

the beginning of the initial approach segment(s).

(See FIX.)

(See SEGMENTS OF AN INSTRUMENT

APPROACH PROCEDURE.)

INITIAL APPROACH SEGMENT−

(See SEGMENTS OF AN INSTRUMENT

APPROACH PROCEDURE.)

INITIAL APPROACH SEGMENT [ICAO]− That

segment of an instrument approach procedure

between the initial approach fix and the intermediate

approach fix or, where applicable, the final approach

fix or point.
Pilot/Controller Glossary 2/14/08

PCG I−3

INLAND NAVIGATION FACILITY− A navigation

aid on a North American Route at which the common

route and/or the noncommon route begins or ends.

INNER MARKER− A marker beacon used with an

ILS (CAT II) precision approach located between the

middle marker and the end of the ILS runway,

transmitting a radiation pattern keyed at six dots per

second and indicating to the pilot, both aurally and

visually, that he/she is at the designated decision

height (DH), normally 100 feet above the touchdown

zone elevation, on the ILS CAT II approach. It also

marks progress during a CAT III approach.

(See INSTRUMENT LANDING SYSTEM.)

(Refer to AIM.)

INNER MARKER BEACON−

(See INNER MARKER.)

INREQ−

(See INFORMATION REQUEST.)

INS−

(See INERTIAL NAVIGATION SYSTEM.)

INSTRUMENT APPROACH−

(See INSTRUMENT APPROACH

PROCEDURE.)

INSTRUMENT APPROACH PROCEDURE− A

series of predetermined maneuvers for the orderly

transfer of an aircraft under instrument flight

conditions from the beginning of the initial approach

to a landing or to a point from which a landing may

be made visually. It is prescribed and approved for a

specific airport by competent authority.

(See SEGMENTS OF AN INSTRUMENT

APPROACH PROCEDURE.)

(Refer to 14 CFR Part 91.)

(Refer to AIM.)

a. U.S. civil standard instrument approach

procedures are approved by the FAA as prescribed

under 14 CFR Part 97 and are available for public

use.

b. U.S. military standard instrument approach

procedures are approved and published by the

Department of Defense.

c. Special instrument approach procedures are

approved by the FAA for individual operators but are

not published in 14 CFR Part 97 for public use.

(See ICAO term INSTRUMENT APPROACH

PROCEDURE.)

INSTRUMENT APPROACH PROCEDURE

[ICAO]− A series of predetermined maneuvers by

reference to flight instruments with specified

protection from obstacles from the initial approach

fix, or where applicable, from the beginning of a

defined arrival route to a point from which a landing

can be completed and thereafter, if a landing is not

completed, to a position at which holding or en route

obstacle clearance criteria apply.

INSTRUMENT APPROACH PROCEDURES

CHARTS−

(See AERONAUTICAL CHART.)

INSTRUMENT DEPARTURE PROCEDURE

(DP)− A preplanned instrument flight rule (IFR)

departure procedure published for pilot use, in

graphic or textual format, that provides obstruction

clearance from the terminal area to the appropriate en

route structure. There are two types of DP, Obstacle

Departure Procedure (ODP), printed either textually

or graphically, and, Standard Instrument Departure

(SID), which is always printed graphically.

(See IFR TAKEOFF MINIMUMS AND

DEPARTURE PROCEDURES.)

(See OBSTACLE DEPARTURE PROCEDURES.)

(See STANDARD INSTRUMENT DEPARTURES.)

(Refer to AIM.)

INSTRUMENT DEPARTURE PROCEDURE (DP)

CHARTS−

(See AERONAUTICAL CHART.)

INSTRUMENT FLIGHT RULES− Rules governing

the procedures for conducting instrument flight. Also

a term used by pilots and controllers to indicate type

of flight plan.

(See INSTRUMENT METEOROLOGICAL

CONDITIONS.)

(See VISUAL FLIGHT RULES.)

(See VISUAL METEOROLOGICAL

CONDITIONS.)

(See ICAO term INSTRUMENT FLIGHT

RULES.)

(Refer to AIM.)

INSTRUMENT FLIGHT RULES [ICAO]− A set of

rules governing the conduct of flight under

instrument meteorological conditions.

INSTRUMENT LANDING SYSTEM− A precision

instrument approach system which normally consists

of the following electronic components and visual

aids:
Pilot/Controller Glossary 2/14/08

PCG I−4

a. Localizer.

(See LOCALIZER.)

b. Glideslope.

(See GLIDESLOPE.)

c. Outer Marker.

(See OUTER MARKER.)

d. Middle Marker.

(See MIDDLE MARKER.)

e. Approach Lights.

(See AIRPORT LIGHTING.)

(Refer to 14 CFR Part 91.)

(Refer to AIM.)

INSTRUMENT METEOROLOGICAL CONDITIONS− Meteorological conditions expressed in

terms of visibility, distance from cloud, and ceiling

less than the minima specified for visual meteorological conditions.

(See INSTRUMENT FLIGHT RULES.)

(See VISUAL FLIGHT RULES.)

(See VISUAL METEOROLOGICAL

CONDITIONS.)

INSTRUMENT RUNWAY− A runway equipped

with electronic and visual navigation aids for which

a precision or nonprecision approach procedure

having straight-in landing minimums has been

approved.

(See ICAO term INSTRUMENT RUNWAY.)

INSTRUMENT RUNWAY [ICAO]− One of the

following types of runways intended for the

operation of aircraft using instrument approach

procedures:

a. Nonprecision Approach Runway−An instrument runway served by visual aids and a nonvisual

aid providing at least directional guidance adequate

for a straight-in approach.

b. Precision Approach Runway, Category I−An

instrument runway served by ILS and visual aids

intended for operations down to 60 m (200 feet)

decision height and down to an RVR of the order of

800 m.

c. Precision Approach Runway, Category II−An

instrument runway served by ILS and visual aids

intended for operations down to 30 m (100 feet)

decision height and down to an RVR of the order of

400 m.

d. Precision Approach Runway, Category III−An

instrument runway served by ILS to and along the

surface of the runway and:

1. Intended for operations down to an RVR of

the order of 200 m (no decision height being

applicable) using visual aids during the final phase of

landing;

2. Intended for operations down to an RVR of

the order of 50 m (no decision height being

applicable) using visual aids for taxiing;

3. Intended for operations without reliance on

visual reference for landing or taxiing.

Note 1: See Annex 10 Volume I, Part I, Chapter 3,

for related ILS specifications.

Note 2: Visual aids need not necessarily be

matched to the scale of nonvisual aids provided.

The criterion for the selection of visual aids is the

conditions in which operations are intended to be

conducted.

INTEGRITY− The ability of a system to provide

timely warnings to users when the system should not

be used for navigation.

INTERMEDIATE APPROACH SEGMENT−

(See SEGMENTS OF AN INSTRUMENT

APPROACH PROCEDURE.)

INTERMEDIATE APPROACH SEGMENT

[ICAO]− That segment of an instrument approach

procedure between either the intermediate approach

fix and the final approach fix or point, or between the

end of a reversal, race track or dead reckoning track

procedure and the final approach fix or point, as

appropriate.

INTERMEDIATE FIX− The fix that identifies the

beginning of the intermediate approach segment of an

instrument approach procedure. The fix is not

normally identified on the instrument approach chart

as an intermediate fix (IF).

(See SEGMENTS OF AN INSTRUMENT

APPROACH PROCEDURE.)

INTERMEDIATE LANDING− On the rare occasion

that this option is requested, it should be approved.

The departure center, however, must advise the

ATCSCC so that the appropriate delay is carried over

and assigned at the intermediate airport. An

intermediate landing airport within the arrival center

will not be accepted without coordination with and

the approval of the ATCSCC.

INTERNATIONAL AIRPORT− Relating to international flight, it means:
Pilot/Controller Glossary 2/14/08

PCG I−5

a. An airport of entry which has been designated

by the Secretary of Treasury or Commissioner of

Customs as an international airport for customs

service.

b. A landing rights airport at which specific

permission to land must be obtained from customs

authorities in advance of contemplated use.

c. Airports designated under the Convention on

International Civil Aviation as an airport for use by

international commercial air transport and/or international general aviation.

(See ICAO term INTERNATIONAL AIRPORT.)

(Refer to AIRPORT/FACILITY DIRECTORY.)

(Refer to IFIM.)

INTERNATIONAL AIRPORT [ICAO]− Any airport

designated by the Contracting State in whose

territory it is situated as an airport of entry and

departure for international air traffic, where the

formalities incident to customs, immigration, public

health, animal and plant quarantine and similar

procedures are carried out.

INTERNATIONAL CIVIL AVIATION ORGANIZATION [ICAO]− A specialized agency of the

United Nations whose objective is to develop the

principles and techniques of international air

navigation and to foster planning and development of

international civil air transport.

a. Regions include:

1. African-Indian Ocean Region

2. Caribbean Region

3. European Region

4. Middle East/Asia Region

5. North American Region

6. North Atlantic Region

7. Pacific Region

8. South American Region

INTERNATIONAL FLIGHT INFORMATION

MANUAL− A publication designed primarily as a

pilot’s preflight planning guide for flights into

foreign airspace and for flights returning to the U.S.

from foreign locations.

INTERROGATOR− The ground-based surveillance

radar beacon transmitter-receiver, which normally

scans in synchronism with a primary radar,

transmitting discrete radio signals which repetitiously request all transponders on the mode being used to

reply. The replies received are mixed with the

primary radar returns and displayed on the same plan

position indicator (radar scope). Also, applied to the

airborne element of the TACAN/DME system.

(See TRANSPONDER.)

(Refer to AIM.)

INTERSECTING RUNWAYS− Two or more

runways which cross or meet within their lengths.

(See INTERSECTION.)

INTERSECTION−

a. A point defined by any combination of courses,

radials, or bearings of two or more navigational aids.

b. Used to describe the point where two runways,

a runway and a taxiway, or two taxiways cross or

meet.

INTERSECTION DEPARTURE− A departure from

any runway intersection except the end of the runway.

(See INTERSECTION.)

INTERSECTION TAKEOFF−

(See INTERSECTION DEPARTURE.)

IR−

(See IFR MILITARY TRAINING ROUTES.)

Pilot/Controller Glossary 2/14/08

PCG J−1

J

JAMMING− Electronic or mechanical interference

which may disrupt the display of aircraft on radar or

the transmission/reception of radio communications/

navigation.

JET BLAST− Jet engine exhaust (thrust stream

turbulence).

(See WAKE TURBULENCE.)

JET ROUTE− A route designed to serve aircraft

operations from 18,000 feet MSL up to and including

flight level 450. The routes are referred to as “J”

routes with numbering to identify the designated

route; e.g., J105.

(See Class A AIRSPACE.)

(Refer to 14 CFR Part 71.)

JET STREAM− A migrating stream of high-speed

winds present at high altitudes.

JETTISONING OF EXTERNAL STORES− Airborne release of external stores; e.g., tiptanks,

ordnance.

(See FUEL DUMPING.)

(Refer to 14 CFR Part 91.)

JOINT USE RESTRICTED AREA−

(See RESTRICTED AREA.)

Pilot/Controller Glossary 2/14/08

PCG K−1

K

KNOWN TRAFFIC− With respect to ATC clearances, means aircraft whose altitude, position, and

intentions are known to ATC.

Pilot/Controller Glossary 2/14/08

PCG L−1

L

LAA−

(See LOCAL AIRPORT ADVISORY.)

LAAS−

(See LOW ALTITUDE ALERT SYSTEM.)

LAHSO− An acronym for “Land and Hold Short

Operation.” These operations include landing and

holding short of an intersecting runway, a taxiway, a

predetermined point, or an approach/departure

flightpath.

LAHSO-DRY− Land and hold short operations on

runways that are dry.

LAHSO-WET− Land and hold short operations on

runways that are wet (but not contaminated).

LAND AND HOLD SHORT OPERATIONS−

Operations which include simultaneous takeoffs and

landings and/or simultaneous landings when a

landing aircraft is able and is instructed by the

controller to hold-short of the intersecting runway/

taxiway or designated hold-short point. Pilots are

expected to promptly inform the controller if the hold

short clearance cannot be accepted.

(See PARALLEL RUNWAYS.)

(Refer to AIM.)

LANDING AREA− Any locality either on land,

water, or structures, including airports/heliports and

intermediate landing fields, which is used, or

intended to be used, for the landing and takeoff of

aircraft whether or not facilities are provided for the

shelter, servicing, or for receiving or discharging

passengers or cargo.

(See ICAO term LANDING AREA.)

LANDING AREA [ICAO]− That part of a movement

area intended for the landing or take-off of aircraft.

LANDING DIRECTION INDICATOR− A device

which visually indicates the direction in which

landings and takeoffs should be made.

(See TETRAHEDRON.)

(Refer to AIM.)

LANDING DISTANCE AVAILABLE [ICAO]− The

length of runway which is declared available and

suitable for the ground run of an aeroplane landing.

LANDING MINIMUMS− The minimum visibility

prescribed for landing a civil aircraft while using an

instrument approach procedure. The minimum

applies with other limitations set forth in 14 CFR

Part 91 with respect to the Minimum Descent

Altitude (MDA) or Decision Height (DH) prescribed

in the instrument approach procedures as follows:

a. Straight-in landing minimums. A statement of

MDA and visibility, or DH and visibility, required for

a straight-in landing on a specified runway, or

b. Circling minimums. A statement of MDA and

visibility required for the circle-to-land maneuver.

Note: Descent below the established MDA or DH is

not authorized during an approach unless the

aircraft is in a position from which a normal

approach to the runway of intended landing can be

made and adequate visual reference to required

visual cues is maintained.

(See CIRCLE-TO-LAND MANEUVER.)

(See DECISION HEIGHT.)

(See INSTRUMENT APPROACH

PROCEDURE.)

(See MINIMUM DESCENT ALTITUDE.)

(See STRAIGHT-IN LANDING.)

(See VISIBILITY.)

(Refer to 14 CFR Part 91.)

LANDING ROLL− The distance from the point of

touchdown to the point where the aircraft can be

brought to a stop or exit the runway.

LANDING SEQUENCE− The order in which

aircraft are positioned for landing.

(See APPROACH SEQUENCE.)

LAST ASSIGNED ALTITUDE− The last altitude/

flight level assigned by ATC and acknowledged by

the pilot.

(See MAINTAIN.)

(Refer to 14 CFR Part 91.)

LATERAL NAVIGATION (LNAV)– A function of

area navigation (RNAV) equipment which calculates,

displays, and provides lateral guidance to a profile or

path.

LATERAL SEPARATION− The lateral spacing of

aircraft at the same altitude by requiring operation on

different routes or in different geographical locations.

(See SEPARATION.)
Pilot/Controller Glossary 2/14/08

PCG L−2

LDA−

(See LOCALIZER TYPE DIRECTIONAL AID.)

(See ICAO Term LANDING DISTANCE

AVAILABLE.)

LF−

(See LOW FREQUENCY.)

LIGHTED AIRPORT− An airport where runway and

obstruction lighting is available.

(See AIRPORT LIGHTING.)

(Refer to AIM.)

LIGHT GUN− A handheld directional light signaling

device which emits a brilliant narrow beam of white,

green, or red light as selected by the tower controller.

The color and type of light transmitted can be used to

approve or disapprove anticipated pilot actions where

radio communication is not available. The light gun

is used for controlling traffic operating in the vicinity

of the airport and on the airport movement area.

(Refer to AIM.)

LOCAL AIRPORT ADVISORY (LAA)− A service

provided by facilities, which are located on the

landing airport, have a discrete ground−to−air

communication frequency or the tower frequency

when the tower is closed, automated weather

reporting with voice broadcasting, and a continuous

ASOS/AWOS data display, other continuous direct

reading instruments, or manual observations available to the specialist.

(See AIRPORT ADVISORY AREA.)

LOCAL TRAFFIC− Aircraft operating in the traffic

pattern or within sight of the tower, or aircraft known

to be departing or arriving from flight in local practice

areas, or aircraft executing practice instrument

approaches at the airport.

(See TRAFFIC PATTERN.)

LOCALIZER− The component of an ILS which

provides course guidance to the runway.

(See INSTRUMENT LANDING SYSTEM.)

(See ICAO term LOCALIZER COURSE.)

(Refer to AIM.)

LOCALIZER COURSE [ICAO]− The locus of

points, in any given horizontal plane, at which the

DDM (difference in depth of modulation) is zero.

LOCALIZER OFFSET− An angular offset of the

localizer from the runway extended centerline in a

direction away from the no transgression zone (NTZ)

that increases the normal operating zone (NOZ)

width. An offset requires a 50 foot increase in DH and

is not authorized for CAT II and CAT III approaches.

LOCALIZER TYPE DIRECTIONAL AID− A

NAVAID used for nonprecision instrument approaches with utility and accuracy comparable to a

localizer but which is not a part of a complete ILS and

is not aligned with the runway.

(Refer to AIM.)

LOCALIZER USABLE DISTANCE− The maximum distance from the localizer transmitter at a

specified altitude, as verified by flight inspection, at

which reliable course information is continuously

received.

(Refer to AIM.)

LOCATOR [ICAO]− An LM/MF NDB used as an aid

to final approach.

Note: A locator usually has an average radius of

rated coverage of between 18.5 and 46.3 km (10

and 25 NM).

LONG RANGE NAVIGATION−

(See LORAN.)

LONGITUDINAL SEPARATION− The longitudinal spacing of aircraft at the same altitude by a

minimum distance expressed in units of time or

miles.

(See SEPARATION.)

(Refer to AIM.)

LORAN− An electronic navigational system by

which hyperbolic lines of position are determined by

measuring the difference in the time of reception of

synchronized pulse signals from two fixed transmitters. Loran A operates in the 1750-1950 kHz

frequency band. Loran C and D operate in the

100-110 kHz frequency band.

(Refer to AIM.)

LOST COMMUNICATIONS− Loss of the ability to

communicate by radio. Aircraft are sometimes

referred to as NORDO (No Radio). Standard pilot

procedures are specified in 14 CFR Part 91. Radar

controllers issue procedures for pilots to follow in the

event of lost communications during a radar approach

when weather reports indicate that an aircraft will

likely encounter IFR weather conditions during the

approach.

(Refer to 14 CFR Part 91.)

(Refer AIM.)
Pilot/Controller Glossary 2/14/08

PCG L−3

LOW ALTITUDE AIRWAY STRUCTURE− The

network of airways serving aircraft operations up to

but not including 18,000 feet MSL.

(See AIRWAY.)

(Refer to AIM.)

LOW ALTITUDE ALERT, CHECK YOUR ALTITUDE IMMEDIATELY−

(See SAFETY ALERT.)

LOW ALTITUDE ALERT SYSTEM− An automated function of the TPX-42 that alerts the

controller when a Mode C transponder equipped

aircraft on an IFR flight plan is below a

predetermined minimum safe altitude. If requested

by the pilot, Low Altitude Alert System monitoring

is also available to VFR Mode C transponder

equipped aircraft.

LOW APPROACH− An approach over an airport or

runway following an instrument approach or a VFR

approach including the go-around maneuver where

the pilot intentionally does not make contact with the

runway.

(Refer to AIM.)

LOW FREQUENCY− The frequency band between

30 and 300 kHz.

(Refer to AIM.)

LPV− A type of approach with vertical guidance

(APV) based on WAAS, published on RNAV (GPS)

approach charts. This procedure takes advantage of

the precise lateral guidance available from WAAS.

The minima is published as a decision altitude (DA).

Pilot/Controller Glossary 2/14/08

PCG M−1

M

MAA−

(See MAXIMUM AUTHORIZED ALTITUDE.)

MACH NUMBER− The ratio of true airspeed to the

speed of sound; e.g., MACH .82, MACH 1.6.

(See AIRSPEED.)

MACH TECHNIQUE [ICAO]− Describes a control

technique used by air traffic control whereby turbojet

aircraft operating successively along suitable routes

are cleared to maintain appropriate MACH numbers

for a relevant portion of the en route phase of flight.

The principle objective is to achieve improved

utilization of the airspace and to ensure that

separation between successive aircraft does not

decrease below the established minima.

MAHWP− Missed Approach Holding Waypoint

MAINTAIN−

a. Concerning altitude/flight level, the term

means to remain at the altitude/flight level specified.

The phrase “climb and” or “descend and” normally

precedes “maintain” and the altitude assignment;

e.g., “descend and maintain 5,000.”

b. Concerning other ATC instructions, the term is

used in its literal sense; e.g., maintain VFR.

MAINTENANCE PLANNING FRICTION

LEVEL− The friction level specified in

AC 150/5320-12, Measurement, Construction, and

Maintenance of Skid Resistant Airport Pavement

Surfaces, which represents the friction value below

which the runway pavement surface remains

acceptable for any category or class of aircraft

operations but which is beginning to show signs of

deterioration. This value will vary depending on the

particular friction measurement equipment used.

MAKE SHORT APPROACH− Used by ATC to

inform a pilot to alter his/her traffic pattern so as to

make a short final approach.

(See TRAFFIC PATTERN.)

MAN PORTABLE AIR DEFENSE SYSTEMS

(MANPADS)− MANPADS are lightweight, shoulder−launched, missile systems used to bring down

aircraft and create mass casualties. The potential for

MANPADS use against airborne aircraft is real and

requires familiarity with the subject. Terrorists

choose MANPADS because the weapons are low

cost, highly mobile, require minimal set−up time, and

are easy to use and maintain. Although the weapons

have limited range, and their accuracy is affected by

poor visibility and adverse weather, they can be fired

from anywhere on land or from boats where there is

unrestricted visibility to the target.

MANDATORY ALTITUDE− An altitude depicted

on an instrument Approach Procedure Chart

requiring the aircraft to maintain altitude at the

depicted value.

MANPADS−

(See MAN PORTABLE AIR DEFENSE

SYSTEMS.)

MAP−

(See MISSED APPROACH POINT.)

MARKER BEACON− An electronic navigation

facility transmitting a 75 MHz vertical fan or

boneshaped radiation pattern. Marker beacons are

identified by their modulation frequency and keying

code, and when received by compatible airborne

equipment, indicate to the pilot, both aurally and

visually, that he/she is passing over the facility.

(See INNER MARKER.)

(See MIDDLE MARKER.)

(See OUTER MARKER.)

(Refer to AIM.)

MARSA−

(See MILITARY AUTHORITY ASSUMES

RESPONSIBILITY FOR SEPARATION OF

AIRCRAFT.)

MAWP− Missed Approach Waypoint

MAXIMUM AUTHORIZED ALTITUDE− A published altitude representing the maximum usable

altitude or flight level for an airspace structure or

route segment. It is the highest altitude on a Federal

airway, jet route, area navigation low or high route,

or other direct route for which an MEA is designated

in 14 CFR Part 95 at which adequate reception of

navigation aid signals is assured.

MAYDAY− The international radiotelephony distress

signal. When repeated three times, it indicates
Pilot/Controller Glossary 2/14/08

PCG M−2

imminent and grave danger and that immediate

assistance is requested.

 (See PAN-PAN.)

 (Refer to AIM.)

MCA−

(See MINIMUM CROSSING ALTITUDE.)

MDA−

(See MINIMUM DESCENT ALTITUDE.)

MEA−

(See MINIMUM EN ROUTE IFR ALTITUDE.)

MEARTS−

(See MICRO-EN ROUTE AUTOMATED RADAR

TRACKING SYSTEM.)

METEOROLOGICAL IMPACT STATEMENT−

An unscheduled planning forecast describing

conditions expected to begin within 4 to 12 hours

which may impact the flow of air traffic in a specific

center’s (ARTCC) area.

METER FIX ARC− A semicircle, equidistant from

a meter fix, usually in low altitude relatively close to

the meter fix, used to help CTAS/HOST calculate a

meter time, and determine appropriate sector meter

list assignments for aircraft not on an established

arrival route or assigned a meter fix.

METER FIX TIME/SLOT TIME− A calculated time

to depart the meter fix in order to cross the vertex at

the ACLT. This time reflects descent speed

adjustment and any applicable time that must be

absorbed prior to crossing the meter fix.

METER LIST−

(See ARRIVAL SECTOR ADVISORY LIST.)

METER LIST DISPLAY INTERVAL− A dynamic

parameter which controls the number of minutes

prior to the flight plan calculated time of arrival at the

meter fix for each aircraft, at which time the TCLT is

frozen and becomes an ACLT; i.e., the VTA is

updated and consequently the TCLT modified as

appropriate until frozen at which time updating is

suspended and an ACLT is assigned. When frozen,

the flight entry is inserted into the arrival sector’s

meter list for display on the sector PVD/MDM.

MLDI is used if filed true airspeed is less than or

equal to freeze speed parameters (FSPD).

METERING− A method of time-regulating arrival

traffic flow into a terminal area so as not to exceed a

predetermined terminal acceptance rate.

METERING AIRPORTS− Airports adapted for

metering and for which optimum flight paths are

defined. A maximum of 15 airports may be adapted.

METERING FIX− A fix along an established route

from over which aircraft will be metered prior to

entering terminal airspace. Normally, this fix should

be established at a distance from the airport which

will facilitate a profile descent 10,000 feet above

airport elevation (AAE) or above.

METERING POSITION(S)− Adapted PVDs/

MDMs and associated “D” positions eligible for

display of a metering position list. A maximum of

four PVDs/MDMs may be adapted.

METERING POSITION LIST− An ordered list of

data on arrivals for a selected metering airport

displayed on a metering position PVD/MDM.

MFT−

(See METER FIX TIME/SLOT TIME.)

MHA−

(See MINIMUM HOLDING ALTITUDE.)

MIA−

(See MINIMUM IFR ALTITUDES.)

MICROBURST− A small downburst with outbursts

of damaging winds extending 2.5 miles or less. In

spite of its small horizontal scale, an intense

microburst could induce wind speeds as high as 150

knots

(Refer to AIM.)

MICRO-EN ROUTE AUTOMATED RADAR

TRACKING SYSTEM (MEARTS)− An automated

radar and radar beacon tracking system capable of

employing both short-range (ASR) and long-range

(ARSR) radars. This microcomputer driven system

provides improved tracking, continuous data recording, and use of full digital radar displays.

MICROWAVE LANDING SYSTEM− A precision

instrument approach system operating in the

microwave spectrum which normally consists of the

following components:

a. Azimuth Station.

b. Elevation Station.

c. Precision Distance Measuring Equipment.

(See MLS CATEGORIES.)

MID RVR−

(See VISIBILITY.)

MIDDLE COMPASS LOCATOR−

(See COMPASS LOCATOR.)
Pilot/Controller Glossary 2/14/08

PCG M−3

MIDDLE MARKER− A marker beacon that defines

a point along the glideslope of an ILS normally

located at or near the point of decision height (ILS

Category I). It is keyed to transmit alternate dots and

dashes, with the alternate dots and dashes keyed at the

rate of 95 dot/dash combinations per minute on a

1300 Hz tone, which is received aurally and visually

by compatible airborne equipment.

(See INSTRUMENT LANDING SYSTEM.)

(See MARKER BEACON.)

(Refer to AIM.)

MILES-IN-TRAIL− A specified distance between

aircraft, normally, in the same stratum associated

with the same destination or route of flight.

MILITARY AUTHORITY ASSUMES RESPONSIBILITY FOR SEPARATION OF AIRCRAFT− A

condition whereby the military services involved

assume responsibility for separation between

participating military aircraft in the ATC system. It is

used only for required IFR operations which are

specified in letters of agreement or other appropriate

FAA or military documents.

MILITARY LANDING ZONE− A landing strip used

exclusively by the military for training. A military

landing zone does not carry a runway designation.

MILITARY OPERATIONS AREA−

(See SPECIAL USE AIRSPACE.)

MILITARY TRAINING ROUTES− Airspace of

defined vertical and lateral dimensions established

for the conduct of military flight training at airspeeds

in excess of 250 knots IAS.

(See IFR MILITARY TRAINING ROUTES.)

(See VFR MILITARY TRAINING ROUTES.)

MINIMA−

(See MINIMUMS.)

MINIMUM CROSSING ALTITUDE− The lowest

altitude at certain fixes at which an aircraft must cross

when proceeding in the direction of a higher

minimum en route IFR altitude (MEA).

(See MINIMUM EN ROUTE IFR ALTITUDE.)

MINIMUM DESCENT ALTITUDE− The lowest

altitude, expressed in feet above mean sea level, to

which descent is authorized on final approach or

during circle-to-land maneuvering in execution of a

standard instrument approach procedure where no

electronic glideslope is provided.

(See NONPRECISION APPROACH

PROCEDURE.)

MINIMUM EN ROUTE IFR ALTITUDE (MEA)−

The lowest published altitude between radio fixes

which assures acceptable navigational signal coverage and meets obstacle clearance requirements

between those fixes. The MEA prescribed for a

Federal airway or segment thereof, area navigation

low or high route, or other direct route applies to the

entire width of the airway, segment, or route between

the radio fixes defining the airway, segment, or route.

(Refer to 14 CFR Part 91.)

(Refer to 14 CFR Part 95.)

(Refer to AIM.)

MINIMUM FRICTION LEVEL− The friction level

specified in AC 150/5320-12, Measurement,

Construction, and Maintenance of Skid Resistant

Airport Pavement Surfaces, that represents the

minimum recommended wet pavement surface

friction value for any turbojet aircraft engaged in

LAHSO. This value will vary with the particular

friction measurement equipment used.

MINIMUM FUEL− Indicates that an aircraft’s fuel

supply has reached a state where, upon reaching the

destination, it can accept little or no delay. This is not

an emergency situation but merely indicates an

emergency situation is possible should any undue

delay occur.

(Refer to AIM.)

MINIMUM HOLDING ALTITUDE− The lowest

altitude prescribed for a holding pattern which

assures navigational signal coverage, communications, and meets obstacle clearance requirements.

MINIMUM IFR ALTITUDES (MIA)− Minimum

altitudes for IFR operations as prescribed in 14 CFR

Part 91. These altitudes are published on aeronautical

charts and prescribed in 14 CFR Part 95 for airways

and routes, and in 14 CFR Part 97 for standard

instrument approach procedures. If no applicable

minimum altitude is prescribed in 14 CFR Part 95 or

14 CFR Part 97, the following minimum IFR

altitude applies:

a. In designated mountainous areas, 2,000 feet

above the highest obstacle within a horizontal

distance of 4 nautical miles from the course to be

flown; or
Pilot/Controller Glossary 2/14/08

PCG M−4

b. Other than mountainous areas, 1,000 feet above

the highest obstacle within a horizontal distance of 4

nautical miles from the course to be flown; or

c. As otherwise authorized by the Administrator

or assigned by ATC.

(See MINIMUM CROSSING ALTITUDE.)

(See MINIMUM EN ROUTE IFR ALTITUDE.)

(See MINIMUM OBSTRUCTION CLEARANCE

ALTITUDE.)

(See MINIMUM SAFE ALTITUDE.)

(See MINIMUM VECTORING ALTITUDE.)

(Refer to 14 CFR Part 91.)

MINIMUM NAVIGATION PERFORMANCE

SPECIFICATION− A set of standards which require

aircraft to have a minimum navigation performance

capability in order to operate in MNPS designated

airspace. In addition, aircraft must be certified by

their State of Registry for MNPS operation.

MINIMUM NAVIGATION PERFORMANCE

SPECIFICATION AIRSPACE− Designated airspace

in which MNPS procedures are applied between

MNPS certified and equipped aircraft. Under certain

conditions, non-MNPS aircraft can operate in

MNPSA. However, standard oceanic separation

minima is provided between the non-MNPS aircraft

and other traffic. Currently, the only designated

MNPSA is described as follows:

a. Between FL 285 and FL 420;

b. Between latitudes 27N and the North Pole;

c. In the east, the eastern boundaries of the CTAs

Santa Maria Oceanic, Shanwick Oceanic, and

Reykjavik;

d. In the west, the western boundaries of CTAs

Reykjavik and Gander Oceanic and New York

Oceanic excluding the area west of 60W and south

of 3830’N.

MINIMUM OBSTRUCTION CLEARANCE ALTITUDE (MOCA)− The lowest published altitude in

effect between radio fixes on VOR airways,

off-airway routes, or route segments which meets

obstacle clearance requirements for the entire route

segment and which assures acceptable navigational

signal coverage only within 25 statute (22 nautical)

miles of a VOR.

(Refer to 14 CFR Part 91.)

(Refer to 14 CFR Part 95.)

MINIMUM RECEPTION ALTITUDE− The lowest

altitude at which an intersection can be determined.

(Refer to 14 CFR Part 95.)

MINIMUM SAFE ALTITUDE−

a. The minimum altitude specified in 14 CFR

Part 91 for various aircraft operations.

b. Altitudes depicted on approach charts which

provide at least 1,000 feet of obstacle clearance for

emergency use within a specified distance from the

navigation facility upon which a procedure is

predicated. These altitudes will be identified as

Minimum Sector Altitudes or Emergency Safe

Altitudes and are established as follows:

1. Minimum Sector Altitudes. Altitudes depicted on approach charts which provide at least

1,000 feet of obstacle clearance within a 25-mile

radius of the navigation facility upon which the

procedure is predicated. Sectors depicted on

approach charts must be at least 90 degrees in scope.

These altitudes are for emergency use only and do not

necessarily assure acceptable navigational signal

coverage.

(See ICAO term Minimum Sector Altitude.)

2. Emergency Safe Altitudes. Altitudes depicted on approach charts which provide at least

1,000 feet of obstacle clearance in nonmountainous

areas and 2,000 feet of obstacle clearance in

designated mountainous areas within a 100-mile

radius of the navigation facility upon which the

procedure is predicated and normally used only in

military procedures. These altitudes are identified on

published procedures as “Emergency Safe Altitudes.”

MINIMUM SAFE ALTITUDE WARNING− A

function of the ARTS III computer that aids the

controller by alerting him/her when a tracked Mode

C equipped aircraft is below or is predicted by the

computer to go below a predetermined minimum safe

altitude.

(Refer to AIM.)

MINIMUM SECTOR ALTITUDE [ICAO]− The

lowest altitude which may be used under emergency

conditions which will provide a minimum clearance

of 300 m (1,000 feet) above all obstacles located in

an area contained within a sector of a circle of 46 km

(25 NM) radius centered on a radio aid to navigation.

MINIMUMS− Weather condition requirements

established for a particular operation or type of
Pilot/Controller Glossary 2/14/08

PCG M−5

operation; e.g., IFR takeoff or landing, alternate

airport for IFR flight plans, VFR flight, etc.

(See IFR CONDITIONS.)

(See IFR TAKEOFF MINIMUMS AND

DEPARTURE PROCEDURES.)

(See LANDING MINIMUMS.)

(See VFR CONDITIONS.)

(Refer to 14 CFR Part 91.)

(Refer to AIM.)

MINIMUM VECTORING ALTITUDE (MVA)−

The lowest MSL altitude at which an IFR aircraft will

be vectored by a radar controller, except as otherwise

authorized for radar approaches, departures, and

missed approaches. The altitude meets IFR obstacle

clearance criteria. It may be lower than the published

MEA along an airway or J-route segment. It may be

utilized for radar vectoring only upon the controller’s

determination that an adequate radar return is being

received from the aircraft being controlled. Charts

depicting minimum vectoring altitudes are normally

available only to the controllers and not to pilots.

(Refer to AIM.)

MINUTES-IN-TRAIL− A specified interval between aircraft expressed in time. This method would

more likely be utilized regardless of altitude.

MIS−

(See METEOROLOGICAL IMPACT

STATEMENT.)

MISSED APPROACH−

a. A maneuver conducted by a pilot when an

instrument approach cannot be completed to a

landing. The route of flight and altitude are shown on

instrument approach procedure charts. A pilot

executing a missed approach prior to the Missed

Approach Point (MAP) must continue along the final

approach to the MAP.

b. A term used by the pilot to inform ATC that

he/she is executing the missed approach.

c. At locations where ATC radar service is

provided, the pilot should conform to radar vectors

when provided by ATC in lieu of the published

missed approach procedure.

(See MISSED APPROACH POINT.)

(Refer to AIM.)

MISSED APPROACH POINT− A point prescribed

in each instrument approach procedure at which a

missed approach procedure shall be executed if the

required visual reference does not exist.

(See MISSED APPROACH.)

(See SEGMENTS OF AN INSTRUMENT

APPROACH PROCEDURE.)

MISSED APPROACH PROCEDURE [ICAO]− The

procedure to be followed if the approach cannot be

continued.

MISSED APPROACH SEGMENT−

(See SEGMENTS OF AN INSTRUMENT

APPROACH PROCEDURE.)

MLDI−

(See METER LIST DISPLAY INTERVAL.)

MLS−

(See MICROWAVE LANDING SYSTEM.)

MLS CATEGORIES−

a. MLS Category I. An MLS approach procedure

which provides for an approach to a height above

touchdown of not less than 200 feet and a runway

visual range of not less than 1,800 feet.

b. MLS Category II. Undefined until data gathering/analysis completion.

c. MLS Category III. Undefined until data

gathering/analysis completion.

MM−

(See MIDDLE MARKER.)

MNPS−

(See MINIMUM NAVIGATION PERFORMANCE

SPECIFICATION.)

MNPSA−

(See MINIMUM NAVIGATION PERFORMANCE−

SPECIFICATION AIRSPACE.)

MOA−

(See MILITARY OPERATIONS AREA.)

MOCA−

(See MINIMUM OBSTRUCTION CLEARANCE

ALTITUDE.)

MODE− The letter or number assigned to a specific

pulse spacing of radio signals transmitted or received

by ground interrogator or airborne transponder

components of the Air Traffic Control Radar Beacon
Pilot/Controller Glossary 2/14/08

PCG M−6

System (ATCRBS). Mode A (military Mode 3) and

Mode C (altitude reporting) are used in air traffic

control.

(See INTERROGATOR.)

(See RADAR.)

(See TRANSPONDER.)

(See ICAO term MODE.)

(Refer to AIM.)

MODE (SSR MODE) [ICAO]− The letter or number

assigned to a specific pulse spacing of the

interrogation signals transmitted by an interrogator.

There are 4 modes, A, B, C and D specified in Annex

10, corresponding to four different interrogation

pulse spacings.

MODE C INTRUDER ALERT− A function of

certain air traffic control automated systems designed

to alert radar controllers to existing or pending

situations between a tracked target (known IFR or

VFR aircraft) and an untracked target (unknown IFR

or VFR aircraft) that requires immediate attention/

action.

(See CONFLICT ALERT.)

MONITOR− (When used with communication

transfer) listen on a specific frequency and stand by

for instructions. Under normal circumstances do not

establish communications.

MONITOR ALERT (MA)− A function of the TFMS

that provides traffic management personnel with a

tool for predicting potential capacity problems in

individual operational sectors. The MA is an

indication that traffic management personnel need to

analyze a particular sector for actual activity and to

determine the required action(s), if any, needed to

control the demand.

MONITOR ALERT PARAMETER (MAP)− The

number designated for use in monitor alert

processing by the TFMS. The MAP is designated for

each operational sector for increments of 15 minutes.

MOSAIC/MULTI−SENSOR MODE− Accepts positional data from multiple radar or ADS−B sites.

Targets are displayed from a single source within a

radar sort box according to the hierarchy of the

sources assigned.

MOVEMENT AREA− The runways, taxiways, and

other areas of an airport/heliport which are utilized

for taxiing/hover taxiing, air taxiing, takeoff, and

landing of aircraft, exclusive of loading ramps and

parking areas. At those airports/heliports with a

tower, specific approval for entry onto the movement

area must be obtained from ATC.

(See ICAO term MOVEMENT AREA.)

MOVEMENT AREA [ICAO]− That part of an

aerodrome to be used for the takeoff, landing and

taxiing of aircraft, consisting of the maneuvering area

and the apron(s).

MOVING TARGET INDICATOR− An electronic

device which will permit radar scope presentation

only from targets which are in motion. A partial

remedy for ground clutter.

MRA−

(See MINIMUM RECEPTION ALTITUDE.)

MSA−

(See MINIMUM SAFE ALTITUDE.)

MSAW−

(See MINIMUM SAFE ALTITUDE WARNING.)

MTI−

(See MOVING TARGET INDICATOR.)

MTR−

(See MILITARY TRAINING ROUTES.)

MULTICOM− A mobile service not open to public

correspondence used to provide communications

essential to conduct the activities being performed by

or directed from private aircraft.

MULTIPLE RUNWAYS− The utilization of a

dedicated arrival runway(s) for departures and a

dedicated departure runway(s) for arrivals when

feasible to reduce delays and enhance capacity.

MVA−

(See MINIMUM VECTORING ALTITUDE.)

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PCG N−1

N

NAS−

(See NATIONAL AIRSPACE SYSTEM.)

NATIONAL AIRSPACE SYSTEM− The common

network of U.S. airspace; air navigation facilities,

equipment and services, airports or landing areas;

aeronautical charts, information and services; rules,

regulations and procedures, technical information,

and manpower and material. Included are system

components shared jointly with the military.

NATIONAL BEACON CODE ALLOCATION

PLAN AIRSPACE− Airspace over United States

territory located within the North American continent

between Canada and Mexico, including adjacent

territorial waters outward to about boundaries of

oceanic control areas (CTA)/Flight Information

Regions (FIR).

(See FLIGHT INFORMATION REGION.)

NATIONAL FLIGHT DATA CENTER− A facility in

Washington D.C., established by FAA to operate a

central aeronautical information service for the

collection, validation, and dissemination of aeronautical data in support of the activities of government,

industry, and the aviation community. The information is published in the National Flight Data Digest.

(See NATIONAL FLIGHT DATA DIGEST.)

NATIONAL FLIGHT DATA DIGEST− A daily

(except weekends and Federal holidays) publication

of flight information appropriate to aeronautical

charts, aeronautical publications, Notices to Airmen,

or other media serving the purpose of providing

operational flight data essential to safe and efficient

aircraft operations.

NATIONAL SEARCH AND RESCUE PLAN− An

interagency agreement which provides for the

effective utilization of all available facilities in all

types of search and rescue missions.

NAVAID−

(See NAVIGATIONAL AID.)

NAVAID CLASSES− VOR, VORTAC, and TACAN

aids are classed according to their operational use.

The three classes of NAVAIDs are:

a. T− Terminal.

b. L− Low altitude.

c. H− High altitude.

Note: The normal service range for T, L, and H class

aids is found in the AIM. Certain operational

requirements make it necessary to use some of

these aids at greater service ranges than

specified. Extended range is made possible

through flight inspection determinations. Some

aids also have lesser service range due to location,

terrain, frequency protection, etc. Restrictions to

service range are listed in Airport/Facility

Directory.

NAVIGABLE AIRSPACE− Airspace at and above

the minimum flight altitudes prescribed in the CFRs

including airspace needed for safe takeoff and

landing.

(Refer to 14 CFR Part 91.)

NAVIGATION REFERENCE SYSTEM (NRS)−

The NRS is a system of waypoints developed for use

within the United States for flight planning and

navigation without reference to ground based

navigational aids. The NRS waypoints are located in

a grid pattern along defined latitude and longitude

lines. The initial use of the NRS will be in the high

altitude environment in conjunction with the High

Altitude Redesign initiative. The NRS waypoints are

intended for use by aircraft capable of point−to−point

navigation.

NAVIGATION SPECIFICATION [ICAO]− A set of

aircraft and flight crew requirements needed to

support performance−based navigation operations

within a defined airspace. There are two kinds of

navigation specifications:

a. RNP specification. A navigation specification

based on area navigation that includes the

requirement for performance monitoring and alerting, designated by the prefix RNP; e.g., RNP 4, RNP

APCH.

b. RNAV specification. A navigation specification based on area navigation that does not include the

requirement for performance monitoring and alerting, designated by the prefix RNAV; e.g., RNAV 5,

RNAV 1.

Note: The Performance−based Navigation Manual

(Doc 9613), Volume II contains detailed guidance

on navigation specifications.

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NAVIGATIONAL AID− Any visual or electronic

device airborne or on the surface which provides

point-to-point guidance information or position data

to aircraft in flight.

(See AIR NAVIGATION FACILITY.)

NBCAP AIRSPACE−

(See NATIONAL BEACON CODE ALLOCATION

PLAN AIRSPACE.)

NDB−

(See NONDIRECTIONAL BEACON.)

NEGATIVE− “No,” or “permission not granted,” or

“that is not correct.”

NEGATIVE CONTACT− Used by pilots to inform

ATC that:

a. Previously issued traffic is not in sight. It may

be followed by the pilot’s request for the controller to

provide assistance in avoiding the traffic.

b. They were unable to contact ATC on a

particular frequency.

NFDC−

(See NATIONAL FLIGHT DATA CENTER.)

NFDD−

(See NATIONAL FLIGHT DATA DIGEST.)

NIGHT− The time between the end of evening civil

twilight and the beginning of morning civil twilight,

as published in the American Air Almanac, converted

to local time.

(See ICAO term NIGHT.)

NIGHT [ICAO]− The hours between the end of

evening civil twilight and the beginning of morning

civil twilight or such other period between sunset and

sunrise as may be specified by the appropriate

authority.

Note: Civil twilight ends in the evening when the

center of the sun’s disk is 6 degrees below the

horizon and begins in the morning when the center

of the sun’s disk is 6 degrees below the horizon.

NO GYRO APPROACH− A radar approach/vector

provided in case of a malfunctioning gyro-compass

or directional gyro. Instead of providing the pilot

with headings to be flown, the controller observes the

radar track and issues control instructions “turn

right/left” or “stop turn” as appropriate.

(Refer to AIM.)

NO GYRO VECTOR−

(See NO GYRO APPROACH.)

NO TRANSGRESSION ZONE (NTZ)− The NTZ is

a 2,000 foot wide zone, located equidistant between

parallel runway final approach courses in which

flight is not allowed.

NONAPPROACH CONTROL TOWER− Authorizes aircraft to land or takeoff at the airport controlled

by the tower or to transit the Class D airspace. The

primary function of a nonapproach control tower is

the sequencing of aircraft in the traffic pattern and on

the landing area. Nonapproach control towers also

separate aircraft operating under instrument flight

rules clearances from approach controls and centers.

They provide ground control services to aircraft,

vehicles, personnel, and equipment on the airport

movement area.

NONCOMMON ROUTE/PORTION− That segment

of a North American Route between the inland

navigation facility and a designated North American

terminal.

NONCOMPOSITE SEPARATION− Separation in

accordance with minima other than the composite

separation minimum specified for the area concerned.

NONDIRECTIONAL BEACON− An L/MF or UHF

radio beacon transmitting nondirectional signals

whereby the pilot of an aircraft equipped with

direction finding equipment can determine his/her

bearing to or from the radio beacon and “home” on or

track to or from the station. When the radio beacon is

installed in conjunction with the Instrument Landing

System marker, it is normally called a Compass

Locator.

(See AUTOMATIC DIRECTION FINDER.)

(See COMPASS LOCATOR.)

NONMOVEMENT AREAS− Taxiways and apron

(ramp) areas not under the control of air traffic.

NONPRECISION APPROACH−

(See NONPRECISION APPROACH

PROCEDURE.)

NONPRECISION APPROACH PROCEDURE− A

standard instrument approach procedure in which no

electronic glideslope is provided; e.g., VOR,

TACAN, NDB, LOC, ASR, LDA, or SDF

approaches.

NONRADAR− Precedes other terms and generally

means without the use of radar, such as:

a. Nonradar Approach. Used to describe instrument approaches for which course guidance on final

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PCG N−3

approach is not provided by ground-based precision

or surveillance radar. Radar vectors to the final

approach course may or may not be provided by ATC.

Examples of nonradar approaches are VOR, NDB,

TACAN, and ILS/MLS approaches.

(See FINAL APPROACH COURSE.)

(See FINAL APPROACH-IFR.)

(See INSTRUMENT APPROACH

PROCEDURE.)

(See RADAR APPROACH.)

b. Nonradar Approach Control. An ATC facility

providing approach control service without the use of

radar.

(See APPROACH CONTROL FACILITY.)

(See APPROACH CONTROL SERVICE.)

c. Nonradar Arrival. An aircraft arriving at an

airport without radar service or at an airport served by

a radar facility and radar contact has not been

established or has been terminated due to a lack of

radar service to the airport.

(See RADAR ARRIVAL.)

(See RADAR SERVICE.)

d. Nonradar Route. A flight path or route over

which the pilot is performing his/her own navigation.

The pilot may be receiving radar separation, radar

monitoring, or other ATC services while on a

nonradar route.

(See RADAR ROUTE.)

e. Nonradar Separation. The spacing of aircraft in

accordance with established minima without the use

of radar; e.g., vertical, lateral, or longitudinal

separation.

(See RADAR SEPARATION.)

(See ICAO term NONRADAR SEPARATION.)

NONRADAR SEPARATION [ICAO]− The separation used when aircraft position information is

derived from sources other than radar.

NON−RESTRICTIVE ROUTING (NRR)− Portions

of a proposed route of flight where a user can flight

plan the most advantageous flight path with no

requirement to make reference to ground−based

NAVAIDs.

NOPAC−

(See NORTH PACIFIC.)

NORDO−

(See LOST COMMUNICATIONS.)

NORMAL OPERATING ZONE (NOZ)− The NOZ

is the operating zone within which aircraft flight

remains during normal independent simultaneous

parallel ILS approaches.

NORTH AMERICAN ROUTE− A numerically

coded route preplanned over existing airway and

route systems to and from specific coastal fixes

serving the North Atlantic. North American Routes

consist of the following:

a. Common Route/Portion. That segment of a

North American Route between the inland navigation

facility and the coastal fix.

b. Noncommon Route/Portion. That segment of a

North American Route between the inland navigation

facility and a designated North American terminal.

c. Inland Navigation Facility. A navigation aid on

a North American Route at which the common route

and/or the noncommon route begins or ends.

d. Coastal Fix. A navigation aid or intersection

where an aircraft transitions between the domestic

route structure and the oceanic route structure.

NORTH AMERICAN ROUTE PROGRAM (NRP)−

The NRP is a set of rules and procedures which are

designed to increase the flexibility of user flight

planning within published guidelines.

NORTH MARK− A beacon data block sent by the

host computer to be displayed by the ARTS on a 360

degree bearing at a locally selected radar azimuth and

distance. The North Mark is used to ensure correct

range/azimuth orientation during periods of

CENRAP.

NORTH PACIFIC− An organized route system

between the Alaskan west coast and Japan.

NOTAM−

(See NOTICE TO AIRMEN.)

NOTAM [ICAO]− A notice containing information

concerning the establishment, condition or change in

any aeronautical facility, service, procedure or

hazard, the timely knowledge of which is essential to

personnel concerned with flight operations.

a. I Distribution− Distribution by means of

telecommunication.

b. II Distribution− Distribution by means other

than telecommunications.

NOTICE TO AIRMEN− A notice containing

information (not known sufficiently in advance to

publicize by other means) concerning the

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PCG N−4

establishment, condition, or change in any component (facility, service, or procedure of, or hazard in

the National Airspace System) the timely knowledge

of which is essential to personnel concerned with

flight operations.

a. NOTAM(D)− A NOTAM given (in addition to

local dissemination) distant dissemination beyond

the area of responsibility of the Flight Service

Station. These NOTAMs will be stored and available

until canceled.

b. NOTAM(L)− A NOTAM given local dissemination by voice and other means, such as

telautograph and telephone, to satisfy local user

requirements.

c. FDC NOTAM− A NOTAM regulatory in

nature, transmitted by USNOF and given system

wide dissemination.

(See ICAO term NOTAM.)

NOTICES TO AIRMEN PUBLICATION− A

publication issued every 28 days, designed primarily

for the pilot, which contains current NOTAM

information considered essential to the safety of

flight as well as supplemental data to other

aeronautical publications. The contraction NTAP is

used in NOTAM text.

(See NOTICE TO AIRMEN.)

NRR−

(See NON−RESTRICTIVE ROUTING.)

NRS−

(See NAVIGATION REFERENCE SYSTEM.)

NTAP−

(See NOTICES TO AIRMEN PUBLICATION.)

NUMEROUS TARGETS VICINITY (LOCATION)− A traffic advisory issued by ATC to advise

pilots that targets on the radar scope are too numerous

to issue individually.

(See TRAFFIC ADVISORIES.)

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O

OBSTACLE− An existing object, object of natural

growth, or terrain at a fixed geographical location or

which may be expected at a fixed location within a

prescribed area with reference to which vertical

clearance is or must be provided during flight

operation.

OBSTACLE DEPARTURE PROCEDURE (ODP)−

A preplanned instrument flight rule (IFR) departure

procedure printed for pilot use in textual or graphic

form to provide obstruction clearance via the least

onerous route from the terminal area to the

appropriate en route structure. ODPs are recommended for obstruction clearance and may be flown

without ATC clearance unless an alternate departure

procedure (SID or radar vector) has been specifically

assigned by ATC.

(See IFR TAKEOFF MINIMUMS AND

DEPARTURE PROCEDURES.)

(See STANDARD INSTRUMENT

DEPARTURES.)

(Refer to AIM.)

OBSTACLE FREE ZONE− The OFZ is a three

dimensional volume of airspace which protects for

the transition of aircraft to and from the runway. The

OFZ clearing standard precludes taxiing and parked

airplanes and object penetrations, except for

frangible NAVAID locations that are fixed by

function. Additionally, vehicles, equipment, and

personnel may be authorized by air traffic control to

enter the area using the provisions of FAAO JO

7110.65, Para 3−1−5, VEHICLES/EQUIPMENT/

PERSONNEL ON RUNWAYS. The runway OFZ

and when applicable, the inner-approach OFZ, and

the inner-transitional OFZ, comprise the OFZ.

a. Runway OFZ. The runway OFZ is a defined

volume of airspace centered above the runway. The

runway OFZ is the airspace above a surface whose

elevation at any point is the same as the elevation of

the nearest point on the runway centerline. The

runway OFZ extends 200 feet beyond each end of the

runway. The width is as follows:

1. For runways serving large airplanes, the

greater of:

(a) 400 feet, or

(b) 180 feet, plus the wingspan of the most

demanding airplane, plus 20 feet per 1,000 feet of

airport elevation.

2. For runways serving only small airplanes:

(a) 300 feet for precision instrument runways.

(b) 250 feet for other runways serving small

airplanes with approach speeds of 50 knots, or more.

(c) 120 feet for other runways serving small

airplanes with approach speeds of less than 50 knots.

b. Inner-approach OFZ. The inner-approach OFZ

is a defined volume of airspace centered on the

approach area. The inner-approach OFZ applies only

to runways with an approach lighting system. The

inner-approach OFZ begins 200 feet from the runway

threshold at the same elevation as the runway

threshold and extends 200 feet beyond the last light

unit in the approach lighting system. The width of the

inner-approach OFZ is the same as the runway OFZ

and rises at a slope of 50 (horizontal) to 1 (vertical)

from the beginning.

c. Inner-transitional OFZ. The inner transitional

surface OFZ is a defined volume of airspace along the

sides of the runway and inner-approach OFZ and

applies only to precision instrument runways. The

inner-transitional surface OFZ slopes 3 (horizontal)

to 1 (vertical) out from the edges of the runway OFZ

and inner-approach OFZ to a height of 150 feet above

the established airport elevation.

(Refer to AC 150/5300-13, Chapter 3.)

(Refer to FAAO JO 7110.65, Para 3−1−5,

VEHICLES/EQUIPMENT/PERSONNEL ON

RUNWAYS.)

OBSTRUCTION− Any object/obstacle exceeding

the obstruction standards specified by 14 CFR

Part 77, Subpart C.

OBSTRUCTION LIGHT− A light or one of a group

of lights, usually red or white, frequently mounted on

a surface structure or natural terrain to warn pilots of

the presence of an obstruction.

OCEANIC AIRSPACE− Airspace over the oceans of

the world, considered international airspace, where

oceanic separation and procedures per the International Civil Aviation Organization are applied.

Responsibility for the provisions of air traffic control
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service in this airspace is delegated to various

countries, based generally upon geographic proximity and the availability of the required resources.

OCEANIC DISPLAY AND PLANNING SYSTEM− An automated digital display system which

provides flight data processing, conflict probe, and

situation display for oceanic air traffic control.

OCEANIC NAVIGATIONAL ERROR REPORT− A

report filed when an aircraft exiting oceanic airspace

has been observed by radar to be off course. ONER

reporting parameters and procedures are contained in

FAAO 7110.82, Monitoring of Navigational Performance In Oceanic Areas.

OCEANIC PUBLISHED ROUTE− A route established in international airspace and charted or

described in flight information publications, such as

Route Charts, DOD Enroute Charts, Chart Supplements, NOTAMs, and Track Messages.

OCEANIC TRANSITION ROUTE− An ATS route

established for the purpose of transitioning aircraft

to/from an organized track system.

ODAPS−

(See OCEANIC DISPLAY AND PLANNING

SYSTEM.)

ODP−

(See OBSTACLE DEPARTURE PROCEDURE.)

OFF COURSE− A term used to describe a situation

where an aircraft has reported a position fix or is

observed on radar at a point not on the ATC-approved

route of flight.

OFF-ROUTE VECTOR− A vector by ATC which

takes an aircraft off a previously assigned route.

Altitudes assigned by ATC during such vectors

provide required obstacle clearance.

OFFSET PARALLEL RUNWAYS− Staggered

runways having centerlines which are parallel.

OFFSHORE/CONTROL AIRSPACE AREA− That

portion of airspace between the U.S. 12 NM limit and

the oceanic CTA/FIR boundary within which air

traffic control is exercised. These areas are

established to provide air traffic control services.

Offshore/Control Airspace Areas may be classified

as either Class A airspace or Class E airspace.

OFT−

(See OUTER FIX TIME.)

OM−

(See OUTER MARKER.)

OMEGA− An RNAV system designed for long-range

navigation based upon ground-based electronic

navigational aid signals.

ON COURSE−

a. Used to indicate that an aircraft is established on

the route centerline.

b. Used by ATC to advise a pilot making a radar

approach that his/her aircraft is lined up on the final

approach course.

(See ON-COURSE INDICATION.)

ON-COURSE INDICATION− An indication on an

instrument, which provides the pilot a visual means

of determining that the aircraft is located on the

centerline of a given navigational track, or an

indication on a radar scope that an aircraft is on a

given track.

ONE-MINUTE WEATHER− The most recent one

minute updated weather broadcast received by a pilot

from an uncontrolled airport ASOS/AWOS.

ONER−

(See OCEANIC NAVIGATIONAL ERROR

REPORT.)

OPERATIONAL−

(See DUE REGARD.)

OPERATIONS SPECIFICATIONS [ICAO]− The

authorizations, conditions and limitations associated

with the air operator certificate and subject to the

conditions in the operations manual.

OPPOSITE DIRECTION AIRCRAFT− Aircraft are

operating in opposite directions when:

a. They are following the same track in reciprocal

directions; or

b. Their tracks are parallel and the aircraft are

flying in reciprocal directions; or

c. Their tracks intersect at an angle of more than

135.

OPTION APPROACH− An approach requested and

conducted by a pilot which will result in either a

touch-and-go, missed approach, low approach,

stop-and-go, or full stop landing.

(See CLEARED FOR THE OPTION.)

(Refer to AIM.)

ORGANIZED TRACK SYSTEM− A series of ATS

routes which are fixed and charted; i.e., CEP,

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NOPAC, or flexible and described by NOTAM; i.e.,

NAT TRACK MESSAGE.

OROCA− An off-route altitude which provides

obstruction clearance with a 1,000 foot buffer in

nonmountainous terrain areas and a 2,000 foot buffer

in designated mountainous areas within the United

States. This altitude may not provide signal coverage

from ground-based navigational aids, air traffic

control radar, or communications coverage.

OTR−

(See OCEANIC TRANSITION ROUTE.)

OTS−

(See ORGANIZED TRACK SYSTEM.)

OUT− The conversation is ended and no response is

expected.

OUTER AREA (associated with Class C airspace)−

Nonregulatory airspace surrounding designated

Class C airspace airports wherein ATC provides radar

vectoring and sequencing on a full-time basis for all

IFR and participating VFR aircraft. The service

provided in the outer area is called Class C service

which includes: IFR/IFR−standard IFR separation;

IFR/VFR−traffic advisories and conflict resolution;

and VFR/VFR−traffic advisories and, as appropriate,

safety alerts. The normal radius will be 20 nautical

miles with some variations based on site-specific

requirements. The outer area extends outward from

the primary Class C airspace airport and extends from

the lower limits of radar/radio coverage up to the

ceiling of the approach control’s delegated airspace

excluding the Class C charted area and other airspace

as appropriate.

(See CONFLICT RESOLUTION.)

(See CONTROLLED AIRSPACE.)

OUTER COMPASS LOCATOR−

(See COMPASS LOCATOR.)

OUTER FIX− A general term used within ATC to

describe fixes in the terminal area, other than the final

approach fix. Aircraft are normally cleared to these

fixes by an Air Route Traffic Control Center or an

Approach Control Facility. Aircraft are normally

cleared from these fixes to the final approach fix or

final approach course.

OR

OUTER FIX− An adapted fix along the converted

route of flight, prior to the meter fix, for which

crossing times are calculated and displayed in the

metering position list.

OUTER FIX ARC− A semicircle, usually about a

50−70 mile radius from a meter fix, usually in high

altitude, which is used by CTAS/HOST to calculate

outer fix times and determine appropriate sector

meter list assignments for aircraft on an established

arrival route that will traverse the arc.

OUTER FIX TIME− A calculated time to depart the

outer fix in order to cross the vertex at the ACLT. The

time reflects descent speed adjustments and any

applicable delay time that must be absorbed prior to

crossing the meter fix.

OUTER MARKER− A marker beacon at or near the

glideslope intercept altitude of an ILS approach. It is

keyed to transmit two dashes per second on a 400 Hz

tone, which is received aurally and visually by

compatible airborne equipment. The OM is normally

located four to seven miles from the runway threshold

on the extended centerline of the runway.

(See INSTRUMENT LANDING SYSTEM.)

(See MARKER BEACON.)

(Refer to AIM.)

OVER− My transmission is ended; I expect a

response.

OVERHEAD MANEUVER− A series of predetermined maneuvers prescribed for aircraft (often in

formation) for entry into the visual flight rules (VFR)

traffic pattern and to proceed to a landing. An

overhead maneuver is not an instrument flight rules

(IFR) approach procedure. An aircraft executing an

overhead maneuver is considered VFR and the IFR

flight plan is cancelled when the aircraft reaches the

“initial point” on the initial approach portion of the

maneuver. The pattern usually specifies the

following:

a. The radio contact required of the pilot.

b. The speed to be maintained.

c. An initial approach 3 to 5 miles in length.

d. An elliptical pattern consisting of two 180

degree turns.

e. A break point at which the first 180 degree turn

is started.

f. The direction of turns.

g. Altitude (at least 500 feet above the conventional pattern).

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h. A “Roll-out” on final approach not less than 1/4

mile from the landing threshold and not less than 300

feet above the ground.

OVERLYING CENTER− The ARTCC facility that

is responsible for arrival/departure operations at a

specific terminal.

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PCG P−1

P

P TIME−

(See PROPOSED DEPARTURE TIME.)

P-ACP−

(See PREARRANGED COORDINATION

PROCEDURES.)

PAN-PAN− The international radio-telephony urgency signal. When repeated three times, indicates

uncertainty or alert followed by the nature of the

urgency.

(See MAYDAY.)

(Refer to AIM.)

PAR−

(See PRECISION APPROACH RADAR.)

PAR [ICAO]−

(See ICAO Term PRECISION APPROACH

RADAR.)

PARALLEL ILS APPROACHES− Approaches to

parallel runways by IFR aircraft which, when

established inbound toward the airport on the

adjacent final approach courses, are radar-separated

by at least 2 miles.

(See FINAL APPROACH COURSE.)

(See SIMULTANEOUS ILS APPROACHES.)

PARALLEL MLS APPROACHES−

(See PARALLEL ILS APPROACHES.)

PARALLEL OFFSET ROUTE− A parallel track to

the left or right of the designated or established

airway/route. Normally associated with Area Navigation (RNAV) operations.

(See AREA NAVIGATION.)

PARALLEL RUNWAYS− Two or more runways at

the same airport whose centerlines are parallel. In

addition to runway number, parallel runways are

designated as L (left) and R (right) or, if three parallel

runways exist, L (left), C (center), and R (right).

PBCT−

(See PROPOSED BOUNDARY CROSSING

TIME.)

PBN

(See ICAO Term PERFORMANCE−BASED

NAVIGATION.)

PDC−

(See PRE−DEPARTURE CLEARANCE.)

PERFORMANCE−BASED NAVIGATION (PBN)

[ICAO]− Area navigation based on performance

requirements for aircraft operating along an ATS

route, on an instrument approach procedure or in a

designated airspace.

Note: Performance requirements are expressed in

navigation specifications (RNAV specification,

RNP specification) in terms of accuracy, integrity,

continuity, availability, and functionality needed for

the proposed operation in the context of a

particular airspace concept.

PERMANENT ECHO− Radar signals reflected from

fixed objects on the earth’s surface; e.g., buildings,

towers, terrain. Permanent echoes are distinguished

from “ground clutter” by being definable locations

rather than large areas. Under certain conditions they

may be used to check radar alignment.

PHOTO RECONNAISSANCE− Military activity

that requires locating individual photo targets and

navigating to the targets at a preplanned angle and

altitude. The activity normally requires a lateral route

width of 16 NM and altitude range of 1,500 feet to

10,000 feet AGL.

PILOT BRIEFING− A service provided by the FSS

to assist pilots in flight planning. Briefing items may

include weather information, NOTAMS, military

activities, flow control information, and other items

as requested.

(Refer to AIM.)

PILOT IN COMMAND− The pilot responsible for

the operation and safety of an aircraft during flight

time.

(Refer to 14 CFR Part 91.)

PILOT WEATHER REPORT− A report of meteorological phenomena encountered by aircraft in flight.

(Refer to AIM.)

PILOT’S DISCRETION− When used in conjunction with altitude assignments, means that ATC has

offered the pilot the option of starting climb or

descent whenever he/she wishes and conducting the

climb or descent at any rate he/she wishes. He/she

may temporarily level off at any intermediate

3/12/09 Pilot/Controller Glossary
Pilot/Controller Glossary 2/14/08

PCG P−2

altitude. However, once he/she has vacated an

altitude, he/she may not return to that altitude.

PIREP−

(See PILOT WEATHER REPORT.)

PITCH POINT− A fix/waypoint that serves as a

transition point from a departure procedure or the low

altitude ground−based navigation structure into the

high altitude waypoint system.

PLANS DISPLAY− A display available in URET

that provides detailed flight plan and predicted

conflict information in textual format for requested

Current Plans and all Trial Plans.

(See USER REQUEST EVALUATION TOOL.)

POFZ−

(See PRECISION OBSTACLE FREE ZONE.)

POINT OUT−

(See RADAR POINT OUT.)

POINT−TO−POINT (PTP)− A level of NRR service

for aircraft that is based on traditional waypoints in

their FMSs or RNAV equipage.

POLAR TRACK STRUCTURE− A system of

organized routes between Iceland and Alaska which

overlie Canadian MNPS Airspace.

POSITION AND HOLD− Used by ATC to inform a

pilot to taxi onto the departure runway in takeoff

position and hold. It is not authorization for takeoff.

It is used when takeoff clearance cannot immediately

be issued because of traffic or other reasons.

(See CLEARED FOR TAKEOFF.)

POSITION REPORT− A report over a known

location as transmitted by an aircraft to ATC.

(Refer to AIM.)

POSITION SYMBOL− A computer-generated

indication shown on a radar display to indicate the

mode of tracking.

POSITIVE CONTROL− The separation of all air

traffic within designated airspace by air traffic

control.

PRACTICE INSTRUMENT APPROACH− An

instrument approach procedure conducted by a VFR

or an IFR aircraft for the purpose of pilot training or

proficiency demonstrations.

PRE−DEPARTURE CLEARANCE− An application

with the Terminal Data Link System (TDLS) that

provides clearance information to subscribers,

through a service provider, in text to the cockpit or

gate printer.

PREARRANGED COORDINATION− A standardized procedure which permits an air traffic controller

to enter the airspace assigned to another air traffic

controller without verbal coordination. The procedures are defined in a facility directive which ensures

standard separation between aircraft.

PREARRANGED COORDINATION PROCEDURES− A facility’s standardized procedure that

describes the process by which one controller shall

allow an aircraft to penetrate or transit another

controller’s airspace in a manner that assures standard

separation without individual coordination for each

aircraft.

PRECIPITATION− Any or all forms of water

particles (rain, sleet, hail, or snow) that fall from the

atmosphere and reach the surface.

PRECIPITATION RADAR WEATHER DESCRIPTIONS − Existing radar systems cannot detect

turbulence. However, there is a direct correlation

between the degree of turbulence and other weather

features associated with thunderstorms and the

weather radar precipitation intensity. Controllers will

issue (where capable) precipitation intensity as

observed by radar when using weather and radar

processor (WARP) or NAS ground based digital

radars with weather capabilities. When precipitation

intensity information is not available, the intensity

will be described as UNKNOWN. When intensity

levels can be determined, they shall be described as:

a. LIGHT (< 30 dBZ)

b. MODERATE (30 to 40 dBZ)

c. HEAVY (> 40 to 50 dBZ)

d. EXTREME (> 50 dBZ)

(Refer to AC 00−45, Aviation Weather Services.)

PRECISION APPROACH−

(See PRECISION APPROACH PROCEDURE.)

PRECISION APPROACH PROCEDURE− A standard instrument approach procedure in which an

electronic glideslope/glidepath is provided; e.g., ILS,

MLS, and PAR.

(See INSTRUMENT LANDING SYSTEM.)

(See MICROWAVE LANDING SYSTEM.)

(See PRECISION APPROACH RADAR.)

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PCG P−3

PRECISION APPROACH RADAR− Radar equipment in some ATC facilities operated by the FAA

and/or the military services at joint-use civil/military

locations and separate military installations to detect

and display azimuth, elevation, and range of aircraft

on the final approach course to a runway. This

equipment may be used to monitor certain nonradar

approaches, but is primarily used to conduct a

precision instrument approach (PAR) wherein the

controller issues guidance instructions to the pilot

based on the aircraft’s position in relation to the final

approach course (azimuth), the glidepath (elevation),

and the distance (range) from the touchdown point on

the runway as displayed on the radar scope.

Note: The abbreviation “PAR” is also used to

denote preferential arrival routes in ARTCC

computers.

(See GLIDEPATH.)

(See PAR.)

(See PREFERENTIAL ROUTES.)

(See ICAO term PRECISION APPROACH

RADAR.)

(Refer to AIM.)

PRECISION APPROACH RADAR [ICAO]− Primary radar equipment used to determine the position

of an aircraft during final approach, in terms of lateral

and vertical deviations relative to a nominal approach

path, and in range relative to touchdown.

Note: Precision approach radars are designed to

enable pilots of aircraft to be given guidance by

radio communication during the final stages of the

approach to land.

PRECISION OBSTACLE FREE ZONE (POFZ)−

An 800 foot wide by 200 foot long area centered on

the runway centerline adjacent to the threshold

designed to protect aircraft flying precision

approaches from ground vehicles and other aircraft

when ceiling is less than 250 feet or visibility is less

than 3/4 statute mile (or runway visual range below

4,000 feet.)

PRECISION RUNWAY MONITOR (PRM)− Provides air traffic controllers with high precision

secondary surveillance data for aircraft on final

approach to parallel runways that have extended

centerlines separated by less than 4,300 feet. High

resolution color monitoring displays (FMA) are

required to present surveillance track data to

controllers along with detailed maps depicting

approaches and no transgression zone.

PREFERENTIAL ROUTES− Preferential routes

(PDRs, PARs, and PDARs) are adapted in ARTCC

computers to accomplish inter/intrafacility controller

coordination and to assure that flight data is posted at

the proper control positions. Locations having a need

for these specific inbound and outbound routes

normally publish such routes in local facility

bulletins, and their use by pilots minimizes flight

plan route amendments. When the workload or traffic

situation permits, controllers normally provide radar

vectors or assign requested routes to minimize

circuitous routing. Preferential routes are usually

confined to one ARTCC’s area and are referred to by

the following names or acronyms:

a. Preferential Departure Route (PDR). A specific

departure route from an airport or terminal area to an

en route point where there is no further need for flow

control. It may be included in an Instrument

Departure Procedure (DP) or a Preferred IFR Route.

b. Preferential Arrival Route (PAR). A specific

arrival route from an appropriate en route point to an

airport or terminal area. It may be included in a

Standard Terminal Arrival (STAR) or a Preferred IFR

Route. The abbreviation “PAR” is used primarily

within the ARTCC and should not be confused with

the abbreviation for Precision Approach Radar.

c. Preferential Departure and Arrival Route

(PDAR). A route between two terminals which are

within or immediately adjacent to one ARTCC’s area.

PDARs are not synonymous with Preferred IFR

Routes but may be listed as such as they do

accomplish essentially the same purpose.

(See PREFERRED IFR ROUTES.)

PREFERRED IFR ROUTES− Routes established

between busier airports to increase system efficiency

and capacity. They normally extend through one or

more ARTCC areas and are designed to achieve

balanced traffic flows among high density terminals.

IFR clearances are issued on the basis of these routes

except when severe weather avoidance procedures or

other factors dictate otherwise. Preferred IFR Routes

are listed in the Airport/Facility Directory. If a flight

is planned to or from an area having such routes but

the departure or arrival point is not listed in the

Airport/Facility Directory, pilots may use that part of

a Preferred IFR Route which is appropriate for the

departure or arrival point that is listed. Preferred IFR

Routes are correlated with DPs and STARs and may

be defined by airways, jet routes, direct routes

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PCG P−4

between NAVAIDs, Waypoints, NAVAID radials/

DME, or any combinations thereof.

(See CENTER’S AREA.)

(See INSTRUMENT DEPARTURE

PROCEDURE.)

(See PREFERENTIAL ROUTES.)

(See STANDARD TERMINAL ARRIVAL.)

(Refer to AIRPORT/FACILITY DIRECTORY.)

(Refer to NOTICES TO AIRMEN PUBLICATION.)

PRE-FLIGHT PILOT BRIEFING−

(See PILOT BRIEFING.)

PREVAILING VISIBILITY−

(See VISIBILITY.)

PRIMARY RADAR TARGET− An analog or digital

target, exclusive of a secondary radar target,

presented on a radar display.

PRM−

(See ILS PRM APPROACH and PRECISION

RUNWAY MONITOR.)

PROCEDURE TURN− The maneuver prescribed

when it is necessary to reverse direction to establish

an aircraft on the intermediate approach segment or

final approach course. The outbound course,

direction of turn, distance within which the turn must

be completed, and minimum altitude are specified in

the procedure. However, unless otherwise restricted,

the point at which the turn may be commenced and

the type and rate of turn are left to the discretion of the

pilot.

(See ICAO term PROCEDURE TURN.)

PROCEDURE TURN [ICAO]− A maneuver in

which a turn is made away from a designated track

followed by a turn in the opposite direction to permit

the aircraft to intercept and proceed along the

reciprocal of the designated track.

Note 1: Procedure turns are designated “left” or

“right” according to the direction of the initial turn.

Note 2: Procedure turns may be designated as

being made either in level flight or while

descending, according to the circumstances of

each individual approach procedure.

PROCEDURE TURN INBOUND− That point of a

procedure turn maneuver where course reversal has

been completed and an aircraft is established inbound

on the intermediate approach segment or final

approach course. A report of “procedure turn

inbound” is normally used by ATC as a position

report for separation purposes.

(See FINAL APPROACH COURSE.)

(See PROCEDURE TURN.)

(See SEGMENTS OF AN INSTRUMENT

APPROACH PROCEDURE.)

PROFILE DESCENT− An uninterrupted descent

(except where level flight is required for speed

adjustment; e.g., 250 knots at 10,000 feet MSL) from

cruising altitude/level to interception of a glideslope

or to a minimum altitude specified for the initial or

intermediate approach segment of a nonprecision

instrument approach. The profile descent normally

terminates at the approach gate or where the

glideslope or other appropriate minimum altitude is

intercepted.

PROGRESS REPORT−

(See POSITION REPORT.)

PROGRESSIVE TAXI− Precise taxi instructions

given to a pilot unfamiliar with the airport or issued

in stages as the aircraft proceeds along the taxi route.

PROHIBITED AREA−

(See SPECIAL USE AIRSPACE.)

(See ICAO term PROHIBITED AREA.)

PROHIBITED AREA [ICAO]− An airspace of

defined dimensions, above the land areas or territorial

waters of a State, within which the flight of aircraft

is prohibited.

PROPOSED BOUNDARY CROSSING TIME−

Each center has a PBCT parameter for each internal

airport. Proposed internal flight plans are transmitted

to the adjacent center if the flight time along the

proposed route from the departure airport to the

center boundary is less than or equal to the value of

PBCT or if airport adaptation specifies transmission

regardless of PBCT.

PROPOSED DEPARTURE TIME− The time that the

aircraft expects to become airborne.

PROTECTED AIRSPACE− The airspace on either

side of an oceanic route/track that is equal to one-half

the lateral separation minimum except where

reduction of protected airspace has been authorized.

PT−

(See PROCEDURE TURN.)

PTP−

(See POINT−TO−POINT.)

Pilot/Controller Glossary 3/12/09
Pilot/Controller Glossary 2/14/08

PCG P−5

PTS−

(See POLAR TRACK STRUCTURE.)

PUBLISHED ROUTE− A route for which an IFR

altitude has been established and published; e.g.,

Federal Airways, Jet Routes, Area Navigation

Routes, Specified Direct Routes.

3/12/09 Pilot/Controller Glossary

Pilot/Controller Glossary 2/14/08

PCG Q−1

Q

Q ROUTE− ‘Q’ is the designator assigned to

published RNAV routes used by the United States.

QNE− The barometric pressure used for the standard

altimeter setting (29.92 inches Hg.).

QNH− The barometric pressure as reported by a

particular station.

QUADRANT− A quarter part of a circle, centered on

a NAVAID, oriented clockwise from magnetic north

as follows: NE quadrant 000-089, SE quadrant

090-179, SW quadrant 180-269, NW quadrant

270-359.

QUEUING−

(See STAGING/QUEUING.)

QUICK LOOK− A feature of the EAS and ARTS

which provides the controller the capability to

display full data blocks of tracked aircraft from other

control positions.

Pilot/Controller Glossary 2/14/08

PCG R−1

R

RAA−

(See REMOTE AIRPORT ADVISORY.)

RADAR− A device which, by measuring the time

interval between transmission and reception of radio

pulses and correlating the angular orientation of the

radiated antenna beam or beams in azimuth and/or

elevation, provides information on range, azimuth,

and/or elevation of objects in the path of the

transmitted pulses.

a. Primary Radar− A radar system in which a

minute portion of a radio pulse transmitted from a site

is reflected by an object and then received back at that

site for processing and display at an air traffic control

facility.

b. Secondary Radar/Radar Beacon (ATCRBS)− A

radar system in which the object to be detected is

fitted with cooperative equipment in the form of a

radio receiver/transmitter (transponder). Radar

pulses transmitted from the searching transmitter/receiver (interrogator) site are received in the

cooperative equipment and used to trigger a

distinctive transmission from the transponder. This

reply transmission, rather than a reflected signal, is

then received back at the transmitter/receiver site for

processing and display at an air traffic control facility.

(See INTERROGATOR.)

(See TRANSPONDER.)

(See ICAO term RADAR.)

(Refer to AIM.)

RADAR [ICAO]− A radio detection device which

provides information on range, azimuth and/or

elevation of objects.

a. Primary Radar− Radar system which uses

reflected radio signals.

b. Secondary Radar− Radar system wherein a

radio signal transmitted from a radar station initiates

the transmission of a radio signal from another

station.

RADAR ADVISORY− The provision of advice and

information based on radar observations.

(See ADVISORY SERVICE.)

RADAR ALTIMETER−

(See RADIO ALTIMETER.)

RADAR APPROACH− An instrument approach

procedure which utilizes Precision Approach Radar

(PAR) or Airport Surveillance Radar (ASR).

(See AIRPORT SURVEILLANCE RADAR.)

(See INSTRUMENT APPROACH

PROCEDURE.)

(See PRECISION APPROACH RADAR.)

(See SURVEILLANCE APPROACH.)

(See ICAO term RADAR APPROACH.)

(Refer to AIM.)

RADAR APPROACH [ICAO]− An approach,

executed by an aircraft, under the direction of a radar

controller.

RADAR APPROACH CONTROL FACILITY− A

terminal ATC facility that uses radar and nonradar

capabilities to provide approach control services to

aircraft arriving, departing, or transiting airspace

controlled by the facility.

(See APPROACH CONTROL SERVICE.)

a. Provides radar ATC services to aircraft

operating in the vicinity of one or more civil and/or

military airports in a terminal area. The facility may

provide services of a ground controlled approach

(GCA); i.e., ASR and PAR approaches. A radar

approach control facility may be operated by FAA,

USAF, US Army, USN, USMC, or jointly by FAA

and a military service. Specific facility nomenclatures are used for administrative purposes only and

are related to the physical location of the facility and

the operating service generally as follows:

1. Army Radar Approach Control (ARAC)

(Army).

2. Radar Air Traffic Control Facility (RATCF)

(Navy/FAA).

3. Radar Approach Control (RAPCON) (Air

Force/FAA).

4. Terminal Radar Approach Control

(TRACON) (FAA).

5. Air Traffic Control Tower (ATCT) (FAA).

(Only those towers delegated approach control

authority.)

RADAR ARRIVAL− An aircraft arriving at an

airport served by a radar facility and in radar contact

with the facility.

(See NONRADAR.)
Pilot/Controller Glossary 2/14/08

PCG R−2

RADAR BEACON−

(See RADAR.)

RADAR CLUTTER [ICAO]− The visual indication

on a radar display of unwanted signals.

RADAR CONTACT−

a. Used by ATC to inform an aircraft that it is

identified on the radar display and radar flight

following will be provided until radar identification

is terminated. Radar service may also be provided

within the limits of necessity and capability. When a

pilot is informed of “radar contact,” he/she

automatically discontinues reporting over compulsory reporting points.

(See RADAR CONTACT LOST.)

(See RADAR FLIGHT FOLLOWING.)

(See RADAR SERVICE.)

(See RADAR SERVICE TERMINATED.)

(Refer to AIM.)

b. The term used to inform the controller that the

aircraft is identified and approval is granted for the

aircraft to enter the receiving controllers airspace.

(See ICAO term RADAR CONTACT.)

RADAR CONTACT [ICAO]− The situation which

exists when the radar blip or radar position symbol of

a particular aircraft is seen and identified on a radar

display.

RADAR CONTACT LOST− Used by ATC to inform

a pilot that radar data used to determine the aircraft’s

position is no longer being received, or is no longer

reliable and radar service is no longer being provided.

The loss may be attributed to several factors

including the aircraft merging with weather or ground

clutter, the aircraft operating below radar line of sight

coverage, the aircraft entering an area of poor radar

return, failure of the aircraft transponder, or failure of

the ground radar equipment.

(See CLUTTER.)

(See RADAR CONTACT.)

RADAR ENVIRONMENT− An area in which radar

service may be provided.

(See ADDITIONAL SERVICES.)

(See RADAR CONTACT.)

(See RADAR SERVICE.)

(See TRAFFIC ADVISORIES.)

RADAR FLIGHT FOLLOWING− The observation

of the progress of radar identified aircraft, whose

primary navigation is being provided by the pilot,

wherein the controller retains and correlates the

aircraft identity with the appropriate target or target

symbol displayed on the radar scope.

(See RADAR CONTACT.)

(See RADAR SERVICE.)

(Refer to AIM.)

RADAR IDENTIFICATION− The process of

ascertaining that an observed radar target is the radar

return from a particular aircraft.

(See RADAR CONTACT.)

(See RADAR SERVICE.)

(See ICAO term RADAR IDENTIFICATION.)

RADAR IDENTIFICATION [ICAO]− The process

of correlating a particular radar blip or radar position

symbol with a specific aircraft.

RADAR IDENTIFIED AIRCRAFT− An aircraft, the

position of which has been correlated with an

observed target or symbol on the radar display.

(See RADAR CONTACT.)

(See RADAR CONTACT LOST.)

RADAR MONITORING−

(See RADAR SERVICE.)

RADAR NAVIGATIONAL GUIDANCE−

(See RADAR SERVICE.)

RADAR POINT OUT− An action taken by a

controller to transfer the radar identification of an

aircraft to another controller if the aircraft will or may

enter the airspace or protected airspace of another

controller and radio communications will not be

transferred.

RADAR REQUIRED− A term displayed on charts

and approach plates and included in FDC NOTAMs

to alert pilots that segments of either an instrument

approach procedure or a route are not navigable

because of either the absence or unusability of a

NAVAID. The pilot can expect to be provided radar

navigational guidance while transiting segments

labeled with this term.

(See RADAR ROUTE.)

(See RADAR SERVICE.)

RADAR ROUTE− A flight path or route over which

an aircraft is vectored. Navigational guidance and

altitude assignments are provided by ATC.

(See FLIGHT PATH.)

(See ROUTE.)

RADAR SEPARATION−

(See RADAR SERVICE.)
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PCG R−3

RADAR SERVICE− A term which encompasses one

or more of the following services based on the use of

radar which can be provided by a controller to a pilot

of a radar identified aircraft.

a. Radar Monitoring− The radar flight-following

of aircraft, whose primary navigation is being

performed by the pilot, to observe and note deviations

from its authorized flight path, airway, or route.

When being applied specifically to radar monitoring

of instrument approaches; i.e., with precision

approach radar (PAR) or radar monitoring of

simultaneous ILS/MLS approaches, it includes

advice and instructions whenever an aircraft nears or

exceeds the prescribed PAR safety limit or

simultaneous ILS/MLS no transgression zone.

(See ADDITIONAL SERVICES.)

(See TRAFFIC ADVISORIES.)

b. Radar Navigational Guidance− Vectoring

aircraft to provide course guidance.

c. Radar Separation− Radar spacing of aircraft in

accordance with established minima.

(See ICAO term RADAR SERVICE.)

RADAR SERVICE [ICAO]− Term used to indicate

a service provided directly by means of radar.

a. Monitoring− The use of radar for the purpose of

providing aircraft with information and advice

relative to significant deviations from nominal flight

path.

b. Separation− The separation used when aircraft

position information is derived from radar sources.

RADAR SERVICE TERMINATED− Used by ATC

to inform a pilot that he/she will no longer be

provided any of the services that could be received

while in radar contact. Radar service is automatically

terminated, and the pilot is not advised in the

following cases:

a. An aircraft cancels its IFR flight plan, except

within Class B airspace, Class C airspace, a TRSA,

or where Basic Radar service is provided.

b. An aircraft conducting an instrument, visual, or

contact approach has landed or has been instructed to

change to advisory frequency.

c. An arriving VFR aircraft, receiving radar

service to a tower-controlled airport within Class B

airspace, Class C airspace, a TRSA, or where

sequencing service is provided, has landed; or to all

other airports, is instructed to change to tower or

advisory frequency.

d. An aircraft completes a radar approach.

RADAR SURVEILLANCE− The radar observation

of a given geographical area for the purpose of

performing some radar function.

RADAR TRAFFIC ADVISORIES− Advisories

issued to alert pilots to known or observed radar

traffic which may affect the intended route of flight

of their aircraft.

(See TRAFFIC ADVISORIES.)

RADAR TRAFFIC INFORMATION SERVICE−

(See TRAFFIC ADVISORIES.)

RADAR VECTORING [ICAO]− Provision of

navigational guidance to aircraft in the form of

specific headings, based on the use of radar.

RADIAL− A magnetic bearing extending from a

VOR/VORTAC/TACAN navigation facility.

RADIO−

a. A device used for communication.

b. Used to refer to a flight service station; e.g.,

“Seattle Radio” is used to call Seattle FSS.

RADIO ALTIMETER− Aircraft equipment which

makes use of the reflection of radio waves from the

ground to determine the height of the aircraft above

the surface.

RADIO BEACON−

(See NONDIRECTIONAL BEACON.)

RADIO DETECTION AND RANGING−

(See RADAR.)

RADIO MAGNETIC INDICATOR− An aircraft

navigational instrument coupled with a gyro compass

or similar compass that indicates the direction of a

selected NAVAID and indicates bearing with respect

to the heading of the aircraft.

RAIS−

(See REMOTE AIRPORT INFORMATION

SERVICE.)

RAMP−

(See APRON.)

RANDOM ALTITUDE− An altitude inappropriate

for direction of flight and/or not in accordance with

FAAO JO 7110.65, Para 4−5−1, VERTICAL

SEPARATION MINIMA.
Pilot/Controller Glossary 2/14/08

PCG R−4

RANDOM ROUTE− Any route not established or

charted/published or not otherwise available to all

users.

RC−

(See ROAD RECONNAISSANCE.)

RCAG−

(See REMOTE COMMUNICATIONS

AIR/GROUND FACILITY.)

RCC−

(See RESCUE COORDINATION CENTER.)

RCO−

(See REMOTE COMMUNICATIONS OUTLET.)

RCR−

(See RUNWAY CONDITION READING.)

READ BACK− Repeat my message back to me.

RECEIVER AUTONOMOUS INTEGRITY MONITORING (RAIM)− A technique whereby a civil

GNSS receiver/processor determines the integrity of

the GNSS navigation signals without reference to

sensors or non-DoD integrity systems other than the

receiver itself. This determination is achieved by a

consistency check among redundant pseudorange

measurements.

RECEIVING CONTROLLER− A controller/facility

receiving control of an aircraft from another

controller/facility.

RECEIVING FACILITY−

(See RECEIVING CONTROLLER.)

RECONFORMANCE− The automated process of

bringing an aircraft’s Current Plan Trajectory into

conformance with its track.

REDUCE SPEED TO (SPEED)−

(See SPEED ADJUSTMENT.)

REIL−

(See RUNWAY END IDENTIFIER LIGHTS.)

RELEASE TIME− A departure time restriction

issued to a pilot by ATC (either directly or through an

authorized relay) when necessary to separate a

departing aircraft from other traffic.

(See ICAO term RELEASE TIME.)

RELEASE TIME [ICAO]− Time prior to which an

aircraft should be given further clearance or prior to

which it should not proceed in case of radio failure.

REMOTE AIRPORT ADVISORY (RAA)− A

remote service which may be provided by facilities,

which are not located on the landing airport, but have

a discrete ground−to−air communication frequency

or tower frequency when the tower is closed,

automated weather reporting with voice available to

the pilot at the landing airport, and a continuous

ASOS/AWOS data display, other direct reading

instruments, or manual observation is available to the

AFSS specialist.

REMOTE AIRPORT INFORMATION SERVICE

(RAIS)− A temporary service provided by facilities,

which are not located on the landing airport, but have

communication capability and automated weather

reporting available to the pilot at the landing airport.

REMOTE COMMUNICATIONS AIR/GROUND

FACILITY− An unmanned VHF/UHF transmitter/

receiver facility which is used to expand ARTCC

air/ground communications coverage and to facilitate

direct contact between pilots and controllers. RCAG

facilities are sometimes not equipped with emergency frequencies 121.5 MHz and 243.0 MHz.

(Refer to AIM.)

REMOTE COMMUNICATIONS OUTLET− An

unmanned communications facility remotely controlled by air traffic personnel. RCOs serve FSSs.

RTRs serve terminal ATC facilities. An RCO or RTR

may be UHF or VHF and will extend the

communication range of the air traffic facility. There

are several classes of RCOs and RTRs. The class is

determined by the number of transmitters or

receivers. Classes A through G are used primarily for

air/ground purposes. RCO and RTR class O

facilities are nonprotected outlets subject to

undetected and prolonged outages. RCO (O’s) and

RTR (O’s) were established for the express purpose

of providing ground-to-ground communications

between air traffic control specialists and pilots

located at a satellite airport for delivering en route

clearances, issuing departure authorizations, and

acknowledging instrument flight rules cancellations

or departure/landing times. As a secondary function,

they may be used for advisory purposes whenever the

aircraft is below the coverage of the primary

air/ground frequency.

REMOTE TRANSMITTER/RECEIVER−

(See REMOTE COMMUNICATIONS OUTLET.)
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REPORT− Used to instruct pilots to advise ATC of

specified information; e.g., “Report passing Hamilton VOR.”

REPORTING POINT− A geographical location in

relation to which the position of an aircraft is

reported.

(See COMPULSORY REPORTING POINTS.)

(See ICAO term REPORTING POINT.)

(Refer to AIM.)

REPORTING POINT [ICAO]− A specified geographical location in relation to which the position of

an aircraft can be reported.

REQUEST FULL ROUTE CLEARANCE− Used

by pilots to request that the entire route of flight be

read verbatim in an ATC clearance. Such request

should be made to preclude receiving an ATC

clearance based on the original filed flight plan when

a filed IFR flight plan has been revised by the pilot,

company, or operations prior to departure.

REQUIRED NAVIGATION PERFORMANCE

(RNP)– A statement of the navigational performance

necessary for operation within a defined airspace.

The following terms are commonly associated with

RNP:

a. Required Navigation Performance Level or

Type (RNP-X). A value, in nautical miles (NM), from

the intended horizontal position within which an

aircraft would be at least 95-percent of the total flying

time.

b. Required Navigation Performance (RNP)

Airspace. A generic term designating airspace, route

(s), leg (s), operation (s), or procedure (s) where

minimum required navigational performance (RNP)

have been established.

c. Actual Navigation Performance (ANP). A

measure of the current estimated navigational

performance. Also referred to as Estimated Position

Error (EPE).

d. Estimated Position Error (EPE). A measure of

the current estimated navigational performance. Also

referred to as Actual Navigation Performance (ANP).

e. Lateral Navigation (LNAV). A function of area

navigation (RNAV) equipment which calculates,

displays, and provides lateral guidance to a profile or

path.

f. Vertical Navigation (VNAV). A function of area

navigation (RNAV) equipment which calculates,

displays, and provides vertical guidance to a profile

or path.

RESCUE COORDINATION CENTER− A search

and rescue (SAR) facility equipped and manned to

coordinate and control SAR operations in an area

designated by the SAR plan. The U.S. Coast Guard

and the U.S. Air Force have responsibility for the

operation of RCCs.

(See ICAO term RESCUE CO-ORDINATION

CENTRE.)

RESCUE CO-ORDINATION CENTRE [ICAO]− A

unit responsible for promoting efficient organization

of search and rescue service and for coordinating the

conduct of search and rescue operations within a

search and rescue region.

RESOLUTION ADVISORY−A display indication

given to the pilot by the traffic alert and collision

avoidance systems (TCAS II) recommending a

maneuver to increase vertical separation relative to an

intruding aircraft. Positive, negative, and vertical

speed limit (VSL) advisories constitute the resolution

advisories. A resolution advisory is also classified as

corrective or preventive

RESTRICTED AREA−

(See SPECIAL USE AIRSPACE.)

(See ICAO term RESTRICTED AREA.)

RESTRICTED AREA [ICAO]− An airspace of

defined dimensions, above the land areas or territorial

waters of a State, within which the flight of aircraft

is restricted in accordance with certain specified

conditions.

RESUME NORMAL SPEED− Used by ATC to

advise a pilot that previously issued speed control

restrictions are deleted. An instruction to “resume

normal speed” does not delete speed restrictions that

are applicable to published procedures of upcoming

segments of flight, unless specifically stated by ATC.

This does not relieve the pilot of those speed

restrictions which are applicable to 14 CFR

Section 91.117.

RESUME OWN NAVIGATION− Used by ATC to

advise a pilot to resume his/her own navigational

responsibility. It is issued after completion of a radar
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PCG R−6

vector or when radar contact is lost while the aircraft

is being radar vectored.

(See RADAR CONTACT LOST.)

(See RADAR SERVICE TERMINATED.)

RMI−

(See RADIO MAGNETIC INDICATOR.)

RNAV−

(See AREA NAVIGATION (RNAV).)

(See ICAO Term AREA NAVIGATION (RNAV).)

RNAV APPROACH− An instrument approach

procedure which relies on aircraft area navigation

equipment for navigational guidance.

(See AREA NAVIGATION (RNAV).)

(See INSTRUMENT APPROACH

PROCEDURE.)

ROAD RECONNAISSANCE− Military activity

requiring navigation along roads, railroads, and

rivers. Reconnaissance route/route segments are

seldom along a straight line and normally require a

lateral route width of 10 NM to 30 NM and an altitude

range of 500 feet to 10,000 feet AGL.

ROGER− I have received all of your last

transmission. It should not be used to answer a

question requiring a yes or a no answer.

(See AFFIRMATIVE.)

(See NEGATIVE.)

ROLLOUT RVR−

(See VISIBILITY.)

ROUTE− A defined path, consisting of one or more

courses in a horizontal plane, which aircraft traverse

over the surface of the earth.

(See AIRWAY.)

(See JET ROUTE.)

(See PUBLISHED ROUTE.)

(See UNPUBLISHED ROUTE.)

ROUTE ACTION NOTIFICATION− URET notification that a PAR/PDR/PDAR has been applied to the

flight plan.

(See ATC PREFERRED ROUTE

NOTIFICATION.)

(See USER REQUEST EVALUATION TOOL.)

ROUTE SEGMENT− As used in Air Traffic Control,

a part of a route that can be defined by two

navigational fixes, two NAVAIDs, or a fix and a

NAVAID.

(See FIX.)

(See ROUTE.)

(See ICAO term ROUTE SEGMENT.)

ROUTE SEGMENT [ICAO]− A portion of a route to

be flown, as defined by two consecutive significant

points specified in a flight plan.

RSA−

(See RUNWAY SAFETY AREA.)

RTR−

(See REMOTE TRANSMITTER/RECEIVER.)

RUNWAY− A defined rectangular area on a land

airport prepared for the landing and takeoff run of

aircraft along its length. Runways are normally

numbered in relation to their magnetic direction

rounded off to the nearest 10 degrees; e.g., Runway

1, Runway 25.

(See PARALLEL RUNWAYS.)

(See ICAO term RUNWAY.)

RUNWAY [ICAO]− A defined rectangular area on a

land aerodrome prepared for the landing and take-off

of aircraft.

RUNWAY CENTERLINE LIGHTING−

(See AIRPORT LIGHTING.)

RUNWAY CONDITION READING− Numerical

decelerometer readings relayed by air traffic

controllers at USAF and certain civil bases for use by

the pilot in determining runway braking action.

These readings are routinely relayed only to USAF

and Air National Guard Aircraft.

(See BRAKING ACTION.)

RUNWAY END IDENTIFIER LIGHTS−

(See AIRPORT LIGHTING.)

RUNWAY GRADIENT− The average slope, measured in percent, between two ends or points on a

runway. Runway gradient is depicted on Government

aerodrome sketches when total runway gradient

exceeds 0.3%.

RUNWAY HEADING− The magnetic direction that

corresponds with the runway centerline extended, not

the painted runway number. When cleared to “fly or

maintain runway heading,” pilots are expected to fly

or maintain the heading that corresponds with the

extended centerline of the departure runway. Drift

correction shall not be applied; e.g., Runway 4, actual

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magnetic heading of the runway centerline 044, fly

044.

RUNWAY IN USE/ACTIVE RUNWAY/DUTY

RUNWAY− Any runway or runways currently being

used for takeoff or landing. When multiple runways

are used, they are all considered active runways. In

the metering sense, a selectable adapted item which

specifies the landing runway configuration or

direction of traffic flow. The adapted optimum flight

plan from each transition fix to the vertex is

determined by the runway configuration for arrival

metering processing purposes.

RUNWAY LIGHTS−

(See AIRPORT LIGHTING.)

RUNWAY MARKINGS−

(See AIRPORT MARKING AIDS.)

RUNWAY OVERRUN− In military aviation exclusively, a stabilized or paved area beyond the end of a

runway, of the same width as the runway plus

shoulders, centered on the extended runway

centerline.

RUNWAY PROFILE DESCENT− An instrument

flight rules (IFR) air traffic control arrival procedure

to a runway published for pilot use in graphic and/or

textual form and may be associated with a STAR.

Runway Profile Descents provide routing and may

depict crossing altitudes, speed restrictions, and

headings to be flown from the en route structure to the

point where the pilot will receive clearance for and

execute an instrument approach procedure. A

Runway Profile Descent may apply to more than one

runway if so stated on the chart.

(Refer to AIM.)

RUNWAY SAFETY AREA− A defined surface

surrounding the runway prepared, or suitable, for

reducing the risk of damage to airplanes in the event

of an undershoot, overshoot, or excursion from the

runway. The dimensions of the RSA vary and can be

determined by using the criteria contained within

AC 150/5300-13, Airport Design, Chapter 3.

Figure 3−1 in AC 150/5300-13 depicts the RSA. The

design standards dictate that the RSA shall be:

a. Cleared, graded, and have no potentially

hazardous ruts, humps, depressions, or other surface

variations;

b. Drained by grading or storm sewers to prevent

water accumulation;

c. Capable, under dry conditions, of supporting

snow removal equipment, aircraft rescue and

firefighting equipment, and the occasional passage of

aircraft without causing structural damage to the

aircraft; and,

d. Free of objects, except for objects that need to

be located in the runway safety area because of their

function. These objects shall be constructed on low

impact resistant supports (frangible mounted structures) to the lowest practical height with the frangible

point no higher than 3 inches above grade.

(Refer to AC 150/5300-13, Airport Design,

Chapter 3.)

RUNWAY TRANSITION−

a. Conventional STARs/SIDs. The portion of a

STAR/SID that serves a particular runway or

runways at an airport.

b. RNAV STARs/SIDs. Defines a path(s) from

the common route to the final point(s) on a STAR. For

a SID, the common route that serves a particular

runway or runways at an airport.

RUNWAY USE PROGRAM− A noise abatement

runway selection plan designed to enhance noise

abatement efforts with regard to airport communities

for arriving and departing aircraft. These plans are

developed into runway use programs and apply to all

turbojet aircraft 12,500 pounds or heavier; turbojet

aircraft less than 12,500 pounds are included only if

the airport proprietor determines that the aircraft

creates a noise problem. Runway use programs are

coordinated with FAA offices, and safety criteria

used in these programs are developed by the Office of

Flight Operations. Runway use programs are

administered by the Air Traffic Service as “Formal”

or “Informal” programs.

a. Formal Runway Use Program− An approved

noise abatement program which is defined and

acknowledged in a Letter of Understanding between

Flight Operations, Air Traffic Service, the airport

proprietor, and the users. Once established, participation in the program is mandatory for aircraft operators

and pilots as provided for in 14 CFR Section 91.129.

b. Informal Runway Use Program− An approved

noise abatement program which does not require a

Letter of Understanding, and participation in the

program is voluntary for aircraft operators/pilots.
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RUNWAY VISIBILITY VALUE−

(See VISIBILITY.)

RUNWAY VISUAL RANGE−

(See VISIBILITY.)
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S

SAA−

(See SPECIAL ACTIVITY AIRSPACE.)

SAFETY ALERT− A safety alert issued by ATC to

aircraft under their control if ATC is aware the aircraft

is at an altitude which, in the controller’s judgment,

places the aircraft in unsafe proximity to terrain,

obstructions, or other aircraft. The controller may

discontinue the issuance of further alerts if the pilot

advises he/she is taking action to correct the situation

or has the other aircraft in sight.

a. Terrain/Obstruction Alert− A safety alert issued

by ATC to aircraft under their control if ATC is aware

the aircraft is at an altitude which, in the controller’s

judgment, places the aircraft in unsafe proximity to

terrain/obstructions; e.g., “Low Altitude Alert, check

your altitude immediately.”

b. Aircraft Conflict Alert− A safety alert issued by

ATC to aircraft under their control if ATC is aware of

an aircraft that is not under their control at an altitude

which, in the controller’s judgment, places both

aircraft in unsafe proximity to each other. With the

alert, ATC will offer the pilot an alternate course of

action when feasible; e.g., “Traffic Alert, advise you

turn right heading zero niner zero or climb to eight

thousand immediately.”

Note: The issuance of a safety alert is contingent

upon the capability of the controller to have an

awareness of an unsafe condition. The course of

action provided will be predicated on other traffic

under ATC control. Once the alert is issued, it is

solely the pilot’s prerogative to determine what

course of action, if any, he/she will take.

SAFETY LOGIC SYSTEM− A software enhancement to ASDE−3, ASDE−X, and ASDE−3X, that

predicts the path of aircraft landing and/or departing,

and/or vehicular movements on runways. Visual and

aural alarms are activated when the safety logic

projects a potential collision. The Airport Movement

Area Safety System (AMASS) is a safety logic

system enhancement to the ASDE−3. The Safety

Logic System for ASDE−X and ASDE−3X is an

integral part of the software program.

SAFETY LOGIC SYSTEM ALERTS−

a. ALERT− An actual situation involving two real

safety logic tracks (aircraft/aircraft, aircraft/vehicle,

or aircraft/other tangible object) that safety logic has

predicted will result in an imminent collision, based

upon the current set of Safety Logic parameters.

b. FALSE ALERT−

1. Alerts generated by one or more false

surface−radar targets that the system has interpreted

as real tracks and placed into safety logic.

2. Alerts in which the safety logic software did

not perform correctly, based upon the design

specifications and the current set of Safety Logic

parameters.

c. NUISANCE ALERT− An alert in which one or

more of the following is true:

1. The alert is generated by a known situation

that is not considered an unsafe operation, such as

LAHSO or other approved operations.

2. The alert is generated by inaccurate secondary radar data received by the Safety Logic System.

3. The alert is generated by surface radar targets

caused by moderate or greater precipitation.

4. One or more of the aircraft involved in the

alert is not intending to use a runway (i.e., helicopter,

pipeline patrol, non−Mode C overflight, etc.).

d. VALID NON−ALERT− A situation in which

the safety logic software correctly determines that an

alert is not required, based upon the design

specifications and the current set of Safety Logic

parameters.

e. INVALID NON−ALERT− A situation in which

the safety logic software did not issue an alert when

an alert was required, based upon the design

specifications.

SAIL BACK− A maneuver during high wind

conditions (usually with power off) where float plane

movement is controlled by water rudders/opening

and closing cabin doors.

SAME DIRECTION AIRCRAFT− Aircraft are

operating in the same direction when:

a. They are following the same track in the same

direction; or

b. Their tracks are parallel and the aircraft are

flying in the same direction; or

c. Their tracks intersect at an angle of less than 45

degrees.
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SAR−

(See SEARCH AND RESCUE.)

SAY AGAIN− Used to request a repeat of the last

transmission. Usually specifies transmission or

portion thereof not understood or received; e.g., “Say

again all after ABRAM VOR.”

SAY ALTITUDE− Used by ATC to ascertain an

aircraft’s specific altitude/flight level. When the

aircraft is climbing or descending, the pilot should

state the indicated altitude rounded to the nearest 100

feet.

SAY HEADING− Used by ATC to request an aircraft

heading. The pilot should state the actual heading of

the aircraft.

SCHEDULED TIME OF ARRIVAL (STA)− A STA

is the desired time that an aircraft should cross a

certain point (landing or metering fix). It takes other

traffic and airspace configuration into account. A

STA time shows the results of the TMA scheduler

that has calculated an arrival time according to

parameters such as optimized spacing, aircraft

performance, and weather.

SDF−

(See SIMPLIFIED DIRECTIONAL FACILITY.)

SEA LANE− A designated portion of water outlined

by visual surface markers for and intended to be used

by aircraft designed to operate on water.

SEARCH AND RESCUE− A service which seeks

missing aircraft and assists those found to be in need

of assistance. It is a cooperative effort using the

facilities and services of available Federal, state and

local agencies. The U.S. Coast Guard is responsible

for coordination of search and rescue for the Maritime

Region, and the U.S. Air Force is responsible for

search and rescue for the Inland Region. Information

pertinent to search and rescue should be passed

through any air traffic facility or be transmitted

directly to the Rescue Coordination Center by

telephone.

(See FLIGHT SERVICE STATION.)

(See RESCUE COORDINATION CENTER.)

(Refer to AIM.)

SEARCH AND RESCUE FACILITY− A facility

responsible for maintaining and operating a search

and rescue (SAR) service to render aid to persons and

property in distress. It is any SAR unit, station, NET,

or other operational activity which can be usefully

employed during an SAR Mission; e.g., a Civil Air

Patrol Wing, or a Coast Guard Station.

(See SEARCH AND RESCUE.)

SECONDARY RADAR TARGET− A target derived

from a transponder return presented on a radar

display.

SECTIONAL AERONAUTICAL CHARTS−

(See AERONAUTICAL CHART.)

SECTOR LIST DROP INTERVAL− A parameter

number of minutes after the meter fix time when

arrival aircraft will be deleted from the arrival sector

list.

SECURITY SERVICES AIRSPACE − Areas

established through the regulatory process or by

NOTAM, issued by the Administrator under title 14,

CFR, sections 99.7, 91.141, and 91.139, which

specify that ATC security services are required; i.e.,

ADIZ or temporary flight rules areas.

SEE AND AVOID− When weather conditions

permit, pilots operating IFR or VFR are required to

observe and maneuver to avoid other aircraft.

Right-of-way rules are contained in 14 CFR Part 91.

SEGMENTED CIRCLE− A system of visual

indicators designed to provide traffic pattern

information at airports without operating control

towers.

(Refer to AIM.)

SEGMENTS OF AN INSTRUMENT APPROACH

PROCEDURE− An instrument approach procedure

may have as many as four separate segments

depending on how the approach procedure is

structured.

a. Initial Approach− The segment between the

initial approach fix and the intermediate fix or the

point where the aircraft is established on the

intermediate course or final approach course.

(See ICAO term INITIAL APPROACH

SEGMENT.)

b. Intermediate Approach− The segment between

the intermediate fix or point and the final approach

fix.

(See ICAO term INTERMEDIATE APPROACH

SEGMENT.)

c. Final Approach− The segment between the final

approach fix or point and the runway, airport, or

missed approach point.

(See ICAO term FINAL APPROACH SEGMENT.)

d. Missed Approach− The segment between the

missed approach point or the point of arrival at

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PCG S−3

decision height and the missed approach fix at the

prescribed altitude.

(Refer to 14 CFR Part 97.)

(See ICAO term MISSED APPROACH

PROCEDURE.)

SEPARATION− In air traffic control, the spacing of

aircraft to achieve their safe and orderly movement in

flight and while landing and taking off.

(See SEPARATION MINIMA.)

(See ICAO term SEPARATION.)

SEPARATION [ICAO]− Spacing between aircraft,

levels or tracks.

SEPARATION MINIMA− The minimum longitudinal, lateral, or vertical distances by which aircraft are

spaced through the application of air traffic control

procedures.

(See SEPARATION.)

SERVICE− A generic term that designates functions

or assistance available from or rendered by air traffic

control. For example, Class C service would denote

the ATC services provided within a Class C airspace

area.

SEVERE WEATHER AVOIDANCE PLAN− An

approved plan to minimize the affect of severe

weather on traffic flows in impacted terminal and/or

ARTCC areas. SWAP is normally implemented to

provide the least disruption to the ATC system when

flight through portions of airspace is difficult or

impossible due to severe weather.

SEVERE WEATHER FORECAST ALERTS−

Preliminary messages issued in order to alert users

that a Severe Weather Watch Bulletin (WW) is being

issued. These messages define areas of possible

severe thunderstorms or tornado activity. The

messages are unscheduled and issued as required by

the Storm Prediction Center (SPC) at Norman,

Oklahoma.

(See AIRMET.)

(See CONVECTIVE SIGMET.)

(See CWA.)

(See SIGMET.)

SFA−

(See SINGLE FREQUENCY APPROACH.)

SFO−

(See SIMULATED FLAMEOUT.)

SHF−

(See SUPER HIGH FREQUENCY.)

SHORT RANGE CLEARANCE− A clearance

issued to a departing IFR flight which authorizes IFR

flight to a specific fix short of the destination while

air traffic control facilities are coordinating and

obtaining the complete clearance.

SHORT TAKEOFF AND LANDING AIRCRAFT−

An aircraft which, at some weight within its approved

operating weight, is capable of operating from a

STOL runway in compliance with the applicable

STOL characteristics, airworthiness, operations,

noise, and pollution standards.

(See VERTICAL TAKEOFF AND LANDING

AIRCRAFT.)

SIAP−

(See STANDARD INSTRUMENT APPROACH

PROCEDURE.)

SID−

(See STANDARD INSTRUMENT DEPARTURE.)

SIDESTEP MANEUVER− A visual maneuver

accomplished by a pilot at the completion of an

instrument approach to permit a straight-in landing

on a parallel runway not more than 1,200 feet to either

side of the runway to which the instrument approach

was conducted.

(Refer to AIM.)

SIGMET− A weather advisory issued concerning

weather significant to the safety of all aircraft.

SIGMET advisories cover severe and extreme

turbulence, severe icing, and widespread dust or

sandstorms that reduce visibility to less than 3 miles.

(See AIRMET.)

(See AWW.)

(See CONVECTIVE SIGMET.)

(See CWA.)

(See ICAO term SIGMET INFORMATION.)

(Refer to AIM.)

SIGMET INFORMATION [ICAO]− Information

issued by a meteorological watch office concerning

the occurrence or expected occurrence of specified

en-route weather phenomena which may affect the

safety of aircraft operations.

SIGNIFICANT METEOROLOGICAL INFORMATION−

(See SIGMET.)

SIGNIFICANT POINT− A point, whether a named

intersection, a NAVAID, a fix derived from a
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NAVAID(s), or geographical coordinate expressed in

degrees of latitude and longitude, which is

established for the purpose of providing separation,

as a reporting point, or to delineate a route of flight.

SIMPLIFIED DIRECTIONAL FACILITY− A

NAVAID used for nonprecision instrument approaches. The final approach course is similar to that

of an ILS localizer except that the SDF course may be

offset from the runway, generally not more than 3

degrees, and the course may be wider than the

localizer, resulting in a lower degree of accuracy.

(Refer to AIM.)

SIMULATED FLAMEOUT− A practice approach

by a jet aircraft (normally military) at idle thrust to a

runway. The approach may start at a runway (high

key) and may continue on a relatively high and wide

downwind leg with a continuous turn to final. It

terminates in landing or low approach. The purpose

of this approach is to simulate a flameout.

(See FLAMEOUT.)

SIMULTANEOUS ILS APPROACHES− An approach system permitting simultaneous ILS/MLS

approaches to airports having parallel runways

separated by at least 4,300 feet between centerlines.

Integral parts of a total system are ILS/MLS, radar,

communications, ATC procedures, and appropriate

airborne equipment.

(See PARALLEL RUNWAYS.)

(Refer to AIM.)

SIMULTANEOUS MLS APPROACHES−

(See SIMULTANEOUS ILS APPROACHES.)

SINGLE DIRECTION ROUTES− Preferred IFR

Routes which are sometimes depicted on high

altitude en route charts and which are normally flown

in one direction only.

(See PREFERRED IFR ROUTES.)

(Refer to AIRPORT/FACILITY DIRECTORY.)

SINGLE FREQUENCY APPROACH− A service

provided under a letter of agreement to military

single-piloted turbojet aircraft which permits use of

a single UHF frequency during approach for landing.

Pilots will not normally be required to change

frequency from the beginning of the approach to

touchdown except that pilots conducting an en route

descent are required to change frequency when

control is transferred from the air route traffic control

center to the terminal facility. The abbreviation

“SFA” in the DOD FLIP IFR Supplement under

“Communications” indicates this service is available

at an aerodrome.

SINGLE-PILOTED AIRCRAFT− A military turbojet aircraft possessing one set of flight controls,

tandem cockpits, or two sets of flight controls but

operated by one pilot is considered single-piloted by

ATC when determining the appropriate air traffic

service to be applied.

(See SINGLE FREQUENCY APPROACH.)

SKYSPOTTER− A pilot who has received specialized training in observing and reporting inflight

weather phenomena.

SLASH− A radar beacon reply displayed as an

elongated target.

SLDI−

(See SECTOR LIST DROP INTERVAL.)

SLOT TIME−

(See METER FIX TIME/SLOT TIME.)

SLOW TAXI− To taxi a float plane at low power or

low RPM.

SN−

(See SYSTEM STRATEGIC NAVIGATION.)

SPEAK SLOWER− Used in verbal communications

as a request to reduce speech rate.

SPECIAL ACTIVITY AIRSPACE (SAA)− Any

airspace with defined dimensions within the National

Airspace System wherein limitations may be

imposed upon aircraft operations. This airspace may

be restricted areas, prohibited areas, military

operations areas, air ATC assigned airspace, and any

other designated airspace areas. The dimensions of

this airspace are programmed into URET and can be

designated as either active or inactive by screen entry.

Aircraft trajectories are constantly tested against the

dimensions of active areas and alerts issued to the

applicable sectors when violations are predicted.

(See USER REQUEST EVALUATION TOOL.)

SPECIAL EMERGENCY− A condition of air piracy

or other hostile act by a person(s) aboard an aircraft

which threatens the safety of the aircraft or its

passengers.

SPECIAL INSTRUMENT APPROACH PROCEDURE−

(See INSTRUMENT APPROACH PROCEDURE.)
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SPECIAL USE AIRSPACE− Airspace of defined

dimensions identified by an area on the surface of the

earth wherein activities must be confined because of

their nature and/or wherein limitations may be

imposed upon aircraft operations that are not a part of

those activities. Types of special use airspace are:

a. Alert Area− Airspace which may contain a high

volume of pilot training activities or an unusual type

of aerial activity, neither of which is hazardous to

aircraft. Alert Areas are depicted on aeronautical

charts for the information of nonparticipating pilots.

All activities within an Alert Area are conducted in

accordance with Federal Aviation Regulations, and

pilots of participating aircraft as well as pilots

transiting the area are equally responsible for

collision avoidance.

b. Controlled Firing Area− Airspace wherein

activities are conducted under conditions so

controlled as to eliminate hazards to nonparticipating

aircraft and to ensure the safety of persons and

property on the ground.

c. Military Operations Area (MOA)− A MOA is

airspace established outside of Class A airspace area

to separate or segregate certain nonhazardous

military activities from IFR traffic and to identify for

VFR traffic where these activities are conducted.

(Refer to AIM.)

d. Prohibited Area− Airspace designated under

14 CFR Part 73 within which no person may operate

an aircraft without the permission of the using

agency.

(Refer to AIM.)

(Refer to En Route Charts.)

e. Restricted Area− Airspace designated under

14 CFR Part 73, within which the flight of aircraft,

while not wholly prohibited, is subject to restriction.

Most restricted areas are designated joint use and

IFR/VFR operations in the area may be authorized by

the controlling ATC facility when it is not being

utilized by the using agency. Restricted areas are

depicted on en route charts. Where joint use is

authorized, the name of the ATC controlling facility

is also shown.

(Refer to 14 CFR Part 73.)

(Refer to AIM.)

f. Warning Area− A warning area is airspace of

defined dimensions extending from 3 nautical miles

outward from the coast of the United States, that

contains activity that may be hazardous to

nonparticipating aircraft. The purpose of such

warning area is to warn nonparticipating pilots of the

potential danger. A warning area may be located over

domestic or international waters or both.

SPECIAL VFR CONDITIONS− Meteorological

conditions that are less than those required for basic

VFR flight in Class B, C, D, or E surface areas and

in which some aircraft are permitted flight under

visual flight rules.

(See SPECIAL VFR OPERATIONS.)

(Refer to 14 CFR Part 91.)

SPECIAL VFR FLIGHT [ICAO]− A VFR flight

cleared by air traffic control to operate within Class

B, C, D, and E surface areas in metrological

conditions below VMC.

SPECIAL VFR OPERATIONS− Aircraft operating

in accordance with clearances within Class B, C, D,

and E surface areas in weather conditions less than the

basic VFR weather minima. Such operations must be

requested by the pilot and approved by ATC.

(See SPECIAL VFR CONDITIONS.)

(See ICAO term SPECIAL VFR FLIGHT.)

SPEED−

(See AIRSPEED.)

(See GROUND SPEED.)

SPEED ADJUSTMENT− An ATC procedure used to

request pilots to adjust aircraft speed to a specific

value for the purpose of providing desired spacing.

Pilots are expected to maintain a speed of plus or

minus 10 knots or 0.02 Mach number of the specified

speed. Examples of speed adjustments are:

a. “Increase/reduce speed to Mach point (number.)”

b. “Increase/reduce speed to (speed in knots)” or

“Increase/reduce speed (number of knots) knots.”

SPEED BRAKES− Moveable aerodynamic devices

on aircraft that reduce airspeed during descent and

landing.

SPEED SEGMENTS− Portions of the arrival route

between the transition point and the vertex along the

optimum flight path for which speeds and altitudes

are specified. There is one set of arrival speed

segments adapted from each transition point to each

vertex. Each set may contain up to six segments.

SQUAWK (Mode, Code, Function)− Activate

specific modes/codes/functions on the aircraft

transponder; e.g., “Squawk three/alpha, two one zero

five, low.”

(See TRANSPONDER.)
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PCG S−6

STA−

(See SCHEDULED TIME OF ARRIVAL.)

STAGING/QUEUING− The placement, integration,

and segregation of departure aircraft in designated

movement areas of an airport by departure fix, EDCT,

and/or restriction.

STAND BY− Means the controller or pilot must

pause for a few seconds, usually to attend to other

duties of a higher priority. Also means to wait as in

“stand by for clearance.” The caller should

reestablish contact if a delay is lengthy. “Stand by” is

not an approval or denial.

STANDARD INSTRUMENT APPROACH PROCEDURE (SIAP)−

(See INSTRUMENT APPROACH PROCEDURE.)

STANDARD INSTRUMENT DEPARTURE (SID)−

A preplanned instrument flight rule (IFR) air traffic

control (ATC) departure procedure printed for

pilot/controller use in graphic form to provide

obstacle clearance and a transition from the terminal

area to the appropriate en route structure. SIDs are

primarily designed for system enhancement to

expedite traffic flow and to reduce pilot/controller

workload. ATC clearance must always be received

prior to flying a SID.

(See IFR TAKEOFF MINIMUMS AND

DEPARTURE PROCEDURES.)

(See OBSTACLE DEPARTURE PROCEDURE.)

(Refer to AIM.)

STANDARD RATE TURN− A turn of three degrees

per second.

STANDARD TERMINAL ARRIVAL− A preplanned instrument flight rule (IFR) air traffic control

arrival procedure published for pilot use in graphic

and/or textual form. STARs provide transition from

the en route structure to an outer fix or an instrument

approach fix/arrival waypoint in the terminal area.

STANDARD TERMINAL ARRIVAL CHARTS−

(See AERONAUTICAL CHART.)

STANDARD TERMINAL AUTOMATION REPLACEMENT SYSTEM (STARS)−

(See DTAS.)

STAR−

(See STANDARD TERMINAL ARRIVAL.)

STATE AIRCRAFT− Aircraft used in military,

customs and police service, in the exclusive service

of any government, or of any political subdivision,

thereof including the government of any state,

territory, or possession of the United States or the

District of Columbia, but not including any

government-owned aircraft engaged in carrying

persons or property for commercial purposes.

STATIC RESTRICTIONS− Those restrictions that

are usually not subject to change, fixed, in place,

and/or published.

STATIONARY RESERVATIONS− Altitude reservations which encompass activities in a fixed area.

Stationary reservations may include activities, such

as special tests of weapons systems or equipment,

certain U.S. Navy carrier, fleet, and anti-submarine

operations, rocket, missile and drone operations, and

certain aerial refueling or similar operations.

STEP TAXI− To taxi a float plane at full power or

high RPM.

STEP TURN− A maneuver used to put a float plane

in a planing configuration prior to entering an active

sea lane for takeoff. The STEP TURN maneuver

should only be used upon pilot request.

STEPDOWN FIX− A fix permitting additional

descent within a segment of an instrument approach

procedure by identifying a point at which a

controlling obstacle has been safely overflown.

STEREO ROUTE− A routinely used route of flight

established by users and ARTCCs identified by a

coded name; e.g., ALPHA 2. These routes minimize

flight plan handling and communications.

STOL AIRCRAFT−

(See SHORT TAKEOFF AND LANDING

AIRCRAFT.)

STOP ALTITUDE SQUAWK− Used by ATC to

inform an aircraft to turn-off the automatic altitude

reporting feature of its transponder. It is issued when

the verbally reported altitude varies 300 feet or more

from the automatic altitude report.

(See ALTITUDE READOUT.)

(See TRANSPONDER.)

STOP AND GO− A procedure wherein an aircraft

will land, make a complete stop on the runway, and

then commence a takeoff from that point.

(See LOW APPROACH.)

(See OPTION APPROACH.)
Pilot/Controller Glossary 2/14/08

PCG S−7

STOP BURST−

(See STOP STREAM.)

STOP BUZZER−

(See STOP STREAM.)

STOP SQUAWK (Mode or Code)− Used by ATC to

tell the pilot to turn specified functions of the aircraft

transponder off.

(See STOP ALTITUDE SQUAWK.)

(See TRANSPONDER.)

STOP STREAM− Used by ATC to request a pilot to

suspend electronic attack activity.

(See JAMMING.)

STOPOVER FLIGHT PLAN− A flight plan format

which permits in a single submission the filing of a

sequence of flight plans through interim full-stop

destinations to a final destination.

STOPWAY− An area beyond the takeoff runway no

less wide than the runway and centered upon the

extended centerline of the runway, able to support the

airplane during an aborted takeoff, without causing

structural damage to the airplane, and designated by

the airport authorities for use in decelerating the

airplane during an aborted takeoff.

STRAIGHT-IN APPROACH IFR− An instrument

approach wherein final approach is begun without

first having executed a procedure turn, not

necessarily completed with a straight-in landing or

made to straight-in landing minimums.

(See LANDING MINIMUMS.)

(See STRAIGHT-IN APPROACH VFR.)

(See STRAIGHT-IN LANDING.)

STRAIGHT-IN APPROACH VFR− Entry into the

traffic pattern by interception of the extended runway

centerline (final approach course) without executing

any other portion of the traffic pattern.

(See TRAFFIC PATTERN.)

STRAIGHT-IN LANDING− A landing made on a

runway aligned within 30of the final approach

course following completion of an instrument

approach.

(See STRAIGHT-IN APPROACH IFR.)

STRAIGHT-IN LANDING MINIMUMS−

(See LANDING MINIMUMS.)

STRAIGHT-IN MINIMUMS−

(See STRAIGHT-IN LANDING MINIMUMS.)

STRATEGIC PLANNING− Planning whereby

solutions are sought to resolve potential conflicts.

SUBSTITUTE ROUTE− A route assigned to pilots

when any part of an airway or route is unusable

because of NAVAID status. These routes consist of:

a. Substitute routes which are shown on U.S.

Government charts.

b. Routes defined by ATC as specific NAVAID

radials or courses.

c. Routes defined by ATC as direct to or between

NAVAIDs.

SUNSET AND SUNRISE− The mean solar times of

sunset and sunrise as published in the Nautical

Almanac, converted to local standard time for the

locality concerned. Within Alaska, the end of evening

civil twilight and the beginning of morning civil

twilight, as defined for each locality.

SUPER HIGH FREQUENCY− The frequency band

between 3 and 30 gigahertz (GHz). The elevation and

azimuth stations of the microwave landing system

operate from 5031 MHz to 5091 MHz in this

spectrum.

SUPPLEMENTAL WEATHER SERVICE LOCATION− Airport facilities staffed with contract

personnel who take weather observations and

provide current local weather to pilots via telephone

or radio. (All other services are provided by the parent

FSS.)

SUPPS− Refers to ICAO Document 7030 Regional

Supplementary Procedures. SUPPS contain procedures for each ICAO Region which are unique to that

Region and are not covered in the worldwide

provisions identified in the ICAO Air Navigation

Plan. Procedures contained in Chapter 8 are based in

part on those published in SUPPS.

SURFACE AREA− The airspace contained by the

lateral boundary of the Class B, C, D, or E airspace

designated for an airport that begins at the surface and

extends upward.

SURPIC− A description of surface vessels in the area

of a Search and Rescue incident including their

predicted positions and their characteristics.

(Refer to FAAO JO 7110.65, Para 10−6−4,

INFLIGHT CONTINGENCIES.)

SURVEILLANCE APPROACH− An instrument

approach wherein the air traffic controller issues

instructions, for pilot compliance, based on aircraft
Pilot/Controller Glossary 2/14/08

PCG S−8

position in relation to the final approach course

(azimuth), and the distance (range) from the end of

the runway as displayed on the controller’s radar

scope. The controller will provide recommended

altitudes on final approach if requested by the pilot.

(Refer to AIM.)

SWAP−

(See SEVERE WEATHER AVOIDANCE PLAN.)

SWSL−

(See SUPPLEMENTAL WEATHER SERVICE

LOCATION.)

SYSTEM STRATEGIC NAVIGATION− Military

activity accomplished by navigating along a

preplanned route using internal aircraft systems to

maintain a desired track. This activity normally

requires a lateral route width of 10 NM and altitude

range of 1,000 feet to 6,000 feet AGL with some route

segments that permit terrain following.
Pilot/Controller Glossary 2/14/08

PCG T−1

T

TACAN−

(See TACTICAL AIR NAVIGATION.)

TACAN-ONLY AIRCRAFT− An aircraft, normally

military, possessing TACAN with DME but no VOR

navigational system capability. Clearances must

specify TACAN or VORTAC fixes and approaches.

TACTICAL AIR NAVIGATION− An ultra-high

frequency electronic rho-theta air navigation aid

which provides suitably equipped aircraft a

continuous indication of bearing and distance to the

TACAN station.

(See VORTAC.)

(Refer to AIM.)

TAILWIND− Any wind more than 90 degrees to the

longitudinal axis of the runway. The magnetic

direction of the runway shall be used as the basis for

determining the longitudinal axis.

TAKEOFF AREA−

(See LANDING AREA.)

TAKE-OFF DISTANCE AVAILABLE [ICAO]− The

length of the take-off run available plus the length of

the clearway, if provided.

TAKE-OFF RUN AVAILABLE [ICAO]− The length

of runway declared available and suitable for the

ground run of an aeroplane take-off.

TARGET− The indication shown on an analog

display resulting from a primary radar return or a

radar beacon reply.

(See ASSOCIATED.)

(See DIGITAL TARGET.)

(See DIGITIZED RADAR TARGET.)

(See PRIMARY RADAR TARGET.)

(See RADAR.)

(See SECONDARY RADAR TARGET.)

(See TARGET SYMBOL.)

(See ICAO term TARGET.)

(See UNASSOCIATED.)

TARGET [ICAO]− In radar:

a. Generally, any discrete object which reflects or

retransmits energy back to the radar equipment.

b. Specifically, an object of radar search or

surveillance.

TARGET RESOLUTION− A process to ensure that

correlated radar targets do not touch. Target

resolution shall be applied as follows:

a. Between the edges of two primary targets or the

edges of the ASR-9 primary target symbol.

b. Between the end of the beacon control slash and

the edge of a primary target.

c. Between the ends of two beacon control slashes.

Note 1: MANDATORY TRAFFIC ADVISORIES

AND SAFETY ALERTS SHALL BE ISSUED

WHEN THIS PROCEDURE IS USED.

Note 2: This procedure shall not be provided

utilizing mosaic radar systems.

TARGET SYMBOL− A computer-generated indication shown on a radar display resulting from a

primary radar return or a radar beacon reply.

TAS−

(See TERMINAL AUTOMATION SYSTEMS.)

TAWS−

(See TERRAIN AWARENESS WARNING

SYSTEM.)

TAXI− The movement of an airplane under its own

power on the surface of an airport (14 CFR

Section 135.100 [Note]). Also, it describes the

surface movement of helicopters equipped with

wheels.

(See AIR TAXI.)

(See HOVER TAXI.)

(Refer to 14 CFR Section 135.100.)

(Refer to AIM.)

TAXI PATTERNS− Patterns established to illustrate

the desired flow of ground traffic for the different

runways or airport areas available for use.

TCAS−

(See TRAFFIC ALERT AND COLLISION

AVOIDANCE SYSTEM.)

TCH−

(See THRESHOLD CROSSING HEIGHT.)

TCLT−

(See TENTATIVE CALCULATED LANDING

TIME.)

TDLS−

(See TERMINAL DATA LINK SYSTEM.)
Pilot/Controller Glossary 2/14/08

PCG T−2

TDZE−

(See TOUCHDOWN ZONE ELEVATION.)

TELEPHONE INFORMATION BRIEFING SERVICE− A continuous telephone recording of

meteorological and/or aeronautical information.

(Refer to AIM.)

TENTATIVE CALCULATED LANDING TIME− A

projected time calculated for adapted vertex for each

arrival aircraft based upon runway configuration,

airport acceptance rate, airport arrival delay period,

and other metered arrival aircraft. This time is either

the VTA of the aircraft or the TCLT/ACLT of the

previous aircraft plus the AAI, whichever is later.

This time will be updated in response to an aircraft’s

progress and its current relationship to other arrivals.

TERMINAL AREA− A general term used to describe

airspace in which approach control service or airport

traffic control service is provided.

TERMINAL AREA FACILITY− A facility providing air traffic control service for arriving and

departing IFR, VFR, Special VFR, and on occasion

en route aircraft.

(See APPROACH CONTROL FACILITY.)

(See TOWER.)

TERMINAL AUTOMATION SYSTEMS (TAS)−

TAS is used to identify the numerous automated

tracking systems including ARTS IIE, ARTS IIIA,

ARTS IIIE, STARS, and MEARTS.

TERMINAL DATA LINK SYSTEM (TDLS)− A

system that provides Digital Automatic Terminal

Information Service (D−ATIS) both on a specified

radio frequency and also, for subscribers, in a text

message via data link to the cockpit or to a gate

printer. TDLS also provides Pre−departure Clearances (PDC), at selected airports, to subscribers,

through a service provider, in text to the cockpit or to

a gate printer. In addition, TDLS will emulate the

Flight Data Input/Output (FDIO) information within

the control tower.

TERMINAL RADAR SERVICE AREA− Airspace

surrounding designated airports wherein ATC

provides radar vectoring, sequencing, and separation

on a full-time basis for all IFR and participating VFR

aircraft. The AIM contains an explanation of TRSA.

TRSAs are depicted on VFR aeronautical charts.

Pilot participation is urged but is not mandatory.

TERMINAL VFR RADAR SERVICE− A national

program instituted to extend the terminal radar

services provided instrument flight rules (IFR)

aircraft to visual flight rules (VFR) aircraft. The

program is divided into four types service referred to

as basic radar service, terminal radar service area

(TRSA) service, Class B service and Class C service.

The type of service provided at a particular location

is contained in the Airport/Facility Directory.

a. Basic Radar Service− These services are

provided for VFR aircraft by all commissioned

terminal radar facilities. Basic radar service includes

safety alerts, traffic advisories, limited radar

vectoring when requested by the pilot, and

sequencing at locations where procedures have been

established for this purpose and/or when covered by

a letter of agreement. The purpose of this service is to

adjust the flow of arriving IFR and VFR aircraft into

the traffic pattern in a safe and orderly manner and to

provide traffic advisories to departing VFR aircraft.

b. TRSA Service− This service provides, in

addition to basic radar service, sequencing of all IFR

and participating VFR aircraft to the primary airport

and separation between all participating VFR

aircraft. The purpose of this service is to provide

separation between all participating VFR aircraft and

all IFR aircraft operating within the area defined as a

TRSA.

c. Class C Service− This service provides, in

addition to basic radar service, approved separation

between IFR and VFR aircraft, and sequencing of

VFR aircraft, and sequencing of VFR arrivals to the

primary airport.

d. Class B Service− This service provides, in

addition to basic radar service, approved separation

of aircraft based on IFR, VFR, and/or weight, and

sequencing of VFR arrivals to the primary airport(s).

(See CONTROLLED AIRSPACE.)

(See TERMINAL RADAR SERVICE AREA.)

(Refer to AIM.)

(Refer to AIRPORT/FACILITY DIRECTORY.)

TERMINAL-VERY HIGH FREQUENCY OMNIDIRECTIONAL RANGE STATION− A very high

frequency terminal omnirange station located on or

near an airport and used as an approach aid.

(See NAVIGATIONAL AID.)

(See VOR.)

TERRAIN AWARENESS WARNING SYSTEM

(TAWS)− An on−board, terrain proximity alerting
Pilot/Controller Glossary 2/14/08

PCG T−3

system providing the aircrew ‘Low Altitude

warnings’ to allow immediate pilot action.

TERRAIN FOLLOWING− The flight of a military

aircraft maintaining a constant AGL altitude above

the terrain or the highest obstruction. The altitude of

the aircraft will constantly change with the varying

terrain and/or obstruction.

TETRAHEDRON− A device normally located on

uncontrolled airports and used as a landing direction

indicator. The small end of a tetrahedron points in the

direction of landing. At controlled airports, the

tetrahedron, if installed, should be disregarded

because tower instructions supersede the indicator.

(See SEGMENTED CIRCLE.)

(Refer to AIM.)

TF−

(See TERRAIN FOLLOWING.)

THAT IS CORRECT− The understanding you have

is right.

360 OVERHEAD−

(See OVERHEAD MANEUVER.)

THRESHOLD− The beginning of that portion of the

runway usable for landing.

(See AIRPORT LIGHTING.)

(See DISPLACED THRESHOLD.)

THRESHOLD CROSSING HEIGHT− The theoretical height above the runway threshold at which the

aircraft’s glideslope antenna would be if the aircraft

maintains the trajectory established by the mean ILS

glideslope or MLS glidepath.

(See GLIDESLOPE.)

(See THRESHOLD.)

THRESHOLD LIGHTS−

(See AIRPORT LIGHTING.)

TIBS−

(See TELEPHONE INFORMATION BRIEFING

SERVICE.)

TIME GROUP− Four digits representing the hour

and minutes from the Coordinated Universal Time

(UTC) clock. FAA uses UTC for all operations. The

term “ZULU” may be used to denote UTC. The word

“local” or the time zone equivalent shall be used to

denote local when local time is given during radio and

telephone communications. When written, a time

zone designator is used to indicate local time; e.g.

“0205M” (Mountain). The local time may be based

on the 24-hour clock system. The day begins at 0000

and ends at 2359.

TMA−

(See TRAFFIC MANAGEMENT ADVISOR.)

TMPA−

(See TRAFFIC MANAGEMENT PROGRAM

ALERT.)

TMU−

(See TRAFFIC MANAGEMENT UNIT.)

TODA [ICAO]−

(See ICAO Term TAKE-OFF DISTANCE

AVAILABLE.)

TORA [ICAO]−

(See ICAO Term TAKE-OFF RUN AVAILABLE.)

TORCHING− The burning of fuel at the end of an

exhaust pipe or stack of a reciprocating aircraft

engine, the result of an excessive richness in the fuel

air mixture.

TOTAL ESTIMATED ELAPSED TIME [ICAO]−

For IFR flights, the estimated time required from

take-off to arrive over that designated point, defined

by reference to navigation aids, from which it is

intended that an instrument approach procedure will

be commenced, or, if no navigation aid is associated

with the destination aerodrome, to arrive over the

destination aerodrome. For VFR flights, the

estimated time required from take-off to arrive over

the destination aerodrome.

(See ICAO term ESTIMATED ELAPSED TIME.)

TOUCH-AND-GO− An operation by an aircraft that

lands and departs on a runway without stopping or

exiting the runway.

TOUCH-AND-GO LANDING−

(See TOUCH-AND-GO.)

TOUCHDOWN−

a. The point at which an aircraft first makes

contact with the landing surface.

b. Concerning a precision radar approach (PAR),

it is the point where the glide path intercepts the

landing surface.

(See ICAO term TOUCHDOWN.)
Pilot/Controller Glossary 2/14/08

PCG T−4

TOUCHDOWN [ICAO]− The point where the

nominal glide path intercepts the runway.

Note: Touchdown as defined above is only a datum

and is not necessarily the actual point at which the

aircraft will touch the runway.

TOUCHDOWN RVR−

(See VISIBILITY.)

TOUCHDOWN ZONE− The first 3,000 feet of the

runway beginning at the threshold. The area is used

for determination of Touchdown Zone Elevation in

the development of straight-in landing minimums for

instrument approaches.

(See ICAO term TOUCHDOWN ZONE.)

TOUCHDOWN ZONE [ICAO]− The portion of a

runway, beyond the threshold, where it is intended

landing aircraft first contact the runway.

TOUCHDOWN ZONE ELEVATION− The highest

elevation in the first 3,000 feet of the landing surface.

TDZE is indicated on the instrument approach

procedure chart when straight-in landing minimums

are authorized.

(See TOUCHDOWN ZONE.)

TOUCHDOWN ZONE LIGHTING−

(See AIRPORT LIGHTING.)

TOWER− A terminal facility that uses air/ground

communications, visual signaling, and other devices

to provide ATC services to aircraft operating in the

vicinity of an airport or on the movement area.

Authorizes aircraft to land or takeoff at the airport

controlled by the tower or to transit the Class D

airspace area regardless of flight plan or weather

conditions (IFR or VFR). A tower may also provide

approach control services (radar or nonradar).

(See AIRPORT TRAFFIC CONTROL SERVICE.)

(See APPROACH CONTROL FACILITY.)

(See APPROACH CONTROL SERVICE.)

(See MOVEMENT AREA.)

(See TOWER EN ROUTE CONTROL

SERVICE.)

(See ICAO term AERODROME CONTROL

TOWER.)

(Refer to AIM.)

TOWER EN ROUTE CONTROL SERVICE− The

control of IFR en route traffic within delegated

airspace between two or more adjacent approach

control facilities. This service is designed to expedite

traffic and reduce control and pilot communication

requirements.

TOWER TO TOWER−

(See TOWER EN ROUTE CONTROL

SERVICE.)

TPX-42− A numeric beacon decoder equipment/

system. It is designed to be added to terminal radar

systems for beacon decoding. It provides rapid target

identification, reinforcement of the primary radar

target, and altitude information from Mode C.

(See AUTOMATED RADAR TERMINAL

SYSTEMS.)

(See TRANSPONDER.)

TRACEABLE PRESSURE STANDARD− The

facility station pressure instrument, with certification/calibration traceable to the National Institute of

Standards and Technology. Traceable pressure

standards may be mercurial barometers, commissioned ASOS or dual transducer AWOS, or portable

pressure standards or DASI.

TRACK− The actual flight path of an aircraft over the

surface of the earth.

(See COURSE.)

(See FLIGHT PATH.)

(See ROUTE.)

(See ICAO term TRACK.)

TRACK [ICAO]− The projection on the earth’s

surface of the path of an aircraft, the direction of

which path at any point is usually expressed in

degrees from North (True, Magnetic, or Grid).

TRAFFIC−

a. A term used by a controller 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.

b. A term used by ATC to refer to one or more

aircraft.

TRAFFIC ADVISORIES− Advisories issued to alert

pilots to other known or observed air traffic which

may be in such proximity to the position or intended

route of flight of their aircraft to warrant their

attention. Such advisories may be based on:

a. Visual observation.
Pilot/Controller Glossary 2/14/08

PCG T−5

b. Observation of radar identified and nonidentified aircraft targets on an ATC radar display, or

c. Verbal reports from pilots or other facilities.

Note 1: The word “traffic” followed by additional

information, if known, is used to provide such

advisories; e.g., “Traffic, 2 o’clock, one zero miles,

southbound, eight thousand.”

Note 2: Traffic advisory service will be provided to

the extent possible depending on higher priority

duties of the controller or other limitations; e.g.,

radar limitations, volume of traffic, frequency

congestion, or controller workload. Radar/

nonradar traffic advisories do not relieve the pilot

of his/her responsibility to see and avoid other

aircraft. Pilots are cautioned that there are many

times when the controller is not able to give traffic

advisories concerning all traffic in the aircraft’s

proximity; in other words, when a pilot requests or

is receiving traffic advisories, he/she should not

assume that all traffic will be issued.

(Refer to AIM.)

TRAFFIC ALERT (aircraft call sign), TURN

(left/right) IMMEDIATELY, (climb/descend) AND

MAINTAIN (altitude).

(See SAFETY ALERT.)

TRAFFIC ALERT AND COLLISION AVOIDANCE SYSTEM− An airborne collision avoidance

system based on radar beacon signals which operates

independent of ground-based equipment. TCAS-I

generates traffic advisories only. TCAS-II generates

traffic advisories, and resolution (collision avoidance) advisories in the vertical plane.

TRAFFIC INFORMATION−

(See TRAFFIC ADVISORIES.)

TRAFFIC IN SIGHT− Used by pilots to inform a

controller that previously issued traffic is in sight.

(See NEGATIVE CONTACT.)

(See TRAFFIC ADVISORIES.)

TRAFFIC MANAGEMENT ADVISOR (TMA)− A

computerized tool which assists Traffic Management

Coordinators to efficiently schedule arrival traffic to

a metered airport, by calculating meter fix times and

delays then sending that information to the sector

controllers.

TRAFFIC MANAGEMENT PROGRAM ALERT−

A term used in a Notice to Airmen (NOTAM) issued

in conjunction with a special traffic management

program to alert pilots to the existence of the program

and to refer them to either the Notices to Airmen

publication or a special traffic management program

advisory message for program details. The contraction TMPA is used in NOTAM text.

TRAFFIC MANAGEMENT UNIT− The entity in

ARTCCs and designated terminals directly involved

in the active management of facility traffic. Usually

under the direct supervision of an assistant manager

for traffic management.

TRAFFIC NO FACTOR− Indicates that the traffic

described in a previously issued traffic advisory is no

factor.

TRAFFIC NO LONGER OBSERVED− Indicates

that the traffic described in a previously issued traffic

advisory is no longer depicted on radar, but may still

be a factor.

TRAFFIC PATTERN− The traffic flow that is

prescribed for aircraft landing at, taxiing on, or taking

off from an airport. The components of a typical

traffic pattern are upwind leg, crosswind leg,

downwind leg, base leg, and final approach.

a. Upwind Leg− A flight path parallel to the

landing runway in the direction of landing.

b. Crosswind Leg− A flight path at right angles to

the landing runway off its upwind end.

c. Downwind Leg− A flight path parallel to the

landing runway in the direction opposite to landing.

The downwind leg normally extends between the

crosswind leg and the base leg.

d. Base Leg− A flight path at right angles to the

landing runway off its approach end. The base leg

normally extends from the downwind leg to the

intersection of the extended runway centerline.

e. Final Approach. A flight path in the direction of

landing along the extended runway centerline. The

final approach normally extends from the base leg to

the runway. An aircraft making a straight-in approach

VFR is also considered to be on final approach.

(See STRAIGHT-IN APPROACH VFR.)

(See TAXI PATTERNS.)

(See ICAO term AERODROME TRAFFIC

CIRCUIT.)

(Refer to 14 CFR Part 91.)

(Refer to AIM.)

TRAFFIC SITUATION DISPLAY (TSD)− TSD is a

computer system that receives radar track data from

all 20 CONUS ARTCCs, organizes this data into a

mosaic display, and presents it on a computer screen.
Pilot/Controller Glossary 2/14/08

PCG T−6

The display allows the traffic management coordinator multiple methods of selection and highlighting of

individual aircraft or groups of aircraft. The user has

the option of superimposing these aircraft positions

over any number of background displays. These

background options include ARTCC boundaries, any

stratum of en route sector boundaries, fixes, airways,

military and other special use airspace, airports, and

geopolitical boundaries. By using the TSD, a

coordinator can monitor any number of traffic

situations or the entire systemwide traffic flows.

TRAJECTORY− A URET representation of the path

an aircraft is predicted to fly based upon a Current

Plan or Trial Plan.

(See USER REQUEST EVALUATION TOOL.)

TRAJECTORY MODELING− The automated process of calculating a trajectory.

TRANSCRIBED WEATHER BROADCAST− A

continuous recording of meteorological and aeronautical information that is broadcast on L/MF and VOR

facilities for pilots. (Provided only in Alaska.)

(Refer to AIM.)

TRANSFER OF CONTROL− That action whereby

the responsibility for the separation of an aircraft is

transferred from one controller to another.

(See ICAO term TRANSFER OF CONTROL.)

TRANSFER OF CONTROL [ICAO]− Transfer of

responsibility for providing air traffic control service.

TRANSFERRING CONTROLLER− A controller/

facility transferring control of an aircraft to another

controller/facility.

(See ICAO term TRANSFERRING

UNIT/CONTROLLER.)

TRANSFERRING FACILITY−

(See TRANSFERRING CONTROLLER.)

TRANSFERRING UNIT/CONTROLLER [ICAO]−

Air traffic control unit/air traffic controller in the

process of transferring the responsibility for

providing air traffic control service to an aircraft to

the next air traffic control unit/air traffic controller

along the route of flight.

Note: See definition of accepting unit/controller.

TRANSITION−

a. The general term that describes the change from

one phase of flight or flight condition to another; e.g.,

transition from en route flight to the approach or

transition from instrument flight to visual flight.

b. A published procedure (DP Transition) used to

connect the basic DP to one of several en route

airways/jet routes, or a published procedure (STAR

Transition) used to connect one of several en route

airways/jet routes to the basic STAR.

(Refer to DP/STAR Charts.)

TRANSITION POINT− A point at an adapted

number of miles from the vertex at which an arrival

aircraft would normally commence descent from its

en route altitude. This is the first fix adapted on the

arrival speed segments.

TRANSITION WAYPOINT− The waypoint that

defines the beginning of a runway or en route

transition on an RNAV SID or STAR.

TRANSITIONAL AIRSPACE− That portion of

controlled airspace wherein aircraft change from one

phase of flight or flight condition to another.

TRANSMISSOMETER− An apparatus used to

determine visibility by measuring the transmission of

light through the atmosphere. It is the measurement

source for determining runway visual range (RVR)

and runway visibility value (RVV).

(See VISIBILITY.)

TRANSMITTING IN THE BLIND− A transmission from one station to other stations in

circumstances where two-way communication

cannot be established, but where it is believed that the

called stations may be able to receive the

transmission.

TRANSPONDER− The airborne radar beacon

receiver/transmitter portion of the Air Traffic Control

Radar Beacon System (ATCRBS) which automatically receives radio signals from interrogators on the

ground, and selectively replies with a specific reply

pulse or pulse group only to those interrogations

being received on the mode to which it is set to

respond.

(See INTERROGATOR.)

(See ICAO term TRANSPONDER.)

(Refer to AIM.)

TRANSPONDER [ICAO]− A receiver/transmitter

which will generate a reply signal upon proper

interrogation; the interrogation and reply being on

different frequencies.

TRANSPONDER CODES−

(See CODES.)
Pilot/Controller Glossary 2/14/08

PCG T−7

TRANSPONDER OBSERVED − Phraseology used

to inform a VFR pilot the aircraft’s assigned beacon

code and position have been observed. Specifically,

this term conveys to a VFR pilot the transponder

reply has been observed and its position correlated for

transit through the designated area.

TRIAL PLAN− A proposed amendment which

utilizes automation to analyze and display potential

conflicts along the predicted trajectory of the selected

aircraft.

TRSA−

(See TERMINAL RADAR SERVICE AREA.)

TSD−

(See TRAFFIC SITUATION DISPLAY.)

TURBOJET AIRCRAFT− An aircraft having a jet

engine in which the energy of the jet operates a

turbine which in turn operates the air compressor.

TURBOPROP AIRCRAFT− An aircraft having a jet

engine in which the energy of the jet operates a

turbine which drives the propeller.

TURN ANTICIPATION− (maneuver anticipation).

TVOR−

(See TERMINAL-VERY HIGH FREQUENCY

OMNIDIRECTIONAL RANGE STATION.)

TWEB−

(See TRANSCRIBED WEATHER BROADCAST.)

TWO-WAY RADIO COMMUNICATIONS FAILURE−

(See LOST COMMUNICATIONS.)

3/12/09 Pilot/Controller Glossary

Pilot/Controller Glossary 2/14/08

PCG U−1

U

UDF−

(See DIRECTION FINDER.)

UHF−

(See ULTRAHIGH FREQUENCY.)

ULTRAHIGH FREQUENCY− The frequency band

between 300 and 3,000 MHz. The bank of radio

frequencies used for military air/ground voice

communications. In some instances this may go as

low as 225 MHz and still be referred to as UHF.

ULTRALIGHT VEHICLE− An aeronautical vehicle

operated for sport or recreational purposes which

does not require FAA registration, an airworthiness

certificate, nor pilot certification. They are primarily

single occupant vehicles, although some two-place

vehicles are authorized for training purposes.

Operation of an ultralight vehicle in certain airspace

requires authorization from ATC.

(Refer to 14 CFR Part 103.)

UNABLE− Indicates inability to comply with a

specific instruction, request, or clearance.

UNASSOCIATED− A radar target that does not

display a data block with flight identification and

altitude information.

(See ASSOCIATED.)

UNDER THE HOOD− Indicates that the pilot is

using a hood to restrict visibility outside the cockpit

while simulating instrument flight. An appropriately

rated pilot is required in the other control seat while

this operation is being conducted.

(Refer to 14 CFR Part 91.)

UNFROZEN− The Scheduled Time of Arrival (STA)

tags, which are still being rescheduled by traffic

management advisor (TMA) calculations. The

aircraft will remain unfrozen until the time the

corresponding estimated time of arrival (ETA) tag

passes the preset freeze horizon for that aircraft’s

stream class. At this point the automatic rescheduling

will stop, and the STA becomes “frozen.”

UNICOM− A nongovernment communication facility which may provide airport information at certain

airports. Locations and frequencies of UNICOMs are

shown on aeronautical charts and publications.

(See AIRPORT/FACILITY DIRECTORY.)

(Refer to AIM.)

UNPUBLISHED ROUTE− A route for which no

minimum altitude is published or charted for pilot

use. It may include a direct route between NAVAIDs,

a radial, a radar vector, or a final approach course

beyond the segments of an instrument approach

procedure.

(See PUBLISHED ROUTE.)

(See ROUTE.)

UNRELIABLE (GPS/WAAS)− An advisory to

pilots indicating the expected level of service of the

GPS and/or WAAS may not be available. Pilots must

then determine the adequacy of the signal for desired

use.

UPWIND LEG−

(See TRAFFIC PATTERN.)

URET−

(See USER REQUEST EVALUATION TOOL.)

URGENCY− A condition of being concerned about

safety and of requiring timely but not immediate

assistance; a potential distress condition.

(See ICAO term URGENCY.)

URGENCY [ICAO]− A condition concerning the

safety of an aircraft or other vehicle, or of person on

board or in sight, but which does not require

immediate assistance.

USAFIB−

(See ARMY AVIATION FLIGHT INFORMATION

BULLETIN.)

USER REQUEST EVALUATION TOOL (URET)−

User Request Evaluation Tool is an automated tool

provided at each Radar Associate position in selected

En Route facilities. This tool utilizes flight and radar

data to determine present and future trajectories for

all active and proposal aircraft and provides

enhanced, automated flight data management.

UVDF−

(See DIRECTION FINDER.)

Pilot/Controller Glossary 2/14/08

PCG V−1

V

VASI−

(See VISUAL APPROACH SLOPE INDICATOR.)

VCOA−

(See VISUAL CLIMB OVER AIRPORT.)

VDF−

(See DIRECTION FINDER.)

VDP−

(See VISUAL DESCENT POINT.)

VECTOR− A heading issued to an aircraft to provide

navigational guidance by radar.

(See ICAO term RADAR VECTORING.)

VERIFY− Request confirmation of information;

e.g., “verify assigned altitude.”

VERIFY SPECIFIC DIRECTION OF TAKEOFF

(OR TURNS AFTER TAKEOFF)− Used by ATC to

ascertain an aircraft’s direction of takeoff and/or

direction of turn after takeoff. It is normally used for

IFR departures from an airport not having a control

tower. When direct communication with the pilot is

not possible, the request and information may be

relayed through an FSS, dispatcher, or by other

means.

(See IFR TAKEOFF MINIMUMS AND

DEPARTURE PROCEDURES.)

VERTEX− The last fix adapted on the arrival speed

segments. Normally, it will be the outer marker of the

runway in use. However, it may be the actual

threshold or other suitable common point on the

approach path for the particular runway configuration.

VERTEX TIME OF ARRIVAL− A calculated time of

aircraft arrival over the adapted vertex for the runway

configuration in use. The time is calculated via the

optimum flight path using adapted speed segments.

VERTICAL NAVIGATION (VNAV)– A function of

area navigation (RNAV) equipment which calculates,

displays, and provides vertical guidance to a profile

or path.

VERTICAL SEPARATION− Separation established

by assignment of different altitudes or flight levels.

(See SEPARATION.)

(See ICAO term VERTICAL SEPARATION.)

VERTICAL SEPARATION [ICAO]− Separation

between aircraft expressed in units of vertical

distance.

VERTICAL TAKEOFF AND LANDING AIRCRAFT− Aircraft capable of vertical climbs and/or

descents and of using very short runways or small

areas for takeoff and landings. These aircraft include,

but are not limited to, helicopters.

(See SHORT TAKEOFF AND LANDING

AIRCRAFT.)

VERY HIGH FREQUENCY− The frequency band

between 30 and 300 MHz. Portions of this band, 108

to 118 MHz, are used for certain NAVAIDs; 118 to

136 MHz are used for civil air/ground voice

communications. Other frequencies in this band are

used for purposes not related to air traffic control.

VERY HIGH FREQUENCY OMNIDIRECTIONAL RANGE STATION−

(See VOR.)

VERY LOW FREQUENCY− The frequency band

between 3 and 30 kHz.

VFR−

(See VISUAL FLIGHT RULES.)

VFR AIRCRAFT− An aircraft conducting flight in

accordance with visual flight rules.

(See VISUAL FLIGHT RULES.)

VFR CONDITIONS− Weather conditions equal to

or better than the minimum for flight under visual

flight rules. The term may be used as an ATC

clearance/instruction only when:

a. An IFR aircraft requests a climb/descent in

VFR conditions.

b. The clearance will result in noise abatement

benefits where part of the IFR departure route does

not conform to an FAA approved noise abatement

route or altitude.

c. A pilot has requested a practice instrument

approach and is not on an IFR flight plan.

Note: All pilots receiving this authorization must

comply with the VFR visibility and distance from

cloud criteria in 14 CFR Part 91. Use of the term

does not relieve controllers of their responsibility to

separate aircraft in Class B and Class C airspace

or TRSAs as required by FAAO JO 7110.65. When
Pilot/Controller Glossary 2/14/08

PCG V−2

used as an ATC clearance/instruction, the term

may be abbreviated “VFR;” e.g., “MAINTAIN

VFR,” “CLIMB/DESCEND VFR,” etc.

VFR FLIGHT−

(See VFR AIRCRAFT.)

VFR MILITARY TRAINING ROUTES− Routes

used by the Department of Defense and associated

Reserve and Air Guard units for the purpose of

conducting low-altitude navigation and tactical

training under VFR below 10,000 feet MSL at

airspeeds in excess of 250 knots IAS.

VFR NOT RECOMMENDED− An advisory

provided by a flight service station to a pilot during

a preflight or inflight weather briefing that flight

under visual flight rules is not recommended. To be

given when the current and/or forecast weather

conditions are at or below VFR minimums. It does

not abrogate the pilot’s authority to make his/her own

decision.

VFR-ON-TOP− ATC authorization for an IFR

aircraft to operate in VFR conditions at any

appropriate VFR altitude (as specified in 14 CFR and

as restricted by ATC). A pilot receiving this

authorization must comply with the VFR visibility,

distance from cloud criteria, and the minimum IFR

altitudes specified in 14 CFR Part 91. The use of this

term does not relieve controllers of their responsibility to separate aircraft in Class B and Class C airspace

or TRSAs as required by FAAO JO 7110.65.

VFR TERMINAL AREA CHARTS−

(See AERONAUTICAL CHART.)

VFR WAYPOINT−

(See WAYPOINT.)

VHF−

(See VERY HIGH FREQUENCY.)

VHF OMNIDIRECTIONAL RANGE/TACTICAL

AIR NAVIGATION−

(See VORTAC.)

VIDEO MAP− An electronically displayed map on

the radar display that may depict data such as airports,

heliports, runway centerline extensions, hospital

emergency landing areas, NAVAIDs and fixes,

reporting points, airway/route centerlines, boundaries, handoff points, special use tracks, obstructions,

prominent geographic features, map alignment

indicators, range accuracy marks, minimum vectoring altitudes.

VISIBILITY− The ability, as determined by

atmospheric conditions and expressed in units of

distance, to see and identify prominent unlighted

objects by day and prominent lighted objects by

night. Visibility is reported as statute miles, hundreds

of feet or meters.

(Refer to 14 CFR Part 91.)

(Refer to AIM.)

a. Flight Visibility− The average forward horizontal distance, from the cockpit of an aircraft in flight,

at which prominent unlighted objects may be seen

and identified by day and prominent lighted objects

may be seen and identified by night.

b. Ground Visibility− Prevailing horizontal visibility near the earth’s surface as reported by the

United States National Weather Service or an

accredited observer.

c. Prevailing Visibility− The greatest horizontal

visibility equaled or exceeded throughout at least half

the horizon circle which need not necessarily be

continuous.

d. Runway Visibility Value (RVV)− The visibility

determined for a particular runway by a transmissometer. A meter provides a continuous indication of

the visibility (reported in miles or fractions of miles)

for the runway. RVV is used in lieu of prevailing

visibility in determining minimums for a particular

runway.

e. Runway Visual Range (RVR)− An instrumentally derived value, based on standard calibrations,

that represents the horizontal distance a pilot will see

down the runway from the approach end. It is based

on the sighting of either high intensity runway lights

or on the visual contrast of other targets whichever

yields the greater visual range. RVR, in contrast to

prevailing or runway visibility, is based on what a

pilot in a moving aircraft should see looking down the

runway. RVR is horizontal visual range, not slant

visual range. It is based on the measurement of a

transmissometer made near the touchdown point of

the instrument runway and is reported in hundreds of

feet. RVR is used in lieu of RVV and/or prevailing

visibility in determining minimums for a particular

runway.

1. Touchdown RVR− The RVR visibility

readout values obtained from RVR equipment

serving the runway touchdown zone.
Pilot/Controller Glossary 2/14/08

PCG V−3

2. Mid-RVR− The RVR readout values obtained

from RVR equipment located midfield of the runway.

3. Rollout RVR− The RVR readout values

obtained from RVR equipment located nearest the

rollout end of the runway.

(See ICAO term FLIGHT VISIBILITY.)

(See ICAO term GROUND VISIBILITY.)

(See ICAO term RUNWAY VISUAL RANGE.)

(See ICAO term VISIBILITY.)

VISIBILITY [ICAO]− The ability, as determined by

atmospheric conditions and expressed in units of

distance, to see and identify prominent unlighted

objects by day and prominent lighted objects by

night.

a. Flight Visibility−The visibility forward from

the cockpit of an aircraft in flight.

b. Ground Visibility−The visibility at an aerodrome as reported by an accredited observer.

c. Runway Visual Range [RVR]−The range over

which the pilot of an aircraft on the centerline of a

runway can see the runway surface markings or the

lights delineating the runway or identifying its

centerline.

VISUAL APPROACH− An approach conducted on

an instrument flight rules (IFR) flight plan which

authorizes the pilot to proceed visually and clear of

clouds to the airport. The pilot must, at all times, have

either the airport or the preceding aircraft in sight.

This approach must be authorized and under the

control of the appropriate air traffic control facility.

Reported weather at the airport must be ceiling at or

above 1,000 feet and visibility of 3 miles or greater.

(See ICAO term VISUAL APPROACH.)

VISUAL APPROACH [ICAO]− An approach by an

IFR flight when either part or all of an instrument

approach procedure is not completed and the

approach is executed in visual reference to terrain.

VISUAL APPROACH SLOPE INDICATOR−

(See AIRPORT LIGHTING.)

VISUAL CLIMB OVER AIRPORT (VCOA)− A

departure option for an IFR aircraft, operating in

visual meteorological conditions equal to or greater

than the specified visibility and ceiling, to visually

conduct climbing turns over the airport to the

published “climb−to” altitude from which to proceed

with the instrument portion of the departure. VCOA

procedures are developed to avoid obstacles greater

than 3 statute miles from the departure end of the

runway as an alternative to complying with climb

gradients greater than 200 feet per nautical mile.

These procedures are published in the ‘Take−Off

Minimums and (Obstacle) Departure Procedures’

section of the Terminal Procedures Publications.

(See AIM.)

VISUAL DESCENT POINT− A defined point on the

final approach course of a nonprecision straight-in

approach procedure from which normal descent from

the MDA to the runway touchdown point may be

commenced, provided the approach threshold of that

runway, or approach lights, or other markings

identifiable with the approach end of that runway are

clearly visible to the pilot.

VISUAL FLIGHT RULES− Rules that govern the

procedures for conducting flight under visual

conditions. The term “VFR” is also used in the

United States to indicate weather conditions that are

equal to or greater than minimum VFR requirements.

In addition, it is used by pilots and controllers to

indicate type of flight plan.

(See INSTRUMENT FLIGHT RULES.)

(See INSTRUMENT METEOROLOGICAL

CONDITIONS.)

(See VISUAL METEOROLOGICAL

CONDITIONS.)

(Refer to 14 CFR Part 91.)

(Refer to AIM.)

VISUAL HOLDING− The holding of aircraft at

selected, prominent geographical fixes which can be

easily recognized from the air.

(See HOLDING FIX.)

VISUAL METEOROLOGICAL CONDITIONS−

Meteorological conditions expressed in terms of

visibility, distance from cloud, and ceiling equal to or

better than specified minima.

(See INSTRUMENT FLIGHT RULES.)

(See INSTRUMENT METEOROLOGICAL

CONDITIONS.)

(See VISUAL FLIGHT RULES.)

VISUAL SEPARATION− A means employed by

ATC to separate aircraft in terminal areas and en route

airspace in the NAS. There are two ways to effect this

separation:

a. The tower controller sees the aircraft involved

and issues instructions, as necessary, to ensure that

the aircraft avoid each other.

b. A pilot sees the other aircraft involved and upon

instructions from the controller provides his/her own
Pilot/Controller Glossary 2/14/08

PCG V−4

separation by maneuvering his/her aircraft as

necessary to avoid it. This may involve following

another aircraft or keeping it in sight until it is no

longer a factor.

(See SEE AND AVOID.)

(Refer to 14 CFR Part 91.)

VLF−

(See VERY LOW FREQUENCY.)

VMC−

(See VISUAL METEOROLOGICAL

CONDITIONS.)

VOICE SWITCHING AND CONTROL SYSTEM−

The VSCS is a computer controlled switching system

that provides air traffic controllers with all voice

circuits (air to ground and ground to ground)

necessary for air traffic control.

(See VOICE SWITCHING AND CONTROL

SYSTEM.)

(Refer to AIM.)

VOR− A ground-based electronic navigation aid

transmitting very high frequency navigation signals,

360 degrees in azimuth, oriented from magnetic

north. Used as the basis for navigation in the National

Airspace System. The VOR periodically identifies

itself by Morse Code and may have an additional

voice identification feature. Voice features may be

used by ATC or FSS for transmitting instructions/

information to pilots.

(See NAVIGATIONAL AID.)

(Refer to AIM.)

VOR TEST SIGNAL−

(See VOT.)

VORTAC− A navigation aid providing VOR

azimuth, TACAN azimuth, and TACAN distance

measuring equipment (DME) at one site.

(See DISTANCE MEASURING EQUIPMENT.)

(See NAVIGATIONAL AID.)

(See TACAN.)

(See VOR.)

(Refer to AIM.)

VORTICES− Circular patterns of air created by the

movement of an airfoil through the air when

generating lift. As an airfoil moves through the

atmosphere in sustained flight, an area of area of low

pressure is created above it. The air flowing from the

high pressure area to the low pressure area around and

about the tips of the airfoil tends to roll up into two

rapidly rotating vortices, cylindrical in shape. These

vortices are the most predominant parts of aircraft

wake turbulence and their rotational force is

dependent upon the wing loading, gross weight, and

speed of the generating aircraft. The vortices from

medium to heavy aircraft can be of extremely high

velocity and hazardous to smaller aircraft.

(See AIRCRAFT CLASSES.)

(See WAKE TURBULENCE.)

(Refer to AIM.)

VOT− A ground facility which emits a test signal to

check VOR receiver accuracy. Some VOTs are

available to the user while airborne, and others are

limited to ground use only.

(See AIRPORT/FACILITY DIRECTORY.)

(Refer to 14 CFR Part 91.)

(Refer to AIM.)

VR−

(See VFR MILITARY TRAINING ROUTES.)

VSCS−

(See VOICE SWITCHING AND CONTROL

SYSTEM.)

VTA−

(See VERTEX TIME OF ARRIVAL.)

VTOL AIRCRAFT−

(See VERTICAL TAKEOFF AND LANDING

AIRCRAFT.)
Pilot/Controller Glossary 2/14/08

PCG W−1

W

WA−

(See AIRMET.)

(See WEATHER ADVISORY.)

WAAS−

(See WIDE-AREA AUGMENTATION SYSTEM.)

WAKE TURBULENCE− Phenomena resulting from

the passage of an aircraft through the atmosphere.

The term includes vortices, thrust stream turbulence,

jet blast, jet wash, propeller wash, and rotor wash

both on the ground and in the air.

(See AIRCRAFT CLASSES.)

(See JET BLAST.)

(See VORTICES.)

(Refer to AIM.)

WARNING AREA−

(See SPECIAL USE AIRSPACE.)

WAYPOINT− A predetermined geographical position used for route/instrument approach definition,

progress reports, published VFR routes, visual

reporting points or points for transitioning and/or

circumnavigating controlled and/or special use

airspace, that is defined relative to a VORTAC station

or in terms of latitude/longitude coordinates.

WEATHER ADVISORY− In aviation weather

forecast practice, an expression of hazardous weather

conditions not predicted in the area forecast, as they

affect the operation of air traffic and as prepared by

the NWS.

(See AIRMET.)

(See SIGMET.)

WHEN ABLE− When used in conjunction with ATC

instructions, gives the pilot the latitude to delay

compliance until a condition or event has been

reconciled. Unlike “pilot discretion,” when instructions are prefaced “when able,” the pilot is expected

to seek the first opportunity to comply. Once a

maneuver has been initiated, the pilot is expected to

continue until the specifications of the instructions

have been met. “When able,” should not be used

when expeditious compliance is required.

WIDE-AREA AUGMENTATION SYSTEM

(WAAS)− The WAAS is a satellite navigation system

consisting of the equipment and software which

augments the GPS Standard Positioning Service

(SPS). The WAAS provides enhanced integrity,

accuracy, availability, and continuity over and above

GPS SPS. The differential correction function

provides improved accuracy required for precision

approach.

WILCO− I have received your message, understand

it, and will comply with it.

WIND GRID DISPLAY− A display that presents the

latest forecasted wind data overlaid on a map of the

ARTCC area. Wind data is automatically entered and

updated periodically by transmissions from the

National Weather Service. Winds at specific

altitudes, along with temperatures and air pressure

can be viewed.

WIND SHEAR− A change in wind speed and/or wind

direction in a short distance resulting in a tearing or

shearing effect. It can exist in a horizontal or vertical

direction and occasionally in both.

WING TIP VORTICES−

(See VORTICES.)

WORDS TWICE−

a. As a request: “Communication is difficult.

Please say every phrase twice.”

b. As information: “Since communications are

difficult, every phrase in this message will be spoken

twice.”

WORLD AERONAUTICAL CHARTS−

(See AERONAUTICAL CHART.)

WS−

(See SIGMET.)

(See WEATHER ADVISORY.)

WST−

(See CONVECTIVE SIGMET.)

(See WEATHER ADVISORY.)

3/12/09 JO 7110.10T CHG 2

Index I−1

Index

[References are to page numbers]

A

Airport Lighting, 11−1−1

ALS Intensity Setting, 11−1−1

HIRL, 11−1−3

MIRL, 11−1−3

REDL, 11−1−1

REIL, 11−1−3

RVV/RVR, 11−1−4

SFL, 11−1−1

VASI, 11−1−3

B

Bomb Threats, 5−2−3

Broadcast Procedures

HIWAS, 2−4−1, 2−4−2

Speech Rate, 2−1−1

TIBS for AFSS, 2−3−1

TWEB, 2−2−1, 2−2−2

Types, 2−1−1

C

Changes, Recommendation for Procedural, 1−1−1

Communication System, Interphone, 12−1−1

Communication System, DATA, 10−1−1

Control Symbology, 4−2−7

D

Duty

Familiarization and Transfer of Position

Responsibility, 1−3−1

Priority, 1−3−1

E

Effective Date of this Order, 1−1−1

Emergency Services

ADF/VOR, 5−4−1, 5−4−2, 5−4−4

DF, 5−3−1, 5−3−2

General, 5−1−1, 5−1−2

Operations, 5−2−1

ELT, 5−2−2, 5−2−3

SCATANA, 5−2−5

F

Flight Data

Flight Plan Handling, 6−4−1, 6−4−4, 6−4−5,

6−4−6

Change in ETA, 6−4−7

Military Flights to/from U.S., 6−4−8

Flight Plan Proposals, 6−2−1, 6−2−4, 6−2−5

Flight Plans with Area Navigation (RNAV)

Routes in Domestic U.S. Airspace, 6−2−5

General, 6−1−1

IFR Flight Plan Handling, 6−3−1, 6−3−2, 6−3−8

IFR/DVFR ADIZ Flight Plans, 6−6−1

Law Enforcement Messages, 6−7−1

Military Operations, 6−5−1, 6−5−2

Nonemergency Parachute Jumping, 6−8−1

I

Inflight Services, 4−1−1

Automatic Flight Information Service, 4−4−5

Data Recording, 4−2−1

Aircraft Contacts, 4−2−6

Flight Progress, 4−2−4

EFAS, 4−6−1, 4−6−2, 4−6−3

LAA, 4−4−1, 4−4−4

Radio Communications, 4−3−1, 4−3−4

Blind Transmission, 4−3−5

Routine Radio Contacts, 4−3−2

Special VFR, 4−5−1, 4−5−2

International Operations, 7−1−1

AIREPS, 7−1−6

Alerting Service, 7−3−1

ARTCC Relay of VFR Messages, 7−1−9

Customs Notification and ADIZ, 7−2−1

Flight Plan Cancellations, 7−1−5

Messages and Formats, 7−1−1

Flight Plan, 7−1−4

ICAO, 7−1−5

Service Messages, 7−1−2

Movement and Control

Canadian, 7−4−1

Mexican, 7−5−1
JO 7110.10T CHG 2 3/12/09

I−2 Index

[References are to page numbers]

N

NAVAID Monitoring, 13−1−1

By Technical Operations Services Personnel,

13−1−2

Check, 13−1−2

Malfunctions, 13−1−1

P

Phraseology, 14−1−1, 14−1−11, 14−1−13, 14−1−17,

14−1−18

Weather, 14−1−2

Pilot Briefing, 3−1−1, 3−1−3

Preflight, 3−2−1, 3−2−3

S

Search and Rescue

ALNOTs, 8−4−1

General, 8−1−1

INREQs, 8−3−1

Other SARs, 8−5−1

Overdue Aircraft, 8−2−1

T

Terms of Reference, 1−2−1

Abbreviations, 1−2−1

W

Weather Service, FAAs

CWA, 9−11−1

FAs, 9−6−1

FDs, 9−4−1

Flight Advisories: WS, WA, WST, 9−8−1

FTs, 9−5−1

MIS, 9−10−1

SD/ROB, 9−3−1

Severe Weather Forecasts, 9−7−1

TWEB, 9−9−1

UA/UUA, 9−1−1, 9−2−1
U.S. Department

of Transportation

Federal Aviation

Administration

JO 7110.10T

2/14/08

Initiated By: AJR−0

Vice President, System Operations Services

Distribution: ZAT−712, ZAT−423 (External)

BRIEFING GUIDE

U.S. DEPARTMENT OF TRANSPORTATION

FEDERAL AVIATION ADMINISTRATION
JO 7110.10T 2/14/08

BG−2 Briefing Guide

Table of Contents

Paragraph

Number

Title Page

2−3−2 AREA/ROUTE BRIEFING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

2−3−3 MONITORING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

2−4−3 CONTENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

6−1−2 FLIGHT PLANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

6−2−1 FLIGHT PLAN RECORDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

6−6−2 AMIS WITHIN AN ADIZ−DVFR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

6−6−3 FORWARDING DVFR INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

6−6−5 ADDRESSING DVFR FLIGHT PLAN MESSAGES . . . . . . . . . . . . . . . . . . . . 5

7−2−3 INBOUND PRIVATE AIRCRAFT: ADIZ REQUIREMENTS . . . . . . . . . . . . . 5
2/14/08 JO 7110.10T

Briefing Guide BG−3

1. PARAGRAPH NUMBER AND TITLE: 2−3−2. AREA/ROUTE BRIEFING PROCEDURES AND

2−3−3. MONITORING

2. BACKGROUND: The ability to record messages and make them available to the pilot community via the telephone

was a step forward in the provision of information to pilots, but building TIBS recordings has been a labor−intensive process

for an AFSS specialist. The process often results in late recordings and variable quality due to human interpretive differences.

Moreover, it results in the loss of a highly trained professional from his/her primary responsibility of pilot weather briefing.

The further automation of repetitive tasks like TIBS is not only more cost−effective, but highly desirable from a

standardization and quality assurance perspective. The automation of this process is contingent upon the ability to convert

weather products from text to voice format, a process readily available with today’s technology. Three basic types of TIBS

recordings are made today, Area/Route briefings, Airspace Procedures and Special Announcements. Airspace Procedures

and Special Announcements will continue to be manually produced. The purpose of TIBS is to provide a preview of weather

conditions. However, accessibility is the biggest attraction for (or to) the pilot, compared to waiting on the telephone for a

certified briefer.

3. CHANGE:

OLD NEW

2−3−2. AREA/ROUTE BRIEFING

PROCEDURES

2−3−2. AREA/ROUTE BRIEFING

PROCEDURES

Title through a No Change

Add NOTE−

For the purpose of TIBS broadcasts, an area briefing

may be a geographic location not defined by a nautical

mile radius, for example, NORTHWEST NEBRASKA.

PHRASEOLOGY−

THIS RECORDING PREPARED AT (time) LOCAL or

(time) ZULU. BRIEFING SUMMARY FOR:

A (number of miles) NAUTICAL MILE RADIUS OF

(location),

or

THE ROUTE FROM (location) TO (location).

PHRASEOLOGY−

THIS RECORDING PREPARED AT (time) LOCAL or

(time) ZULU. BRIEFING SUMMARY FOR:

A (number of miles) NAUTICAL MILE RADIUS OF

(location),

or

(location not defined by nautical mile radius),

or

THE ROUTE FROM (location) TO (location).

b. Adverse Conditions. Summarize WST, WS, WA,

CWA, AWW, and any other available information that

may adversely affect flight in the route/area.

b. Adverse Conditions. Include WST, WS, WA,

CWA, AWW, UUA and any other available information

that may adversely affect flight in the route/area.

PHRASEOLOGY− No Change

c. VFR Not Recommended Statement. Include this

recommendation when current or forecast conditions,

surface or aloft, in your judgment would make flight

under visual flight rules doubtful.

c. VFR Not Recommended Statement. Include this

recommendation when current or forecast conditions,

surface or aloft, would make flight under visual flight

rules doubtful.

PHRASEOLOGY− through d No Change

e. Current Conditions. Summarize the current weather

conditions over the route/area. Include PIREPs on

conditions reported aloft and radar reports or a summary

of observed radar echoes from local equipment. Specific

departure/destination observations may be included.

e. Current Conditions. Include current weather

conditions over the route/area and PIREPs on conditions

reported aloft.

NOTE− through f No Change
JO 7110.10T 2/14/08

BG−4 Briefing Guide

g. En Route Forecast. Summarize from appropriate

data; e.g., FAs, prognosis charts, weather advisories.

Provide the information in a logical order; i.e., climb out,

en route, and descent.

g. En Route Forecast. Include forecast information

from appropriate data; e.g., FA Synopsis, TAFs and

weather advisories.

h. Winds Aloft. Summarize winds aloft as forecast for

the route/area as interpolated from forecast data for the

local and/or the adjacent reporting locations for levels

through 12,000 feet. The broadcast should include the

levels from 3,000 to 12,000 feet, but shall always include

at least two forecast levels above the surface.

h. Winds Aloft. Include winds aloft as forecast for the

route/area as interpolated from forecast data for the local

and/or the adjacent reporting locations for levels through

12,000 feet. The broadcast should include the levels from

3,000 to 12,000 feet, but shall always include at least two

forecast levels above the surface.

i No Change

PHRASEOLOGY−

PILOT WEATHER REPORTS ARE REQUESTED.

CONTACT FLIGHT WATCH OR A FLIGHT SERVICE

STATION.

PHRASEOLOGY−

PILOT WEATHER REPORTS ARE REQUESTED.

CONTACT FLIGHT WATCH OR FLIGHT SERVICE,

AS APPROPRIATE.

NOTE−

Delete all reference to FLIGHT WATCH when not

available at time of broadcast.

Delete

j through k No Change

l Delete

m Renumber l

OLD NEW

2−3−3. MONITORING 2−3−3. MONITORING

Meteorological recordings shall be monitored immediately after recording and as necessary to insure accuracy

of data. Nonmeteorological recordings shall be monitored and checked for quality and accuracy immediately

after recording and once each shift. After each recording,

the TIBS shall be checked for availability by calling

1−800−WX−BRIEF or a locally designated phone number. Subsequent checks may be accomplished using local

monitoring.

a. Manually prepared meteorological recordings

shall be monitored immediately after recording and as

necessary to insure accuracy of data.

Non−meteorological recordings shall be monitored and

checked for quality and accuracy immediately after

recording and once each shift. After each recording, the

TIBS shall be checked for availability by calling

1−800−WX−BRIEF or a locally designated phone

number. Subsequent checks may be accomplished using

local monitoring.

Add b. Automated TIBS products shall be monitored

once each shift to ensure clarity and accuracy.

1. PARAGRAPH NUMBER AND TITLE: 2−4−3. CONTENT

2. BACKGROUND: The purpose of the HIWAS service is to alert pilots to hazardous weather along their routes of flight.

Automation of the HIWAS recordings and processes is a critical piece of Lockheed−Martin (LM) FS21 Flight Service

Station concept, both operationally and financially. Recent National Weather Service (NWS) message formats and the

improvement of text−to−voice software have made it possible to create HIWAS broadcasts with computers at central

locations and disseminate them via remote communication outlets, nationwide. Lockheed Martin’s automation of the

HIWAS product will use an electronic map/database to locate and distribute weather advisories and state−of−the−art,

text−to−voice software to convert NWS reports to voice for broadcast. The FS21 system will produce a site−specific,

customized broadcast for each HIWAS outlet or group of outlets.

3. CHANGE:
2/14/08 JO 7110.10T

Briefing Guide BG−5

OLD NEW

2−4−3. CONTENT 2−4−3. CONTENT

Title through NOTE− No Change

b. Summary of WSTs, WSs, WAs, UUAs, AWWs,

CWAs, and any other weather such as isolated

thunderstorms that are rapidly developing and increasing

in intensity, or low ceilings and visibilities that are

becoming widespread which are considered significant

and are not included in a current hazardous weather

advisory.

b. Statement of hazardous weather, including

WSTs, WSs, WAs, UUAs, AWWs, and CWAs.

c through d No Change

PHRASEOLOGY−

CONTACT FLIGHT WATCH OR FLIGHT SERVICE

FOR ADDITIONAL DETAILS.

PHRASEOLOGY−

CONTACT FLIGHT WATCH OR FLIGHT SERVICE,

AS APPROPRIATE, FOR ADDITIONAL DETAILS.

NOTE−

Delete all reference to FLIGHT WATCH when not

available at time of broadcast.

Delete

1. PARAGRAPH NUMBER AND TITLE:

6−1−2. FLIGHT PLANS,

6−2−1. FLIGHT PLAN RECORDING,

6−6−2. AMIS WITHIN AN ADIZ−DVFR,

6−6−3. FORWARDING DVFR INFORMATION,

6−6−5. ADDRESSING DVFR FLIGHT PLAN MESSAGES, and

7−2−3. INBOUND PRIVATE AIRCRAFT: ADIZ REQUIREMENTS

2. BACKGROUND: DVFR procedures, as contained in FAAH 7110.10 and FAAH 7610.4, were developed over 25 years

ago. Those procedures required that DVFR flight plan information be sent to the tie−in ARTCC, who then forwarded the

information to NORAD. The pilot had to activate his/her flight plan (for SAR purposes) with the AFSS and then contact the

ARTCC to obtain his/her beacon code and activate the DVFR flight plan. The ARTCC would then forward the activation

time to NORAD. When these procedures were developed, DVFR traffic was low volume, and the procedures, while very

work intensive, were acceptable for this level of activity. With the rapid development of oil fields, off both coasts and in the

Gulf of Mexico that began during the late 1980s, and the resultant huge increase in helicopter traffic in support of these

operations, the procedures quickly proved inadequate for the task.

In the mid 1990s, the Southwest Region began testing a new system for handling DVFR traffic. Using a PC with a Service B

drop, the AFSS accepted and transmitted DVFR flight plans directly to NORAD using a specially created address, ZAM. The

AFSS assigned the beacon code when the pilot filed his/her flight plan. This new system and procedure alleviated the burden

on the ARTCC and only required one radio contact by the pilot on departure.

3. CHANGE:

OLD NEW

6−1−2. FLIGHT PLANS 6−1−2. FLIGHT PLANS

Title through j No Change
JO 7110.10T 2/14/08

BG−6 Briefing Guide

Add k. When a pilot files a DVFR flight plan, advise the

pilot to activate with Flight Service. Also advise the

pilot that a discrete beacon code will be assigned upon

activation.

Add NOTE−

1. A discrete beacon code may be assigned when the

flight plan is filed, as necessary. If the pilot wants to file

a DVFR flight plan that departs outside the facility’s

flight plan area, provide the applicable toll−free

number for the departure FSS.

2. Discrete beacon codes are assigned to facilities in

accordance with FAAO 7110.66, National Beacon

Code Allocation Plan.

OLD NEW

6−2−1. FLIGHT PLAN RECORDING 6−2−1. FLIGHT PLAN RECORDING

Record flight plans on FAA Form 7233−1, on M1FC

Domestic Flight Plan Mask, or on OASIS Flight Plan

dialog box. Completion of all blocks or fields is not

required in every case, and all items filed are not always

transmitted. Use authorized abbreviations where possible.

Complete as follows:

Record flight plans on FAA Form 7233−1, M1FC

Domestic Flight Plan Mask, or in the OASIS Domestic

Flight Plan dialog box. Completion of all blocks or fields

is not required in every case, and all items filed are not

always transmitted. Use authorized abbreviations where

possible. Complete as follows:

NOTE− through a2 No Change

(a) V − civilian VFR flight plans. (a) V − civilian VFR flight plans including

DVFR.

(b) through (c) No Change

(d) DV − DVFR flight plans. M1FC will accept

DV flight plans only as a proposal addressed to an

ARTCC.

(d) DV − Do not use. See para 6−6−3a.

(e) through 3 No Change

(a) VFR (a) VFR − civilian VFR flight plans, including

DVFR.

(b) No Change

(c) DVFR (c) DVFR − Do not use. See para 6−6−3a.

(d) through (i) No Change

(j) DVFR STOPOVER (j) DVFR STOPOVER − Do not use.
2/14/08 JO 7110.10T

Briefing Guide BG−7

OLD NEW

6−6−2. AMIS WITHIN AN ADIZ−DVFR 6−6−2. AMIS WITHIN AN ADIZ−DVFR

For security control of air traffic, specific information

contained inflight plans filed by a pilot operating or

proposing to operate in accordance with DVFR within an

ADIZ shall be forwarded to the appropriate ARTCC.

For security control of air traffic, specific information

contained in flight plans filed by a pilot operating or

proposing to operate in accordance with DVFR within an

ADIZ shall be forwarded to NORAD.

NOTE−

Other offices, military and civil, which have direct communications with the appropriate ARTCC are permitted

to forward DVFR flight plan data directly to the ARTCC.

When pilots require normal handling of VFR flight plans,

these offices are permitted to file a VFR flight plan with

the AFSS/FSS and a DVFR flight plan with the ARTCC.

NOTE−

Other offices, military and civil, as well as pilots, may

file DVFR flight plans with an AFSS/FSS for forwarding to NORAD.

OLD NEW

6−6−3. FORWARDING DVFR INFORMATION 6−6−3. FORWARDING DVFR INFORMATION

Forward DVFR flight plan information to the

appropriate ARTCC by Service F interphone or Service

B as follows:

Except for Alaska, forward DVFR flight plan

information to NORAD via the Service B NORAD

address or by telephone as follows:

Add NOTE−

1. The following NORAD addresses are group

addresses that include all appropriate NORAD sectors

and law enforcement:

KZAMZQZX − the contiguous 48 states and San Juan.

PHIRAOCZ − Hawaii.

2. NORAD will not send an acknowledgement and

must be manually acknowledged from the suspense list

by the specialist. (NORAD Headquarters assumes

responsibility for receipt.)

a. DVFR. a. VFR.

Add 1. M1FC − DVFR flight plans shall be entered

into the M1FC Flight Plan mask with “V” in the FR:

field for processing purposes. The applicable

NORAD address must be manually entered into the

CP: field. If “NORIV,” delete AFSS closure point

address.

Add 2. OASIS − DVFR flight plans shall be entered

into the OASIS Flight Plan dialog box with “VFR”

selected in the Flight Rules (FR) drop−down list box

for processing purposes. The applicable NORAD

address must be manually entered into the Closure

Points text box. If “NORIV,” delete AFSS closure

point address.

b through f No Change

1. When the flight plan information is provided

before the aircraft’s departure, forward the proposed

departure time.

1. When the flight plan information is provided

before the aircraft’s departure, enter as a proposal.

Depart the flight plan immediately upon receipt of

the actual departure time.

2 Delete
JO 7110.10T 2/14/08

BG−8 Briefing Guide

3. If arrangements cannot be made to obtain the

actual departure time, forward the ETD.

2. If arrangements cannot be made to obtain the

actual departure time, forward the estimated time of

departure (ETD).

g No Change

h. Route of flight. h. ETA.

i No Change

j. Remarks as appropriate. j. Remarks.

1 through 5 Delete

Add 1. DVFR discrete transponder code.

Add 2. True airspeed.

Add 3. Estimated point of penetration of the ADIZ

(latitude/longitude or fix−radial−distance).

Add 4. Estimated time of penetration of the ADIZ.

Add 5. If no arrival report (NORIV) will be filed with

an appropriate aeronautical facility, include the

abbreviation NORIV. Do not pass “NORIV” to

NORAD. For Service B transmissions, precede

“NORIV” remark with the percent (%) symbol.

Add EXAMPLE−

1210 135 3442/9345 1446

Add NOTE−

On a proposed flight plan, a single “X” may replace the

DVFR discrete transponder code, true airspeed, estimated point of penetration of ADIZ, or the estimated time

of penetration.

Add EXAMPLE−

Missing true airspeed:

1210 X 3442/9345 1446

Missing estimated point of ADIZ penetration and

time with NORIV:

1210 135 XX %NORIV

OLD NEW

6−6−5. ADDRESSING DVFR FLIGHT PLAN

MESSAGES

6−6−5. ADDRESSING DVFR FLIGHT PLAN

MESSAGES

Forward DVFR flight plan information to the ARTCC in

whose flight advisory area penetration of an ADIZ is

intended unless special arrangements provide otherwise.

(Reference para 6−6−3.)

Forward DVFR flight plan information (Reference para

6−6−3) as follows:

a. Contiguous U.S. ADIZ. (See TBL 6−6−1.) a. Contiguous U.S. ADIZ. Forward DVFR flight

plan information to NORAD.

TBL 6−6−1 Delete

b. Alaskan ADIZ. (See TBL 6−6−2.) b. Alaskan ADIZ. Alaska ADIZ procedures are

contained in a Letter of Agreement with the affected

facility.

TBL 6−6−2 Delete
2/14/08 JO 7110.10T

Briefing Guide BG−9

c. Hawaiian ADIZ. c. Hawaiian ADIZ. Forward all DVFR flight plan

information to NORAD.

NOTE−

Forward all DVFR flight plan messages concerning

flight in the Hawaiian ADIZ to the Honolulu ARTCC.

Delete

Add 1. M1FC − Enter “V” in the FR: field of the Flight

Plan mask.

Add 2. OASIS − Select “VFR” in the Flight Rules

drop−down list of the Flight Plan dialog box.

d. Canada. Routing DVFR flight plan messages. d. Canada. Routing DVFR Flight Plan messages to

Canada. Compose DVFR messages pertaining to

aircraft operating on a DVFR flight into Canada

using the same procedure as for DVFR messages in

the contiguous 48 states, except add “DVFR” in

remarks. In addition, address and route to the

appropriate transborder tie−in station.

NOTE−

Compose DVFR messages pertaining to aircraft operating on a DVFR flight into Canada in the same format as

for DVFR messages in the U.S., address and route via

Service B.

Delete

OLD NEW

7−2−3. INBOUND PRIVATE AIRCRAFT: ADIZ

REQUIREMENTS

7−2−3. INBOUND PRIVATE AIRCRAFT: ADIZ

REQUIREMENTS

Title through c No Change

d. Forward information on DVFR aircraft inbound to

the U.S. to the appropriate ARTCC facility via NADIN

or interphone. Forward actual departure times by

interphone. Forward the following information:

d. Forward information on DVFR aircraft inbound to

the U.S. to NORAD via Service B or by telephone.

Forward the following information:

1. Aircraft call sign. No Change

2. Number of aircraft. 2. Number and type of aircraft.

3. Type of aircraft. Delete

4. Altitude. 3. Altitude (within ADIZ).

5 through 7 Renumber 4 through 6

8. Route of flight. 7. Destination.

9. Destination. 8. ETA.

10. Remarks. Estimated time and point of

penetration of ADIZ, position reports, revisions to

position reports for penetration point, other information

deemed necessary for the security control of air traffic.

9. Remarks: DVFR discrete transponder code;

estimated point of penetration of ADIZ

(latitude/longitude or fix−radial−distance);

estimated time of penetration of ADIZ.

Add NOTE−

1. See para 6−6−3 for M1FC and OASIS transmission

information.

NOTE−

Further information on ADIZ requirements is contained

in 14 CFR Part 99.

2. Further information on ADIZ requirements is

contained in 14 CFR Part 99.

U.S. Department

of Transportation

Federal Aviation

Administration

JO 7110.10T CHG 1

7/31/08

Initiated By: AJR−0

Vice President, System Operations Services

Distribution: ZAT−712, ZAT−423 (External)

BRIEFING GUIDE

U.S. DEPARTMENT OF TRANSPORTATION

FEDERAL AVIATION ADMINISTRATION
JO 7110.10T CHG 1 7/31/08

BG−2 Briefing Guide

Table of Contents

Paragraph

Number

Title Page

4−3−8 DEPARTURE REPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

4−4−8 AUTOMATIC FLIGHT INFORMATION SERVICE (AFIS) − ALASKA FSSs

ONLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

3

6−2−3 ALASKA SPECIAL INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
7/31/08 JO 7110.10T CHG 1

Briefing Guide BG−3

1. PARAGRAPH NUMBER AND TITLE: 4−3−8. DEPARTURE REPORTS

2. BACKGROUND: Presently, when a departing IFR aircraft reports or is observed airborne, the flight service station is

required to transmit the aircraft identification and departure time to the departure control facility. However, in many cases the

control facility has already established radio or radar contact with the aircraft before (or at the same time as) the FSS/AFSS

has transmitted the departure time. (For example, when clearances are issued directly to the aircraft and the FSS/AFSS is

providing airport advisories). In these situations, providing a departure report to the IFR facility is redundant. This change

will allow those facilities where this redundant procedure exists to implement a Letter of Agreement between the IFR control

facility and the flight service station to omit the requirement to pass on the departure report.

3. CHANGE:

OLD NEW

4−3−8. DEPARTURE REPORTS 4−3−8. DEPARTURE REPORTS

Title through PHRASEOLOGY No Change

NOTE−

This includes known VFR departure times of aircraft

which are to obtain IFR clearances when airborne.

Add

NOTE−

1. This includes known VFR departure times of aircraft

which are to obtain IFR clearances when airborne.

2. The requirement for transmitting departure reports

may be omitted if requested by the IFR control facility,

provided the procedures are specified in a Letter of

Agreement.

1. PARAGRAPH NUMBER AND TITLE: 4−4−8. AUTOMATIC FLIGHT INFORMATION SERVICE (AFIS) −

ALASKA FSSs ONLY

2. BACKGROUND: The Alaska Flight Services Information Area is broadcasting flight information from 10 automatic

recorder units that were installed at remote Flight Service Stations (1 more planned for a total of 11). The first 3 of these were

commissioned in the 1980s to provide repetitive information to pilots at busy remote locations, and the next 7 were installed

in 2005 and 2006 as a result of the success of the program at the initial 3 installations. The FSS recorded flight information

program is similar to the terminal ATIS program, but there are significant differences. FSS recordings do not provide runway

in use or approach in use information, but do emphasize weather and local NOTAM information. The proposed change to

FAAO JO 7110.10, along with changes to the AIM, FAAO JO 7210.3, and FAAO 7930.2, will name the broadcast service and

equipment, “Automatic Flight Information Service (AFIS),” and establish procedures for the use of AFIS in Alaska FSS

locations.

3. CHANGE:

OLD NEW

Add 4−4−8. AUTOMATIC FLIGHT INFORMATION

SERVICE (AFIS) − ALASKA FSSs ONLY

Add Use the AFIS to provide advance non−control

airport, meteorological, and pertinent NOTAM

information to aircraft.

NOTE−

Use of the AFIS by pilots is not mandatory, but pilots

who use two−way radio communication with the FSS

are urged to use the service.
JO 7110.10T CHG 1 7/31/08

BG−4 Briefing Guide

Add a. Begin each new AFIS message with the

airport/facility name and a phonetic alphabet letter.

The phonetic alphabet letter shall also be spoken at

the end of the message and be used sequentially,

beginning with “Alfa,” ending with “Zulu.”

Full−time facilities shall repeat the letter without

regard to the beginning of a new day. Part−time

facilities shall identify the first resumed broadcast

message with “Alfa.”

b. The AFIS recording shall be reviewed for

completeness, accuracy, speech rate, and proper

enunciation before being transmitted.

c. Maintain an AFIS message that reflects the most

current local airport information.

1. Make a new AFIS recording when any of the

following occur:

(a) Upon receipt of any new official weather, regardless of any change in values.

(b) When runway braking action reports are

received that indicate runway braking is worse than

that which was included in the current AFIS broadcast.

(c) When there is a change in any other pertinent data for the airport or surrounding area, such as

change in favored runway, new or canceled

NOTAMs, AIRMETs, SIGMETs, CWAs, PIREPs, or

other information that facilitates the repetitive transmission of essential but routine information.

2. Data may be omitted because of rapidly changing weather conditions or other circumstances when

deemed necessary by the supervisor or controller−in−

charge. When this occurs, the AFIS shall state the

name of the appropriate facility to contact (and frequency, if different from airport CTAF) to obtain the

missing data.

3. Broadcast, on the LAA frequency, the new airport AFIS phonetic alphabet identifier after each

new recording.

4. After establishing two−way radio communication, if the pilot does not state that he/she has the current AFIS code, the specialist shall either:

(a) Use LAA procedures to issue pertinent AFIS

information, or

(b) Advise the pilot to return to the AFIS frequency.

Specialists shall provide LAA information when the

AFIS is not available.

5. At the discretion of the supervisor/controller−

in−charge, AFIS broadcasts may be suspended within specified time periods. During these periods, the

AFIS shall contain a brief statement the AFIS is suspended for the specified time and pilots should contact the FSS for LAA.
7/31/08 JO 7110.10T CHG 1

Briefing Guide BG−5

Add PHRASEOLOGY−

“(Airport name) FLIGHT INFORMATION

BROADCASTS ARE SUSPENDED UNTIL (time).

CONTACT (facility name) RADIO ON (frequency)

FOR AIRPORT INFORMATION.”

6. Part−time and seasonal facilities shall record a

message with the appropriate frequency and facility

contact information as well as known information regarding resumption of FSS LAA.

PHRASEOLOGY−

“(Name of FSS) HOURS OF OPERATION ARE

(time) LOCAL TIME TO (time) LOCAL TIME. THE

COMMON TRAFFIC ADVISORY FREQUENCY IS

(frequency). PILOT CONTROLLED LIGHTING IS

AVAILABLE ON (frequency). FOR ADDITIONAL

INFORMATION CONTACT (name of AFSS) ON (frequency).”

“(Name of FSS) IS CLOSED FOR THE WINTER

SEASON. THE COMMON TRAFFIC ADVISORY

FREQUENCY IS (frequency). PILOT

CONTROLLED LIGHTING IS AVAILABLE ON (frequency). FOR ADDITIONAL INFORMATION

CONTACT (name of AFSS) ON (frequency).”

7. In the event of an AFIS equipment failure, the

supervisor/controller−in−charge shall make an entry

in the Daily Record of Facility Operation, FAA Form

7230−4; notify the appropriate Technical Operations

personnel; issue a NOTAM; and resume LAA.

8. Use the following format and include the following in AFIS broadcast as appropriate:

(a) (Airport/facility name) airport information.

(b) Phonetic alphabet designator.

(c) Special routing procedures in effect (when

appropriate for the Ketchikan (KTN) area).

(d) Time of the AFIS preparation (UTC) followed by the word, “ZULU.”

(e) Weather information consisting of: Wind,

visibility, present weather (obstructions to visibility),

sky condition, temperature, dew point, altimeter,

pertinent remarks included in the official weather

observation. The ceiling/sky condition, visibility, and

obstructions to vision may be omitted if the ceiling is

above 5,000 feet and the visibility is more than 5 miles.

EXAMPLE−

“The weather is better than five thousand and five.”
JO 7110.10T CHG 1 7/31/08

BG−6 Briefing Guide

Add (f) Favored runway and additional local information, as required.

(g) NOTAMs concerning local NAVAIDs and

field conditions pertinent to flight.

EXAMPLE−

“Notice to Airmen, Iliamna NDB out of service.”

“Transcribed weather broadcast out of service.”

(h) Runway breaking action or friction reports

when provided. Include the time of the report and a

word describing the cause of the runway friction

problem.

PHRASEOLOGY−

“RUNWAY (number) MU (first value, second value,

third value) AT (time), (cause).”

REFERENCE−

FAAO JO 7110.10, Para 4−4−2, LAA/RAIS/RAA Elements and

Phraseology.

(i) Low Level Wind shear (LLWS) advisory, including those contained in the terminal forecast and

in pilot reports. (Include pilot report information at

least 20 minutes following the report).

EXAMPLE−

“Low level wind shear is forecast.”

(j) Unauthorized Laser Illumination Events.

When a laser event is reported, include reported unauthorized laser illumination events on the AFIS

broadcast for one hour following the last report. Include the time, location, altitude, color, and direction

of the laser as reported by the pilot.

PHRASEOLOGY−

“UNAUTHORIZED LASER ILLUMINATION

EVENT, (UTC time), (location), (altitude), (color),

(direction).”

EXAMPLE−

“Unauthorized laser illumination event at zero one

zero zero Zulu, eight−mile final runway one eight at

three thousand feet, green laser from the southwest.”

(k) Man−Portable Air Defense Systems

(MANPADS) alert and advisory. Specify the nature

and location of threat or incident, whether reported

or observed and by whom, time (if known), and notification to pilots to advise ATC if they need to divert.

PHRASEOLOGY−

“MANPADS ALERT. EXERCISE EXTREME

CAUTION. MANPADS THREAT/ATTACK/POST−

EVENT ACTIVITY OBSERVED/REPORTED BY

(reporting agency) (location) AT (time, if known).

(When transmitting to an individual aircraft) ADVISE

ON INITIAL CONTACT IF YOU WANT TO

DIVERT.”
7/31/08 JO 7110.10T CHG 1

Briefing Guide BG−7

Add EXAMPLE−

“MANPADS alert. Exercise extreme caution.

MANPADS threat reported by TSA, Anchorage area.

Advise on initial contact if you want to divert.”

“MANPADS alert. Exercise extreme caution.

MANPADS attack observed by flight service station

one−half mile northwest of airfield at one−two−five−

zero Zulu. Advise on initial contact if you want to divert.”

NOTE−

1. Upon receiving or observing an unauthorized

MANPADS alert/advisory, contact the Alaska Flight

Service Information Area Group through the Alaskan

Region Regional Operations Center (ROC).

2. Continue broadcasting the MANPADS alert/advisory until advised by national headquarters the threat is

no longer present. Coordination may be through

Alaska Flight Service Information Area Group or the

Alaskan Region ROC.

REFERENCE−

FAAO JO 7210.3, Para 2−1−9, Handling MANPADS Incidents.

(l) Any other advisories applicable to the area

covered by the FSS LAA.

(m) Local frequency advisory.

PHRASEOLOGY−

“CONTACT (facility name) RADIO ON (frequency)

FOR TRAFFIC ADVISORIES.”

(n) Instructions for the pilot to acknowledge receipt of the FSS AFIS message on initial contact.

EXAMPLE−

“Dillingham airport information ALFA. One six five

five Zulu. Wind one three zero at eight; visibility one

five; ceiling four thousand overcast; temperature four,

dew point three; altimeter two niner niner zero.

Favored runway one niner. Notice to Airmen, Dillingham V−O−R out of service. Contact Dillingham Radio

on one two three point six for traffic advisories. Advise

on initial contact you have ALFA.”

“Kotzebue information ALFA. One six five five Zulu.

Wind, two one zero at five; visibility two, fog; ceiling

one hundred overcast; temperature minus one two, dew

point minus one four; altimeter three one zero five. Altimeter in excess of three one zero zero, high pressure altimeter setting procedures are in effect. Favored runway two six. Weather in Kotzebue surface area is below

V−F−R minima − an ATC clearance is required.

Contact Kotzebue Radio on one two three point six for

traffic advisories and advise intentions. Notice to Airmen, Hotham NDB out of service. Transcribed Weather Broadcast out of service. Advise on initial contact

you have ALFA.”
JO 7110.10T CHG 1 7/31/08

BG−8 Briefing Guide

1. PARAGRAPH NUMBER AND TITLE: 6−2−3. ALASKA SPECIAL INSTRUCTIONS

2. BACKGROUND: The PANCYAYI address referenced in FAAO JO 7110.10T, Paragraph 6−2−3 is assigned to a

terminal that existed in the Alaska Flight Inspection Field Office (FIFO). This address provided information that was

beneficial to FIFO for many years when they had an extensive fleet of aircraft that performed Flight Check duties and also

supplied remote sites. FIFO no longer needs this information directly from FSS/AFSSs, and the terminal that was located at

the Anchorage FIFO has been removed. The address PANCYAYI is no longer valid.

3. CHANGE:

OLD NEW

6−2−3. ALASKA SPECIAL INSTRUCTIONS Delete

All flight plans, departures (including intermediate

departures) or arrivals, on an FAA aircraft, will be given

normal distribution plus PANCYAYI whether VFR or

IFR.

Delete

EXAMPLE−

AISR

FF PANCYAYI

DTG PAENYFYX

N123 D1345

AISR

FF PANCYAYI

DTG PAENYFYX

N123 ENA A1345 ANC

Delete

6−2−4and 6−2−5 Renumbered 6−2−3 and 6−2−4
U.S. Department

of Transportation

Federal Aviation

Administration

JO 7110.10T CHG 2

3/12/09

Initiated By: AJR−0

Vice President, System Operations Services

Distribution: ZAT−712, ZAT−423 (External)

BRIEFING GUIDE

U.S. DEPARTMENT OF TRANSPORTATION

FEDERAL AVIATION ADMINISTRATION
JO 7110.10T CHG 2 3/12/09

BG−2 Briefing Guide

Table of Contents

Paragraph

Number

Title Page

6−2−3 FLIGHT PLANS WITH AREA NAVIGATION (RNAV) ROUTES IN

DOMESTIC U.S. AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 

3
3/12/09 JO 7110.10T CHG 2

Briefing Guide BG−3

1. PARAGRAPH NUMBER AND TITLE: 6−2−3. FLIGHT PLANS WITH AREA NAVIGATION (RNAV)

ROUTES IN DOMESTIC U.S. AIRSPACE

2. BACKGROUND: Over the next several years, the Federal Aviation Administration (FAA) will be implementing an

equipment replacement program called En Route Automation Modernization (ERAM), replacing legacy Host computer

processing systems at 20 Air Route Traffic Control Centers (ARTCC).

In support of this modernization, on June 29, 2008 all FAA ARTCC Host computer systems will switch from Domestic Flight

Plan (FAA Form 7233−1) processing to International Flight Plan (FAA Form 7233−4) processing for those pilots wishing to

receive automated assignment of RNAV SID, RNAV STAR, and/or RNAV PTP routes. After June 29, 2008, all ARTCC Host

systems will automatically assign preferential routes based on the equipment capability filed in International Flight Plan Item

10 (Equipment) and the RNAV value specified by the user in Item 18 (Other Information). Once the change is implemented,

users who file a Domestic Flight Plan will be eligible for the assignment of conventional procedures only.

Since Anchorage ARTCC is not part of the ERAM project, the procedures contained in new paragraph 6−2−3 do not apply to

flights whose route remains entirely within Alaska domestic airspace.

3. CHANGE:

OLD NEW

Add 6−2−3. FLIGHT PLANS WITH AREA

NAVIGATION (RNAV) ROUTES IN DOMESTIC

U.S. AIRSPACE

Add Use FAA Form 7233−4, International Flight Plan, for

pilots filing flight plans in domestic U.S. airspace if

automatic assignment of any of the following RNAV

routes are desired: RNAV Standard Instrument

Departure (SID); RNAV Standard Terminal Arrival

Route (STAR); and/or RNAV Point−to−Point (PTP).

For these flight plans, adhere to the following

guidelines:

Add a. Item 10, Equipment. Enter “Z” in the

equipment field in addition to other entries

pertaining to radio communication, navigation and

approach aids.

Add EXAMPLE−

SDGIWZ/S

Add b. Item 18, Other Information.

Add 1. If the aircraft is RNAV 1 or RNAV 2 capable,

enter “NAV/RNV” followed by the appropriate

RNAV accuracy value:

Add (a) RNAV 1 SID, enter “D1”.

Add (b) RNAV 1 STAR, enter “A1”.

Add (c) En route RNAV, enter “E2”.

Add EXAMPLE−

NAV/RNVD1

NAV/RNVA1

NAV/RNVE2

NAV/RNVD1A1

NAV/RNVD1E2A1

Add NOTE−

The “D,” “E,” and “A” characters may appear in any

order following “NAV/RNV.”
JO 7110.10T CHG 2 3/12/09

BG−4 Briefing Guide

Add 2. If the aircraft is RNAV PTP capable but not

RNAV 1 and/or RNAV 2 capable, enter “RMK/PTP”

and “NAV/RNVE99”.

Add EXAMPLE−

RMK/PTP NAV/RNVE99

Add NOTE−

Procedures contained in paragraph 6−2−3 do not apply

to flights whose route remains entirely within Alaska

domestic airspace.