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5-5-1. APPLICATION
a. Radar separation shall be applied to all RNAV
aircraft operating on a random (impromptu) route at
or below FL 450 and to all published Q routes in the
conterminous United States.
b. Radar separation may be applied between:
1. Radar identified aircraft.
2. An aircraft taking off and another radar
identified aircraft when the aircraft taking off will be
radar-identified within 1 mile of the runway end.
3. A radar-identified aircraft and one not
radar-identified when either is cleared to climb/descend through the altitude of the other provided:
(a) The performance of the radar system is
adequate and, as a minimum, primary radar targets or
ASR-9/Full Digital Radar Primary Symbol targets
are being displayed on the display being used within
the airspace within which radar separation is being
applied; and
(b) Flight data on the aircraft not radar-identified indicate it is a type which can be expected
to give adequate primary/ASR-9/Full Digital Radar
Primary Symbol return in the area where separation
is applied; and
(c) The airspace within which radar separation is applied is not less than the following number
of miles from the edge of the radar display:
(1) When less than 40 miles from the
antenna- 6 miles;
(2) When 40 miles or more from the
antenna- 10 miles;
(3) Narrowband radar operations-
10 miles; and
(d) Radar separation is maintained between
the radar-identified aircraft and all observed primary,
ASR-9/Full Digital Radar Primary Symbol, and
secondary radar targets until nonradar separation is
established from the aircraft not radar identified; and
(e) When the aircraft involved are on the same
relative heading, the radar-identified aircraft is
vectored a sufficient distance from the route of the
aircraft not radar identified to assure the targets are
not superimposed prior to issuing the clearance to
climb/descend.
REFERENCE-
FAAO JO 7110.65, Para 4-1-2, Exceptions.
FAAO JO 7110.65, Para 4-4-1, Route Use.
FAAO JO 7110.65, Para 5-3-1, Application.
FAAO JO 7110.65, Para 5-5-8, Additional Separation for Formation
Flights.
FAAO JO 7110.65, Para 5-9-5, Approach Separation
Responsibility.
5-5-2. TARGET SEPARATION
a. Apply radar separation:
1. Between the centers of primary radar targets;
however, do not allow a primary target to touch
another primary target or a beacon control slash.
2. Between the ends of beacon control slashes.
NOTE-
At TPX-42 sites, the bracket video feature must be
activated to display the beacon control slash.
3. Between the end of a beacon control slash and
the center of a primary target.
4. All-digital displays. Between the centers of
digitized targets. Do not allow digitized targets to
touch.
REFERENCE-
FAAO JO 7110.65, Para 5-9-7, Simultaneous Independent
ILS/MLS Approaches- Dual & Triple.
5-5-3. TARGET RESOLUTION
a. A process to ensure that correlated radar targets
or digitized targets do not touch.
b. Mandatory traffic advisories and safety alerts
shall be issued when this procedure is used.
NOTE-
This procedure shall not be provided utilizing mosaic radar
systems.
c. Target resolution shall be applied as follows:
1. Between the edges of two primary targets or
the edges of primary digitized targets.
2. Between the end of the beacon control slash
and the edge of a primary target or primary digitized
target.
3. Between the ends of two beacon control
slashes.
5-5-4. MINIMA
Separate aircraft by the following minima:
a. Broadband Radar System or Digital Terminal
Automation System (DTAS):
NOTE-
Includes single sensor long range radar mode.
1. When less than 40 miles from the antenna-
3 miles.
2. When 40 miles or more from the antenna-
5 miles.
3. TERMINAL. For single sensor ASR-9 with
Mode S, when less than 60 miles from the antenna -
3 miles.
NOTE-
Wake turbulence procedures specify increased separation
minima required for certain classes of aircraft because of
the possible effects of wake turbulence.
b. Stage A/DARC, MEARTS Mosaic Mode,
Terminal Mosaic/Multi-Sensor Mode:
NOTE-
Mosaic/Multi-Sensor Mode combines radar input from 2
to 16 sites into a single picture utilizing a mosaic grid
composed of radar sort boxes.
1. Below FL 600- 5 miles.
2. At or above FL 600- 10 miles.
3. For areas meeting all of the following
conditions:
(a) Radar site adaptation is set to single
sensor.
(b) Significant operational advantages can be
obtained.
(c) Within 40 miles of the antenna.
(d) Below FL 180.
(e) Facility directives specifically define the
area where the separation can be applied. Facility
directives may specify 3 miles.
REFERENCE-
FAAO JO 7210.3, Para 8-2-1, Single Site Coverage Stage A
Operations.
FAAO JO 7210.3, Para 11-8-15, Single Site Coverage ATTS
Operations.
4. When transitioning from terminal to en route
control, 3 miles increasing to 5 miles or greater,
provided:
(a) The aircraft are on diverging routes/courses, and/or
(b) The leading aircraft is and will remain
faster than the following aircraft; and
(c) Separation constantly increasing and the
first center controller will establish 5 NM or other
appropriate form of separation prior to the aircraft
departing the first center sector; and
(d) The procedure is covered by a letter of
agreement between the facilities involved and limited
to specified routes and/or sectors/positions.
c. MEARTS Mosaic Mode:
NOTE-
1. Sensor Mode displays information from the radar input
of a single site.
2. Procedures to convert MEARTS Mosaic Mode to
MEARTS Sensor Mode at each PVD/MDM will be
established by facility directive.
1. When less than 40 miles from the antenna-
3 miles.
2. When 40 miles or more from the antenna-
5 miles.
d. STARS Multi-Sensor Mode:
NOTE-
1. In Multi-Sensor Mode, STARS displays targets as filled
and unfilled boxes, depending upon the target's distance
from the radar site providing the data. Since there is
presently no way to identify which specific site is providing
data for any given target, utilize separation standards for
targets 40 or more miles from the antenna.
2. When operating in STARS Single Sensor Mode, if TRK
appears in the data block, handle in accordance with
para 5-3-7, Identification Status, subpara
b, and take appropriate steps to establish
nonradar separation.
3. TRK appears in the data block whenever the aircraft is
being tracked by a radar site other than the radar currently
selected. Current equipment limitations preclude a target
from being displayed in the single sensor mode; however,
a position symbol and data block, including altitude
information, will still be displayed. Therefore, low altitude
alerts shall be provided in accordance with para
2-1-6, Safety Alert.
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WAKE TURBULENCE APPLICATION
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e. Separate aircraft operating directly behind, or
directly behind and less than 1,000 feet below, or
following an aircraft conducting an instrument
approach by:
NOTE-
1. When applying wake turbulence separation criteria,
directly behind means an aircraft is operating within
2500 feet of the flight path of the leading aircraft over the
surface of the earth.
2. Consider parallel runways less than 2,500 feet apart as
a single runway because of the possible effects of wake
turbulence.
1. Heavy behind heavy- 4 miles.
2. Large/heavy behind B757- 4 miles.
3. Small behind B757- 5 miles.
4. Small/large behind heavy - 5 miles.
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WAKE TURBULENCE APPLICATION
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f. TERMINAL. In addition to subpara e, separate
an aircraft landing behind another aircraft on the
same runway, or one making a touch-and-go,
stop-and-go, or low approach by ensuring the
following minima will exist at the time the preceding
aircraft is over the landing threshold:
NOTE-
Consider parallel runways less than 2,500 feet apart as a
single runway because of the possible effects of wake
turbulence.
1. Small behind large- 4 miles.
2. Small behind B757- 5 miles.
3. Small behind heavy- 6 miles.
g. TERMINAL. 2.5 nautical miles (NM) separation is authorized between aircraft established on the
final approach course within 10 NM of the landing
runway when operating in single sensor slant range
mode and aircraft remains within 40 miles of the
antenna and:
1. The leading aircraft's weight class is the same
or less than the trailing aircraft;
2. Heavy aircraft and the Boeing 757 are
permitted to participate in the separation reduction as
the trailing aircraft only;
3. An average runway occupancy time of
50 seconds or less is documented;
4. CTRDs are operational and used for quick
glance references;
REFERENCE-
FAAO JO 7110.65, Para 3-1-9, Use of Tower Radar Displays.
5. Turnoff points are visible from the control
tower.
REFERENCE-
FAAO JO 7110.65, Para 2-1-19, Wake Turbulence.
FAAO JO 7110.65, Para 3-9-6, Same Runway Separation.
FAAO JO 7110.65, Para 5-5-7, Passing or Diverging.
FAAO JO 7110.65, Para 5-5-9, Separation from Obstructions.
FAAO JO 7110.65, Para 5-8-3, Successive or Simultaneous
Departures.
FAAO JO 7110.65, Para 5-9-5, Approach Separation
Responsibility.
FAAO JO 7110.65, Para 7-6-7, Sequencing.
FAAO JO 7110.65, Para 7-7-3, Separation.
FAAO JO 7110.65 Para 7-8-3, Separation.
FAAO JO 7210.3, Para 10-4-8, Reduced Separation on Final.
5-5-5. VERTICAL APPLICATION
Aircraft not laterally separated, may be vertically
separated by one of the following methods:
a. Assign altitudes to aircraft, provided valid
Mode C altitude information is monitored and the
applicable separation minima is maintained at all
times.
REFERENCE-
FAAO JO 7110.65, Para 4-5-1, Vertical Separation Minima.
FAAO JO 7110.65, Para 5-2-17, Validation of Mode C
Readout.
FAAO JO 7110.65, Para 7-7-3, Separation.
FAAO JO 7110.65, Para 7-8-3, Separation.
FAAO JO 7110.65, Para 7-9-4, Separation.
b. Assign an altitude to an aircraft after the aircraft
previously at that altitude has been issued a
climb/descent clearance and is observed (valid
Mode C), or reports leaving the altitude.
NOTE-
1. Consider known aircraft performance characteristics,
pilot furnished and/or Mode C detected information which
indicate that climb/descent will not be consistent with the
rates recommended in the AIM.
2. It is possible that the separation minima described in
para 4-5-1, Vertical Separation Minima,
para 7-7-3, Separation, para 7-8-3,
Separation, or para 7-9-4, Separation, might not
always be maintained using subpara b. However, correct
application of this procedure will ensure that aircraft are
safely separated because the first aircraft must have
already vacated the altitude prior to the assignment of that
altitude to the second aircraft.
REFERENCE-
FAAO JO 7110.65, Para 2-1-3, Procedural Preference.
FAAO JO 7110.65, Para 4-5-1, Vertical Separation Minima.
FAAO JO 7110.65, Para 5-2-17, Validation of Mode C
Readout.
FAAO JO 7110.65, Para 6-6-1, Application.
5-5-6. EXCEPTIONS
a. Do not use Mode C to effect vertical separation
with an aircraft on a cruise clearance, contact
approach, or as specified in para 5-15-4,
System Requirements, subpara e3.
REFERENCE-
FAAO JO 7110.65, Para 6-6-2, Exceptions.
FAAO JO 7110.65, Para 7-4-6, Contact Approach.
P/CG Term- Cruise.
b. Assign an altitude to an aircraft only after the
aircraft previously at that altitude is observed at or
passing through another altitude separated from the
first by the appropriate minima when:
1. Severe turbulence is reported.
2. Aircraft are conducting military aerial
refueling.
REFERENCE-
FAAO JO 7110.65, Para 9-2-12, Military Aerial Refueling.
3. The aircraft previously at that altitude has
been issued a climb/descent at pilot's discretion.
5-5-7. PASSING OR DIVERGING
a. TERMINAL. In accordance with the following
criteria, all other approved separation may be
discontinued, and passing or diverging separation
applied when:
1. Aircraft are on opposite/reciprocal courses
and you have observed that they have passed each
other; or aircraft are on same or crossing courses and
one aircraft has crossed the projected course of the
other and the angular difference between their
courses is at least 15 degrees.
2. The tracks are monitored to ensure that the
primary targets, beacon control slashes, or full digital
terminal system primary and/or beacon target
symbols will not touch.
REFERENCE-
FAAO JO 7110.65, Para 1-2-2, Course Definitions.
NOTE-
Although all other approved separation may be discontinued, the requirements of para 5-5-4, Minima, subparas e
and f shall apply when operating behind a heavy jet/B757.
b. EN ROUTE. Vertical separation between
aircraft may be discontinued when they are on
opposite courses as defined in para 1-2-2,
Course Definitions; and
1. You are in communications with both aircraft
involved; and
2. You tell the pilot of one aircraft about the
other aircraft, including position, direction, type; and
3. One pilot reports having seen the other
aircraft and that the aircraft have passed each other;
and
4. You have observed that the radar targets have
passed each other; and
5. You have advised the pilots if either aircraft
is classified as a heavy jet/B757 aircraft.
6. Although vertical separation may be discontinued, the requirements of para 5-5-4, Minima,
subparas e and f must be applied when operating
behind a heavy jet/B757.
EXAMPLE-
"Traffic, twelve o'clock, Boeing Seven Twenty Seven,
opposite direction. Do you have it in sight?"
(If the answer is in the affirmative):
"Report passing the traffic."
(When pilot reports passing the traffic and the radar
targets confirm that the traffic has passed, issue
appropriate control instructions.)
5-5-8. ADDITIONAL SEPARATION FOR
FORMATION FLIGHTS
Because of the distance allowed between formation
aircraft and lead aircraft, additional separation is
necessary to ensure the periphery of the formation is
adequately separated from other aircraft, adjacent
airspace, or obstructions. Provide supplemental
separation for formation flights as follows:
a. Separate a standard formation flight by adding
1 mile to the appropriate radar separation minima.
REFERENCE-
FAAO JO 7110.65, Para 2-1-13, Formation Flights.
FAAO JO 7110.65, Para 5-5-1, Application.
FAAO JO 7110.65, Para 7-7-3, Separation.
P/CG Term- Formation Flight.
b. Separate two standard formation flights from
each other by adding 2 miles to the appropriate
separation minima.
c. Separate a nonstandard formation flight by
applying the appropriate separation minima to the
perimeter of the airspace encompassing the nonstandard formation or from the outermost aircraft of the
nonstandard formation whichever applies.
d. If necessary for separation between a nonstandard formation and other aircraft, assign an
appropriate beacon code to each aircraft in the
formation or to the first and last aircraft in-trail.
NOTE-
The additional separation provided in para 5-5-8,
Additional Separation for Formation Flights, is not
normally added to wake turbulence separation when a
formation is following a heavier aircraft since none of the
formation aircraft are likely to be closer to the heavier
aircraft than the lead aircraft (to which the prescribed
wake turbulence separation has been applied).
REFERENCE-
FAAO JO 7110.65, Para 9-2-12, Military Aerial Refueling.
5-5-9. SEPARATION FROM
OBSTRUCTIONS
a. Except in En Route Stage A/DARC or
Stage A/EDARC, separate aircraft from obstructions
depicted on the radar display by the following
minima:
1. When less than 40 miles from the antenna-
3 miles.
2. When 40 miles or more from the antenna-
5 miles.
b. Except in En Route Stage A/DARC or
Stage A/EDARC, vertical separation of aircraft
above an obstruction depicted on the radar display
may be discontinued after the aircraft has passed it.
c. En Route Stage A/DARC or Stage A/EDARC,
apply the radar separation minima specified in
para 5-5-4, Minima, subpara b1.
5-5-10. ADJACENT AIRSPACE
a. If coordination between the controllers concerned has not been effected, separate
radar-controlled aircraft from the boundary of
adjacent airspace in which radar separation is also
being used by the following minima:
REFERENCE-
FAAO JO 7110.65, Para 2-1-14, Coordinate Use of Airspace.
1. When less than 40 miles from the antenna-
1 1/2 miles.
2. When 40 miles or more from the antenna-
2 1/2 miles.
3. En route Stage A/DARC or Stage A/EDARC:
(a) Below Flight Level 600- 2 1/2 miles.
(b) Flight Level 600 and above- 5 miles.
b. Separate radar-controlled aircraft from the
boundary of airspace in which nonradar separation is
being used by the following minima:
1. When less than 40 miles from the antenna-
3 miles.
2. When 40 miles or more from the antenna-
5 miles.
3. En route Stage A/DARC or Stage A/EDARC:
(a) Below Flight Level 600- 5 miles.
(b) Flight Level 600 and above- 10 miles.
c. The provisions of subparas a and b do not apply
to VFR aircraft being provided Class B, Class C, or
TRSA services. Ensure that the targets of these
aircraft do not touch the boundary of adjacent
airspace.
d. VFR aircraft approaching Class B, Class C,
Class D, or TRSA airspace which is under the
control jurisdiction of another air traffic control
facility should either be provided with a radar handoff
or be advised that radar service is terminated, given
their position in relation to the Class B, Class C,
Class D, or TRSA airspace, and the ATC frequency,
if known, for the airspace to be entered. These actions
should be accomplished in sufficient time for the pilot
to obtain the required ATC approval prior to entering
the airspace involved, or to avoid the airspace.
5-5-11. EDGE OF SCOPE
Separate a radar-controlled aircraft climbing or
descending through the altitude of an aircraft that has
been tracked to the edge of the scope/display by the
following minima until nonradar separation has been
established:
a. When less than 40 miles from the antenna-
3 miles from edge of scope.
b. When 40 miles or more from the antenna-
5 miles from edge of scope.
c. En route Stage A/DARC or Stage A/EDARC:
1. Below Flight Level 600- 5 miles.
2. Flight Level 600 and above- 10 miles.
5-5-12. BEACON TARGET
DISPLACEMENT
When using a radar target display with a previously
specified beacon target displacement to separate a
beacon target from a primary target, adjacent
airspace, obstructions, or terrain, add a 1 mile
correction factor to the applicable minima. The
maximum allowable beacon target displacement
which may be specified by the facility air traffic
manager is 1/2 mile.
REFERENCE-
FAAO JO 7210.3, Para 3-7-4, Monitoring of Mode 3/A Radar Beacon
Codes.
5-5-13. GPA 102/103 CORRECTION
FACTOR
When using a radar display whose primary radar
video is processed by the GPA 102/103 modification
to a joint-use radar system, apply the following
correction factors to the applicable minima:
a. If less than 40 miles from the antenna- add
1 mile.
b. If 40 miles or more but not over 200 miles from
the antenna- add 3 miles.
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