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b. Issue wake turbulence advisories, and the position, altitude if known, and the direction of flight of: 1. The heavy jet/B757 to aircraft landing behind a departing/arriving heavy jet/B757 on the same or parallel runways separated by less than 2,500 feet. 2. The large aircraft to a small aircraft landing behind a departing/arriving large aircraft on the same or parallel runways separated by less than 2,500 feet. REFERENCE- EXAMPLE- 2. "Number two follow Boeing 757 on two-mile final. Caution wake turbulence." 3-10-4. INTERSECTING RUNWAY SEPARATION Issue traffic information to each aircraft operating on intersecting runways. a. Separate an arriving aircraft using one runway from another aircraft using an intersecting runway or a nonintersecting runway when the flight paths intersect by ensuring that the arriving aircraft does not cross the landing threshold or flight path of the other aircraft until one of the following conditions exists: REFERENCE- 1. The preceding aircraft has departed and
passed the intersection/flight path or is airborne and
turning to avert any conflict. FIG 3-10-6
|
WAKE TURBULENCE APPLICATION |
c. Separate IFR/VFR aircraft landing behind a departing heavy jet/B757 on a crossing runway if the arrival will fly through the airborne path of the departure- 2 minutes or the appropriate radar separation minima. (See FIG 3-10-10.)
d. Issue wake turbulence cautionary advisories, the position, altitude if known, and direction of flight of the heavy jet/B757 to:
REFERENCE-
AC 90-23, Aircraft Wake Turbulence, Para 12, Pilot Responsibility.
1. IFR/VFR aircraft landing on crossing runways behind a departing heavy jet/B757; if the arrival flight path will cross the takeoff path behind the heavy jet/B757 and behind the heavy jet/B757 rotation point. (See FIG 3-10-11.)
EXAMPLE-
"Runway niner cleared to land. Caution wake turbulence,
heavy C-One Forty One departing runway one five."
2. VFR aircraft landing on a crossing runway behind an arriving heavy jet/B757 if the arrival flight path will cross. (See FIG 3-10-12.)
EXAMPLE-
"Runway niner cleared to land. Caution wake turbulence,
Boeing Seven Fifty Seven landing runway three six."
REFERENCE-
FAAO JO 7110.65, Para 7-4-4, Approaches to Multiple
Runways.
3-10-5. LANDING CLEARANCE
a. Issue landing clearance. Restate the landing runway whenever more than one runway is active, or an instrument approach is being conducted to a closed runway.
PHRASEOLOGY-
CLEARED TO LAND,
or
RUNWAY (designator) CLEARED TO LAND.
b. Do not clear an aircraft for a full-stop, touch-and-go, stop-and-go, option, or unrestricted low approach when a departing aircraft has been instructed to taxi into position and hold, is taxiing into position, or is holding in position on the same runway. The landing clearance may be issued once the aircraft in position has started takeoff roll.
c. "USN NOT APPLICABLE." Inform the closest aircraft that is requesting a full-stop, touch-and-go, stop-and-go, option, or unrestricted low approaches when there is traffic authorized to taxi into position and hold on the same runway.
EXAMPLE-
"Delta One, continue, traffic holding in position."
or
"Delta One, runway one eight, continue, traffic holding in
position."
d. During same runway operations, while TIPH is being applied, landing clearance must be withheld if the safety logic system to that runway is inoperative or in limited configuration or conditions are less than reported ceiling 800 feet or visibility less than 2 miles.
EXAMPLE-
If the safety logic system is operating in full core alert
runway configuration:
"Delta One, cleared to land. Traffic holding in position."
or
"Delta One, runway one eight, cleared to land. Traffic
holding in position."
e. USA/USN. Issue surface wind when clearing an aircraft to land, touch-and-go, stop-and-go, low approach, or the option. Restate the landing runway whenever there is a possibility of a conflict with another aircraft which is using or is planning to use another runway.
PHRASEOLOGY-
WIND (surface wind direction and velocity), CLEARED
TO LAND,
or
WIND (surface wind direction and velocity), RUNWAY
(designator) CLEARED TO LAND.
NOTE-
A clearance to land means that appropriate separation on
the landing runway will be ensured. A landing clearance
does not relieve the pilot from compliance with any
previously issued restriction.
3-10-6. ANTICIPATING SEPARATION
a. Landing clearance to succeeding aircraft in a landing sequence need not be withheld if you observe the positions of the aircraft and determine that prescribed runway separation will exist when the aircraft cross the landing threshold. Issue traffic information to the succeeding aircraft if not previously reported and appropriate traffic holding in position or departing prior to their arrival.
EXAMPLE-
"American Two Forty-Five cleared to land, number two
following United Boeing Seven-Thirty-Seven two mile
final, traffic will depart prior to your arrival."
"American Two Forty-Five cleared to land, number two
following United Boeing Seven-Thirty-Seven two mile
final, traffic will be an MD 88 holding in position."
"American Two Forty-Five cleared to land, following
United Boeing Seven-Thirty-Seven two mile final, traffic
will depart prior to your arrival."
NOTE-
Landing sequence number is optional at tower facilities
where arrivals are sequenced by the approach control.
b. Anticipating separation must not be applied when conducting TIPH operations, except as restricted in para 3-10-5d.
REFERENCE-
FAAO JO 7110.65, Para 3-3-2, Closed/Unsafe Runway
Information.
FAAO JO 7110.65, Para 3-10-5, Landing Clearance, subpara c, not
required if utilizing the provisions of Para 3-10-6, Anticipating
Separation.
P/CG Term- Clear of the Runway.
3-10-7. LANDING CLEARANCE WITHOUT VISUAL OBSERVATION
When an arriving aircraft reports at a position where he/she should be seen but has not been visually observed, advise the aircraft as a part of the landing clearance that it is not in sight and restate the landing runway.
PHRASEOLOGY-
NOT IN SIGHT, RUNWAY (number) CLEARED TO
LAND.
NOTE-
Aircraft observance on the CTRD satisfies the visually
observed requirement.
3-10-8. WITHHOLDING LANDING CLEARANCE
Do not withhold a landing clearance indefinitely even though it appears a violation of Title 14 of the Code of Federal Regulations has been committed. The apparent violation might be the result of an emergency situation. In any event, assist the pilot to the extent possible.
3-10-9. RUNWAY EXITING
a. Instruct aircraft where to turn-off the runway after landing, when appropriate, and advise the aircraft to hold short of a runway or taxiway if required for traffic.
PHRASEOLOGY-
TURN LEFT/RIGHT (taxiway/runway),
or
IF ABLE, TURN LEFT/RIGHT (taxiway/runway)
and if required
HOLD SHORT OF (runway).
NOTE-
Runway exiting or taxi instructions should not normally be
issued to an aircraft prior to, or immediately after,
touchdown.
b. Taxi instructions shall be provided to the aircraft by the local controller when:
1. Compliance with ATC instructions will be required before the aircraft can change to ground control, or
2. The aircraft will be required to enter an active runway in order to taxi clear of the landing runway.
EXAMPLE-
"U.S. Air Ten Forty Two, turn right next taxiway, cross
runway two one, contact ground point seven."
"U.S. Air Ten Forty Two, turn right on Alfa/next taxiway,
cross Bravo, hold short of Charlie, contact ground point
seven."
NOTE-
1. An aircraft is expected to taxi clear of the runway unless
otherwise directed by ATC. Pilots shall not exit the landing
runway on to an intersecting runway unless authorized by
ATC. In the absence of ATC instructions, an aircraft should
taxi clear of the landing runway by clearing the hold
position marking associated with the landing runway even
if that requires the aircraft to protrude into or enter another
taxiway/ramp area. This does not authorize an aircraft to
cross a subsequent taxiway or ramp after clearing the
landing runway.
REFERENCE-
P/CG Term- Clear of the Runway.
2. The pilot is responsible for ascertaining when the aircraft is clear of the runway by clearing the runway holding position marking associated with the landing runway.
c. Ground control and local control shall protect a taxiway/runway/ramp intersection if an aircraft is required to enter that intersection to clear the landing runway.
REFERENCE-
FAAO JO 7210.3, Para 10-1-7, Use of Active Runways.
d. Request a read back of runway hold short instructions when not received from the pilot.
EXAMPLE-
"American Four Ninety-two, turn left at Taxiway Charlie,
hold short of Runway 27 Right."
or
"American Four Ninety-two, turn left at Charlie, hold
short of Runway 27 Right."
"American Four Ninety Two, Roger."
"American Four Ninety-two, read back hold
instructions." 32; 32;
NOTE-
Read back hold instructions phraseology may be initiated
for any point on a movement area when the controller
believes the read back is necessary.
3-10-10. ALTITUDE RESTRICTED LOW APPROACH
A low approach with an altitude restriction of not less than 500 feet above the airport may be authorized except over an aircraft in takeoff position or a departure aircraft. Do not clear aircraft for restricted altitude low approaches over personnel unless airport authorities have advised these personnel that the approaches will be conducted. Advise the approaching aircraft of the location of applicable ground traffic, personnel, or equipment.
NOTE-
1. The 500 feet restriction is a minimum. Higher altitudes
should be used when warranted. For example, 1,000 feet is
more appropriate for heavy aircraft operating over
unprotected personnel or small aircraft on or near the
runway.
2. This authorization includes altitude restricted low approaches over preceding landing or taxiing aircraft. Restricted low approaches are not authorized over aircraft in takeoff position or departing aircraft.
PHRASEOLOGY-
CLEARED LOW APPROACH AT OR ABOVE (altitude).
TRAFFIC (description and location).
REFERENCE-
FAAO JO 7110.65, Para 3-1-5,
Vehicles/Equipment/Personnel on Runways.
FAAO JO 7110.65, Para 3-1-6, Traffic Information.
FAAO JO 7110.65, Para 3-2-1, Light Signals.
FAAO JO 7110.65, Para 3-3-3, Timely Information.
FAAO JO 7110.65, Para 3-9-4, Taxi into Position and Hold
(TIPH).
FAAO JO 7110.65, Para 3-10-3, Same Runway Separation.
3-10-11. CLOSED TRAFFIC
Approve/disapprove pilot requests to remain in closed traffic for successive operations subject to local traffic conditions.
PHRASEOLOGY-
LEFT/RIGHT (if required) CLOSED TRAFFIC
APPROVED. REPORT (position if required),
or
UNABLE CLOSED TRAFFIC, (additional information as
required).
NOTE-
Segregated traffic patterns for helicopters to runways and
other areas may be established by letter of agreement or
other local operating procedures.
REFERENCE-
FAAO JO 7110.65, Para 3-7-4, Runway Proximity.
FAAO JO 7110.65, Para 3-9-4, Taxi into Position and Hold
(TIPH).
FAAO JO 7110.65, Para 3-10-3, Same Runway Separation.
3-10-12. OVERHEAD MANEUVER
Issue the following to arriving aircraft that will conduct an overhead maneuver:
a. Pattern altitude and direction of traffic. Omit either or both if standard or when you know the pilot is familiar with a nonstandard procedure.
PHRASEOLOGY-
PATTERN ALTITUDE (altitude). RIGHT TURNS.
b. Request for report on initial approach.
PHRASEOLOGY-
REPORT INITIAL.
c. "Break" information and request for pilot report. Specify the point of "break" only if nonstandard. Request the pilot to report "break" if required for traffic or other reasons.
PHRASEOLOGY-
BREAK AT (specified point).
REPORT BREAK.
d. Overhead maneuver patterns are developed at airports where aircraft have an operational need to conduct the maneuver. An aircraft conducting an overhead maneuver is on VFR and the IFR flight plan is cancelled when the aircraft reaches the "initial point" on the initial approach portion of the maneuver. The existence of a standard overhead maneuver pattern does not eliminate the possible requirement for an aircraft to conform to conventional rectangular patterns if an overhead maneuver cannot be approved.
NOTE-
Aircraft operating to an airport without a functioning
control tower must initiate cancellation of the IFR flight
plan prior to executing the overhead maneuver or after
landing.
EXAMPLE-
"Air Force Three Six Eight, Runway Six, wind zero seven
zero at eight, pattern altitude six thousand, report initial."
"Air Force Three Six Eight, break at midfield, report
break."
"Air Force Three Six Eight, cleared to land."
"Alfa Kilo Two Two, Runway Three One, wind three three
zero at one four, right turns, report initial."
"Alfa Kilo Two Two, report break."
"Alfa Kilo Two Two, cleared to land."
e. Timely and positive controller action is required to prevent a conflict when an overhead pattern could extend into the path of a departing or a missed approach aircraft. Local procedures and/or coordination requirements should be set forth in an appropriate letter of agreement, facility directive, base flying manual etc., when the frequency of occurrence warrants.
3-10-13. SIMULATED FLAMEOUT (SFO) APPROACHES/EMERGENCY LANDING PATTERN (ELP) OPERATIONS/PRACTICE PRECAUTIONARY APPROACHES
a. Authorize military aircraft to make SFO/ELP/practice precautionary approaches if the following conditions are met:
1. A letter of agreement or local operating procedure is in effect between the military flying organization and affected ATC facility.
(a) Include specific coordination, execution, and approval procedures for the operation.
(b) The exchange or issuance of traffic information as agreed to in any interfacility letter of agreement is accomplished.
(c) Include a statement in the procedure that clarifies at which points SFOs/ELPs may/may not be terminated. (See FIG 3-10-14 and FIG 3-10-16.)
2. Traffic information regarding aircraft in radio communication with or visible to tower controllers which are operating within or adjacent to the flameout maneuvering area is provided to the SFO/ELP aircraft and other concerned aircraft.
3. The high-key altitude or practice precautionary approach maneuvering altitudes of the aircraft concerned are obtained prior to approving the approach. (See FIG 3-10-14 and FIG 3-10-16.)
NOTE-
1. Practice precautionary/SFO/ELP approaches are
authorized only for specific aircraft. Any aircraft, however,
might make precautionary approaches, when engine
failure is considered possible. The practice precautionary
approach maneuvering area/altitudes may not conform to
the standard SFO/ELP maneuvering area/altitudes.
2. SFO/ELP approaches generally require high descent rates. Visibility ahead and beneath the aircraft is greatly restricted.
3. Pattern adjustments for aircraft conducting SFOs and ELPs may impact the effectiveness of SFO and ELP training.
REFERENCE-
FAAO JO 7110.65, Para 4-8-12, Low Approach and
Touch-and-Go.
FAAO JO 7610.4, Para 9-3-7, Simulated Flameout (SFO)/Emergency
Landing Pattern (ELP) Operations.
b. For overhead SFO/ELP approaches:
1. Request a report at the entry point.
PHRASEOLOGY-
REPORT (high or low) KEY (as appropriate).
2. Request a report at low key.
PHRASEOLOGY-
REPORT LOW KEY.
3. At low key, issue low approach clearance or alternate instructions.
REFERENCE-
FAAO JO 7110.65, Para 3-8-1, Sequence/Spacing
Application.
FAAO JO 7110.65, Para 10-1-7, Inflight Emergencies
Involving Military Fighter-type Aircraft.
FAAO JO 7610.4, Para 9-3-7, Simulated Flameout (SFO)/Emergency
Landing Pattern (ELP) Operations.
c. For straight-in simulation flameout approaches:
1. Request a position report from aircraft conducting straight-in SFO approaches.
PHRASEOLOGY-
REPORT (distance) MILE SIMULATED FLAMEOUT
FINAL.
2. At the appropriate position on final (normally no closer than 3 miles), issue low approach clearance or alternate instruction. (See FIG 3-10-15.)