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7110.65 Formatting/Info
7110.65 Formatting/Info
As stated above, the 7110.65 is an FAA order which contains all of the rules, regulations, phraseology, and procedures for air traffic controllers. A reference to this document can be identified anytime a 3 digit hyphenated number is shown. Certain parts of these references have been taken out for relevance to our purposes on VATSIM, so do not worry if it looks like some numbers/letters are being skipped!
Introductory Information
Introductory Information
1−1−1. PURPOSE OF THIS ORDER
This order prescribes air traffic control procedures and phraseology for use by persons 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 that are not covered by it.
1−2−1. WORD MEANINGS
As used in this order:
a. “Shall” or “must” means a procedure is mandatory.
b. “Shall not” or “must not” means a procedure is prohibited.
c. “Should” means a procedure is recommended.
d. “May” or “need not” means a procedure is optional.
i. “Approved separation” means separation in accordance with the applicable minima in this order.
j. “Altitude” means indicated altitude mean sea level (MSL), flight level (FL), or both.
k. “Miles” means nautical miles unless otherwise specified, and means statute miles in conjunction with visibility.
l. “Course,” “bearing,” “azimuth,” “heading,” and “wind direction” information must always be magnetic unless specifically stated otherwise.
m. “Time” when used for ATC operational activities, is the hour and the minute 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.
1−2−5. ANNOTATIONS
Pages are marked as follows:
d. Paragraphs/sections annotated with EN ROUTE, OCEANIC, or TERMINAL are only to be applied by the designated type facility. When they are not so designated, the paragraphs/sections apply to all types of facilities (en route, oceanic, and terminal).
e. The annotation, USAF for the U.S. Air Force, USN for the U.S. Navy, and USA for the U.S. Army denotes that the procedure immediately following the annotation applies only to the designated service.
General Control Information
General Control Information
2−1−1. ATC SERVICE
a. The primary purpose of the ATC system is to prevent a collision involving aircraft operating in the system.
b. In addition to its primary purpose, the ATC system also:
1. Provides a safe, orderly, and expeditious flow of air traffic.
2. Supports National Security and Homeland Defense missions.
c. The ATC system must provide certain additional services to the extent permitted. The provision of additional services is not optional on the part of the controller, but rather required when the work situation permits. It is recognized that the provision of these services may be precluded by various factors, including, but not limited to:
1. Volume of traffic.
2. Frequency congestion.
3. Quality of surveillance.
4. Controller workload.
5. Higher priority duties.
6. The physical inability to scan and detect situations falling in this category.
d. Controllers must provide air traffic control service in accordance with the procedures and minima in this order, except when one or more of the following conditions exists:
2. Other procedures/minima are prescribed in a letter of agreement, FAA directive, or a military document.
3. A deviation is necessary to assist an aircraft when an emergency has been declared.
2−1−2. DUTY PRIORITY
a. Give first priority to separating aircraft and issuing safety alerts as required in this order. Good judgment must be used in prioritizing all other provisions of this order based on the requirements of the situation at hand.
c. Provide and/or solicit weather information in accordance with procedures and requirements outlined in this order.
d. Provide additional services to the extent possible, contingent only upon higher priority duties and other factors including limitations of radar, volume of traffic, frequency congestion, and workload.
VFR vs IFR
VFR vs IFR
Visual Flight Rules (VFR) are rules that govern the procedures for conducting flights under visual conditions. Pilots navigate visually, and have very specific cloud clearance/visibility requirements in order to do so
Instrument Flight Rules (IFR) are rules governing the procedures for conducting instrument flight. Pilots navigate via instrument reference, and do not have visual references in order to separate themselves from other aircraft. It is the job of ATC to separate IFR aircraft from other aircraft/terrain.
National Airspace System
National Airspace System
**Popular Chart Viewer SkyVector available at: https://skyvector.com/ **
2−4−22. AIRSPACE CLASSES
A, B, C, D, E, and G airspace are pronounced in the ICAO phonetics for clarification. The term “Class” may be dropped when referring to airspace in pilot/controller communications.
Classes of Airspace (Applicable Altitudes)
Class A (FL180-FL600)
-Required to be IFR, Mode C transponder & ADS-B out, two way radio communications
Class B (Ceiling varies by airspace)
-Required ATC clearance, Mode C transponder & ADS-B out, two way radio communications
Class C (Typically 4000' AGL)
-Required to have a Mode C transponder & ADS-B out, two way radio communications
Class D (Typically 2500' AGL)
-Required to have two way radio communications
Class E "Controlled airspace"
Class G "Uncontrolled Airspace"
Navigational Equipment
Navigational Equipment
Aircraft use many different ways to navigate. It's critical as controllers we understand what these different methods are to aid in getting aircraft from Point A to Point B. Aircraft vary in navigational ability depending on equipment they have on board. This equipment ability is shown after the aircraft type with a 'slant' followed by a letter.
What does all this mean?
Generally speaking, equipment suffixes are only necessary for IFR aircraft because VFR aircraft aren't required to have equipment to navigate visually.
On VATSIM, all pilots have a Mode C Transponder built into their pilot client, so the only suffixes you'll need to know about are /W /Z /L /U /A /P /I and /G.
The main discriminator you see is RVSM or "Reduced Vertical Separation Minima." This simply allows aircraft who are RVSM capable to be legally separated by 1,000ft between FL290 and FL410.
The next discriminator is based on navigation capability. Without getting too in depth, /G /I /L and /Z are RNAV capable, meaning they can accept RNAV procedures and go direct to any fix without the need for ground-based navigational aids. /P /A /U and /W are the opposite, and cannot accept RNAV procedures. They navigate via ground-based nav aids like VORs or NDBs.
More on RVSM
More on RVSM
4−5−1. VERTICAL SEPARATION MINIMA
Separate IFR aircraft using the following minima between altitudes:
a. Up to and including FL 410 − 1,000 feet.
b. Apply 2,000 feet at or above FL 290 between non−RVSM aircraft and all other aircraft at or above FL 290.
c. Above FL 410 − 2,000 feet.
d. Above FL 600 between military aircraft− 5,000 feet.
2−1−29. RVSM OPERATIONS
a. Non−RVSM aircraft operating in RVSM airspace.
1. Ensure non-RVSM aircraft are not permitted in RVSM airspace unless they meet the criteria of excepted aircraft and are previously approved by the operations supervisor/CIC. The following aircraft are excepted: DOD, DOD-certified aircraft operated by NASA (T38, F15, F18, WB57, S3, and U2 aircraft only), MEDEVAC. These exceptions are accommodated on a workload or traffic-permitting basis.
Practically Speaking - Ensure that aircraft are RVSM capable (By looking at the equipment suffix) when cruising between FL290 and FL410. Do not let "No RVSM" aircraft cruise between FL290 and FL410 unless the aircraft is exempt. Because aircraft need to be separated by 2,000ft above FL410, all even cruise altitudes above FL410 are invalid.
Example of valid cruise altitude above FL410
Valid Cruise Altitudes
Valid Cruise Altitudes
4−5−2. FLIGHT DIRECTION
Clear aircraft at altitudes according to the TBL 4−5−1.
Practically Speaking - Remember NEODD SWEVEN. Aircraft going east or directly north get odd altitudes, going west or directly south get even altitudes (Except for aircraft above FL410).
Practically Speaking - If an aircraft has filed a cruise altitude of FL180, check the local altimeter. If it is below 29.92, FL180 becomes an unusable altitude.
Phonetics & Phraseology
Phonetics & Phraseology
2−5−3. NAVAID FIXES
Describe fixes determined by reference to a radial/localizer/azimuth and distance from a VOR-DME/VORTAC/TACAN/ILS-DME 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.”
b. When a fix is charted on a SID, STAR, en route chart, or approach plate, state the name of the fix.
2−5−1. AIR TRAFFIC SERVICE (ATS) ROUTES
Describe ATS 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. EXAMPLE− “Victor Twelve.” “J Five Thirty−Three.”
f. Military Training Routes (MTRs). State the letters “I−R” or “V−R” followed by the number of the route in group form. EXAMPLE− “I−R Five Thirty−one.” “V−R Fifty−two.”
g. Published RNAV routes.
1. High Altitude − State the letter “Q” followed by the route number in group form. EXAMPLE− “Q One Forty−five.”
2. Low Altitude − State the letter of the route phonetically, followed by the number of the route in group form. EXAMPLE− “Tango Two Ten.”
2−5−2. NAVAID TERMS
a. Describe NAVAIDs as follows:
1. State the name or phonetic alphabet equivalent (location identifier) of a NAVAID when using it in a routing. EXAMPLE− “V6 Victor Whiskey Victor (Waterville) V45 Jackson”
2. When utilized as the clearance limit, state the name of the NAVAID followed by the type of NAVAID if the type is known. PHRASEOLOGY− CLEARED TO (NAVAID name and type) EXAMPLE− “Cleared to Grand Rapids VOR”
b. Describe radials, arcs, courses, bearings, and quadrants of NAVAIDs as follows:
1. VOR/VORTAC/TACAN/GPS Waypoint. State the name of the NAVAID or GPS Waypoint followed by the separate digits of the radial/azimuth/ bearing (omitting the word “degrees”) and the word “radial/azimuth/bearing.” EXAMPLE− “Appleton Zero Five Zero Radial.
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.”
6. Navigation Reference System (NRS) Waypoint. State the single letter corresponding to the ICAO Flight Information Region (FIR) identifier, followed by the letter corresponding to the FIR subset (ARTCC area for the conterminous U.S.), the latitude increment in single digit or group form, and the longitude increment. EXAMPLE− “Kilo Delta Three Four Uniform.” “Kilo Delta Thirty Four Uniform.”
Navigational Facilities
Navigational Facilities
Ground Based Navigational Facilities
Ground Based Navigational Facilities
Midland VOR (MAF) located in the western portion of the ZFW ARTCC
VHF Omni Directional Radio Range (VOR) is a type of short-range radio navigation system for aircraft, enabling aircraft with a receiving unit to determine their position and stay on course by receiving radio signals transmitted by a network of fixed ground radio beacons. VORs are identified by a 3 letter phonetic identifier usually closely resembling its full name.
Examples:
Texarkana VOR is "TXK"
Tulsa VOR is "TUL"
**VORs also vary in capabilities like distance measuring capability (DME), effective ranges and altitudes, and the Military equivalent (TACAN)**
Non-Directional Beacon (NDB) is an older type of ground based radio navigation systems that is rarely used today. These existed before VOR's and work similarly in regards to helping pilots navigate between two points, but are susceptible to numerous error causing factors. The development in aviation technology has ultimately led to this system's near extinction. Few sites still exist in the continental United States today.
The Ground! That's right, various features made by man and mother nature can help pilots navigate from point A to point B. Sectional charts help pilots identify these points and plan courses for flights. Things like airports, cities, water towers, power lines, lakes, rivers, bridges, highways and more all fit in this category of VFR ground based navigation.
Airborne Based Navigation Facilities
Airborne Based Navigation Facilities
Example of the Wide Area Augmentation System (WAAS) network
GPS/GNSS/WAAS are the most commonly seen navigational tools used by aircraft on VATSIM. These systems utilize a large network of satellites (GPS/GNSS) and sometimes ground relay stations (WAAS) to increase position accuracy. This is the current frontier in aviation navigation allowing more efficient routing systems, a high degree of navigational accuracy, and reliable performance.
An IRS control panel on the Boeing 737
IRS System is something many of you simmers with add-ons like the Maddog and PMDG 737 have seen before! This high tech system is still prevalent on many airliners to this day as a backup source of navigation to GPS technology. In layman's terms is uses a set starting position on the ground (align mode). Once set, this StarWars-like system uses lasers and mirrors to track aircraft movement via latitude, longitude, speed, and altitude. Pretty cool right?
Airways and Route Systems
Airways and Route Systems
The route a pilot files in their flight plan will often contain either one of both types of route systems, better known as airways. These two airway systems are referred to as low altitude airway (designated with a V and called a Victor airway) and a high altitude airway (designated with a J and called a Jet route). Airways are often referred to as "highways in the sky". This is because the United States network of airways is very much like the national highway system, as both serve the needs of the people. Most pilots flying in instrument conditions without visual reference to the ground follow victor or jet routes.
Section of a low altitude En-Route map
Low Altitude routes are called victor routes and primarily serve smaller piston engine, propeller-driven airplanes on shorter flights and at lower altitudes. Airways start at 1,200 feet above ground level (AGL) and extend upward to an altitude of 17,500 feet mean sea level (MSL). Low Altitude airways are called "Victor" (V) airways because they run primarily between VORs, and the phonetic alphabet term for "V" is Victor. Airways can be found on en route low altitude charts and have names like V240 or V37.
Section of a high altitude En-Route map
High Altitude routes are called jet routes and primarily serve airliners, jets, turboprops, and turbocharged piston aircraft operating over longer distances at altitudes of 18,000 feet MSL or higher. Jet routes start at 18,000 feet mean sea level (MSL) and extend upward to FL450 MSL. Jet routes can be found on en-route high altitude charts and have names like J42 or J121.
Aircraft flying at or above FL180 cannot use Victor airways in the route. Aircraft flying below FL180 cannot use high altitude airways in their route.
Note: A low altitude airway like V22 is expressed verbally as "Victor Two Two," whereas jet route J45 would be expressed "Jay Four Five," not "Juliet Four Five." Airways may also be GPS based which are marked as "Q Routes", "T Routes", or Oceanic Airways.
A fix named KAMEN
Intersections are virtual navigational points usually called a "fixes" which help aircraft stay on an airway, departure, arrival, or approach course. Fixes are named with five letters and said like a word. As the name implies, intersections (fixes) are the intersection point between two airways.
Fun Fact: Some fix spellings have meaning. An example in the ZFW airspace is fix "DRSET" on the RNAV SID out of Dallas Love airport. The fix is named after Cowboys Hall of Fame running back Tony Dorset!
Aircraft Identification/Radio Formatting
Aircraft Identification/Radio Formatting
2−4−20. AIRCRAFT IDENTIFICATION
Use the full identification in reply to aircraft with similar sounding identifications. Identify aircraft as follows:
a. U.S. registry aircraft. State one of the following:
1. Civil. State the prefix “November” when establishing initial communications with U.S. registered aircraft followed by the ICAO phonetic pronunciation of the numbers/letters of the aircraft registration. The controller may state the aircraft type, the model, the manufacturer’s name, followed by the ICAO phonetic pronunciation of the numbers/letters of the aircraft registration if used by the pilot on the initial or subsequent call.
EXAMPLE− Air traffic controller’s initiated call: “November One Two Three Four Golf.” “November One Two Three Four.”
Responding to pilot’s initial or subsequent call: “Jet Commander One Two Three Four Papa.” “Bonanza One Two Three Four Tango.” “Sikorsky Six Three Eight Mike Foxtrot.”
2. Aircraft having an ICAO 3LD and other FAA authorized call sign (U.S. special or local). State the call sign followed by the flight number in group form. NOTE− “Group form” is the pronunciation of a series of numbers as the whole number, or pairs of numbers they represent rather than pronouncing each separate digit.
EXAMPLE− “American Fifty−Two.” “Delta One Hundred.” “Eastern Metro One Ten.” “General Motors Thirty Fifteen.” “United One Zero One.” “Delta Zero One Zero.” “TWA Ten Zero Four.”
2−4−9. ABBREVIATED TRANSMISSIONS
Transmissions may be abbreviated as follows:
a. Use the identification prefix and the last 3 digits or letters of the aircraft identification after communications have been established with a U.S. civil aircraft using the aircraft registration as identification.
b. Do not abbreviate:
1. Similar sounding aircraft identifications.
2. Aircraft call signs, including:
(a) Aircraft having an International Civil Aviation Organization three letter designator (ICAO 3LD) and other aircraft with an FAA authorized call sign (U.S. special or local).
(b) Aircraft with a military call sign.
3. Foreign aircraft using the foreign civil registration number as identification.
c. Omit the facility identification after communication has been established.
d. Transmit the message immediately after the callup (without waiting for the aircraft’s reply) when the message is short and receipt is generally assured.
e. Omit the word “over” if the message obviously requires a reply.
2−4−8. RADIO MESSAGE FORMAT
Use the following format for radio communications with an aircraft:
a. Sector/position on initial radio contact:
1. Identification of aircraft.
2. Identification of ATC unit.
3. Message (if any).
4. The word “over” if required.
b. Subsequent radio transmissions from the same sector/position must use the same format, except the identification of the ATC unit may be omitted.
2−4−14. WORDS AND PHRASES
b. The word super must be used as part of the identification in all communications with or about super aircraft.
c. The word heavy must be used as part of the identification in all communications with or about heavy aircraft.
e. When in radio communications with “Air Force One” or “Air Force Two,” do not add the heavy designator to the call sign. State only the call sign “Air Force One/Two” regardless of the type aircraft.
Basic Weather Interpretation
Basic Weather Interpretation
Weather dictates many things in aviation, just like you read in the VFR vs. IFR section above. Network pilots utilize pay-ware add-ons and VATSIM pilot clients to model real-world weather conditions in their simulators. Since we can't look out of the actual window of the control tower, it's critical that we as controllers are able to accurately interpret the weather reports given to us.
VFR weather minimums: 3SM Visibility and 1000' Ceilings
The ceiling is considered the LOWEST layer of Broken or Overcast.
IFR weather minimums: None
Watch the videos below to learn how to decode METAR and TAF reports.
Part 1: Basics of Reading METARs and TAFs
Part 2: Advanced Reading of METARs and TAFs
As you can see, there's a lot of information in those complex lines of text right? Don't worry! Real world pilots and controllers can't remember all of the fancy or rare stuff in reports either. Below is handy document that can help you decode METARs and TAFs!
metar_decode_key.pdf
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