JO 7110.65 Air Traffic ControlJO 7110.65BB · Change 3 · Effective 7/9/2026
Chapter 3 · Section 10
Arrival Procedures and Separation
13 Paragraphs3-10-1–3-10-13
3-10-1 LANDING INFORMATION
Provide current landing information, as appropriate, to arriving aircraft. Landing information contained in the ATIS broadcast may be omitted if the pilot states the appropriate ATIS code. Runway, wind, and altimeter may be omitted if a pilot uses the phrase “have numbers.” Issue landing information by including the following:
NOTE
Pilot use of “have numbers” does not indicate receipt of the ATIS broadcast.
Specific traffic pattern information (may be omitted if the aircraft is to circle the airport to the left).
PHRASEOLOGY
ENTER LEFT/RIGHT BASE. STRAIGHT-IN. MAKE STRAIGHT-IN. STRAIGHT-IN APPROVED. RIGHT TRAFFIC. MAKE RIGHT TRAFFIC. RIGHT TRAFFIC APPROVED. CONTINUE.
NOTE
Additional information should normally be issued with instructions to continue. Example: “continue, report one mile final”; “continue, expect landing clearance two mile final”; etc.
Runway in use.
Surface wind.
Altimeter setting.
REFERENCE
FAA Order JO 7110.65, Para 2-7-1, Current Settings.
Any supplementary information.
Clearance to land.
Requests for additional position reports. Use prominent geographical fixes which can be easily recognized from the air, preferably those depicted on sectional charts. This does not preclude the use of the legs of the traffic pattern as reporting points.
NOTE
At some locations, VFR checkpoints are depicted on sectional aeronautical and terminal area charts. In selecting geographical fixes, depicted VFR checkpoints are preferred unless the pilot exhibits a familiarity with the local area.
Ceiling and visibility if either is below basic VFR minima.
Low level wind shear or microburst advisories when available.
REFERENCE
FAA Order JO 7110.65, Para 3-1-8 , Low Level Wind Shear/Microburst Advisories.
Issue braking action for the runway in use as received from pilots when braking action advisories are in effect.
REFERENCE
FAA Order JO 7110.65, Para 3-3-5 , Braking Action Advisories.
Runway Condition Codes. Furnish RwyCC, as received from the Airport Operator, to aircraft via the ATIS.
For opposite direction arrival operations, controllers may verbally issue the RwyCC, as identified in the FICON NOTAM, in reverse order. Controllers must not include reversed RwyCC on the ATIS broadcast.
If the pilot does not indicate the appropriate ATIS code, and when a runway has been shortened, controllers must ensure that pilots receive the runway number combined with a shortened announcement for all arriving aircraft.
3-10-2 FORWARDING APPROACH INFORMATION BY NONAPPROACH CONTROL FACILITIES
Forward the following, as appropriate, to the control facility having IFR jurisdiction in your area. You may eliminate those items that, because of local conditions or situations, are fully covered in a letter of agreement or a facility directive.
When you clear an arriving aircraft for a visual approach.
REFERENCE
FAA Order JO 7110.65, Para 7-4-1 , Visual Approach.
Aircraft arrival time.
Cancellation of IFR flight plan.
Information on a missed approach, unreported, or overdue aircraft.
Runway in use.
Weather as required.
REFERENCE
FAA Order JO 7110.65, Para 2-6-3, Reporting Weather Conditions.
When the weather is below 1,000 feet or 3 miles or the highest circling minimums, whichever is greater, issue current weather to aircraft executing an instrument approach if it changes from that on the ATIS or that previously forwarded to the center/approach control.
3-10-3 SAME RUNWAY SEPARATION
Separate an arriving aircraft from another aircraft using the same runway by ensuring that the arriving aircraft does not cross the landing threshold until one of the following conditions exists or unless authorized in paragraph 3-10-10, Altitude Restricted Low Approach.
The other aircraft has landed and is clear of the runway. (See FIG 3-10-1.) Between sunrise and sunset, if you can determine distances by reference to suitable landmarks and the other aircraft has landed, it need not be clear of the runway if the following minimum distance from the landing threshold exists:
REFERENCE
P/CG Term - Clear of the Runway.
FIG 3-10-1 Same Runway Separation
When a Category I aircraft is landing behind a Category I or II- 3,000 feet. (See FIG 3-10-2.)
FIG 3-10-2 Same Runway Separation
When a Category II aircraft is landing behind a Category I or II- 4,500 feet. (See FIG 3-10-3.)
FIG 3-10-3 Same Runway Separation
The other aircraft has departed and crossed the runway end. (See FIG 3-10-4). If you can determine distances by reference to suitable landmarks and the other aircraft is airborne, it need not have crossed the runway end if the following minimum distance from the landing threshold exists:
Category I aircraft landing behind Category I or II- 3,000 feet.
Category II aircraft landing behind Category I or II- 4,500 feet.
When either is a category III aircraft- 6,000 feet. (See FIG 3-10-5.)
FIG 3-10-4 Same Runway Separation
FIG 3-10-5 Same Runway Separation
When the succeeding aircraft is a helicopter or powered‐lift aircraft, visual separation may be applied in lieu of using distance minima.
| WAKE TURBULENCE APPLICATION |
Issue wake turbulence advisories, and the position, altitude if known, and the direction of flight of departing or arriving aircraft on the same runway or parallel runways separated by less than 2,500 feet to:
Category B, C, D, E, F, G, H, and I aircraft behind Category A, B, or D aircraft.
Category E, F, G, H, or I aircraft behind Category C aircraft.
Category I aircraft behind Category E aircraft.
REFERENCE
AC 90-23, Aircraft Wake Turbulence, Para 11, Pilot Responsibility. FAA Order JO 7110.65, Para 3-10-10, Altitude Restricted Low Approach.
EXAMPLE
1. “Runway two seven left cleared to land, caution wake turbulence, heavy Boeing 747 departing runway two seven right.” 2. “Number two follow Boeing 757 on 2‐mile final. Caution wake turbulence.” 3. “Traffic, heavy Boeing 787 on 2‐mile final to the parallel runway, runway two six right, cleared to land. Caution wake turbulence.”
3-10-4 INTERSECTING RUNWAY/INTERSECTING FLIGHT PATH OPERATIONS
Issue traffic information to each aircraft operating on intersecting runways.
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
FAA Order JO 7110.65, Para 2-1-21, Traffic Advisories.
INTERPRETATION
7110.65, 3-10-4, Intersecting Runway/Intersecting Flight Path Separation and 5-5-4, Minima (2021-06-09)
The preceding aircraft has departed and passed the intersection/flight path or is airborne and turning to avert any conflict. (See FIG 3-10-6 and FIG 3-10-7.)
FIG 3-10-6 Intersecting Runway Separation
FIG 3-10-7 Intersecting Runway Separation
A preceding arriving aircraft is clear of the landing runway, completed landing roll and will hold short of the intersection/flight path, or has passed the intersection/flight path. (See FIG 3-10-8 and FIG 3-10-9.)
FIG 3-10-8 Intersection Runway Separation
FIG 3-10-9 Intersection Runway Separation
NOTE
When visual separation is being applied by the tower, appropriate control instructions and traffic advisories must be issued to ensure go around or missed approaches avert any conflict with the flight path of traffic on the other runway.
REFERENCE
FAA Order JO 7110.65, Para 7-2-1, Visual Separation, Subpara a2.
USA/USAF/USN NOT APPLICABLE. An arriving aircraft may be authorized to land and hold short of the intersecting runway/intersecting flight path being used by another departing or arriving aircraft in accordance with FAA Order JO 7110.118, Land and Hold Short Operations (LAHSO). The following procedures apply:
NOTE
Application of these procedures does not relieve controllers from the responsibility of providing other appropriate separation contained in this order.
Instruct the arriving aircraft to land and hold short of the intersecting runway/intersecting flight path. In the case of simultaneous landings and no operational benefit is lost, restrict the aircraft of the lesser weight category (if known). (See FIG 3-10-10 and FIG 3-10-11.)
NOTE
The hold short point issued to an arriving aircraft may or may not be the intersecting runway or approach/departure flight path of the other runway. The hold short point may be a taxiway or other predetermined point on the runway that protects the intersecting runway/intersecting flight path.
REFERENCE
FAA Order JO 7110.65, Para 3-10-5, Landing Clearance.
FIG 3-10-10 Intersecting Runway Separation
Issue traffic information to both aircraft involved and obtain an acknowledgment from each.
EXAMPLE
1. “Runway one eight cleared to land, hold short of runway one four left, traffic, (type aircraft) landing runway one four left.” “Runway one four left cleared to land, traffic, (type aircraft) landing runway one eight will hold short of the intersection.” 2. “Runway three six cleared to land, hold short of runway three three, traffic, (type aircraft) departing runway three three.” “Traffic, (type aircraft) landing runway three six will hold short of the intersection, runway three three cleared for takeoff.”
The conditions in subparagraphs b1 and b2 above must be met in sufficient time to take other action, if desired by the pilot(s), and no later than the time landing clearance is issued.
| WAKE TURBULENCE APPLICATION |
Separate aircraft landing behind a departing aircraft on a crossing runway if the arrival will fly through the airborne path of the departure by the appropriate radar separation or the following intervals: (See FIG 3-10-11):
Category B, C, D, E, F, G, H, or I aircraft behind Category A aircraft – 3 minutes.
Category B, C, D, E, F, G, H, or I aircraft behind Category B or D aircraft – 2 minutes.
Category E, F, G, H, or I aircraft behind Category C aircraft – 2 minutes.
Category I aircraft behind Category E aircraft – 2 minutes.
Issue wake turbulence cautionary advisories, the position, altitude if known, and direction of flight of Category A, B, C, D, or E aircraft to:
REFERENCE
AC 90-23, Aircraft Wake Turbulence, Para 11, Pilot Responsibility.
FIG 3-10-11 Intersecting Runway Separation
All aircraft landing on a crossing runway behind a departing aircraft that requires wake turbulence separation behind it if the arrival flight path will cross the takeoff path behind the departing aircraft rotation point. (See FIG 3-10-12.)
FIG 3-10-12 Intersecting Runway Separation
EXAMPLE
“Runway niner cleared to land. Caution wake turbulence, heavy C-Seventeen departing runway one five.”
All VFR aircraft landing on a crossing runway behind an arriving Category A, B, C, or D aircraft and VFR Category I aircraft landing on a crossing runway behind a Category E aircraft, if the arrival flight paths will cross. (See FIG 3-10-13.)
FIG 3-10-13 Intersecting Runway Separation
EXAMPLE
“Runway niner cleared to land. Caution wake turbulence, Boeing Seven Fifty Seven landing runway three six.”
REFERENCE
FAA Order JO 7110.65, Para 7-4-4, Approaches to Multiple Runways.
3-10-5 LANDING CLEARANCE
When issuing a clearance to land, first state the runway number followed by the landing clearance.
PHRASEOLOGY
RUNWAY (number) CLEARED TO LAND.
USA/USAF/USN NOT APPLICABLE. When issuing a clearance to land and hold short in accordance with FAA Order JO 7110.118, Land and Hold Short Operations (LAHSO), exchange traffic information as necessary. Request a read back of hold short instructions when not received.
NOTE
1. Pilots who prefer to use the full length of the runway or a runway different from that specified are expected to advise ATC prior to landing. 2. Pilots may not be able to accept a LAHSO clearance when their aircraft is less than 1,000 feet AGL.
PHRASEOLOGY
RUNWAY (number) CLEARED TO LAND, HOLD SHORT OF RUNWAY (number)/TAXIWAY (taxiway)/(approach/departure path)/POINT (predetermined point), (traffic, type aircraft, or other information). Or READ BACK HOLD SHORT INSTRUCTIONS.
EXAMPLE
1. “Runway 7 Left, cleared to land, hold short of taxiway Whiskey, traffic crossing downfield.” Or (if hold short instructions are not read back with the landing clearance) “Read back hold short instructions.” 2. “Runway one eight cleared to land, hold short of runway one four left, traffic, (type aircraft) landing runway one four left.” 3. “Runway one six cleared to land, hold short of runway seven left, traffic, (type aircraft) departing runway seven left.”
If the landing runway is changed, preface the landing clearance with “change to runway” followed by the runway number. Restate the runway number followed by the landing clearance.
PHRASEOLOGY
CHANGE TO RUNWAY (number), RUNWAY (number) CLEARED TO LAND.
NOTE
The purpose of the “change to runway” phraseology and restating the runway number is to emphasize to the pilot that they are being cleared to land on a runway other than what they were expecting.
When you become aware that an aircraft is aligned with the wrong surface, inform the pilot and:
Issue control instructions/clearances, or
EXAMPLE
“United four twenty three, go‐around, you appear to be aligned with the wrong runway.” “American sixty three, go‐around, you appear to be aligned with a taxiway.” “Southwest two thirty nine, you appear to be aligned with Runway 27 Left (pertinent information), Runway 27 Left, cleared to land.”
If time permits, verify the pilot is aligned with the correct runway. Issue control instructions/clearances as necessary.
EXAMPLE
“Twin Cessna four one four lima bravo, verify you are aligned with Runway 27 Left.”
REFERENCE
FAA Order JO 7110.65, Para 3-6-4, Safety Logic Alert Responses. FAA Order JO 7110.65, Para 3-10-8, Withholding Landing Clearance. FAA Order JO 7110.65, Para 5-14-9, Approach Runway Verification (ARV).
Procedures.
Facilities without a safety logic system or facilities with the safety logic system inoperative or in the limited configuration must not clear an aircraft for a full‐stop, touch‐and‐go, stop‐and‐go, low approach, or option on the same runway with an aircraft holding in position or taxiing to LUAW until the aircraft in position has exited the runway or starts takeoff roll.
Facilities using safety logic in the full core alert runway configuration may clear an aircraft for a full‐stop, touch‐and‐go, stop‐and‐go, low approach, or option on the same runway with an aircraft holding in position or taxiing to LUAW except when reported weather conditions are less than ceiling 800 feet or visibility less than 2 miles.
Inform the closest aircraft that is requesting a full‐stop, touch‐and‐go, stop‐and‐go, low approach, or option when there is traffic authorized to LUAW on the same runway.
EXAMPLE
“Delta One, Runway One‐Eight, continue, traffic holding in position.” “Delta One, Runway One‐Eight, cleared to land. Traffic holding in position.” “Twin Cessna Four Four Golf, Runway One‐Niner base approved, traffic holding in position." “Baron Two Five Foxtrot, Runway One-Niner Right extend downwind, tower will call your base, traffic holding in position."
USA/USN/USAF. Issue runway identifier along with surface wind when clearing an aircraft to land, touch and go, stop and go, low approach, or the option.
PHRASEOLOGY
RUNWAY (number), WIND (surface wind direction and velocity), 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.
Whenever a runway length has been temporarily or permanently shortened, state the word “shortened” immediately following the runway number as part of the landing clearance. This information must be issued in conjunction with the landing clearance.
The addition of “shortened” must be included in the landing clearance for the duration of the construction project when the runway is temporarily shortened.
The addition of “shortened” must be included in the landing clearance until the Chart Supplement is updated to include the change(s) when the runway is permanently shortened.
PHRASEOLOGY
RUNWAY (number) SHORTENED, CLEARED TO LAND.
EXAMPLE
“Runway Two-Seven shortened, cleared to land.”
If landing clearance is temporarily withheld, insert the word “shortened” immediately after the runway number to advise the pilot to continue.
PHRASEOLOGY
RUNWAY (number) SHORTENED, CONTINUE.
EXAMPLE
“Runway Two-Seven shortened, continue.”
REFERENCE
FAA Order JO 7210.3, Para 10-3-12, Airport Construction. FAA Order JO 7210.3, Para 10-3-13, Change in Runway Length Due to Construction.
3-10-6 ANTICIPATING SEPARATION
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 crosses the landing threshold. Issue traffic information to the succeeding aircraft if a preceding arrival has not been previously reported and when traffic will be departing prior to their arrival.
EXAMPLE
“American Two Forty‐Five, Runway One‐Eight, cleared to land, number two following a United Seven‐Thirty‐Seven two mile final. Traffic will depart prior to your arrival.” “American Two Forty‐Five, Runway One‐Eight, cleared to land. Traffic will depart prior to your arrival.”
NOTE
Landing sequence number is optional at tower facilities where the arrival sequence to the runway is established by the approach control.
Anticipating separation must not be applied when conducting LUAW operations, except as authorized in subparagraph 3-10-5e2. Issue applicable traffic information when using this provision.
EXAMPLE
“American Two Forty‐Five, Runway One‐Eight, cleared to land. Traffic will be a Boeing Seven‐Fifty‐Seven holding in position.”
REFERENCE
P/CG Term- Clear of the Runway.
3-10-7 LANDING CLEARANCE WITHOUT OBSERVATION
When an arriving aircraft reports at a position where it should be seen but has not been visually observed or is not observed on the TDW, 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.
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
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.
Taxi instructions must be provided to the aircraft by the local controller when:
Compliance with ATC instructions will be required before the aircraft can change to ground control, or
The aircraft will be required to enter an active runway in order to taxi clear of the landing runway.
EXAMPLE
“Skywest Ten Forty‐two, turn right next taxiway, cross runway two one, contact ground point seven.” “Skywest Ten Forty‐two, turn right on Alfa/next taxiway, cross Bravo, hold short of Charlie, contact ground point seven.”
NOTE
An aircraft is expected to taxi clear of the runway unless otherwise directed by ATC. Pilots must 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.
NOTE
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.
Ground control and local control must protect a taxiway/runway/ramp intersection if an aircraft is required to enter that intersection to clear the landing runway.
REFERENCE
FAA Order JO 7210.3, Para 10-1-7, Use of Active Runways.
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.”
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 no less than 500 feet above the airport may be authorized except over an aircraft holding in position or a departing 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 super or 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 holding in position or departing aircraft.
PHRASEOLOGY
CLEARED LOW APPROACH AT OR ABOVE (altitude). TRAFFIC (description and location).
REFERENCE
FAA Order JO 7110.65, Para 3-1-5, Vehicles/Equipment/Personnel on Runways. FAA Order JO 7110.65, Para 3-1-6, Traffic Information. FAA Order JO 7110.65, Para 3-2-1, Light Signals. FAA Order JO 7110.65, Para 3-3-3, Timely Information. FAA Order JO 7110.65, Para 3-9-4, Line Up and Wait (LUAW). FAA Order 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 and powered‐lift aircraft to runways and other areas may be established by letter of agreement or other local operating procedures.
REFERENCE
FAA Order JO 7110.65, Para 3-7-4, Runway Proximity. FAA Order JO 7110.65, Para 3-9-4, Line Up and Wait (LUAW). FAA Order 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:
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.
Request for report on initial approach.
PHRASEOLOGY
REPORT INITIAL.
“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.
Overhead maneuver patterns are developed at airports where aircraft have an operational need to conduct the maneuver. An aircraft conducting an overhead maneuver is VFR and the IFR flight plan is canceled 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.
FIG 3-10-14 Overhead Maneuver
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.”
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
Authorize military aircraft to make SFO/ELP/practice precautionary approaches if the following conditions are met:
A letter of agreement or local operating procedure is in effect between the military flying organization and affected ATC facility.
Include specific coordination, execution, and approval procedures for the operation.
The exchange or issuance of traffic information as agreed to in any interfacility letter of agreement is accomplished.
Include a statement in the procedure that clarifies at which points SFOs/ELPs may/may not be terminated. (See FIG 3-10-15 and FIG 3-10-17.)
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.
The high‐key altitude or practice precautionary approach maneuvering altitudes of the aircraft concerned are obtained prior to approving the approach. (See FIG 3-10-15 and FIG 3-10-17.)
NOTE
1. Practice precautionary/SFO/ELPapproaches 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 ELPtraining.
REFERENCE
FAA Order JO 7110.65, Para 4-8-12, Low Approach and Touch‐and‐Go. FAA Order JO 7610.14, Para 7-1-6, Simulated Flameout (SFO)/Emergency Landing Pattern (ELP) Operations.
For overhead SFO/ELP approaches:
Request a report at the entry point.
PHRASEOLOGY
REPORT (high or low) KEY (as appropriate).
Request a report at low key.
PHRASEOLOGY
REPORT LOW KEY.
At low key, issue low approach clearance or alternate instructions.
REFERENCE
FAA Order JO 7110.65, Para 3-8-1, Sequence/Spacing Application. FAA Order JO 7110.65, Para 10-1-7, Inflight Emergencies Involving Military Fighter‐type Aircraft. FAA Order JO 7610.14, Para 7-1-6, Simulated Flameout (SFO)/Emergency Landing Pattern (ELP) Operations.
For straight-in simulation flameout approaches:
Request a position report from aircraft conducting straight-in SFO approaches.
PHRASEOLOGY
REPORT (distance) MILE SIMULATED FLAMEOUT FINAL.
At the appropriate position on final (normally no closer than 3 miles), issue low approach clearance or alternate instruction. (See FIG 3-10-16.)
FIG 3-10-15 Simulated Flameout [1]
FIG 3-10-16 Simulated Flameout [2]
FIG 3-10-17 Emergency Landing Pattern