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a. When only one runway is active, issue takeoff
clearance.
a. When issuing a clearance for takeoff, first state
the runway number followed by the takeoff clearance.
PHRASEOLOGYCLEARED
FOR TAKEOFF.
PHRASEOLOGYRUNWAY
(number), CLEARED FOR TAKEOFF.
Add EXAMPLE-
“RUNWAY TWO SEVEN, CLEARED FOR
TAKEOFF.”
NOTETurbine‐
powered aircraft may be considered ready for
takeoff when they reach the runway unless they advise
otherwise.
No Change
REFERENCEFAAO
JO 7110.65, Para 4-3-1, Departure Terminology.
No Change
b. When more than one runway is active, first state the
runway number followed by the takeoff clearance.
b. If the takeoff clearance is issued before the
aircraft has crossed all intersecting runways, restate
the runway to be crossed with the takeoff clearance.
PHRASEOLOGYRUNWAY
(number), CLEARED FOR TAKEOFF.
PHRASEOLOGYCROSS
RUNWAY (number), RUNWAY (number)
CLEARED FOR TAKEOFF.
EXAMPLE-
“RUNWAY TWO SEVEN, CLEARED FOR
TAKEOFF.”
EXAMPLE-
“CROSS RUNWAY TWO FOUR LEFT, RUNWAY
TWO FOUR RIGHT, CLEARED FOR TAKEOFF.”
2/14/08 JO 7110.65S
Briefing Guide BG-5
1. PARAGRAPH NUMBER AND TITLE: 5-1-3. RADAR USE
2. BACKGROUND: This change incorporates editorial clarifications to subparagraphs5-1-3a2(b) and (c), previously
addressed in GENOT 6/08, N 7110.437, Change to Order 7110.65R, Air Traffic Control, Paragraph 5-1-3a2,
subparagraphs(a), (b), and (c), that expired on February 15, 2007. Additionally, this change clarifies that the requirement in
subparagraph (c), to advise pilots when secondary radar is the only source of radar data, applies to terminal facilities only.
3. CHANGE:
OLD NEW
5-1-3. RADAR USE 5-1-3. RADAR USE
Title through a1REFERENCE- No Change
2. Outside Class A airspace, or where mix of ClassA
airspace/non-Class A airspace exists, only when:
No Change
(a) Additional coverage is provided by secondary
radar beyond that of the primary radar, or
No Change
(b) The primary radar is temporarily unusable or
out of service. Advise pilots when these conditions exist,
or
No Change
Add PHRASEOLOGYPRIMARY
RADAR UNAVAILABLE (describe
location). RADAR SERVICES AVAILABLE ON
TRANSPONDER EQUIPPED AIRCRAFT ONLY.
Add NOTE-
1. Advisory may be omitted when provided on ATIS
and pilot indicates having ATIS information.
2. This provision is to authorize secondary radar only
operations where there is no primary radar available
and the condition is temporary.
(c) A secondary radar system is the only source of
radar data for the area of service. When the system is used
for separation, beacon range accuracy is assured, as
provided in para 5-1-4, Beacon Range Accuracy. Advise
pilots when these conditions exist.
(c) A secondary radar system is the only source of
radar data for the area of service. When the system is used
for separation, beacon range accuracy is assured, as
provided in para 5-1-4, Beacon Range Accuracy.
TERMINAL. Advise pilots when these conditions
exist.
PHRASEOLOGYPRIMARY
RADAR UNAVAILABLE (describe location).
RADAR SERVICES AVAILABLE ON TRANSPONDER
EQUIPPED AIRCRAFT ONLY.
Delete
NOTE-
1. Advisory may be omitted when provided on ATIS and
pilot indicates having ATIS information.
NOTEAdvisory
may be omitted when provided on ATIS or by
other appropriate notice to pilots.
2. This provision is to authorize secondary radar only
operations where there is no primary radar available and
the condition is temporary.
Delete
JO 7110.65S 2/14/08
BG-6 Briefing Guide
1. PARAGRAPH NUMBER AND TITLE: 8-9-3. LONGITUDINAL SEPARATION
2. BACKGROUND: Change 2 to FAAO 7110.65, Paragraph 8-9-3, Longitudinal Separation, allowed 10 minutes
separation between aircraft operating in the Pacific ICAO Region. Notice 7110.472, Longitudinal Separation, clarifies that
10 minutes separation is only applicable to turbojet aircraft on the same track. The basic longitudinal separation between
aircraft remains 15 minutes. While Change 2 was predicated on turbojet aircraft conducting operational trials in the Oakland
Oceanic FIR for several years, the same safety case can be made for turbojet aircraft operating in the Anchorage Oceanic FIR.
Consequently, effective with Notice 7110.472, FAA began operational trials, monitoring of data and appropriate safety case
development to support the application of 10 minutes separation between turbojet aircraft on the same course operating in the
Anchorage Oceanic FIR as well. Therefore, both Oakland and Anchorage Oceanic controllers may apply 10 minutes
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