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established on tracks that diverge by at least
45degrees when one aircraft is at least 15 miles from
the point of intersection of the tracks. This point may
be determined either visually or by reference to a
ground-based navigation aid. (See FIG 8-4-13.)
FIG 8-4-13
Track Separation
Dead Reckoning
JO 7110.65S 2/14/08
8-4-6
2/14/08 JO 7110.65S
Offshore/Oceanic Transition Procedures 8-5-1
Section 5. Offshore/Oceanic Transition Procedures
8-5-1. ALTITUDE/FLIGHT LEVEL
TRANSITION
When vertical separation is applied between aircraft
crossing the offshore/oceanic airspace boundary
below FL 180, control action shall be taken to ensure
that differences between the standard altimeter
setting (QNE) and local altimeter setting (QNH) do
not compromise separation. (See FIG 8-5-1.)
FIG 8-5-1
Standard and Local Altimeter Setting Differences
8-5-2. COURSE DIVERGENCE
When aircraft are entering oceanic airspace,
separation will exist in oceanic airspace when:
a. Aircraft are established on courses that diverge
by at least 15 degrees until oceanic lateral separation
is established, and
b. The aircraft are horizontally radar separated and
separation is increasing at the edge of known radar
coverage.
8-5-3. OPPOSITE DIRECTION
When transitioning from an offshore airspace area to
oceanic airspace, an aircraft may climb through
opposite direction oceanic traffic provided vertical
separation above that traffic is established:
a. Before the outbound crosses the offshore/
oceanic boundary; and
b. 15 minutes before the aircraft are estimated to
pass. (See FIG 8-5-2.)
FIG 8-5-2
Transitioning From Offshore to Oceanic Airspace
Opposite Direction
JO 7110.65S 2/14/08
8-5-2 Offshore/Oceanic Transition Procedures
8-5-4. SAME DIRECTION
When transitioning from an offshore airspace area to
oceanic airspace or while within oceanic airspace,
apply 5 minutes minimum separation when a
following aircraft on the same course is climbing
through the altitude of the preceding aircraft if the
following conditions are met:
a. The preceding aircraft is level at the assigned
altitude and is maintaining a speed equal to or greater
than the following aircraft; and
b. The minimum of 5 minutes is maintained
between the preceding and following aircraft; and
c. The following aircraft is separated by not more
than 4,000 feet from the preceding aircraft when the
climb clearance is issued; and
d. The following aircraft commences climb within
10 minutes after passing:
1. An exact reporting point (DME fix or
intersection formed from NAVAIDs) which the
preceding aircraft has reported; or
2. A radar observed position over which the
preceding aircraft has been observed; and
e. The following aircraft is in direct communication
with air traffic control until vertical separation is
established. (See FIG 8-5-3.)
FIG 8-5-3
Transitioning From Offshore to Oceanic Airspace
Same Direction
2/14/08 JO 7110.65S
Separation from Airspace Reservations 8-6-1
Section 6. Separation from Airspace Reservations
8-6-1. TEMPORARY STATIONARY
AIRSPACE RESERVATIONS
Separate aircraft from a temporary stationary
reservation by one of two methods:
a. Laterally: Clear aircraft so that the protected
airspace along the route of flight does not overlap the
geographical area of the stationary reservation.
(SeeFIG 8-6-1.)
FIG 8-6-1
Temporary Stationary Airspace Reservations
Lateral Separation
b. Vertically: Clear aircraft so that vertical
separation exists while the aircraft is within a
geographical area defined as the stationary reservation
plus a buffer around the perimeter equivalent to
one‐half the lateral separation minimum.
(SeeFIG 8-6-2.)
FIG 8-6-2
Temporary Stationary Airspace Reservations
Vertical Separation
8-6-2. REFUSAL OF AVOIDANCE
CLEARANCE
If a pilot refuses to accept a clearance to avoid a
reservation, inform him/her of the potential hazard,
advise him/her that services will not be provided
while the flight is within the reservation and, if
possible, inform the appropriate using agency.
8-6-3. TEMPORARY MOVING AIRSPACE
RESERVATIONS
Separate aircraft from a temporary moving airspace
reservation by one of the following methods:
a. Laterally: Clear aircraft so that the protected
airspace along the route of flight does not overlap the
(time‐dependent) geographical area of the moving
airspace reservation.
b. Longitudinally: Clear aircraft so that the
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