Minima

Separate aircraft by the following minima:

1. TERMINAL. Single Sensor ASR or Digital Terminal Automation System (DTAS):
   1. When less than 40 miles from the antenna- 3 miles.
   2. When 40 miles or more from the antenna- 5 miles.
   3. For single sensor monopulse secondary surveillance radar (MSSR), when less than 60 miles from the antenna- 3 miles.
   4. If TRK appears in the data block, handle in accordance with paragraph 5-3-7, Identification Status, subparagraph b, and take appropriate steps to establish nonradar separation.
2. TERMINAL. FUSION:
   1. Fusion target symbol – 3 miles.
   2. When displaying ISR in the data block- 5 miles.
   3. If TRK appears in the data block, handle in accordance with paragraph 5-3-7, Identification Status, subparagraph b, and take appropriate steps to establish nonradar separation.
   4. The ADS-B Computer Human Interface (CHI) may be implemented by facilities on a sector by sector or facility wide basis when the determination is made that utilization of the ADS-B CHI provides an operational advantage to the controller.
3. STARS Multi-Sensor Mode – 5 miles.
4. ERAM:
   1. Below FL 600- 5 miles.
   2. At or above FL 600- 10 miles.
   3. Up to and including FL 230 where all the following conditions are met – 3 miles:
      1. Within the 3 NM separation area, and:
         1. Within 40 NM of the preferred radar; or
         2. Within 60 NM of the preferred radar when using an MSSR; or
         3. When operating in track-based display mode.
      2. The preferred sensor and/or ADS-B is providing reliable targets.
      3. Facility directives specifically define the 3 NM separation area.
      4. The 3 NM separation area is displayable on the video map.
      5. Involved aircraft are displayed using the 3 NM target symbol.
   4. When transitioning from terminal to en route control, 3 miles increasing to 5 miles or greater, provided:
      1. The aircraft are on diverging routes/courses, and/or
      2. The leading aircraft is and will remain faster than the following aircraft; and
      3. Separation constantly increasing and the first center controller will establish 5 NM or other appropriate form of separation prior to the aircraft departing the first center sector; and
      4. The procedure is covered by a letter of agreement between the facilities involved and limited to specified routes and/or sectors/positions.
5. MEARTS Mosaic Mode:
   1. Below FL 600- 5 miles.
   2. At or above FL 600- 10 miles.
   3. For areas meeting all of the following conditions – 3 miles:
      1. Radar site adaptation is set to single sensor mode.
      2. Significant operational advantages can be obtained.
      3. Within 40 NM of the sensor or within 60 NM of the sensor when using an MSSR and within the 3 NM separation area.
      4. Up to and including FL230.
      5. Facility directives specifically define the area where the separation can be applied and definethe requirements for displaying the area on the controller's PVD/MDM.
   4. MEARTS Mosaic Mode Utilizing Single Source Polygon (San Juan CCF and Honolulu Control Facility only) when meeting all of the following conditions – 3 miles:
      1. Up to and including FL230 within 40 miles from the antenna or within 60 NM when using an MSSR and targets are from the adapted sensor.
      2. The single source polygon must be displayed on the controller's PVD/MDM.
      3. Significant operational advantages can be obtained.
      4. Facility directives specifically define the single source polygon area where the separation can be applied and specify procedures to be used.
      5. Controller must commence a transition to achieve either vertical separation or 5 mile lateral separation in the event that either target is not from the adapted sensor.

         WAKE TURBULENCE APPLICATION

6. EN ROUTE. Provide wake turbulence separation as follows:
   1. Separate aircraft operating directly behind, following an aircraft conducting an instrument approach and/or operating within 2,500 feet and less than 1,000 feet below, by the following:
      1. Behind super - 5 miles, unless the super is operating at or below FL240 and below 250 knots, then:
         1. Heavy - 6 miles.
         2. Large - 7 miles.
         3. Small - 8 miles.
      2. Behind heavy:
         1. Heavy - 4 miles.
         2. Large or small - 5 miles.
   2. Separate a small aircraft behind a B757 – 4 miles when operating directly behind, following a B757 conducting an instrument approach and/or operating within 2,500 feet and less than 500 feet below.
   3. Separate an aircraft landing behind another aircraft on the same runway, or one making a touch‐and‐go, stop‐and‐go, or low approach by ensuring the minima below will exist at the time the preceding aircraft is over the landing threshold. If the landing threshold cannot be determined, the minima should be applied as constant or increasing at the closest point that can be determined prior to the landing threshold.
      1. Small behind large - 4 miles.
      2. Small behind heavy - 6 miles.

         WAKE TURBULENCE APPLICATION

7. TERMINAL. Separate aircraft by the minima specified in TBL 5-5-1 in accordance with the following:
   1. When following an aircraft conducting an instrument approach and/or operating within 2,500 feet and less than 1,000 feet below the flight path of a Category A, B, C, or D aircraft.
   2. When following an aircraft conducting an instrument approach and/or operating within 2,500 feet and/or less than 500 feet below a Category E aircraft.
   3. When departing parallel runways separated by less than 2,500 feet, the 2,500 feet requirement in subparagraph 2 is not required when a Category I aircraft departs the parallel runway behind a Category E aircraft. Issue a wake turbulence cautionary advisory and instructions that will establish lateral separation in accordance with subparagraph 2. Do not issue instructions that will allow the Category I aircraft to pass behind the Category E aircraft.

      TBL 5-5-3 Wake Turbulence Separation for Directly Behind

      		FOLLOWER
      		A	B	C	D	E	F	G	H	I
      	A		5 NM	6 NM	6 NM	7 NM	7 NM	7 NM	8 NM	8 NM
      	B		3 NM	4 NM	4 NM	5 NM	5 NM	5 NM	5 NM	5 NM
      	C					3.5 NM	3.5 NM	3.5 NM	5 NM	5 NM
      	D		3 NM	4 NM	4 NM	5 NM	5 NM	5 NM	5 NM	5 NM
      	E									4 NM
      	F
      	G
      	H
      	I

8. TERMINAL. ON APPROACH. In addition to subparagraph g, separate an aircraft on approach behind another aircraft to the same runway by ensuring the separation minima in TBL 5-5-2 will exist at the time the preceding aircraft is over the landing threshold.

   TBL 5-5-4 Wake Turbulence Separation for On Approach

   		FOLLOWER
   		A	B	C	D	E	F	G	H	I
   	A		5 NM	6 NM	6 NM	7 NM	7 NM	7 NM	8 NM	8 NM
   	B		3 NM	4 NM	4 NM	5 NM	5 NM	5 NM	5 NM	6 NM
   	C					3.5 NM	3.5 NM	3.5 NM	5 NM	6 NM
   	D		3 NM	4 NM	4 NM	5 NM	5 NM	5 NM	6 NM	6 NM
   	E									4 NM
   	F									4 NM
   	G
   	H
   	I

9. TERMINAL. When NOWGT is displayed in an aircraft data block, provide 10 miles separation behind the preceding aircraft and 10 miles separation to the succeeding aircraft.
10. TERMINAL. 2.5 nautical miles (NM) separation is authorized between aircraft established on the final approach course within 10 NM of the landing runway when operating in FUSION, or single sensor slant range mode if the aircraft remains within 40 miles of the antenna and:
    1. Wake turbulence separation must be applied in accordance with TBL 5-5-2;
    2. An average runway occupancy time of 50 seconds or less is documented;
    3. CTRDs are operational and used for quick glance references;
    4. Turnoff points are visible from the control tower.