Phraseology

a Terrain/Obstruction Alert. Immediately issue/initiate an alert to an aircraft if you are aware the aircraft is at an altitude that, in your judgment, places it in unsafe proximity to terrain and/or obstructions. Issue the alert as follows:

b Aircraft Conflict/Mode C Intruder Alert. Immediately issue/initiate an alert to an aircraft if you are aware of another aircraft at an altitude that you believe places them in unsafe proximity. If feasible, offer the pilot an alternate course of action. …

b4 When an aircraft reports a GPS or WAASanomaly, request the following information and/or take the following actions: Inform other aircraft of the anomaly as specified in subparagraph 4-8-1k, l, or m, as applicable.

b3 Transfer radio communications by specifying the following: Time, fix, altitude, or specifically when to contact a facility. You may omit this when compliance is expected upon receipt.

f In situations where a sector has multiple frequencies or when sectors are combined using multiple frequencies and the aircraft will remain under your jurisdiction, transfer radio communication by specifying the following:

h In situations where the controller does not want the pilot to change frequency but the pilot is expecting or may want a frequency change, use the following phraseology.

a Restate the request in complete or abbreviated terms followed by the word “APPROVED.” The phraseology “APPROVED AS REQUESTED” may be substituted in lieu of a lengthy readback.

b State restrictions followed by the word “APPROVED.”

c State the word “UNABLE” and, time permitting, a reason.

b Issue cautionary information to any aircraft if in your opinion, wake turbulence may have an adverse effect on it. When traffic is known to be a Super aircraft, include the word Super in the description. …

a5 To radar identified aircraft: If known, type of aircraft and altitude.

a6 To radar identified aircraft: When requested by the pilot, issue radar vectors to assist in avoiding the traffic, provided the aircraft to be vectored is within your area of jurisdiction or coordination has been effected with the sector/facility in whose area the aircraft is operating. …

a7(b) To radar identified aircraft: Inform the pilot of the following when traffic you have issued is not reported in sight: The traffic is no longer depicted on radar.

b4 To aircraft that are not radar identified: ETA over the fix the aircraft is approaching, if appropriate.

a Tower must issue the wheels down check at an appropriate place in the pattern.

b2 Approach/arrival control, GCA must issue the wheels down check as follows: To aircraft conducting instrument approaches and remaining on the radar facility's frequency, before the aircraft passes the outer marker/final approach fix.

When it appears that the actions of a pilot constitute a pilot deviation, notify the pilot, workload permitting.

e1 For the following situations, use the associated phraseology: To deny clearance into RVSM airspace.

e2 For the following situations, use the associated phraseology: To request a pilot to report when able to resume RVSM.

a Forward any amending data concerning previously forwarded flight plans except that revisions to ETA information in paragraph 2-2-6, IFR Flight Progress Data, need only be forwarded when the time differs by more than 3 minutes from the estimate given.

a2 Describe NAVAIDs as follows: When utilized as the clearance limit, state the name of the NAVAID followed by the type of NAVAID if the type is known.

d Obtain PIREPs directly from the pilot, or if the PIREP has been requested by another facility, you may instruct the pilot to deliver it directly to that facility.

a2 Controllers must issue pertinent information on observed/reported weather and chaff areas to potentially affected aircraft. Define the area of coverage in terms of: The general width of the area and the area of coverage in terms of fixes or distance and direction from fixes.

d4 Use the term “precipitation” when describing radar-derived weather. Issue the precipitation intensity from the lowest descriptor (LIGHT) to the highest descriptor (EXTREME) when that information is available. Do not use the word “turbulence” in describing radar-derived weather. EXTREME.

f When precipitation intensity information is not available.

g2 EN ROUTE. When issuing precipitation intensity, use the following: Describe the highest displayable precipitation intensity as HEAVY to EXTREME.

i2 When requested by the pilot, provide radar navigational guidance and/or approve deviations around weather or chaff areas. In areas of significantweather, plan ahead and be prepared to suggest, upon pilot request, the use of alternative routes/altitudes. When approving a weather deviation for an aircraft that had previously been issued a crossing altitude, including climb via or descend via clearances, issue an altitude to maintain and, if necessary, assign a speed along with the clearance to deviate. …

i4 When requested by the pilot, provide radar navigational guidance and/or approve deviations around weather or chaff areas. In areas of significantweather, plan ahead and be prepared to suggest, upon pilot request, the use of alternative routes/altitudes. If traffic and airspace (i.e., special use airspace boundaries, LOA constraints) permit, combine the approval for weather deviation with a clearance on course.

i5 When requested by the pilot, provide radar navigational guidance and/or approve deviations around weather or chaff areas. In areas of significantweather, plan ahead and be prepared to suggest, upon pilot request, the use of alternative routes/altitudes. If traffic or airspace prevents you from clearing the aircraft on course at the time of the approval for a weather deviation, instruct the pilot to advise when clear of weather.

j When a deviation cannot be approved as requested because of traffic, take an alternate course of action that provides positive control for trafficresolution and satisfies the pilot's need to avoid weather.

a Controllers must broadcast a hazardous inflight weather advisory on all frequencies, except emergency frequency, upon receipt of hazardous weather information. …

b EN ROUTE. Identify the source of all altimeter settings when issued.

a En Route/Arrivals. Advise pilots to leave altimeter set to 31.00 until reaching final approach fix.

b Departures. Advise pilots to set altimeter to 31.00 prior to reaching any mandatory/crossing altitude or 1,500 feet AGL, whichever is lower.

c Terminal facilities must include reported unauthorized laser illumination events on the ATIS broadcast for one hour following the last report. Include the time, location, altitude, color, and direction of the laser as reported by the pilot.

h2 When a runway length has been temporarily or permanently shortened, ensure that the word “WARNING” prefaces the runway number, and that the word “shortened” is also included in the text of the message. For permanently shortened runways, facilities must continue to broadcast this information for a minimum of 30 days or until the Chart Supplement has been updated, whichever is longer.

i Runway Condition Codes (RwyCC)when provided. Include the time of the report.

a Ground control must obtain approval from local control before authorizing an aircraft or a vehicle to cross or use any portion of an active runway.The coordination must include the point/intersection at the runway where the operation will occur.

b When the local controller authorizes another controller to cross an active runway, the local controller must verbally specify the runway to be crossed and the point/intersection at the runway where the operation will occur preceded by the word “cross.”

a When established in a letter of agreement (LOA), vehicles, equipment, and personnel in two-way communications with ATC may be authorized to operate in the runway safety area (RSA) up to the edge of the runway surface, which includes when aircraft are arriving, departing, or…

a When low level wind shear/microburst is reported by pilots, Integrated Terminal Weather System (ITWS), or detected on wind shear detection systems such as LLWAS NE++, LLWAS-RS, WSP, or TDWR, controllers must issue the alert to all arriving and departing aircraft. …

c1(a) Apply the following procedures and phraseology for the depicted wind shear detection system described below. At locations equipped with LLWAS, the local controller must provide wind information as follows: If an alert is received, issue the airport wind and the displayed field boundary wind.

c1(b) Apply the following procedures and phraseology for the depicted wind shear detection system described below. At locations equipped with LLWAS, the local controller must provide wind information as follows: If multiple alerts are received, issue an advisory that there are wind shear alerts in two/several/all quadrants. After issuing the advisory, issue the airport wind in accordance with paragraph 3-9-1, Departure Information, followed by the field boundary wind most appropriate…

c2(a) Apply the following procedures and phraseology for the depicted wind shear detection system described below. Wind shear detection systems, including TDWR, WSP, LLWAS NE++ and LLWAS-RS provide the capability of displaying microburst alerts, wind shear alerts, and wind information oriented to the threshold or departure end of a runway. … If a wind shear or microburst alert is received for the runway in use, issue the alert information for that runway to arriving and departing aircraft as it is displayed on the ribbon display.

c2(b) Apply the following procedures and phraseology for the depicted wind shear detection system described below. Wind shear detection systems, including TDWR, WSP, LLWAS NE++ and LLWAS-RS provide the capability of displaying microburst alerts, wind shear alerts, and wind information oriented to the threshold or departure end of a runway. … If requested by the pilot or deemed appropriate by the controller, issue the displayed wind information oriented to the threshold or departure end of the runway.

c2(c) Apply the following procedures and phraseology for the depicted wind shear detection system described below. Wind shear detection systems, including TDWR, WSP, LLWAS NE++ and LLWAS-RS provide the capability of displaying microburst alerts, wind shear alerts, and wind information oriented to the threshold or departure end of a runway. … LLWAS NE++ or LLWAS-RS may detect a possible wind shear/microburst at the edge of the system but may be unable to distinguish between a wind shear and a microburst. …

c2(d) Apply the following procedures and phraseology for the depicted wind shear detection system described below. Wind shear detection systems, including TDWR, WSP, LLWAS NE++ and LLWAS-RS provide the capability of displaying microburst alerts, wind shear alerts, and wind information oriented to the threshold or departure end of a runway. … If unstable conditions produce multiple alerts, issue an advisory of multiple wind shear/microburst alerts followed by specific alert or wind information most appropriate to the aircraft operation.

b3 Local controllers may use certified tower radar displays for the following purposes: To provide a direction or suggested headings to VFR aircraft as a method for radar identification or as an advisory aid to navigation.

When requested by a pilot or when you deem it necessary, inform an aircraft of any observed abnormal aircraft condition.

Pilots are required to establish two-way radio communications before entering the Class D airspace. If the controller responds to a radio call with, “(a/c call sign) standby,” radio communications have been established and the pilot can enter the Class D airspace. …

b Advise the pilot‐in‐command that the requested service cannot be accommodated because it would create a significant disruption to air traffic operations.

b Then, if the pilot insists and in your opinion the intended operation would not adversely affect other traffic, inform him/her that the operation will be at his/her own risk.

b2 During the time Braking Action Advisories are in effect, take the following action: If no report has been received for the runway of intended use, issue an advisory to that effect.

c When requested by military authority due to freezing weather conditions or malfunction of the activating mechanism, the barrier/cable may remain in a raised position provided aircraft are advised.

e When arresting system operation has been requested, inform the pilot of the indicated barrier/cable position.

e2 When the remote status unit indicates that the localizer FFM is in alarm (aural warning following the preset delay) and: The aircraft is between the MM or ½ mile final and the inner marker (IM), or if the IM is not installed, the CAT II Missed Approach Point (MAP), immediately issue an advisory that the FFM remote status sensing unit indicates the localizer is unreliable.

a6 ASDE system derived information may be used to: Provide directional taxi information, as appropriate.

d Intersection departures may be initiated by a controller or a controller may authorize an intersection departure if a pilot requests. …

a2(b) When authorizing an aircraft to taxi or a vehicle to proceed on the movement area, specify the taxi instructions/route. If it is the intent to hold the aircraft/vehicle short of: Any other point along the route, issue: the entire route and then state the hold short instructions. After issuing a crossing clearance, specify the taxi instructions/route an aircraft/vehicle is to follow, if not previously issued.

b When authorizing an aircraft to taxi to an assigned takeoff runway, state the departure runway followed by the specific taxi route. …

c Issue a crossing clearance to aircraft for each runwaytheirroute crosses. An aircraft must have crossed a previous runway before another runway crossing clearance may be issued. …

g3 Crossing of active runway(s) by aircraft/vehicle(s): LAHSO application: When the arriving aircraft has acknowledged a clearance to land and hold short in accordance with FAA Order JO 7110.118, Land and Hold Short Operations (LAHSO), an aircraft/vehicle may cross the runway beyond the arriving aircraft's hold short point. …

h Request a read back of runway hold short instructions when it is not received from the pilot/vehicle operator.

j Issue instructions to expedite a taxiing aircraft or a moving vehicle.

k Issue instructions to aircraft/vehicle to hold short of an approach/departure hold area when required.

c Issue traffic information as necessary.

a Aircraft and vehicle access to the ILS critical area must be controlled to ensure the integrity of ILS course signals whenever the official weather observation is a ceiling of less than 800 feet or visibility less than 2 miles. …

b Operators commonly conduct “coupled” or “autoland” approaches to satisfy maintenance, training, or reliability program requirements. …

c If it is not possible to clear the POFZ or OCS prior to an aircraft reaching a point 2 miles from the runway threshold and the weather is less than described in subparagraph a or b above, issue traffic to the landing aircraft.

Establish the sequence of arriving and departing aircraft by requiring them to adjust flight or ground operation, as necessary, to achieve proper spacing.

b Two‐way radio communication is maintained with the aircraft involved and pertinent traffic information is issued.

j When the ATIS is unavailable, and when the runway length available for departure has been temporarily shortened, controllers must ensure that pilots receive the runway number combined with a shortened announcement for all departing aircraft.

a Advise departing aircraft the time at which the pilot can expect to receive engine startup advisory.

b Advise departing aircraft when to start engines and/or to advise when ready to taxi.

d Advise all aircraft on GC/FD frequency upon termination of gate hold procedures.

a1 Before takeoff. Issue the appropriate departure control frequency and beacon code. The departure control frequency may be omitted if a SID has been or will be assigned and the departure control frequency is published on the SID.

a2 Before takeoff. Inform all departing IFR military turboprop/turbojet aircraft (except transport and cargo types) to change to departure control frequency. If the local controller has departure frequency override, transmit urgent instructions on this frequency. …

b First state the runway number followed by the line up and wait clearance.

c1(a) Procedures. At facilities without a safety logic system or facilities with the safety logic system in limited configuration: Do 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.

i USN. Do not authorize aircraft to line up and wait simultaneously on intersecting runways.

l USAF/USN. When issuing additional instructions or information to an aircraft holding in position, include instructions to continue holding or taxi off the runway, unless it is cleared for takeoff.

m When authorizing an aircraft to line up and wait at an intersection, state the runway intersection.

n When two or more aircraft call the tower ready for departure, one or more at the full length of a runway and one or more at an intersection, state the location of the aircraft at the full length of the runway when authorizing that aircraft to line up and wait.

p2 Whenever a runway length has been temporarily or permanently shortened, state the word “shortened” immediately following the runway number as part of the line up and wait clearance. The addition of “shortened” must be included in the line up and wait clearance until the Chart Supplement is updated to include the change(s) when the runway is permanently shortened.

l Do not approve pilot requests to deviate from the required intervals contained in subparagraphs f through k.

a4 Apply the following wake turbulence criteria for intersection departures: Inform aircraft when it is necessary to hold in order to provide the required time interval.

a When issuing a clearance for takeoff, first state the runway number followed by the takeoff clearance.

b When clearing an aircraft for takeoff from an intersection, state the runway intersection.

c When two or more aircraft call the tower ready for departure, one or more at the full length of a runway and one or more at an intersection, state the location of the aircraft at the full length of the runway when clearing that aircraft for takeoff.

e At those airports where the airport configuration does not allow for an aircraft to completely cross one runway and hold short of the departure runway and/or where airports do not have runway hold markings between runways, state the runway to be crossed with the takeoff…

g2 Whenever a runway length has been temporarily or permanently shortened, state the word “shortened” immediately following the runway number as part of the takeoff clearance. This information must be issued in conjunction with the takeoff clearance. The addition of “shortened” must be included in the takeoff clearance until the Chart Supplement is updated to include the change(s) when the runway is permanently shortened.

i USA/USN/USAF. Issue surface wind and takeoff clearance to aircraft.

Cancel a previously issued clearance for takeoff and inform the pilot of the reason if circumstances require. Once an aircraft has started takeoff roll, cancel the takeoff clearance only for the purpose of safety.

a Specific traffic pattern information (may be omitted if the aircraft is to circle the airport to the left).

a When issuing a clearance to land, first state the runway number followed by the landing clearance.

b 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.

c 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.

g 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.

h2 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 until the Chart Supplement is updated to include the change(s) when the runway is permanently shortened.

i If landing clearance is temporarily withheld, insert the word “shortened” immediately after the runway number to advise the pilot to continue.

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.

a 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.

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. …

Approve/disapprove pilot requests to remain in closed traffic for successive operations subject to local traffic conditions.

a Pattern altitude and direction of traffic. Omit either or both if standard or when you know the pilot is familiar with a nonstandard procedure.

b Request for report on initial approach.

c “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.

b1 For overhead SFO/ELP approaches: Request a report at the entry point.

b2 For overhead SFO/ELP approaches: Request a report at low key.

c1 For straight-in simulation flameout approaches: Request a position report from aircraft conducting straight-in SFO approaches.

b When requested or necessary for a helicopter or powered‐lift aircraft to proceed at a slow speed above the surface, normally below 20 knots and in ground effect, use the following phraseology, supplemented as appropriate with the phraseology in paragraph 3-7-2, Taxi and Ground…

c When requested or necessary for a helicopter or powered‐lift aircraft to proceed expeditiously from one point to another, normally below 100 feet AGL and at airspeeds above 20 knots, use the following phraseology, supplemented as appropriate with the phraseology in paragraph…

a Issue helicopter or powered‐lift takeoff clearances from movement areas other than active runways or in diverse directions from active runways, with additional instructions as necessary. …

b If takeoff is requested from non‐movement areas, an area not authorized for helicopter or powered‐lift aircraft use, or an area off the airport, and, in your judgment, the operation appears to be reasonable, use the following phraseology instead of the takeoff clearance in…

a Issue landing clearances to helicopters or powered‐lift aircraft going to movement areas other than active runways or from diverse directions to points on active runways, with additional instructions as necessary. …

b If landing is requested to non‐movement areas, an area not authorized for helicopter or powered‐lift aircraft use, or an area off the airport, and, in your judgment, the operation appears to be reasonable, use the following phraseology instead of the landing clearance in…

b1 Clearance limit. When the clearance limit is an airport, the word “airport” must follow the airport name.

b2 Clearance limit. When the clearance limit is a NAVAID, and the NAVAID type is known, the type of NAVAID must follow the NAVAID name.

b3 Clearance limit. When the clearance limit is an intersection or waypoint, and the type is known, the type must follow the intersection or waypoint name.

a1 Amend route of flight in a previously issued clearance by one of the following: State which portion of the route is being amended and then state the amendment.

a2 Amend route of flight in a previously issued clearance by one of the following: State the amendment to the route and then state that the rest of the route is unchanged.

a3 Amend route of flight in a previously issued clearance by one of the following: Issue a clearance “direct” to a point on the previously issued route.

You may clear an aircraft through intermediate stops.

Use the phrase “via approved altitude reservation flight plan,” if the aircraft will operate in an approved ALTRV.

d1 When VFR aircraft operating below the minimum altitude for IFR operations requests an IFR clearance and the pilot informs you, or you are aware, that they are unable to climb in VFR conditions to the minimum IFR altitude: Before issuing a clearance, ask if the pilot is able to maintain terrain and obstruction clearance during a climb to the minimum IFR altitude.

a1 If necessary, before instructing an IFR aircraft arriving at an airport not served by an air traffic control tower or flight service station to change to the common traffic advisory frequency, provide the pilot with instructions on how to cancel his/her IFR flight plan. Airports with an air/ground communications station:

a2 If necessary, before instructing an IFR aircraft arriving at an airport not served by an air traffic control tower or flight service station to change to the common traffic advisory frequency, provide the pilot with instructions on how to cancel his/her IFR flight plan. Airports without an air/ground communications station:

b Respond to a pilot's cancellation of his/her IFR flight plan as follows:

b1(a) Clearance Limit. Specify the destination airport when practicable, even though it is outside controlled airspace. Issue short range clearances as provided for in any procedures established for their use. When the clearance limit is an airport, the word “airport” must follow the airport name.

b1(b) Clearance Limit. Specify the destination airport when practicable, even though it is outside controlled airspace. Issue short range clearances as provided for in any procedures established for their use. When the clearance limit is a NAVAID and the NAVAID type is known, the type of NAVAID must follow the NAVAID name.

b1(c) Clearance Limit. Specify the destination airport when practicable, even though it is outside controlled airspace. Issue short range clearances as provided for in any procedures established for their use. When the clearance limit is an intersection or waypoint and the type is known, the type must follow the intersection or waypoint name.

b2 Clearance Limit. For Air Force One (AF1) operations, do not specify the destination airport.

c3 Departure Procedures. Compatibility with a procedure issued may be verified by asking the pilot if items obtained/ solicited will allow him/her to comply with local traffic pattern, terrain, or obstruction avoidance.

c4(a) Departure Procedures. SIDs: Assign a SID (including transition if necessary). Assign an ADR/ADAR, when applicable or the route filed by the pilot, when a SID is not established for the departure route to be flown, or the pilot has indicated that he/she does not wish to use a SID.

c4(b) Departure Procedures. SIDs: If it is necessary to assign a crossing altitude which differs from the SID altitude emphasize the change to the pilot.

c4(c) Departure Procedures. SIDs: Specify altitudes when they are not included in the SID.

d2 Route of flight. Specify one or more of the following: The routing a pilot can expect if any part of the route beyond a short range clearance limit differs from that filed.

e5 Altitude. Use one of the following in the order of preference listed. When a SID does not contain published crossing restrictions and/or is a SID with a Radar Vector segment or a Radar Vector SID; …

f3 Instruct aircraft to MAINTAIN (altitude) when: A SID is constructed with a Radar Vector segment and contains published crossing restrictions after the vector segment.

g2 When a filed route will require revisions, the controller responsible for initiating the clearance to the aircraft must either: Specify the assigned altitude to maintain, or Climb Via SID, or Climb Via SID except maintain (altitude), as appropriate.

h1 In a nonradar environment specify one, two, or more fixes, as necessary, to identify the initial route of flight. Specify the destination airport, when practicable, followed by the word “airport” even though it is outside controlled airspace.

h2 In a nonradar environment specify one, two, or more fixes, as necessary, to identify the initial route of flight. When the clearance limit is a NAVAID, the type of NAVAID must follow the NAVAID name.

h3 In a nonradar environment specify one, two, or more fixes, as necessary, to identify the initial route of flight. When the clearance limit is an intersection or waypoint and the type is known, the type must follow the intersection or waypoint name.

a Departure Release. When conditions allow, release the aircraft as soon as possible.

b2 Hold For Release (HFR). When issuing hold for release instructions, include departure delay information.

c2 Release Times. The facility issuing a release time to a pilot must issue a time check. A release time using a specified number of minutes does not require a time check.

f2 Clearance Void Times. The facility delivering a clearance void time to a pilot must issue a time check. A void time issued using a specified number of minutes does not require a time check.

a After obtaining, if necessary, approval from the facility/sector responsible for issuing the IFR clearance, you may authorize an IFR flight planned aircraft to depart VFR. …

a Designated ATS routes.

b Radials, courses, azimuths to or from NAVAIDs.

c2 Random routes. Impromptu.

c3 Random routes. Point-to-Point.

i Courses, azimuths, bearings, quadrants, or radials within a radius of a NAVAID.

j4 Fixes/waypoints defined in terms of: Offset from published or established ATS route at a specified distance and direction for random (impromptu) RNAV Routes.

a Altitude to maintain or cruise. When issuing cruise in conjunction with an airport clearance limit and an unpublished route will be used, issue an appropriate crossing altitude to ensure terrain clearance until the aircraft reaches a fix, point, or route where the altitude…

b Instructions to climb or descend including restrictions, as required. Specify a time restriction reference the UTC clock reading with a time check. …

c Specified altitude for crossing a specified fix or waypoint; or, specified altitude for crossing a distance (in miles) and direction from a specified fix or waypoint.

d A specified altitude over a specified fix for that portion of a descent clearance where descent at pilot's discretion is permissible. At any other time it is practicable, authorize climb/descent at pilot's discretion.

e When a portion of a climb/descent may be authorized at the pilot's discretion, specify the altitude the aircraft must climb/descend to followed by the altitude to maintain at the pilot's discretion.

g Altitude assignments involving more than one altitude.

h3 Instructions to vertically navigate SIDs/STARs with published crossing restrictions (Climb Via/Descend Via). When cleared direct to a waypoint/fix without a published altitude, assign a crossing altitude.

h4 Instructions to vertically navigate SIDs/STARs with published crossing restrictions (Climb Via/Descend Via). After a “climb via” or “descend via” clearance has been issued, if the aircraft is cleared direct to a waypoint/fix, the “climb via” or “descend via” clearance must be restated. The name of the SID or STAR does not need to be restated.

h5 Instructions to vertically navigate SIDs/STARs with published crossing restrictions (Climb Via/Descend Via). When vectoring or approving an aircraft to deviate, state an altitude to maintain and advise the pilot if you intend on clearing the aircraft to resume the “climb via” or “descend via” procedure.

h9 Instructions to vertically navigate SIDs/STARs with published crossing restrictions (Climb Via/Descend Via). If it is necessary to assign a crossing altitude which differs from the STAR or SID altitude, emphasize the change to the pilot.

h10 Instructions to vertically navigate SIDs/STARs with published crossing restrictions (Climb Via/Descend Via). When an aircraft has been issued an interim altitude and after departure ATC can subsequently clear the aircraft to climb to the original top altitude published in a SID that contains published crossing restrictions, instruct aircraft to “climb via SID.” When issuing a…

h11 Instructions to vertically navigate SIDs/STARs with published crossing restrictions (Climb Via/Descend Via). If it is necessary to assign an interim altitude or assign a bottom or top altitude not contained on a STAR or SID, the provisions of subparagraph 4-5-7h may be used in conjunction with subparagraph 4-5-7a.

If practicable, inform an aircraft when to expect climb or descent clearance or to request altitude change from another facility.

a3 Request a pilot to confirm assigned altitude on initial contact and when position reports are received unless: TERMINAL. The aircraft was transferred to you from another sector/position within your facility (intrafacility).

b USA. Reconfirm all pilot altitude read backs.

a Clearance limit (if any part of the route beyond a clearance limit differs from the last routing cleared, issue the route the pilot can expect beyond the clearance limit).

b2 Holding instructions. When the assigned procedure or route being flown includes a charted pattern, you may omit all holding instructions except the charted holding direction and the statement “as published.” Always issue complete holding instructions when the pilot requests them.

c1 EFC. Do not specify this item if no delay is expected. When additional holding is expected at any other fix in your facility's area, state the fix and your best estimate of the additional delay. When more than one fix is involved, state the total additional en route delay (omit specific fixes).

c2 EFC. Do not specify this item if no delay is expected. When additional holding is expected in an approach control area, state the total additional terminal delay.

c4 EFC. Do not specify this item if no delay is expected. When delay is expected, issue items in subparagraphs a and b at least 5 minutes before the aircraft is estimated to reach the clearance limit. If the traffic situation requires holding an aircraft that is less than 5 minutes from the holding fix, issue these items immediately.

b2(b) Include the following items when issuing clearance beyond a clearance limit: Route of flight. Specify one of the following: The phrase “via last routing cleared.” Use this phrase only when the most recently issued routing to the new clearance limit is valid and verbiage will be reduced.

b3 When arrival delays reach or are anticipated to reach 30 minutes, take the following action: Unless a pilot requests delay information, the actions specified in subparagraphs 1 and 2 above may be omitted when total delay information is available to pilots via ATIS.

e Direction of holding pattern turns only if left turns are to be made, the pilot requests it, or you consider it necessary.

f3 Issue maximum holding airspeed advisories when an aircraft is: Cleared into an airspeed restricted holding pattern in which the icon has not been published.

You may use as a holding fix a location which the pilot can determine by visual reference to the surface if he/she is familiar with it.

a Name of fix or airport.

b Route of flight including a STAR/RNAV STAR and STAR/RNAV STAR transition, if appropriate. Assign a STAR/RNAV STAR and STAR/RNAV STAR transition to any aircraft in lieu of other routes; e.g., airways or preferential arrival routes when the routings are the same. …

b5 Forward the following information to approach control facilities before transfer of control jurisdiction: Time, fix, or altitude when control responsibility is transferred to the approach control facility. This information may be omitted when provided for in a letter of agreement.

b Upon pilot request, controllers must inform pilots of the frequency where automated weather data may be obtained and, if appropriate, that airport weather is not available.

a7 Clear aircraft for “standard” or “special” instrument approach procedures only. Controllers must not disapprove a pilot request to cold temperature compensate in conjunction with the issuance of an approach clearance.

e If a procedure turn, hold-in-lieu of procedure turn, or arrival holding pattern is depicted and the angle of intercept is 90 degrees or less, the aircraft must be instructed to conduct a straight-in approach if ATC does not want the pilot to execute a procedure turn or…

When issuing an approach clearance at locations without an operating control tower or where part‐time towers are closed, state the name of the airport.

b Include in the approach clearance instructions to circle to the runway in use if landing will be made on a runway other than that aligned with the direction of instrument approach. …

If an IFR aircraft intends to land at an airport not served by a tower or FSS, approve a change to the advisory service frequency when you no longer require direct communications.

e Missed approach procedures if considered necessary.

d4(a) VFR aircraft conducting practice instrument approaches: Where a facility directive does not require the application of IFR separation services to VFR aircraft practicing instrument approaches, the controller must: Instruct the pilot to maintain VFR and advise the pilot that separation services are not provided.

a2(b) Secondary radar may be used as the sole display source as follows: Outside Class A airspace, or where mix of Class A airspace/non-Class A airspace exists, only when: The primary radar is temporarily unusable or out of service. Advise pilots when these conditions exist, or

d In each stop request, include your facility name, type of EA activity (chaff dispensing- “stream”/“burst” or electronic jamming- “buzzer”), radar band affected and, when feasible, expected duration of suspension.

a When required, inform an aircraft of its position with respect to a fix or airway.

a Inform aircraft when radar service is terminated.

b2 Unless otherwise specified in this section, a facility directive, or a letter of agreement, issue beacon codes assigned by the computer. Computer-assigned codes may be modified as required. TERMINAL. Unless otherwise specified in a facility directive or a letter of agreement, aircraft that will enter an adjacent facility's delegated airspace must be assigned a beacon code assigned by the ARTCC computer.

a Code 7700 when the pilot declares an emergency and the aircraft is not radar identified.

b After radio and radar contact have been established, you may request other than single-piloted helicopters and single-piloted turbojet aircraft to change from Code 7700 to a computer-assigned discrete code.

b Instruct an IFR aircraft that cancels its IFR flight plan and is not requesting radar advisory service, or a VFR aircraft for which radar advisory service is being terminated, to squawk VFR.

b When necessary to reduce clutter in a multi-target area, provided you instruct the pilot to return the transponder/ADS-B to “normal” position as soon as possible thereafter.

a Inform an aircraft with an operable transponder that the assigned beacon code is not being displayed.

b Inform an aircraft when its transponder appears to be inoperative or malfunctioning.

Inform aircraft concerned when the ground interrogator appears to be inoperative or malfunctioning.

b1 Consider an altitude readout valid when: It varies less than 300 feet from the pilot reported altitude, or

d1 Whenever you observe an aircraft below FL 180 with an invalid Mode C readout: Issue the correct altimeter setting and confirm the pilot has accurately reported the altitude.

d2(b) Whenever you observe an aircraft below FL 180 with an invalid Mode C readout: If the altitude readout continues to be invalid: Notify the operations supervisor‐in‐charge of the aircraft call sign.

e1 Whenever you observe an aircraft at or above FL 180 with an invalid Mode C readout, unless the aircraft is descending below Class A airspace: Verify that the pilot is using 29.92 inches of mercury as the altimeter setting and has accurately reported the altitude.

e2(b) Whenever you observe an aircraft at or above FL 180 with an invalid Mode C readout, unless the aircraft is descending below Class A airspace: If the Mode C readout continues to be invalid: Notify the operations supervisor‐in‐charge of the aircraft call sign.

d TERMINAL. The aircraft was transferred to you from another sector/position within your facility (intrafacility).

a3 Request a pilot to confirm assigned altitude on initial contact unless: TERMINAL. The aircraft was transferred to you from another sector/position within your facility (intrafacility).

b USA. Reconfirm all pilot altitude read backs.

Inform an aircraft when you want it to turn on/off the automatic altitude reporting feature of its transponder.

Inform the pilot when you want their aircraft's transponder and ADS-B Out turned off.

a When an aircraft's ADS-B transmitter appears to be inoperative or malfunctioning, notify the OS/CIC of the aircraft call sign, location, and time of the occurrence (UTC). Except for DoD aircraft or those provided for in paragraph 5-2-24, inform the pilot.

b If a malfunctioning ADS-B transmitter is jeopardizing the safe execution of air traffic control functions, instruct the aircraft to stop ADS-B transmissions, and notify the OS/CIC.

a Call Sign Mis-Match (CSMM). A CSMM alert will occur when the transmitted ADS-B Flight Identification (FLT ID) does not match the flight plan aircraft identification. Inform the aircraft of the CSMM.

c If a CSMM or Duplicate ICAO address is jeopardizing the safe execution of air traffic control functions, instruct the aircraft to stop ADS-B transmissions, and notify the OS/CIC.

a Request the pilot to activate the “IDENT” feature of the transponder/ADS-B and then observe the identification display.

c Request the pilot to change their transponder/ADS-B to “standby.” After you observe the target disappear for sufficient scans to assure that loss of target resulted from placing the transponder/ADS-B in “standby” position, request the pilot to return the transponder to normal…

d EN ROUTE. An aircraft may be considered identified when the full data block is automatically associated with the target symbol of an aircraft that is squawking a discrete code assigned by the computer.

a2 Inform an aircraft of radar contact when: Subsequent to loss of radar contact or terminating radar service, radar identification is reestablished.

b Inform an aircraft when radar contact is lost.

b4(d) When making a handoff, point out, or issuing traffic restrictions, relay information to the receiving controller in the following order: Advise the receiving controller of pertinent information not contained in the data block or available flight data unless covered in an LOA or facility directive. Pertinent information may include: Any other pertinent information.

c When receiving a handoff, point out, or traffic restrictions, respond to the transferring controller as follows:

a1 Vector aircraft by specifying: Direction of turn, if appropriate, and magnetic heading to be flown, or

a2 Vector aircraft by specifying: The number of degrees, in group form, to turn and the direction of turn, or

a3 Vector aircraft by specifying: For NO‐GYRO procedures, the type of vector, direction of turn, and when to stop turn.

b When initiating a vector, advise the pilot of the purpose, and if appropriate, what to expect when radar navigational guidance is terminated.

d When vectoring or approving an aircraft to deviate off of a procedure, advise the pilot if you intend on clearing the aircraft to resume the procedure.

e3 Provide radar navigational guidance until the aircraft is: Informed of its position unless the aircraft is RNAV, FMS, or DME equipped and being vectored toward a VORTAC/TACAN or waypoint and within the service volume of the NAVAID.

f Aircraft instructed to resume a procedure which contains published crossing restrictions (SID/STAR) must be issued/reissued all applicable restrictions or be instructed to Climb Via/Descend Via.

j Inform the pilot when a vector will take the aircraft across a previously assigned nonradar route.

a4 Instruct aircraft to: Increase or reduce to a specified speed in single‐digit form or by a specified number of knots in group form.

b To obtain pilot concurrence for a speed adjustment at or above FL 390, as required by paragraph 5-7-1, Application, use the following phraseology.

c1 Simultaneous speed reduction and descent can be extremely difficult, particularly for turbojet aircraft. Specifying which action is to be accomplished first removes any doubt the pilot may have as to controller intent or priority. … Speed reductions prior to descent.

c2 Simultaneous speed reduction and descent can be extremely difficult, particularly for turbojet aircraft. Specifying which action is to be accomplished first removes any doubt the pilot may have as to controller intent or priority. … Speed reduction following descent.

d Specify combined speed/altitude fix crossing restrictions.

e When issuing speed adjustments to aircraft cleared on procedures with published speed restrictions, specify the point at which the issued restriction begins, ends, or changes the published restrictions.

a Advise aircraft to “resume normal speed” when ATC-assigned speed adjustments are no longer required and no published speed restrictions apply.

b Instruct aircraft to “comply with speed restrictions” applicable to the charted procedure or route being flown.

c Advise aircraft to “resume published speed" when aircraft have been assigned an unpublished speed and ATC wants aircraft to meet subsequent published speed restrictions on the route or procedure.

d Advise aircraft when either ATC assigned speed adjustments or published speed restrictions are no longer required.

a Before departure, assign the initial heading consistent with either a SID being flown or DVA, if applicable, when a departing aircraft is to be vectored immediately after takeoff. At locations that have a DVA, concurrent use of both a SID and DVA is not permitted.

d When conducting simultaneous parallel runway departures utilizing RNAV SIDs, advise aircraft of the initial fix/waypoint on the RNAV route.

b2 If deviations from the final approach course are observed after initial course interception, apply the following: Inside the approach gate: inform the pilot of the aircraft's position and ask intentions.

Inform the aircraft whenever a vector will take it across the final approach course and state the reason for such action.

e1 The following procedures must be used by the final monitor controllers: For PRM approaches, provide position information to an aircraft that is left/right of the depicted final approach course centerline, and in your judgment is continuing on a track that may penetrate the NTZ.

e2 The following procedures must be used by the final monitor controllers: Instruct the aircraft to return to the correct final approach course when aircraft are observed to overshoot the turn‐on or to continue on a track which will penetrate the NTZ.

e3 The following procedures must be used by the final monitor controllers: Instruct aircraft on the adjacent final approach course to alter course to avoid the deviating aircraft when an aircraft is observed penetrating or in your judgment will penetrate the NTZ.

c1 The following procedures must be used by the final monitor controllers: Provide position information to an aircraft that is (left/right) of the depicted final approach course centerline, and in your judgment is continuing on a track that may penetrate the NTZ.

c2 The following procedures must be used by the final monitor controllers: Instruct the aircraft to return immediately to the correct final approach course when aircraft are observed to overshoot the turn-on or continue on a track which will penetrate the NTZ.

c3 The following procedures must be used by the final monitor controllers: Instruct aircraft on the adjacent final approach course to alter course to avoid the deviating aircraft when an aircraft is observed penetrating or in your judgment will penetrate the NTZ.

d1 The following procedures must be used by the final approach controllers: Instruct the aircraft to return to the correct final approach course when that aircraft is observed to overshoot the turn-on or continue on a track which deviates from the final approach course in the direction of the adjacent approach course.

d2 The following procedures must be used by the final approach controllers: Instruct aircraft on adjacent final approach course to alter course to avoid the deviating aircraft when an aircraft is observed, or in the controller's judgment, has deviated from the final approach course in the direction of the adjacent approach course.

b1 Before starting final approach: Inform the aircraft of the type of approach, runway, airport, heliport, or other point, as appropriate, to which the approach will be made. Specify the airport name when the approach is to a secondary airport.

b2 Before starting final approach: For surveillance approaches, specify the location of the MAP in relation to the runway/airport/heliport.

c Inform an aircraft making an approach to an airport not served by a tower that no traffic or landing runway information is available for that airport.

a Before issuing a vector, inform the aircraft of the type of approach.

b Instruct the aircraft when to start and stop turn.

c After turn on to final approach has been made and prior to the aircraft reaching the approach gate, instruct the aircraft to make half‐standard rate turns.

a3 If lost communications instructions will require the aircraft to fly on an unpublished route, issue an appropriate altitude to the pilot. If the lost communications instructions are the same for both pattern and final, the pattern/vector controller must issue both. … Proceed with an approved nonradar approach, or execute the specific lost communications procedure for the radar approach being used.

USA/USN. Advise the pilot to perform landing check while the aircraft is on downwind leg and in time to complete it before turning base leg. …

Inform the aircraft of its position at least once before starting final approach.

When instructing the aircraft to change frequency for final approach guidance, include the name of the facility.

On initial contact with the final controller, ask the aircraft for a communication check.

After contact has been established with the final controller and while on the final approach course, instruct the aircraft not to acknowledge further transmissions.

Before an aircraft starts final descent for a full stop landing and weather reports indicate that any portion of the final approach will be conducted in IFR conditions, issue a specific missed approach procedure approved for the radar approach being conducted.

Before an aircraft which plans to execute a low approach or touch‐and‐go begins final descent, issue appropriate departure instructions to be followed upon completion of the approach. …

b If the clearance is not obtained or is canceled, inform the aircraft and issue alternative instructions.

c Radar contact is lost or a malfunctioning radar is suspected.

d Airport conditions or traffic preclude approach completion.

Provide recommended altitudes on final approach if the pilot requests. If recommended altitudes are requested, inform the pilot that recommended altitudes which are at or above the published MDA will be given for each mile on final.

Aircraft may be requested to report the runway, approach/runway lights, or airport in sight. Helicopters and powered‐lift aircraft making a “point‐in‐space” approach may be requested to report when able to proceed to the landing area by visual reference to a prescribed surface…

b When it is determined that the surveillance approach will terminate in a circle to land maneuver, request the aircraft approach category from the pilot. …

a Unless a descent restriction exists, advise the aircraft to descend to the MDA.

b When a descent restriction exists, specify the prescribed restriction altitude. When the aircraft has passed the altitude limiting point, advise to continue descent to MDA.

a Issue course guidance, inform the aircraft when it is on course, and frequently inform the aircraft of any deviation from course. Transmissions with aircraft on surveillance final approach should occur approximately every 15 seconds.

c Inform the aircraft of its distance from the runway, airport/heliport, or MAP, as appropriate, each mile on final.

d Recommended altitudes must be furnished, if requested, in accordance with paragraph 5-11-1, Altitude Information.

c When approach guidance is discontinued in accordance with subparagraph a and the aircraft has reported the runway or approach/runway lights in sight, advise the aircraft of its position and to proceed visually.

d When approach guidance is discontinued in accordance with subparagraph a above and the aircraft has not reported the runway or approach/runway lights in sight, advise the aircraft of its position and to execute a missed approach unless the runway or approach/runway lights are…

Inform the aircraft when it is approaching glidepath (approximately 10 to 30 seconds before final descent).

Provide the DA to any pilot who requests it.

When an aircraft reaches the point where final descent is to start, instruct it to begin descent.

a Issue course guidance and inform the aircraft when it is on glidepath and on course, and frequently inform the aircraft of any deviation from glidepath or course. Transmissions with aircraft on precision final approach should occur approximately every 5 seconds.

Inform the aircraft of its distance from touchdown at least once each mile on final approach.

Inform the aircraft when it reaches the published decision altitude.

b Inform the aircraft when it is passing over the approach lights.

c Inform the aircraft when it is passing over the landing threshold and inform it of its position with respect to the final approach course.

b When precision approach guidance is discontinued in accordance with subparagraph a, advise the aircraft of its position and to proceed visually.

Issue communications transfer instructions.

a1 If the elevation portion of PAR equipment fails during a precision approach: Discontinue PAR instructions and tell the aircraft to take over visually or if unable, to execute a missed approach. If the aircraft executes a missed approach, apply subparagraph 2 below.

b Arrive at a fix at a specified time.

When pilots of aircraft on the same course in direct radio communication with each other concur, you may authorize the following aircraft to maintain longitudinal separation of 10 minutes; or 20 miles between DME equipped aircraft; RNAV equipped aircraft using ATD; …

Advise the pilot to use DME distances when applying DME separation to an RNAV aircraft operating along VOR airways/routes.

b2 Between an arc about a NAVAID and other airspace to be protected: (See FIG 6-5-3.) More than 35 miles from the NAVAID- 10 miles.

Assign an altitude to an aircraft after the aircraft previously at that altitude has reported leaving the altitude.

a2 You may clear aircraft to maintain “VFR conditions” if one of the following conditions exists: TERMINAL. The clearance will result in noise abatement benefits where part of the IFR departure route does not conform to an FAA‐ approved noise abatement route or altitude.

b When, in your judgment, there is reason to believe that flight in VFR conditions may become impractical, issue an alternative clearance which will ensure separation from all other aircraft for which you have separation responsibility.

b Issue traffic information to aircraft cleared to hold at the same fix.

a2(b)(3) TERMINAL. Visual separation may be applied between aircraft up to but not including FL180 under the following conditions: Pilot-applied visual separation. The pilot sees another aircraft and is instructed to maintain visual separation from the aircraft as follows: Instruct the pilot to maintain visual separation from that aircraft.

a2(c) TERMINAL. Visual separation may be applied between aircraft up to but not including FL180 under the following conditions: Pilot-applied visual separation. If the pilot reports the traffic in sight and will maintain visual separation from it (the pilot must state both), the controller may “approve” the operation instead of restating the instructions.

a2(d) TERMINAL. Visual separation may be applied between aircraft up to but not including FL180 under the following conditions: Pilot-applied visual separation. If aircraft are on converging courses, inform the other aircraft of the traffic and that visual separation is being applied.

b2(c) EN ROUTE. Visual separation may be used up to but not including FL 180 when the following conditions are met: A pilot sees another aircraft and is instructed to maintain visual separation from it as follows: Instruct the pilot to maintain visual separation from that aircraft.

b2(d) EN ROUTE. Visual separation may be used up to but not including FL 180 when the following conditions are met: A pilot sees another aircraft and is instructed to maintain visual separation from it as follows: If the pilot reports the traffic in sight and will maintain visual separation (the pilot must state both), the controller may “approve” the operation instead of restating the instructions.

b2(f) EN ROUTE. Visual separation may be used up to but not including FL 180 when the following conditions are met: A pilot sees another aircraft and is instructed to maintain visual separation from it as follows: Advise the pilots if the radar targets appear likely to merge.

c Nonapproach control towers may be authorized to provide visual separation between aircraft within surface areas or designated areas when approved separation is provided before and after the application of visual separation. …

d If the nonapproach control tower controller states to the radar controller that they will provide visual separation between arrivals, departures/arrivals and/or successive departures, and states the call signs of all aircraft involved, the radar controller can approve the…

a You may clear an aircraft to maintain “VFR‐on‐top” if the pilot of an aircraft on an IFR flight plan requests the clearance.

b5 You may clear an aircraft to climb through clouds, smoke, haze, or other meteorological formations and then to maintain “VFR‐on‐top” if the following conditions are met: When an aircraft is climbing to and reports reaching “VFR‐on‐top,” reclear the aircraft to maintain “VFR‐on‐top.”

c Do not clear an aircraft to maintain “VFR‐on‐top” between sunset and sunrise to separate holding aircraft from each other or from en route aircraft unless restrictions are applied to ensure the appropriate IFR vertical separation.

d When, in your judgment, there is reason to believe that flight in VFR conditions may become impractical, issue an alternative clearance which will ensure separation from all other aircraft for which you have separation responsibility.

Inform an aircraft maintaining “VFR‐on‐top” when a report indicates the pilot is not complying with 14 CFR section 91.159(a).

A vector for a visual approach may be initiated if the reported ceiling at the airport of intended landing is at least 500 feet above the MVA/MIA and the visibility is 3 miles or greater. At airports without weather reporting service there must be reasonable assurance (e.g. …

c4 Clear an aircraft for a visual approach when: At locations without an operating control tower or where part‐time towers are closed, do not specify a runway when issuing a visual approach clearance, issue a visual approach clearance to the airport only.

d An aircraft not following another aircraft on the approach reports sighting a charted visual landmark, or reports sighting a preceding aircraft landing on the same runway and has been instructed to follow that aircraft.

e The published name of the RVFP and the landing runway are specified in the approach clearance.

e An alternative clearance is issued when weather conditions are such that a contact approach may be impracticable.

a6 SVFR operations in weather conditions less than basic VFR minima are authorized: When weather conditions are not reported at the airport of intended landing/departure and the pilot advises that VFR cannot be maintained and requests SVFR.

b Inform an aircraft of the anticipated delay when a SVFR clearance cannot be granted because of IFR traffic. Do not issue an EFC or expected departure time.

Do not assign a fixed altitude when applying vertical separation, but clear the SVFR aircraft at or below an altitude which is at least 500 feet below any conflicting IFR traffic but not below the MSA prescribed in 14 CFR section 91.119.

a Authorize local SVFR operations for a specified period (series of landings and takeoffs, etc.) upon request if the aircraft can be recalled when traffic or weather conditions require. Where warranted, LOAs may be consummated.

Authorize an aircraft to climb to VFR upon request if the only weather limitation is restricted visibility.

c Inform arriving aircraft, operating VFR/SVFR within a Class B, Class C, Class D, or Class E surface area, that ground visibility is less than 1 mile and request the pilot to advise intentions.

a Establish radar contact before instructing a VFR aircraft to enter the traffic pattern at a specified point or vectoring the aircraft to a position in the approach sequence. …

Basic radar services should be provided to the extent possible, workload permitting. Terminate radar service to aircraft landing at airports other than those where sequencing service is provided at a sufficient distance from the airport to permit the pilot to change to the…

c When necessary to assign an altitude for separation purposes to VFR aircraft contrary to 14 CFR section 91.159, advise the aircraft to resume altitudes appropriate for the direction of flight when the altitude assignment is no longer needed for separation or when leaving the…

c Inform participating VFR aircraft when leaving the TRSA.

Class C service requires pilots to establish two‐way radio communications before entering Class C airspace. If the controller responds to a radio call with, “(a/c call sign) standby,” radio communications have been established and the pilot can enter Class C airspace. …

b Aircraft assigned altitudes which are contrary to 14 CFR section 91.159 must be advised to resume altitudes appropriate for the direction of flight when the altitude is no longer needed for separation, when leaving the outer area, or when terminating Class C service.

Unless aircraft are landing at secondary airports or have requested termination of service while in the outer area, provide services until the aircraft departs the associated outer area. …

a VFR aircraft must obtain an ATC clearance to operate in Class B airspace.

d Inform VFR aircraft when leaving Class B airspace.

c Aircraft assigned altitudes which are contrary to 14 CFR section 91.159 must be advised to resume altitudes appropriate for the direction of flight when the altitude assignment is no longer required or when leaving Class B airspace.

c Request pilot's intentions.

a Except for aircraft operating in the same altitude reservation, clear aircraft into an MTR provided separation will be applied between successive aircraft unless otherwise covered in a letter of agreement between the military scheduling activity and the concerned ATC facility.

b Unless otherwise covered in a letter of agreement between the military scheduling activity and the concerned FAA facility, clear aircraft to exit an MTR.

e Prior to an aircraft entering an MTR, request the pilot's estimate for the route's exit/alternate exit fix, the pilot's requested altitude after exiting and, if applicable, the number of reentries on a Strategic Training Range.

a When the assigned code is observed, advise the aircraft to proceed on course/as requested but to remain outside of Class B, C, and/or D airspace as appropriate.

a4 When the assigned code is observed, advise the aircraft to proceed on course/as requested but to remain outside of Class B, C, and/or D airspace as appropriate. Aircraft flying too low for radar coverage must be instructed to report landing or exiting the SFRA. Keep flight progress strips on these aircraft until pilot reports landing or exiting the SFRA. …

b2 Establishing two‐way Communications. Aircraft requesting security services should not normally be held. However, if holding is necessary or workload/traffic conditions prevent immediate provision of ATC security services, inform the pilot to remain outside the designated area until conditions permit the provision…

c1 Termination of Service. If the aircraft is not landing within the designated area, provide security services until the aircraft exits the area and then advise the aircraft to squawk VFR and that frequency change is approved.

c2 Termination of Service. When an aircraft is landing at an airport inside the area, instruct the pilot to remain on the assigned transponder code until after landing.

Authorize aircraft to conduct aerial refueling along published or special tracks at their flight plan altitudes, unless otherwise requested.

h Request an aircraft to report the ARIP, ARCP, or egress fix as necessary.

e Approval of the flight plan indicates approval of both route and flight levels (if stated) including operations below FL 600 (aerial refueling).

c Altitude.

a Inform the pilot to conduct flight “VFR-on-top” at least 500 feet above the upper limit or below the lower limit of the airspace (subject to paragraph 7-3-1, VFR-on-top); or

a If you are in contact with an aircraft when it starts dumping fuel, inform other controllers and facilities which might be concerned. Facilities concerned must broadcast an advisory on appropriate radio frequencies at 3-minute intervals until the dumping stops.

b Broadcast a terminating advisory when the fuel dumping operation is completed.

d Provide traffic advisories to all affected aircraft during initial contact specifying the balloon's known or estimated position, direction of movement, and altitude as “unknown” or “reported,” as appropriate.

d If radar contact with the balloon is lost, broadcast an advisory to all aircraft operating in the airspace affected by the derelict balloon at 10-minute intervals continuing until the derelict balloon is no longer a factor.

a When a pilot notifies ATC verbally of a hijacking situation, assign code 7500 to the subject aircraft.

b When a pilot notifies ATC of a hijacking situation by squawking code 7500, use the following phraseology to verify that the aircrew intentionally selected code 7500.

c Disseminate via controller‐to‐pilot transmission until the appropriate MANPADS information is broadcast via the ATIS and pilots indicate they have received the appropriate ATIS code. …

a When a laser event is reported to an air traffic facility, broadcast on all appropriate frequencies a general caution warning every five minutes for 20 minutes following the last report.

c3 Attempt to re‐establish communication by having the aircraft use its transponder or make turns to acknowledge clearances and answer questions. Request any of the following in using the transponder: Request the aircraft to change to “stand‐by” for sufficient time for you to be sure that the lack of a target is the result of the requested action.

c1(b) The following actions will be taken in the event an aircraft must make an emergency descent: In the event an aircraft requests an emergency descent: Advise the aircraft of the traffic, and request its intentions if traffic prevents an unrestricted descent.

c2(a) The following actions will be taken in the event an aircraft must make an emergency descent: In the event an aircraft is making or will make an emergency descent without a clearance: Advise other aircraft of the emergency descent.

c2(b) The following actions will be taken in the event an aircraft must make an emergency descent: In the event an aircraft is making or will make an emergency descent without a clearance: Advise other aircraft when the emergency descent is complete.

c5 Abnormal conditions. When there is uncertainty that a clearance was delivered to an aircraft via CPDLC, the controller must continue to protect the airspace associated with the clearance until an appropriate operational response is received from the flight crew. …

c Use voice communications when overriding an open CPDLC clearance and issuing alternate control instructions. If the CPDLC clearance contains multiple elements, the entire clearance must be restated.

e When there is uncertainty that a clearance was delivered to an aircraft via CPDLC, the controller must continue to protect the airspace associated with the clearance until an appropriate operational response is received from the flight crew. …