Section 10. Arrival Procedures and Separation
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.
a. 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.
b. Runway in use.
c. Surface wind.
d. Altimeter setting.
REFERENCE-
FAAO JO 7110.65, Para
2-7-1, Current Settings.
e. Any supplementary information.
f. Clearance to land.
g. 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.
h. Ceiling and visibility if either is below basic
VFR minima.
i. Low level wind shear or microburst advisories
when available.
REFERENCE-
FAAO JO 7110.65, Para 3-1-8, Low Level Wind
Shear/Microburst Advisories.
j. Issue braking action for the runway in use as
received from pilots or the airport management when
Braking Action Advisories are in effect.
REFERENCE-
FAAO JO 7110.65, Para
3-3-5, Braking Action Advisories.
3-10-2. FORWARDING APPROACH
INFORMATION BY NONAPPROACH
CONTROL FACILITIES
a. 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.
1. When you clear an arriving aircraft for a
visual approach.
REFERENCE-
FAAO JO 7110.65, Para
7-4-1, Visual Approach.
2. Aircraft arrival time.
3. Cancellation of IFR flight plan.
4. Information on a missed approach,
unreported, or overdue aircraft.
5. Runway in use.
6. Weather as required.
REFERENCE-
FAAO JO 7110.65, Para
2-6-6, Reporting Weather
Conditions.
b. 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
a. 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 para 3-10-10, Altitude Restricted Low
Approach.
1. 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

(a) 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
(b) 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
2. 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:
(a) Category I aircraft landing behind
Category I or II- 3,000 feet.
(b) Category II aircraft landing behind
Category I or II- 4,500 feet.
(c) 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
3. When the succeeding aircraft is a helicopter,
visual separation may be applied in lieu of using
distance minima.
WAKE TURBULENCE APPLICATION
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b. Issue wake turbulence advisories, and the
position, altitude if known, and the direction of flight
of:
1. The heavy jet/B757 to aircraft landing behind
a departing/arriving heavy jet/B757 on the same or
parallel runways separated by less than 2,500 feet.
2. The large aircraft to a small aircraft landing
behind a departing/arriving large aircraft on the same
or parallel runways separated by less than 2,500 feet.
REFERENCE-
AC 90-23, Aircraft Wake Turbulence, Para 12, Pilot Responsibility.
FAAO 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 two-mile final.
Caution wake turbulence.”
3-10-4. INTERSECTING RUNWAY
SEPARATION
Issue traffic information to each aircraft operating on
intersecting runways.
a. 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-
FAAO JO 7110.65, Para
2-1-21, Traffic Advisories.
1. 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
2. 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-
FAAO JO 7110.65, Para
7-2-1, Visual Separation, subpara
a2.
b. “USA/USAF/USN NOT APPLICABLE.” An
aircraft may be authorized to takeoff from one
runway while another aircraft lands simultaneously
on an intersecting runway or an aircraft lands on one
runway while another aircraft lands simultaneously
on an intersecting runway, or an aircraft lands to hold
short of an intersecting taxiway or some other
predetermined point such as an approach/departure
flight path using procedures specified in the current
LAHSO directive. The procedure shall be approved
by the air traffic manager and be in accordance with
a facility directive. The following conditions apply:
NOTE-
Application of these procedures does not relieve
controllers from the responsibility of providing other
appropriate separation contained in this order.
REFERENCE-
FAAO JO 7210.3, Para 10-3-7, Land and Hold Short Operations
(LAHSO).
1. A simultaneous takeoff and landing operation
shall only be conducted in VFR conditions.
2. Instruct the landing aircraft to hold short of
the intersecting runway being used by the aircraft
taking off. In the case of simultaneous landings and
no operational benefit is lost, restrict the aircraft of
the lesser weight category (if known). LAHSO
clearances shall only be issued to aircraft that are
listed in the current LAHSO directive, whose
Available Landing Distance (ALD) does not exceed
the landing distance requirement for the runway
condition.
PHRASEOLOGY-
HOLD SHORT OF RUNWAY (runway number), (traffic,
type aircraft or other information).
NOTE-
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.
3. Issue traffic information to both aircraft
involved and obtain an acknowledgment from each.
Request a read back of hold short instructions when
they are not received from the pilot of the restricted
aircraft.
EXAMPLE-
1. “Runway one eight cleared to land, hold short of
runway one four left, traffic, (type aircraft) landing runway
one four left.”
(When pilot of restricted aircraft responds with only
acknowledgment):
“Runway one four left cleared to land, traffic, (type
aircraft) landing runway one eight will hold short of the
intersection.”
“Read back hold short instructions.”
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.”
4. Issue the measured distance from the landing
threshold to the hold short point rounded “down” to
the nearest 50-foot increment if requested by either
aircraft.
EXAMPLE-
“Five thousand fifty feet available.”
5. The conditions in subparas b2, 3, and 4 shall
be met in sufficient time for the pilots to take other
action, if desired, and no later than the time landing
clearance is issued.
6. Land and Hold Short runways must be free of
any contamination as described in the current
LAHSO directive, with no reports that braking action
is less than good.
7. There is no tailwind for the landing aircraft
restricted to hold short of the intersection. The wind
may be described as “calm” when appropriate.
REFERENCE-
FAAO JO 7110.65, Para
2-6-5, Calm Wind Conditions.
8. The aircraft required landing distances are
listed in the current LAHSO directive.
9. STOL aircraft operations are in accordance
with a letter of agreement with the aircraft
operator/pilot or the pilot confirms that it is a STOL
aircraft.
WAKE TURBULENCE APPLICATION
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c. Separate IFR/VFR aircraft landing behind a
departing heavy jet/B757 on a crossing runway if the
arrival will fly through the airborne path of the
departure- 2 minutes or the appropriate radar
separation minima. (See FIG 3-10-10.)
d. Issue wake turbulence cautionary advisories,
the position, altitude if known, and direction of flight
of the heavy jet/B757 to:
REFERENCE-
AC 90-23, Aircraft Wake Turbulence, Para 12, Pilot Responsibility.
FIG 3-10-10
Intersecting Runway Separation
1. IFR/VFR aircraft landing on crossing
runways behind a departing heavy jet/B757; if the
arrival flight path will cross the takeoff path behind
the heavy jet/B757 and behind the heavy jet/B757
rotation point. (See FIG 3-10-11.)
FIG 3-10-11
Intersecting Runway Separation
EXAMPLE-
“Runway niner cleared to land. Caution wake turbulence,
heavy C-One Forty One departing runway one five.”
2. VFR aircraft landing on a crossing runway
behind an arriving heavy jet/B757 if the arrival flight
path will cross. (See FIG 3-10-12.)
FIG 3-10-12
Intersecting Runway Separation
EXAMPLE-
“Runway niner cleared to land. Caution wake turbulence,
Boeing Seven Fifty Seven landing runway three six.”
REFERENCE-
FAAO JO 7110.65, Para
7-4-4, Approaches to Multiple
Runways.
3-10-5. LANDING CLEARANCE
a. When issuing a clearance to land, first state the
runway number followed by the landing clearance. If
the landing runway is changed, controllers must
preface the landing clearance with “Change to
runway.”
PHRASEOLOGY-
RUNWAY (number) CLEARED TO LAND.
Or
CHANGE TO RUNWAY (number) CLEARED TO LAND.
b. Procedures.
1. 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, option,
or unrestricted low approach when a departing
aircraft has been instructed to line up and wait or is
holding in position on the same runway. The landing
clearance may be issued once the aircraft in position
has started takeoff roll.
2. Facilities using safety logic in the full core
alert runway configuration may issue a landing
clearance, full-stop, touch-and-go, stop-and-go,
option, or unrestricted low approach to an arriving
aircraft with an aircraft holding in position or taxiing
to LUAW on the same runway except when reported
weather conditions are less than ceiling 800 feet or
visibility less than 2 miles.
c. Inform the closest aircraft that is requesting a
full-stop, touch-and-go, stop-and-go, option, or
unrestricted low approaches when there is traffic
authorized to line up and wait 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.”
d. 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.
3-10-6. ANTICIPATING SEPARATION
a. 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.
b. Anticipating separation must not be applied
when conducting LUAW operations, except as
authorized in paragraph 3-10-5b2. 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
VISUAL OBSERVATION
When an arriving aircraft reports at a position where
he/she should be seen but has not been visually
observed, 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.
NOTE-
Aircraft observance on the CTRD satisfies the visually
observed requirement.
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
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.
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.
b. Taxi instructions shall be provided to the
aircraft by the local controller when:
1. Compliance with ATC instructions will be
required before the aircraft can change to ground
control, or
2. The aircraft will be required to enter an active
runway in order to taxi clear of the landing runway.
EXAMPLE-
“U.S. Air Ten Forty Two, turn right next taxiway, cross
runway two one, contact ground point seven.”
“U.S. Air Ten Forty Two, turn right on Alfa/next taxiway,
cross Bravo, hold short of Charlie, contact ground point
seven.”
NOTE-
1. An aircraft is expected to taxi clear of the runway unless
otherwise directed by ATC. Pilots shall 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.
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.
c. Ground control and local control shall protect a
taxiway/runway/ramp intersection if an aircraft is
required to enter that intersection to clear the landing
runway.
REFERENCE-
FAAO JO 7210.3, Para 10-1-7, Use of Active Runways.
d. 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 not less
than 500 feet above the airport may be authorized
except over an aircraft in takeoff position or a
departure 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 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
in takeoff position or departing aircraft.
PHRASEOLOGY-
CLEARED LOW APPROACH AT OR ABOVE (altitude).
TRAFFIC (description and location).
REFERENCE-
FAAO JO 7110.65, Para 3-1-5,
Vehicles/Equipment/Personnel on Runways.
FAAO JO 7110.65, Para
3-1-6, Traffic Information.
FAAO JO 7110.65, Para
3-2-1, Light Signals.
FAAO JO 7110.65, Para
3-3-3, Timely Information.
FAAO JO 7110.65, Para
3-9-4, Line Up and Wait (LUAW).
FAAO 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 to runways and
other areas may be established by letter of agreement or
other local operating procedures.
REFERENCE-
FAAO JO 7110.65, Para
3-7-4, Runway Proximity.
FAAO JO 7110.65, Para
3-9-4, Line Up and Wait (LUAW).
FAAO 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:
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.
PHRASEOLOGY-
PATTERN ALTITUDE (altitude). RIGHT TURNS.
b. Request for report on initial approach.
PHRASEOLOGY-
REPORT INITIAL.
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.
PHRASEOLOGY-
BREAK AT (specified point).
REPORT BREAK.
d. Overhead maneuver patterns are developed at
airports where aircraft have an operational need to
conduct the maneuver. An aircraft conducting an
overhead maneuver is on VFR and the IFR flight plan
is cancelled 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 3-10-13
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.”
e. 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
a. Authorize military aircraft to make SFO/ELP/practice precautionary approaches if the following
conditions are met:
1. A letter of agreement or local operating
procedure is in effect between the military flying
organization and affected ATC facility.
(a) Include specific coordination, execution,
and approval procedures for the operation.
(b) The exchange or issuance of traffic
information as agreed to in any interfacility letter of
agreement is accomplished.
(c) Include a statement in the procedure that
clarifies at which points SFOs/ELPs may/may not be
terminated. (See FIG 3-10-14 and FIG 3-10-16.)
2. 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.
3. The high-key altitude or practice precautionary approach maneuvering altitudes of the aircraft
concerned are obtained prior to approving the
approach. (See FIG 3-10-14 and FIG 3-10-16.)
NOTE-
1. Practice precautionary/SFO/ELP approaches 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 ELP
training.
REFERENCE-
FAAO JO 7110.65, Para
4-8-12, Low Approach and
Touch-and-Go.
FAAO JO 7610.4, Para 9-3-7, Simulated Flameout (SFO)/Emergency
Landing Pattern (ELP) Operations.
b. For overhead SFO/ELP approaches:
1. Request a report at the entry point.
PHRASEOLOGY-
REPORT (high or low) KEY (as appropriate).
2. Request a report at low key.
PHRASEOLOGY-
REPORT LOW KEY.
3. At low key, issue low approach clearance or
alternate instructions.
REFERENCE-
FAAO JO 7110.65, Para
3-8-1, Sequence/Spacing
Application.
FAAO JO 7110.65, Para
10-1-7, Inflight Emergencies
Involving Military Fighter-type Aircraft.
FAAO JO 7610.4, Para 9-3-7, Simulated Flameout (SFO)/Emergency
Landing Pattern (ELP) Operations.
c. For straight-in simulation flameout
approaches:
1. Request a position report from aircraft
conducting straight-in SFO approaches.
PHRASEOLOGY-
REPORT (distance) MILE SIMULATED FLAMEOUT
FINAL.
2. At the appropriate position on final (normally
no closer than 3 miles), issue low approach clearance
or alternate instruction. (See FIG 3-10-15.)
FIG 3-10-14
Simulated Flameout [1]
FIG 3-10-15
Simulated Flameout [2]
FIG 3-10-16
Emergency Landing Pattern
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