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Furnish the information when requested by the pilot
in accordance with para 3-3-4, Braking Action.
REFERENCEFAAO
JO 7110.65, Para 2-9-3, Content.
FAAO JO 7110.65, Para 3-9-1, Departure Information.
FAAO JO 7110.65, Para 3-10-1, Landing Information.
FAAO JO 7110.65, Para 4-7-12, Airport Conditions.
3-3-6. ARRESTING SYSTEM OPERATION
a. For normal operations, arresting systems
remotely controlled by ATC shall remain in the
retracted or down position.
NOTE-
1. USN- Runway Arresting Gear- barriers are not
operated by ATC personnel. Readiness/rigging of the
equipment is the responsibility of the operations
department.
2. A request to raise a barrier or hook cable means the
barrier or cable on the departure end of the runway. If an
approach end engagement is required, the pilot or military
authority will specifically request that the approach end
cable be raised.
REFERENCEFAAO
JO 7610.4, Chapter 9, Section 3. Aircraft Arresting System,
Single Frequency Approach (SFA), Simulated Flameout
(SFO)/Emergency Landing Pattern (ELP) Operations, Celestial
Navigation (CELNAV) Training, Para 9-3-1 through Para 9-3-8.
b. Raise aircraft arresting systems whenever:
1. Requested by a pilot.
NOTEThe
standard emergency phraseology for a pilot requesting
an arresting system to be raised for immediate engagement
is:
“BARRIER - BARRIER - BARRIER”
or
“CABLE - CABLE - CABLE.”
2. Requested by military authority; e.g., airfield
manager, supervisor of flying, mobile control officer,
etc.
NOTEUSAF.
Web barriers at the departure end of the runway may
remain in the up position when requested by the senior
operational commander. The IFR Enroute Supplement and
AP‐1 will describe specific barrier configuration. ATC will
advise transient aircraft of the barrier configuration using
the phraseology in subpara c, below.
3. A military jet aircraft is landing with known
or suspected radio failure or conditions (drag
chute/hydraulic/electrical failure, etc.) that indicate
an arresting system may be needed. Exceptions are
authorized for military aircraft which cannot engage
an arresting system (C-9, C-141, C-5, T-39, etc.)
and should be identified in a letter of agreement
and/or appropriate military directive.
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.
PHRASEOLOGYYOUR
DEPARTURE/LANDING WILL BE TOWARD/
OVER A RAISED BARRIER/CABLE ON RUNWAY
(number), (location, distance, as appropriate).
d. Inform civil and U.S. Army aircraft whenever
rubber supported cables are in place at the approach
end of the landing runway, and include the distance of
the cables from the threshold. This information may
be omitted if it is published in the “Notices to
Airmen” publication/DOD FLIP.
EXAMPLE-
“Runway One Four arresting cable one thousand feet from
threshold.”
JO 7110.65S 2/14/08
3-3-4 Airport Conditions
e. When arresting system operation has been
requested, inform the pilot of the indicated
barrier/cable position.
PHRASEOLOGY-
(Identification), BARRIER/CABLE INDICATES
UP/DOWN. CLEARED FOR TAKEOFF/TO LAND.
f. Time permitting, advise pilots of the availability
of all arresting systems on the runway in question
when a pilot requests barrier information.
g. If an aircraft engages a raised barrier/cable,
initiate crash alarm procedures immediately.
h. For preplanned practice engagements not
associated with emergencies, crash alarm systems
need not be activated if, in accordance with local
military operating procedures, all required notifications
are made before the practice engagement.
REFERENCEFAAO
JO 7110.65, Para 4-7-12, Airport Conditions.
3-3-7. FAR FIELD MONITOR (FFM)
REMOTE STATUS UNIT
a. Background.
1. To meet the demand for more facilities
capable of operating under CAT III weather, Type II
equipment is being upgraded to Integrity Level 3.
This integrity level will support operations which
place a high degree of reliance on ILS guidance for
positioning through touchdown.
2. Installation of the FFM remote status
indicating units is necessary to attain the integrity
necessary to meet internationally agreed upon
reliability values in support of CAT III operations on
Type II ILS equipment. The remote status indicating
unit used in conjunction with Type II equipment adds
　
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