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1. PARAGRAPH
NUMBER AND TITLE: 2-1-6. SAFETY ALERT
2. BACKGROUND: Phraseology
for issuing a low altitude alert includes providing the applicable
altitude based on either the aircraft's location and/or activity. RNAV
instrument approaches such as LPV DA, LNAV/VNAV DA, and LNAV MDA, all
indicate different altitudes for their respective Decision Altitude
(DA), Minimum Descent Altitude (MDA), or Decision Height (DH) based on
several factors (for example, approach category, inoperative equipment
(aircraft or ground), crew qualifications, and company authorization).
These are all examples of issues that may either limit or change the
height of a published MDA, DA or DH. Controllers may not be aware of
these restrictions and are only required to clear an aircraft for the
type of approach that is listed on the approach plate (for example, “(Callsign)
Cleared RNAV Runway 35C approach"). Therefore, providing the correct DA,
MDA, or DH to the pilot quickly and accurately is largely precluded.
3. CHANGE:
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OLD
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NEW
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216. SAFETY ALERT
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216. SAFETY ALERT
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Issue a safety alert to an
aircraft if you are aware the aircraft is in a position/altitude
which, in your judgment, places it in unsafe proximity to
terrain, obstructions, or other aircraft. Once the pilot informs
you action is being taken to resolve the situation, you may
discontinue the issuance of further alerts. Do not assume that
because someone else has responsibility for the aircraft that
the unsafe situation has been observed and the safety alert
issued; inform the appropriate controller.
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|
Issue a safety alert to an
aircraft if you are aware the aircraft is in a position/altitude
that, in your judgment, places it in unsafe
proximity to terrain, obstructions, or other aircraft. Once the
pilot informs you action is being taken to resolve the
situation, you may discontinue the issuance of further alerts.
Do not assume that because someone else has responsibility for
the aircraft that the unsafe situation has been observed and the
safety alert issued; inform the appropriate controller.
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NOTE
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No Change
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a. Terrain/Obstruction
Alert. Immediately issue/initiate an alert to an aircraft if you
are aware the aircraft is at an altitude which, in your
judgment, places it in unsafe proximity to terrain/obstructions.
Issue the alert as follows:
|
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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:
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PHRASEOLOGY-
LOW ALTITUDE ALERT (call sign),
CHECK YOUR ALTITUDE IMMEDIATELY.
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PHRASEOLOGY-
LOW ALTITUDE ALERT (call sign),
CHECK YOUR ALTITUDE IMMEDIATELY.
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Add
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and, if the aircraft is
not yet on final approach,
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THE (as appropriate)
MEA/MVA/MOCA/MIA IN YOUR AREA IS (altitude),
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THE (as appropriate)
MEA/MVA/MOCA/MIA IN YOUR AREA IS (altitude),
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or if an aircraft is past
the final approach fix (nonprecision approach),
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Delete
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or the outer marker,
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Delete
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|
or the fix used in lieu of
the outer marker (precision approach),
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Delete
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and, if known, issue
|
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Delete
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THE (as appropriate)
MDA/DH IS (altitude).
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Delete
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Add
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REFERENCE-
P/CG Term – Final Approach IFR
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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 which you believe places them in unsafe
proximity. If feasible, offer the pilot an alternate course of
action.
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|
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 which you believe places them in unsafe
proximity. If feasible, offer the pilot an alternate course of
action. When an alternate course of action is given, end
the transmission with the word “immediately."
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c. When an alternate
course of action is given, end the transmission with the word
“immediately."
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Delete
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PHRASEOLOGY-
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No Change
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Add
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EXAMPLE-
“Traffic Alert, Cessna Three Four Juliet, advise you turn
left immediately.”
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Add
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or
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Add
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“Traffic Alert, Cessna
ThreeFour Juliet, advise you turn left and climb immediately.”
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1. PARAGRAPH NUMBER AND TITLE: 2-1-30.
“BLUE LIGHTNING” EVENTS
2. BACKGROUND: Human
smuggling is a global problem that is growing in frequency and scope.
The criminal organizations behind the major smuggling rings have often
utilized commercial air transportation to move their victims from
country to country, or from continent to continent. The Secretaries of
the Department of Transportation and Department of Homeland Security
(DHS) have committed their departments (including the FAA) to provide a
process intended to allow aircrews to notify the appropriate law
enforcement agency about a possible human smuggling event on an air
carrier flight inbound to the United States. Passing the information on
ATC frequencies would only occur if the primary means (through company
channels) of notification have failed.
3. CHANGE:
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OLD
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NEW
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Add
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2130. “BLUE LIGHTNING”
EVENTS
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Add
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Ensure that the
supervisor/controllerincharge (CIC) is notified of reports of
possible human trafficking. These may be referred to as “Blue
Lightning” events.
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1. PARAGRAPH NUMBER AND TITLE: 4-5-6.
MINIMUM EN ROUTE ALTITUDES
2. BACKGROUND: Since 2002,
Global Positioning Systems/Wide Area Augmentation System (GPS/WAAS)
Minimum En Route Altitudes (MEA) have been certified on some low
altitude Air Traffic Service (ATS) routes, mostly in Alaska. Global
Navigation Satellite System (GNSS) equipped aircraft are equipped with
GPS or WAAS, with en route and terminal capability. The GNSS MEA allows
appropriatelyequipped GNSS aircraft to fly at altitudes lower than
conventional MEAs when there are restrictions due to NAVAID coverage.
When established on Victor airways, the GNSS MEA provides an advantage
to pilots by allowing flight below potential adverse weather conditions
(i.e., icing conditions or other) where conventional MEAs may be
restricted due to NAVAID coverage. The GNSS MEA on a Victor airway
provides air traffic control an advantage by making additional cardinal
altitudes available on the airway. GNSS MEAs are also published on low
altitude Tango or “T" routes, high altitude Q routes as well as jet
routes. No guidance was previously published regarding GNSS MEAs. For
the purpose of this change, all previously designated routes are termed
ATS routes as defined in the Pilot/Controller Glossary. The GNSS MEA is
for use in the 48 contiguous states only, Alaska requirements remain
unchanged.
3. CHANGE:
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OLD
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NEW
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456. MINIMUM EN ROUTE
ALTITUDES
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456. MINIMUM EN ROUTE
ALTITUDES
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Title thru c
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No Change
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Add
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d. GNSS MEAs may be
approved on published ATS routes. Air traffic may assign GNSS
MEAs to GNSSequipped aircraft where established.
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Add
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NOTE–
On high altitude ATS routes, the GNSS MEA is FL180 unless
published higher.
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d
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Reletter e
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1. PARAGRAPH NUMBER AND TITLE: 5-2-17.
VALIDATION OF MODE C READOUT
2. BACKGROUND: The Pilot
Controller Glossary (PCG) correctly defines the term "verify" to mean
"Request confirmation of information." The PCG also correctly leaves out
the term "confirm." Throughout the order, the term "verify" is correctly
used in examples of phraseology when the intent of the phraseology is to
"confirm" information. This change identifies an instances where the
term is not used.
3. CHANGE:
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OLD
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NEW
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5217. VALIDATION OF MODE C
READOUT
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5217. VALIDATION OF MODE C
READOUT
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Title through d
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No Change
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1.Confirm that the
pilot is using 29.92 inches of mercury as the altimeter setting
and has accurately reported the altitude.
|
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1.Verify that
the pilot is using 29.92 inches of mercury as the altimeter
setting and has accurately reported the altitude.
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PHRASEOLOGY-
CONFIRM USING TWO NINER NINER TWO AS YOUR ALTIMETER
SETTING.
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|
PHRASEOLOGY-
VERIFY USING TWO NINER NINER TWO AS YOUR ALTIMETER
SETTING.
|
1. PARAGRAPH NUMBER AND TITLE: 5-5-4.
Minima
2. BACKGROUND: At the request
of Terminal Operations, Headquarters, FAA Flight Systems Laboratory
conducted an analytical study to reexamine the separation standards
that are applicable to terminal use of the ASR11. This study addressed
several paragraphs in FAA Order JO 7110.65, Chapter 5, Section 5, Radar
Separation, including target separation, target resolution, vertical
application, rules on the use of passing and diverging, the minimum
separation from obstructions, minimum separation from adjacent airspace,
and, if applicable, edgeofscope separation. The performance of the
ASR11 with MSSR was compared against the performance of similar
systems, specifically ASR9 with Mode S, that are currently allowed to
be used for these operations. The study concluded that performance of
the ASR11 (MSSR) is equivalent to the performance of an ASR9 with Mode
S. Therefore, allowing the use of the terminal separation standard
minima of 3 NM for properly performing transponderequipped aircraft at
ranges from the radar of up to 60 NM from the sensor antenna should
incur no greater risk or hazard than the current separation standard
minima. There are currently 68 ASR11 radar systems installed in the
National Airspace System (NAS). Increasing the usability of the existing
installed infrastructure provided by the ASR11 will increase the
efficiency of the NAS, with no impact on overall safety.
3. CHANGE:
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OLD
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NEW
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554. MINIMA
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554. MINIMA
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Title thru a3
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No Change
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Add
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4. For single sensor
ASR11 MSSR Beacon, when less than 60 miles from the antenna–
3 miles.
|
|
NOTE−
Wake turbulence procedures specify increased
separation minima required for certain classes of aircraft
because of the possible effects of wake turbulence.
|
|
NOTE−
Wake turbulence procedures specify increased
separation minima required for certain classes of aircraft
because of the possible effects of wake turbulence.
|
1. PARAGRAPH NUMBER AND TITLE: 5-8-2.
initial heading
2. BACKGROUND: The Air
Traffic Control Procedures and Phraseology Action Team (ATCPP) is a
working group under the Performance Based Operations Aviation Rulemaking
Committee (PARC) established to address RNAV and required navigation
performance implementation issues and propose action to the FAA. The
ATCPP is composed of air traffic, aviation industry, and human factors
subject matter experts. The ATCPP reviews, assesses, and proposes
changes to ATC procedures and phraseology and is tasked with
incorporating those changes into FAA Order JO 7110.65, the AIM, and AIP.
Extensive evaluation of RNAV SIDs
that begin at the runway has established that aircraft have occasionally
flown an unexpected flight path on departure due to loading of an
incorrect procedure in the Flight Management System (FMS). Pilots enter
the departure procedure and route of flight received in the ATC
clearance prior to departure from the gate area. RNAV SIDs are recalled
from a database for entry into the FMS. Runway specific RNAV SIDs may be
programmed into the FMS based on the anticipated departure runway. Human
error may result in an incorrect procedure being recalled from the
database, or the runway assignment on taxi may not be coincident with
the RNAV SID or transition. However, human factors studies have
established that there is greater potential for an incorrect procedure
to be entered in the FMS when a change in the procedure entered in the
FMS is required after departure from the gate. Extensive evaluation of
procedure implementations and field testing of various runway
verification phraseology has established that an ATC advisory to pilots
prior to departure can assist aircrew in ensuring the correct departure
procedure is entered in the FMS. The phraseology in this change has been
demonstrated successfully at Dallas/Fort Worth International,
Charlotte/Douglas International, and HartsfieldJackson Atlanta
International airports.
3. CHANGE:
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OLD
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NEW
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582. INITIAL HEADING
|
|
582. INITIAL HEADING
|
|
Before departure, assign the
initial heading to be flown if a departing aircraft is to be
vectored immediately after takeoff.
|
|
a. Before
departure, assign the initial heading to be flown if a departing
aircraft is to be vectored immediately after takeoff.
|
|
Phraseology thru Reference
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No Change
|
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Add
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b. When conducting
simultaneous parallel runway departures utilizing RNAV SIDs,
advise aircraft of the initial fix/waypoint
on the RNAV route.
|
|
Add
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PHRASEOLOGY-
RNAV to (fix/waypoint), RUNWAY (number), CLEARED FOR
TAKEOFF.
|
|
Add
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EXAMPLE-
“RNAV to MPASS, Runway TwoSix Left, cleared for takeoff.”
|
|
Add
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|
NOTE
1. TERMINAL. A purpose for an initial
waypoint advisory is not necessary since pilots associate this
advisory with the flight path to their planned route of flight.
Pilots must immediately advise ATC if a different RNAV SID is
entered in the aircraft FMS.
|
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Add
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2. The SID
transition is not restated as it is contained in the ATC
clearance.
|
|
Add
|
|
3. Aircraft
cleared via RNAV SIDs designed to begin with a vector to the
initial waypoint are assigned a heading before departure.
|
|
Add
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|
REFERENCE-
FAAO JO 7110.65, Para 399, Takeoff Clearance
FAAO JO 7110.65, Para 432, Departure Clearances
AIM, Para 5-2-7. Departure Control
|
1. PARAGRAPH NUMBER AND TITLE: 721.
VISUAL SEPARATION
2. BACKGROUND: Current air
traffic procedures specify that visual separation may be applied between
aircraft under the control of the same facility within the terminal
area. With the advent of consolidated air traffic control facilities,
this restriction has limited the ability to apply the procedure as the
radar facility is no longer “the same facility” even though there have
been minor or no changes to the airspace or operation. Additionally,
controllers are required to advise the pilot if aircraft are on
converging courses during the initial traffic description, along with
the direction of the other aircraft.
3. CHANGE:
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OLD
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NEW
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721. VISUAL SEPARATION
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721. VISUAL SEPARATION
|
|
Title thru REFERENCE
|
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No Change
|
|
a. TERMINAL. Visual
separation may be applied between aircraft under the control
of the same facility within the terminal area up to but not
including FL180 provided:
|
|
a. TERMINAL. Visual
separation may be applied between aircraft up to but not
including FL180 under the following conditions:
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Add
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1. Towerapplied visual
separation.
|
|
1. Communication is
maintained with at least one of the aircraft involved or the
capability to communicate immediately as prescribed in para
393, Departure Control Instructions, subpara a2 is
available, and:
|
|
(a)
Maintain communication with at least one of the aircraft
involved or ensure there is an ability to
communicate immediately as prescribed in paragraph
393, Departure Control Instructions, subparagraph
a2.
|
|
2. The aircraft are
visually observed by the tower and visual separation
is maintained between the aircraft by the tower. The
tower must not provide visual separation between
aircraft when wake turbulence separation is required or
when the lead aircraft is a B757.
|
|
(b) The
tower visually observes the aircraft,
issues timely traffic advisories, and maintains
visual separation between the aircraft. The use of
towerapplied visual separation is not
authorized when wake turbulence separation is required.
|
|
Add
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|
(c) Issue
subsequent control instructions as necessary to ensure continued
separation between the applicable aircraft.
|
|
Add
|
|
NOTE–
Adjacent airports with operating ATCTs are not authorized to
apply visual separation between their traffic and the other
ATCT's traffic.
|
|
Add
|
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2. Pilotapplied visual
separation.
|
|
Add
|
|
(a)
Maintain communication with at least one of the aircraft
involved and ensure there is an ability to communicate with the
other aircraft.
|
|
3. A pilot sees
another aircraft and is instructed to maintain visual separation
from the aircraft as follows:
|
|
(b) The
pilot sees another aircraft and is instructed to maintain visual
separation from the aircraft as follows:
|
|
(a) Tell the pilot
about the other aircraft including position, direction
and, unless it is obvious, the other aircraft's intention.
|
|
(1) Tell the
pilot about the other aircraft. Include position,
direction, and, unless it is obvious, the other
aircraft's intention.
|
|
(b) Obtain
acknowledgment from the pilot that the other aircraft is in
sight.
|
|
(2) Obtain
acknowledgment from the pilot that the other aircraft is in
sight.
|
|
(c) Instruct the pilot
to maintain visual separation from that aircraft.
|
|
(3) Instruct
the pilot to maintain visual separation from that aircraft.
|
|
(d) Advise the
pilot if the radar targets appear likely to converge.
|
|
Delete
|
|
Add
|
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PHRASEOLOGY-
TRAFFIC, (clock position and distance), (direction) BOUND,
(type of aircraft), (intentions and other relevant information).
|
|
Add
|
|
DO YOU HAVE IT IN
SIGHT?
|
|
Add
|
|
If the answer is in
the affirmative,
|
|
Add
|
|
MAINTAIN VISUAL
SEPARATION.
|
|
NOTE
Issue this advisory in conjunction with the
instruction to maintain visual separation, or thereafter if the
controller subsequently becomes aware that the targets are
merging.
|
|
Delete
|
|
(e) If the
aircraft are on converging courses, inform the other aircraft of
the traffic and that visual separation is being applied.
|
|
Delete
|
|
(f) If the pilot
advises he/she has the traffic in sight and will maintain visual
separation from it (the pilot must use that entire phrase), the
controller need only “approve” the operation instead of
restating the instructions.
|
|
(c) If the
pilot advises he/she has the traffic in sight and will maintain
visual separation from it (the pilot must use that entire
phrase), the controller need only “approve” the operation
instead of restating the instructions.
|
|
PHRASEOLOGY-
TRAFFIC, (clock position and distance), (direction) BOUND,
(type of aircraft), (intentions and other relevant information).
|
|
PHRASEOLOGY-
Delete
|
|
If applicable,
|
|
Delete
|
|
ON CONVERGING COURSE.
|
|
Delete
|
|
DO YOU HAVE IT IN
SIGHT?
|
|
Delete
|
|
If the answer is in
the affirmative,
|
|
Delete
|
|
MAINTAIN VISUAL
SEPARATION.
|
|
Delete
|
|
If the pilot advises
he/she has the traffic in sight and will maintain visual
separation from it (pilot must use that entire phrase):
|
|
Delete
|
|
APPROVED
|
|
APPROVED
|
|
Add
|
|
NOTE
Pilotapplied visual separation between aircraft is achieved
when the controller has instructed the pilot to maintain visual
separation and the pilot acknowledges or when the controller has
approved pilotinitiated visual separation.
|
|
Add
|
|
REFERENCE-
FAAO JO 7110.65, Para 545, Transferring Controller
Handoff
|
|
If aircraft are on
converging courses, advise the other aircraft:
|
|
(d) If
the aircraft are on converging courses, inform
the other aircraft of the traffic and that visual
separation is being applied.
|
|
TRAFFIC, (clock position
and distance), (direction) BOUND, (type of aircraft), HAS YOU IN
SIGHT AND WILL MAINTAIN VISUAL SEPARATION.
|
|
PHRASEOLOGY-
TRAFFIC, (clock position and distance), (direction) BOUND, (type
of aircraft), HAS YOU IN SIGHT AND WILL MAINTAIN VISUAL
SEPARATION.
|
|
Add
|
|
(e)
Advise the pilots if the radar targets appear likely to merge.
|
|
Add
|
|
NOTE
Issue this advisory in conjunction with the instruction to
maintain visual separation, the advisory to the other aircraft
of the converging course, or thereafter if the controller
subsequently becomes aware that the targets are merging.
|
|
Add
|
|
EXAMPLE-
“Radar targets appear likely to merge.”
|
|
Add
|
|
b. TERMINAL.
Control of aircraft maintaining visual separation may
be transferred to an adjacent position/ sector/ facility.
Coordination procedures must be specified in an LOA or facility
directive.
|
|
Add
|
|
REFERENCE-
FAAO JO 7210.3, Para 431, Letters of Agreement
|
|
Subparagraphs b thru
c
|
|
Renumber c thru
d
|
1. PARAGRAPH NUMBER AND TITLE: 744.
APPROACHES TO MULTIPLE RUNWAYS
2. BACKGROUND: In an effort
to move towards proactive risk mitigation and the reduction of risk in
the NAS, the Air Traffic Organization (ATO) adopted the Risk Analysis
Process (RAP) from EUROCONTROL. The RAP tool, developed by EUROCONTROL,
is used to quantify the level of risk present for any air traffic
incident. RAP is a postevent investigation analysis process and is
applied to events involving a loss of separation with a measure of
compliance of less than 66 percent. These events are known as Risk
Analysis Events (RAEs). The RAP is a Safety Management System (SMS)
process that assesses the risk of an RAE. A review of several RAEs in
the NAS indicted that approach clearances were being issued to aircraft
at questionable times, such as high and fast on the downwind or base
leg, which resulted in an overshoot of the extended runway centerline.
This caused a conflict with aircraft on approach to the other runway
with both aircraft in a sidebyside bellyup situation.
3. CHANGE:
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OLD
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|
NEW
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744. APPROACHES TO MULTIPLE
RUNWAYS
|
|
744. APPROACHES TO MULTIPLE
RUNWAYS
|
|
a. All aircraft must be
informed that approaches are being conducted to parallel/intersecting/
converging runways. This may be accomplished through use of
the ATIS.
|
|
a. All aircraft must be
informed that approaches are being conducted to parallel,
intersecting, or converging runways. This may be
accomplished through use of the ATIS.
|
|
b through c2
|
|
No Change
|
|
(a) Standard separation is
provided until the aircraft are established on a heading which
will intercept the extended centerline of the runway at an angle
not greater than 30 degrees, and each aircraft has been issued
and the pilot has acknowledged receipt of the visual
approach clearance.
|
|
(a) Standard separation is
provided until the aircraft are established on a heading which
will intercept the extended centerline of the runway at an angle
not greater than 30 degrees, and each aircraft has been issued
and one pilot has acknowledged receipt of the
visual approach clearance, and the other
pilot has acknowledged receipt of the visual or instrument
approach clearance.
|
|
NOTE-
The intent of the 30 degree intercept angle is to
reduce the potential for overshoots of the final, and
preclude sidebyside operations with one or both aircraft in a
“bellyup” configuration during the turn. Aircraft performance,
speed, and the number of degrees of the turn to the final
are factors to be considered by the controller when
vectoring aircraft to parallel runways.
|
|
NOTE-
1. The intent of the 30 degree intercept angle
is to reduce the potential for overshoots of the extended
centerline of the runway and preclude sidebyside
operations with one or both aircraft in a “bellyup”
configuration during the turn. Aircraft performance, speed, and
the number of degrees of the turn are factors to be considered
when vectoring aircraft to parallel runways.
|
|
Add
|
|
2.
Variances between heading assigned to intercept the
extended centerline of the runway and aircraft ground track are
expected due to the effect of wind and course corrections after
completion of the turn and pilot acknowledgment of a visual
approach clearance.
|
|
Add
|
|
REFERENCE-
FAA Publication, Pilot's Handbook of Aeronautical
Knowledge, Chapter 15 “Effect of Wind.”
|
|
c2(b) through c3(c)
|
|
No Change
|
|
Add
|
|
(d) Each
aircraft must be assigned headings which will allow the aircraft
to intercept the extended centerline of the runway at an angle
not greater than 30 degrees.
|
|
Add
|
|
NOTE-
1. The intent of the 30 degree intercept
angle is to reduce the potential for overshoots of the extended
centerline of the runway and preclude sidebyside operations
with one or both aircraft in a “bellyup” configuration during
the turn. Aircraft performance, speed, and the number of degrees
of the turn are factors to be considered when vectoring aircraft
to parallel runways.
|
|
Add
|
|
2. Variances
between heading assigned to intercept the extended centerline of
the runway and aircraft ground track are expected due to the
effect of wind and course corrections after completion of the
turn and pilot acknowledgment of a visual approach clearance.
|
|
Add
|
|
REFERENCE-
FAA Publication, Pilot's Handbook of Aeronautical
Knowledge, Chapter 15 “Effect of Wind.
|
1. PARAGRAPH NUMBER AND TITLE: 927.
ifr military training routes
2. BACKGROUND: FAA JO
7110.65, Pilot Controller Glossary (PCG) correctly defines the term
“VERIFY" to mean “Request confirmation of information." The PCG also
correctly leaves out the term “CONFIRM." Throughout the order, the term
“VERIFY" is correctly used in EXAMPLES or PHRASEOLOGY when the intent of
the phraseology is to "confirm" information. This change identifies an
instances where the term is not used.
3. CHANGE:
|
OLD
|
|
NEW
|
|
927. ifr military training
routes
|
|
927. ifr military training
routes
|
|
Title thru e
|
|
No Change
|
|
PHRASEOLOGY-
(Call sign) CONFIRM YOUR EXIT FIX ESTIMATE AND REQUESTED
ALTITUDE AFTER EXIT,
and if applicable,
THE NUMBER OF REENTRIES.
|
|
PHRASEOLOGY-
(Call sign) VERIFY YOUR EXIT FIX ESTIMATE AND
REQUESTED ALTITUDE AFTER EXIT,
and if applicable,
THE NUMBER OF REENTRIES.
|
1. PARAGRAPH
NUMBER AND TITLE: Appendix A. AIRCRAFT INFORMATION FIXED WING
AIRCRAFT
2. BACKGROUND: FAA JO 7110.65
includes aircraft type designator and performance information. This
information is currently a portion of the aircraft type designators that
have been approved by the International Civil Aviation Organization
(ICAO), which is responsible for issuing aircraft type designators for
use in air traffic control. The FAA includes additional
operational/procedural information such as FAA Weight Class, Same Runway
Separation, and Land and Hold Short Operations (LAHSO) Grouping.
3. CHANGE:
|
OLD
|
|
NEW
|
|
Appendix A. AIRCRAFT INFORMATION
FIXED WING AIRCRAFT
|
|
Appendix A. AIRCRAFT INFORMATION
FIXED WING AIRCRAFT
|
|
|
|
See attachment
|
AERMACCHI SpA (Italy)
(Also AGUSTA, SIAI−MARCHETTI)
|
Action
|
Model
|
Type
Designator
|
Description
|
Performance Information
|
|
|
|
|
Number & Type
Engines/Weight Class
|
Climb Rate
(fpm)
|
Descent Rate
(fpm)
|
SRS Cat.
|
LAHSO Group
|
|
Change
|
MB-326
|
M326
|
1J/S
|
|
|
III
|
|
|
Change
|
S-211
|
S211
|
1J/S
|
|
|
III
|
|
BEECH AIRCRAFT COMPANY (USA)
(Also CCF, COLEMILL, DINFIA, EXCALIBUR, FUJI,
HAMILTON, JETCRAFTERS, RAYTHEON, SWEARINGEN, VOLPAR)
|
Action
|
Model
|
Type
Designator
|
Description
|
Performance Information
|
|
|
|
|
Number & Type
Engines/Weight Class
|
Climb Rate
(fpm)
|
Descent Rate
(fpm)
|
SRS Cat.
|
LAHSO Group
|
|
Change
|
18 (turbine)
|
B18T
|
2T/S
|
2,000
|
2,000
|
II
|
1
|
BOEING COMPANY (USA)
(Also GRUMMAN, IAI, LOCKHEEDBOEING, MCDONNELL
DOUGLAS, NORTHROPGRUMMAN, ROHR)
|
Action
|
Model
|
Type
Designator
|
Description
|
Performance Information
|
|
|
|
|
Number & Type
Engines/Weight Class
|
Climb Rate
(fpm)
|
Descent Rate
(fpm)
|
SRS Cat.
|
LAHSO Group
|
|
Add
|
B747-8
|
B748
|
4J/H
|
|
|
III
|
|
|
Delete
|
KC-135A Stratotanker (J57
engines)
|
K35A
|
4J/H
|
2.500
|
3,000
|
III
|
|
|
Change
|
707-100 (C-137B)
|
B701
|
4J/L
|
3,500
|
3,500
|
III
|
9
|
|
Change
|
B737-800, BBJ2
|
B738
|
2J/L
|
4,000
|
4,000
|
III
|
9
|
|
Change
|
B737-900
|
B739
|
2J/L
|
4,000
|
4,000
|
III
|
9
|
|
Change
|
B777-200LR, B777-200LRF
To read:
B777-200LRF, B777-F
|
B77L
|
2J/H
|
|
|
III
|
9
|
BRITISH
AEROSPACE (BAe) (UK)
(Also AIL, AVRO, BAC, BUCURESTI, DE HAVILLAND,
HANDLEY−PAGE, HAWKER−SIDDELEY, JETSTREAM, KANPUR, MCDONNELL−DOUGLAS,
RAYTHEON, SCOTTISH−AVIATION, VOLPAR)
|
Action
|
Model
|
Type
Designator
|
Description
|
Performance Information
|
|
|
|
|
Number & Type
Engines/Weight Class
|
Climb Rate
(fpm)
|
Descent Rate
(fpm)
|
SRS Cat.
|
LAHSO Group
|
|
Change
|
Nimrod
|
NIM
|
4J/L
|
|
|
III
|
|
BRITTEN NORMAN LTD. (A subsidiary
of Pilatus Aircraft LTD.) (UK)
(Also AVIONS FAIREY, BAC, BUCURESTI, DE HAVILLAND,
HAWKERSIDDELEY, IRMA, PADC, ROMAERO, VICKERS)
|
Action
|
Model
|
Type
Designator
|
Description
|
Performance Information
|
|
|
|
|
Number & Type
Engines/Weight Class
|
Climb Rate
(fpm)
|
Descent Rate
(fpm)
|
SRS Cat.
|
LAHSO Group
|
|
Delete
|
Trident
|
TRID
|
3J/L
|
3,000
|
3,000
|
III
|
|
Appendix A10
CANADAIR BOMBARDIER LTD. (Canada)
|
Action
|
Model
|
Type
Designator
|
Description
|
Performance Information
|
|
|
|
|
Number & Type
Engines/Weight Class
|
Climb Rate
(fpm)
|
Descent Rate
(fpm)
|
SRS Cat.
|
LAHSO Group
|
|
Change
|
CL-66, CV-580 (CC-109
Cosmopolitan)
|
CVLT
|
2T/L
|
1,500
|
1,500
|
III
|
7
|
CESSNA AIRCRAFT COMPANY (USA)
(Also AVIONES−COLOMBIA, COLEMILL, DINFIA, ECTOR, FMA, FUJI, REIMS,
RILEY, SUMMIT, WREN)
|
Action
|
Model
|
Type
Designator
|
Description
|
Performance Information
|
|
|
|
|
Number & Type
Engines/Weight Class
|
Climb Rate
(fpm)
|
Descent Rate
(fpm)
|
SRS Cat.
|
LAHSO Group
|
|
Add
|
350, Corvalis, Columbia
300/350, LC40/42
|
COL3
|
1P/S
|
|
|
I
|
|
|
Add
|
400, Corvalis TT,
Columbia 400, LC 41
|
COL4
|
1P/S
|
|
|
I
|
|
Appendix
A13
DASSAULT BREGUET (France)
|
Action
|
Model
|
Type
Designator
|
Description
|
Performance Information
|
|
|
|
|
Number & Type
Engines/Weight Class
|
Climb Rate
(fpm)
|
Descent Rate
(fpm)
|
SRS Cat.
|
LAHSO Group
|
|
Add
|
Falcon 7X
|
FA7X
|
3J/L
|
|
|
III
|
|
|
Change
|
Alpha jet
|
AJET
|
2J/S+
|
|
|
III
|
|
EMBRAER (Brazil)
|
Action
|
Model
|
Type
Designator
|
Description
|
Performance Information
|
|
|
|
|
Number & Type
Engines/Weight Class
|
Climb Rate
(fpm)
|
Descent Rate
(fpm)
|
SRS Cat.
|
LAHSO Group
|
|
Add
|
EMB-500, Phenom 100
|
E50P
|
2J/S
|
|
|
III
|
|
|
Add
|
EMB-505, Phenom 300
|
E55P
|
2J/S+
|
|
|
III
|
|
FAIRCHILD DORNIER (USA/FRG)
(Also CONAIR, FAIRCHILD−HILLER, FLEET, FOKKER,
KAISER, PILATUS, SWEARINGEN)
|
Action
|
Model
|
Type
Designator
|
Description
|
Performance Information
|
|
|
|
|
Number & Type
Engines/Weight Class
|
Climb Rate
(fpm)
|
Descent Rate
(fpm)
|
SRS Cat.
|
LAHSO Group
|
|
Change
|
328
|
D328
|
2T/S+
|
2,000
|
2,000
|
III
|
7
|
GULFSTREAM AEROSPACE CORP. (USA)
(Also GRUMMAN, GRUMMAN AMERICAN, GULFSTREAM,
GULFSTREAM AMERICAN, IAI)
|
Action
|
Model
|
Type
Designator
|
Description
|
Performance Information
|
|
|
|
|
Number & Type
Engines/Weight Class
|
Climb Rate
(fpm)
|
Descent Rate
(fpm)
|
SRS Cat.
|
LAHSO Group
|
|
Change
|
695 Jetprop Commander 980/1000
|
AC95
|
2T/S
|
2,500
|
2,500
|
II
|
6
|
|
Change
|
G1159, G1159B/TT, Gulfstream
2/2B/2SP/2TT
|
GLF2
|
2J/L
|
5,000
|
4,000
|
III
|
8
|
HAMILTON
AVIATION (USA)
(Also VOLPAR)
|
Action
|
Model
|
Type
Designator
|
Description
|
Performance Information
|
|
|
|
|
Number & Type
Engines/Weight Class
|
Climb Rate
(fpm)
|
Descent Rate
(fpm)
|
SRS Cat.
|
LAHSO Group
|
|
Change
|
Little Liner
|
BE18
|
2P/S
|
1,400
|
1,000
|
II
|
4
|
|
Change
|
T28 Nomair
|
T28
|
1P/S
|
2,500
|
2,500
|
III
|
|
ILYUSHIN (Russia)
|
Action
|
Model
|
Type
Designator
|
Description
|
Performance Information
|
|
|
|
|
Number & Type
Engines/Weight Class
|
Climb Rate
(fpm)
|
Descent Rate
(fpm)
|
SRS Cat.
|
LAHSO Group
|
|
Change
|
Il38
|
IL38
|
4T/L
|
|
|
III
|
|
LOCKHEED CORP. (USA)
(Also AERITALIA, CANADAIR, FIAT, FOKKER, HOWARD,
LEAR, LOCKHEED−BOEING, LOCKHEED−MARTIN, MBB, MESSERSCHMITT, MITSUBISHI,
PACAERO, ROCKWELL, SABCA)
|
Action
|
Model
|
Type
Designator
|
Description
|
Performance Information
|
|
|
|
|
Number & Type
Engines/Weight Class
|
Climb Rate
(fpm)
|
Descent Rate
(fpm)
|
SRS Cat.
|
LAHSO Group
|
|
Change
|
F117 Nighthawk
|
F117*
|
2J/L
|
|
|
III
|
|
|
Change
|
L18 Lodestar (C56/57/59/60,
R50, XR50
|
L18
|
2P/S
|
1,800
|
2,000
|
III
|
8
|
MITSUBISHI AIRCRAFT INTERNATIONAL
INC. (USA/Japan)
(Also BEECH, RAYTHEON)
|
Action
|
Model
|
Type
Designator
|
Description
|
Performance Information
|
|
|
|
|
Number & Type
Engines/Weight Class
|
Climb Rate
(fpm)
|
Descent Rate
(fpm)
|
SRS Cat.
|
LAHSO Group
|
|
Change
|
F86 Sabre
|
F86*
|
1J/S+
|
4,000
|
4,000
|
III
|
|
NORD
(France)
(Also AEROSPATIALE, HOLSTE, NORDFLUG, TRANSALL)
|
Action
|
Model
|
Type
Designator
|
Description
|
Performance Information
|
|
|
|
|
Number & Type
Engines/Weight Class
|
Climb Rate
(fpm)
|
Descent Rate
(fpm)
|
SRS Cat.
|
LAHSO Group
|
|
Change/Add
|
1000,1001, 1002 Pingouin
|
ME08
|
1P/S
|
400
|
500
|
I
|
1
|
PARTENAVIA (Italy)
|
Action
|
Model
|
Type
Designator
|
Description
|
Performance Information
|
|
|
|
|
Number & Type
Engines/Weight Class
|
Climb Rate
(fpm)
|
Descent Rate
(fpm)
|
SRS Cat.
|
LAHSO Group
|
|
Change
|
P68, Victor, Observer
|
P68
|
2P/S
|
1,200
|
1,000
|
II
|
3
|
PIAGGIO (Industrie Aeronautiche E
Meccaniche Rinaldo Piaggio SpA) (Italy)
(Also PIAGGIO−DOUGLAS, TRECKER)
|
Action
|
Model
|
Type
Designator
|
Description
|
Performance Information
|
|
|
|
|
Number & Type
Engines/Weight Class
|
Climb Rate
(fpm)
|
Descent Rate
(fpm)
|
SRS Cat.
|
LAHSO Group
|
|
Delete
|
PD-808
|
P808
|
2J/S+
|
4,000
|
3.500
|
III
|
9
|
PIPER AIRCRAFT CORP. (USA)
(Also AEROSTAR, AICSA, CHINCUL, COLEMILL, EMBRAER,
INDAER CHILE, JOHNSTON, MACHEN, MILLER, NIEVA, SCHAFER, SEGUIN,
PZL−MIELEC, TED SMITH, WAGAERO)
|
Action
|
Model
|
Type
Designator
|
Description
|
Performance Information
|
|
|
|
|
Number & Type
Engines/Weight Class
|
Climb Rate
(fpm)
|
Descent Rate
(fpm)
|
SRS Cat.
|
LAHSO Group
|
|
Change
|
PA31T3500 T1040
|
PAT4
|
2T/S
|
1,300
|
1,200
|
II
|
|
|
Change
|
AP60, Aerostar
|
AEST
|
|
|
|
|
5
|
ROCKWELL
INTERNATIONAL CORP. (USA)
(Also AERO COMMANDER, CANADAIR, CCF, COMMANDER,
COMMONWEALTH, GULFSTREAM, HAMILTON, MITSUBISHI, NOORDUYN, NORTH AMERICAN
PACAERO, NORTH AMERICAN ROCKWELL, PACIFIC AIRMOTIVE,ROCKWELL, RYAN, SUD,
TUSCO)
|
Action
|
Model
|
Type
Designator
|
Description
|
Performance Information
|
|
|
|
|
Number & Type
Engines/Weight Class
|
Climb Rate
(fpm)
|
Descent Rate
(fpm)
|
SRS Cat.
|
LAHSO Group
|
|
Change
|
695 Jetprop Commander 980/1000
|
AC95
|
2T/S
|
2,500
|
2,500
|
II
|
6
|
|
Delete
|
FR-06 Fanranger, Ranger 2000
|
R2TH
|
1J/S
|
|
|
III
|
|
|
Delete
|
X-31
|
X31
|
1J/S+
|
|
|
III
|
|
|
