Chapter 2. Administration of Facilities
Section 1. General
2-1-1. INTERREGIONAL REQUIREMENTS
a. An air
route traffic control center (ARTCC) is responsible to an En Route and
Oceanic Operations Area Office. Terminal and Flight Services facilities
located within an ARTCC operational area must comply with the En Route and
Oceanic Operations Area Office directives governing interfacility
operational requirements. Although these facilities are not under its
administrative jurisdiction, the En Route and Oceanic Operations Area
Office responsible for the administration of the ARTCC must provide these
directives to the appropriate facilities in ARTCC operational areas. These
facilities must coordinate directly on mutual procedural or operational
resolution of procedural or operational problems is not possible or when
the En Route and Oceanic Operations Area Office directives are
incompatible with those published by the administratively responsible area
office, the facility must notify its own Terminal Operations Area or
Flight Services Operations Area Office for resolution.
STANDARD OPERATING PROCEDURES DIRECTIVE
The air traffic
manager must issue a Standard Operating Procedures Directive. The
directive must specify, as a minimum, the required procedures for
maintaining a safe and efficient operation and the jurisdictional
boundaries for each operational position/sector.
FAAO JO 7210.3, Para 4-1-1, Correspondence Standards.
2-1-3. POSITION/SECTOR BINDERS
managers must develop and maintain binders for each position/sector within
the facility. In addition to the above, this must include a supervisor
position binder. The supervisor position binder should address procedures
which will enhance controller performance in areas such as scanning,
coordination, use of proper phraseology, and proficiency/remedial
training. The binders must contain as a minimum, but not be limited to,
the information listed in the En Route, Terminal, Flight Service Option
Specific Guidelines. The binder must contain information that is necessary
for the safe and efficient operation of each position/sector, including
examples and formats where appropriate. A copy of each binder must be in a
location easily accessible by each position/sector. Data may be stored and
displayed via electronic means on Information Display Systems (IDS) where
available. Air traffic managers in terminal facilities may determine the
need for individual binders for associated/coordinator positions.
2-1-4. REFERENCE FILES
managers must maintain current sets of orders, facility directives,
Letters of Agreement (LOA), aeronautical charts, pertinent International
Civil Aviation Organization (ICAO) documents and related publications so
that they may be readily available for operational use and study by
facility personnel. Also, the air traffic manager must maintain reference
materials at appropriate work areas. These materials must consist of
pertinent directives, agreements, emergency and overdue aircraft
procedures, and a location listing of airports within the area of
responsibility including runway alignment, lighting, surface, and length
as a minimum. Current telephone numbers of user companies/organizations
identifying the source who has the capability of contacting no radio (NORDO)
aircraft may also be listed. Air traffic managers must determine the
applicability of other materials to be included.
The air traffic manager will ensure that the user list is kept current.
2-1-5. RELEASE OF
a. It is FAA
policy to make factual information available to persons, properly and
directly concerned, except information held confidential for good cause.
b. Except as provided in this and other FAA orders, or when
specifically authorized to do so by the Secretary of Transportation or the
Administrator, no agency employee must release information from any
National Airspace System (NAS) database regarding the position, altitude,
heading, flight plan, origination or destination of a single aircraft
(“Flight Track Data”) upon the oral request of an individual outside of
request for Flight Track Data must be granted unless it is first
determined that the request is being made in the interest of aviation
safety or efficiency, or for an official purpose by a United States
Government agency or law enforcement organization with respect to an
2. No Flight
Track Data on aircraft conducting military, law enforcement, presidential,
or other sensitive flights must be released except as operationally
required to assist such flights.
request must be handled in the following manner:
agency employee must positively identify the requestor by name,
organization or affiliation, and point-of-contact (including a telephone
agency employee must inquire about the purpose of the request so as to
determine whether the request is being made in the interest of aviation
safety or efficiency, or for an official purpose.
for requests received from any United States Government agency or law
enforcement organization, the agency employee must enter into the facility
Daily Record of Facility Operation, FAA Form 7230-4, a record of the
information obtained under subparas b3(a) and b3(b) above; and
summary of any information provided to the requestor, including the flight
number or registration number of the aircraft in question.
requests received from any United States Government agency or law
enforcement organization, the only information entered into the local
facility log must be that called for by subpara b3(a) above, with a brief
notation as to whether the request was granted or not.
4. If the
request is from an individual and it is determined that the request, if
granted, would not further aviation safety or efficiency, the employee
must deny the request and may inform the requester that information may be
sought under the Freedom of Information Act (FOIA). A FOIA request should
be filed in writing with the FOIA Officer, ARC-40, 800 Independence
Avenue, S.W., Washington, DC 20591, or by email to 7-AWA-ARC-FOIA@faa. gov.
5. If it
cannot be ascertained whether the purpose of the request, if from an
individual, is in furtherance of aviation safety or efficiency, or if from
a United States Government agency or law enforcement organization, is for
an official purpose, the agency employee must contact facility management
for guidance. If local management is unable to determine whether or not a
request should be granted, the official should contact the Quality
Assurance Investigator on-call in Washington headquarters. En Route and
Oceanic Operations, Terminal Operations, and Flight Services Operations
Area Offices may elect to process after-hour requests through the
appropriate Service Area office Quality Assurance on-call specialist.
ACCURACY OF PUBLISHED DATA
managers and air traffic representatives (ATREPs) must, upon receipt of
official publications, review data pertaining to their facilities and
areas of concern to ensure accuracy and completeness. They must also
initiate corrections as required.
TRAFFIC SERVICE DURING
PLANNED AND UNPLANNED OUTAGES
Facilities must develop and maintain guidelines
to provide continuity of required services
planned (for example, radar out for
maintenance, frequency out for repair) or
unplanned outages (for example, power failures,
a. For planned outages, facilities must
maintain a checklist that provides guidance on
approving shutdowns. This checklist should be
maintained at an operational manager's
position (for example, OMIC desk, FLM desk).
Facilities should consider the following for
inclusion on the checklist:
1. Traffic volume and complexity.
3. Alternate means of providing air traffic
4. Procedures to notify affected facilities
when planned outage begins and ends.
5. Other information related to the planned
outage, as appropriate.
b. Facilities must develop and maintain
operational plans for unplanned outages that provide continuity of services to the extent
dictated by the outage (for example, power
failures, fire, flood, storm damage, breakdown of
critical system components, facility wide
outages). The plans must be in accordance with
BOMB THREAT INCIDENTS
facilities must establish procedures to carry out their functions in
accordance with FAAO 1600.6, Physical Security Management Program. The
following provisions must be incorporated into facility plans:
a. All air
traffic facilities must notify the respective regional operations center
and other appropriate Service Area office element when a bomb threat
personnel in the facility will be advised when a bomb threat has been
received and of pertinent information regarding the bomb threat.
decision to evacuate a facility will be made by the air traffic manager or
d. If the
decision is made to evacuate and air safety is not a factor, immediately
release nonessential personnel, instruct aircraft to contact the
appropriate facility designated in the facility contingency plan, advise
adjacent facilities as appropriate (ARTCCs should advise the ATCSCC of
pending evacuation), broadcast that the facility is being evacuated, and
evacuate the building.
e. If the
decision is made to evacuate and air safety is a factor, immediately
release nonessential personnel, resolve traffic conflicts (aircraft on
radar vectors should be cleared to resume normal navigation), instruct
aircraft to contact the appropriate facility designated in the facility
contingency plan, advise adjacent facilities (ARTCCs should advise the
ATCSCC), broadcast that the facility is being evacuated, and evacuate the
building as rapidly as personnel can be released. The appropriate actions
should be accomplished quickly to minimize personnel exposure. Further,
the air traffic manager or his/her designee will determine which personnel
will remain on duty until the traffic situation is resolved. Personnel
designated to perform this function normally will be selected from the
supervisory ranks or persons volunteering temporary services. To be
effective this action should be planned in advance. There are various ways
in which this can be accomplished. One simple method is that at the
beginning of each watch, supervisors will plan their watch coverage should
the need to evacuate arise.
evacuation plans will also include recall procedures.
should be given to establishing an alternate site to provide limited
flight service or airport air traffic and approach control services.
bomb threat situations, facility air traffic managers or their designees
should exercise discretion regarding admittance of visitors to their
i. Facilities will take action to increase the security whenever
such action is feasible. Measures to protect administrative and
operational areas and equipment rooms should be taken. FAAO 1600.6,
Physical Security Management Program, provides additional guidance for the
protection of agency facilities, installations, equipment, etc. Examples
security forces and measures.
that facilities are kept tidy so that out-of-place articles can be easily
detected. This concept should be emphasized to all personnel including
contractors and their employees.
3. Room or
area monitors can be assigned to “look over” the area at frequent
intervals for suspicious objects. In this regard, air traffic personnel
assigned temporary administrative duties would be given building warden
FAAO JO 7210.3, Para 2-8-2, Medical Clearance Requirements.
areas should be kept as neat as possible. Landscaping should, if possible,
be done in a manner that will not enhance clandestine activities.
it is envisioned that the foregoing will be accomplished within existing
resources, planning (including budgeting) should be initiated to establish
a secure environment.
information on bomb threat incidents in accordance with the procedures
established in current directives. Where no applicable procedures have
been established, all information must be treated as “For Official Use
traffic managers must coordinate with federal, local, and other law
enforcement agencies, as needed, to develop notification and contingency
plans during a threat or attack from Man-Portable Air Defense Systems (MANPADS).
traffic managers must establish procedures to ensure the dissemination of
level 2 or 3 MANPADS alerts via ATIS and/or controller-to-pilot
transmissions. Report MANPADS threat/attack/post-event activity until
notified otherwise by FAA national headquarters.
FAAO JO 7110.65, Para 2-9-3, Content.
FAAO JO 7110.65, Para 10-2-13, MANPADS Alert.
instructions covering airport emergency service at airports served by an
ATCT and/or FSS must be issued by the air traffic manager (the ATCT
manager at airports with both facilities) in the form of a LOA. Procedures
and/or LOAs for alerting airport emergency equipment at other public-use
airports served by the ATCT and/or FSS must also be developed, if deemed
Facility managers or their designee should meet with Airport Rescue and
Fire Fighting (ARFF) personnel on an annual basis to review the local
airport emergency service LOA and the effectiveness of local procedures.
FAA Advisory Circular AC 150/5210-7C, Aircraft Rescue and Fire Fighting
for the prompt dispatch of equipment upon alert notice by the FAA ATCT or
the FSSs is the joint responsibility of the airport management and the
emergency equipment operator. The amount of equipment and number of
personnel responding to the emergency will be determined by the equipment
operator and should be kept to the minimum required. After receiving the
alert and the route to be taken, the personnel operating the equipment are
responsible for handling the emer-gency.
for alerting airport emergency equipment, including additional equipment
which may be located off the airport, must consist only of:
the nature and the location of the emergency by means of a signalling
system; e.g., a siren and/or telephone. When required, the tower must
indicate the route to be taken by the emergency equipment. FSSs must not
specify such routes.
when required, the category of alert applicable to the emergency.
the alert when, in the opinion of any of the following, a potential or
actual emergency exists:
(a) The FAA
specialists on duty.
pilot of the aircraft concerned.
operator of the aircraft or his/her representative.
representative of the airport management.
d. Alert Phases: Operations personnel may categorize local alerts
if the category or phase designations have been coordinated locally and
agreed to. It may be desirable for emergency equipment to be alerted on a
standby or ready basis by use of a two-phase or three-phase alert system,
but keep these actions as inconspicuous as possible without impairing
efficiency. A three-phase alert may be set up as follows:
1. Alert I: Indicating
an aircraft approaching the airport is in minor difficulty; e.g.,
feathered propeller, oil leak, etc. The emergency equipment and crews
would standby at the equipment house for further instructions.
2. Alert II: Indicating
an aircraft approaching the airport is in major difficulty; e.g., engine
on fire, faulty landing gear, no hydraulic pressure, etc. This could mean
emergency equipment would proceed to a predetermined location (end of
runway, etc.) to await development of the potential emergency.
3. Alert III: Indicating
an aircraft involved in an accident on or near the airport and emergency
equipment should proceed immediately to the scene.
alerting the emergency equipment, notify only the local aircraft operator
or his/her representative and the airport management.
Airport management is responsible for notifying other agencies or
Advisory Circular AC 150/5210-7C, Airport Rescue and Fire Fighting
DETECTION K-9 TEAMS
At many of our
major airports a program has been established by the FAA and the Law
Enforcement Assistance Administration to make available an explosives
detection K-9 team. ATC facilities must take the following actions should
they receive an aircraft request for the location of the nearest
explosives detection K-9 team:
facility will relay the pilot's request to the FAA Washington Operations
Center, AEO-100, telephone: commercial (202) 267-3333; ETN 521-0111; or
DSN 851-3750 providing the aircraft's identification and position.
will provide the facility with the nearest location. The facility will
have AEO-100 standby while the information is relayed to the pilot.
c. After it
has been determined that the aircraft wishes to divert to the airport
location provided, the air traffic facility will ascertain estimated
arrival time and advise AEO-100. AEO-100 will then notify the appropriate
airport authority at the diversion airport. In the event the K-9 team is
not available at this airport, AEO-100 will relay this information to the
air traffic facility providing them with the secondary location. ATC will
then relay this to the pilot concerned for appropriate action.
2-1-12. INTERSECTION TAKEOFFS
managers at ATCTs and at FSS facilities that provide LAA will prepare an
airport diagram showing intersection takeoff information as follows:
the actual remaining runway length from each intersection; round all
actual measurements “down” to the nearest 50-feet. Obtain measurements
from an authentic source and record them on the diagram.
Some airports publish “declared distances” for a particular runway. These
are published in the Airport Facility Directory (A/FD) or the Aeronautical
Information Publication (AIP), and there is no requirement that facility
personnel be made aware of them. These distances are a means of satisfying
airport design criteria and are intended to be used by pilots and/or
operators for preflight performance planning only. There are no special
markings, signage, or lighting associated with declared distances, and
they do not limit the actual runway available for use by an aircraft.
Therefore, they cannot be used for any air traffic control purpose. If
pilots inquire about the existence of declared distances, refer them to
the A/FD or the AIP.
b. If the
airport authority requests that certain intersection takeoffs be denied,
so indicate on the diagram.
any access points to a runway from which an intersection takeoff may be
2-1-13. AIRCRAFT IDENTIFICATION PROBLEMS
To alleviate any
potential misunderstandings of aircraft identifications caused by
duplicate, phonetically similar-sounding, or hard to distinguish
registration numbers or call signs operating in the same area, facility
managers must ensure that operations supervisors report those
occurrences to a facility officer and that the following actions be taken.
air carrier aircraft: When two or more air carriers with duplicate flight
numbers or phonetically similar-sounding call signs operate
within 30 minutes of each other at the same airport or within the same
sector and cause an identification problem on a recurring basis, request
that the flight identification numbers be changed by:
Recurrent situations would be aircraft proceeding primarily the same
direction through the same sectors three or more times a week, at least
two weeks out of four consecutive weeks.
1. In the
case of carriers listed in Appendix 2, Air Carrier Points of Contact for
Aircraft Identification Problems, contact the appropriate airline office
2. If other
than one of the carriers listed in Appendix 2, contact the operator or the
chief pilot of the carrier concerned.
aircraft: Contact base operations of the departure airport and
request that action be taken to have the flight identifications changed
when duplicate, phonetically similar, or hard to distinguish call signs
are causing a flight identification problem. If additional assistance is
required, immediately advise the
military representative assigned to the Service Area office.
aircraft other than air carrier: Advise Mission Support Services,
Aeronautical Information Management, when two or more designated call
signs are found to be phonetically similar or difficult to pronounce and
are causing a flight identification problem.
designated facility officer must maintain a record of actions taken and
provide feedback to operations supervisors. That record should include:
(e.g., RUS VORTAC, sector 90,
signs involved in the occurrence.
occurrence is reported by facility.
that facility contacted.
ceiling of areas within which approach control service is provided should
not exceed 10,000 feet AGL. Exceptions require a staff study and specific
approval of the Vice President of System Operations Services.
Although en route ATS is a center function, terminal facilities may be
expected to provide some en route service. There are some areas in which a
center may not have adequate radar coverage or resources, and in these
areas it may be necessary to expand the terminal airspace to provide
service. Conversely, at locations with nonradar approach control
facilities, centers may have radar coverage,and better service would be
provided if some approach control airspace is recalled to the center. At
certain locations, the center may be able to absorb all the airspace of a
nonradar approach control. The Area Directors of En Route and Oceanic
Operations and Terminal Operations must weigh all factors and provide
2-1-15. AUTHORIZATION FOR
SEPARATION SERVICES BY TOWERS
control towers, not equipped with a tower radar display, may be authorized
to provide appropriate separation between consecutive departures based
upon time or diverging courses, and between arrivals and departures,
1. A LOA
exists with the IFR facility having control jurisdiction which authorizes
the separation responsibilities and prescribes the procedures to be used;
agreement has been approved by the Area Director of Terminal Operations;
3. There is
no delegation of airspace to the tower.
b. Towers equipped with certified tower radar displays (CTRD) may
be authorized to provide separation services in accordance with para 10-5-3,
Functional Use of Certified Tower Radar Displays.
c. An authorization for
towers to provide separation services other than those prescribed in
subparas a and b must be supported by a staff study prepared by the
authorizing facility or the Terminal Operations Service Area office which
addresses at least:
4. Why the
IFR facility is unable to provide an equal or superior level of service
without the delegation.
services to users.
measures taken to ensure that the local controller's ability to satisfy
the FAA's air traffic responsibilities regarding aircraft operating on the
runways or within the surface area is not impaired.
spares, maintenance support/restoration requirements.
and/or additional costs.
number of additional people required.
d. The staff
study must, following the Terminal Operations Service Area review and
concurrence, be forwarded to Terminal Services through System Operations
Planning, and System Safety and Procedures for approval. System Operations
Planning will coordinate with all affected Technical Operations Services
Area Service Directors prior to finalizing their comments and
The air traffic
manager of the ATCT must establish procedures to:
that any reported bird strikes or trend toward an increase in bird
activity on or around the airport served by the ATCT are reported to
that coordination will be accomplished with airport management for the
possible issuance of NOTAMs when flocks of birds roost on the runways.
It is the responsibility of airport management to issue any such NOTAMs.
in local bird hazard programs when established by airport management.
2-1-17. PROHIBITED/RESTRICTED AREAS
AND STATIONARY ALTRVs
FAA Order JO 7110.65, Air Traffic Control,
prescribes separation requirements from special
use, ATCassigned airspace, and stationary
ALTRVs. In recognition of the fact that
prohibited/restricted areas and stationary
ALTRVs may be established for security reasons
or to contain hazardous activities not directly
involving aircraft operations, provision is made for
exempting these areas from vertical and radar
separation minima if the areas have been identified
by facility management. The intent in prescribing
separation requirements from special use, ATCassigned airspace, and stationary ALTRVs
is to establish a buffer between nonparticipating
aircraft and aircraft operations inside special use,
ATC assigned airspace, and stationary ALTRVs.
As such, the buffer serves as an extra safety margin
in consideration of possible operational,
procedural, or equipment variances. Application of
the separation prescribed in FAA Order JO
7110.65 is not considered necessary whenever the
prohibited/restricted airspace and stationary
ALTRV does not contain aircraft operations
because these areas typically provide an internal
buffer based upon the exact type of activity taking
place. In making a determination to exempt specific
areas, air traffic facility managers must be guided
by the following:
the exact nature of prohibited/restricted area and stationary ALTRV utilization through direct
liaison with the using agency.
with the Service Area office during the analysis of area utilization.
following types of activity are examples of restricted area utilization
which often will not require application of separation minima:
firing of various types.
operations associated with the above in a safety, observer, or command and
control capacity only; i.e., the aircraft is not directly engaging in
activity for which the airspace was designated and is operating visual
flight rules (VFR).
d. If area utilization varies between aircraft operations and other
types of activity as described above, do not exempt the area from
separation requirements unless a significant operational advantage can be
airspace with the same number but different letter suffixes are considered
to be separate restricted areas. However, treat these types as one
restricted area for the purpose of identifying areas for exemption from
separation requirements in order to simplify application of separation
minima unless a significant operational advantage can be obtained.
DC, SPECIAL FLIGHT RULES AREA (DC SFRA)/ATC SECURITY SERVICES
services are designed to support the national security mission of the FAA
and other agencies. A designated security services position has area
responsibility for the purpose of security service. Such positions do not
have airspace jurisdiction and are not ATC operational positions for
purposes beyond the scope of this section, for example, transfer of
control, communications, point-out, etc.
a. The FLM/CIC
must report all instances of loss of radio communication, intermittent
transponder or transponder/Mode C failure, the inability to security track
aircraft, and other unusual IFR/VFR flight information to the Domestic
Events Network (DEN) through the appropriate lines of communication. Some
examples are, but are not limited to; suspicious activities, deviation
from assigned course/altitude, or other equipment malfunction that may
cause an aircraft to operate in an unexpected manner. Relay all known
information regarding the aircraft.
Security Services Position: ATC Security Services Position is responsible
for providing ATC security services as defined. This position does not
provide air traffic control IFR separation or VFR flight following
services, but is responsible for providing security services in an area
comprising airspace assigned to one or more ATC operating sectors and as
such, normal airspace jurisdictional constraints do not apply.
in a facility directive which existing position(s) and frequencies will be
utilized to provide Security Services when required and the transition
procedures from the ATC operational status to the Security Services
that contingency plan parent and support procedures are updated regarding
operational capability level (OCL) changes that affect Special Security
The requirement to establish an ATC Security Services Position in addition
to ATC operating position does not by itself constitute a need for
additional staffing nor is its purposes intended to justify or deny
facility staffing needs.
d. When the
Security Services position and the ATC Operating position are both
staffed, detailed position responsibilities must be defined in the
Airspace sectorization and the workload associated with the normal use of
that airspace may degrade the ability of an ATC operation position to
provide security services. When this occurs, pilots must be held outside
of the security services area in accordance with FAAO JO 7110.65 para
9-2-1, Aircraft Carrying Dangerous Materials, subpara b2.
1. When an
ATC Security Services Position is not separately staffed, the appropriate
ATC operating position responsible for that airspace will assume the
security service responsibilities.
for ATC services to VFR aircraft operating within the designated area to
enter positive controlled airspace must be issued by the appropriate radar
position in accordance with FAAO JO 7110.65, Air Traffic Control, and
other applicable directives.
that will enter the designated airspace after departing controlled
airports within or adjacent to security areas must be provided security
services by the appropriate ATC facility having jurisdiction over the
affected airspace. Procedures for handling this situation must be covered
in a Letter of Agreement (LOA) or facility directive as appropriate.
departing uncontrolled airports within security areas must be handled
using procedures contained in a NOTAM or rule designating the area where
ATC security services are required.
2-1-19. AIRPORT TRAFFIC PATTERNS
a. The Area
Directors of Terminal Operations are the focal point to review traffic
patterns. Traffic patterns at airports without an operating control tower
should be established in accordance with Advisory Circular, AC 90-66,
Recommended Standard Traffic Patterns and Practices for Aeronautical
Operations at Airports without Operating Control Towers.
b. FAAO JO
7400.2, Procedures for Handling Airspace Matters, will be the source for
handling technical matters pertaining to the establishment or the revision
of traffic patterns.
IDENTIFICATION SURFACES, OBSTACLE FREE ZONES, RUNWAY SAFETY AREAS, AND
air traffic managers must monitor planned airport construction projects,
work with the regional airports office and the airport manager in
determining the need to modify any taxi routes normally used, and request
notification from the airport manager when adequate signage and marking
are completed on the new/different taxi routes, while ensuring that local
procedures provide protected airspace from adjacent, nonintersecting
runways and taxiways where simultaneous use could create hazards for
arriving and departing aircraft. These procedures must be reviewed
whenever new runways or taxiways are programmed or whenever new/different
aircraft are scheduled to provide service to the airport.
that aircraft on the ground do not penetrate marked Obstacle
Identification Surfaces, Obstacle Free Zones, Runway Safety Areas, or
Clearways, or other airspace designed to provide protection for departures
locations where potential for conflict exists, take action to rectify
the situation by developing proposed solutions and establishing local
procedures to define conditions when the approach and departure areas
and other surfaces must be protected. These procedures must be included
in a facility directive and the signage at the intended hold position
must be consistent with the phraseology identified in FAA Order JO
7110.65, Paragraph 372, Taxi and Ground Movement.
must consult with the airport authority, Flight Standards, Airports, and
the Regional Runway Safety Program Manager (RSPM) when developing
proposed solutions and establishing local procedures. The RSPM will
assist the ATM, as needed, in initiating contact with Flight Standards
P/CG Term – Approach Hold
Area Directors are the focal point to review/approve requests for waivers
for facility identification changes in FAAO JO 7110.65, Air Traffic
Control, para 2-4-19, Facility Identification, subparas a, b, and c, and
FAAO JO 7110.10, Flight Services, para 14-1-14, Facility Identification,
subparas a, b, and c. If the waiver request is approved, the Service Area
Director must ensure that all aeronautical publications are changed to
reflect the new identification, and that a Letter to Airmen is published
notifying the users of the change.
Area Directors must forward a copy of the approval to System Operations
OF OBSOLETE CHARTS
charts may only be disposed of by destroying, including recycling, or by
giving to flight schools and other training institutions where the charts
are to be used only for training in the classroom. Under no circumstances
should obsolete charts be given to pilots or the general public,
regardless if they are marked obsolete or not.
b. There are
hundreds of changes that appear on each new edition of a chart. When
pilots are given obsolete charts they are not aware of critical changes
that have occurred. Further, the use of such a chart could result in a
Code of Federal Regulations (CFR) violation or an accident which would
have serious legal implications for the agency.
a. The Area
Directors of Terminal Operations Services are the focal point for
reviewing/approving requests for outdoor laser demonstrations.
b. FAAO JO
7400.2, Procedures for Handling Airspace Matters, is the source for
processing outdoor laser demonstration requests.
2-1-24. COMBINE/RECOMBINE AN ATCT/TRACON
consideration for any ATCT/TRACON to combine or recombine, a detailed
staff study will be required from the facility explaining the benefit to
the agency and the customer. After the Terminal Operations Service Area
office review, the staff study must be forwarded to the Director of
Terminal Planning. A decision to combine or recombine an ATCT/TRACON will
require coordination with the ATO Chief Operating Officer.
2-1-25. SUBMISSION OF AIR TRAFFIC CONTROL ASSIGNED AIRSPACE (ATCAA) DATA
Submit data on all
ATCAAs used on a continuing/constant basis, and any subsequent changes to
the ATCAA database to System Operations Security; and System Operations
Airspace and Aeronautical Information Management for the purpose of
updating the Special Use Airspace Management System (SAMS) and
Aeronautical Information System. Include the following as applicable:
a. An En
Route and Oceanic Operations Area Office transmittal memorandum containing
a brief overview of the ATCAA, and/or changes to, FAA headquarters, System
Operations Security; and System Operations Airspace and Aeronautical
Information Management. Summarize the ATCAAs or any amendments made to
ATCAAs including additional changes, etc.
separate attachment that contains a description of the area to include
latitude/longitude points, boundaries, altitudes, times, controlling
agency, using agency, and any other relative information.
If only part of the description of an existing area is being amended, the
attachment should show just the changed information rather than the full
sectional aeronautical chart depicting the final boundaries of the
proposed area, including any subdivisions.
d. Any other
information that should be considered by FAA headquarters.
ATCAA descriptive data will normally be submitted 9 weeks prior to the
requested/required airspace effective date.
OF SUA AND PAJA FREQUENCY INFORMATION
Information Services maintain a national database of Special Use Airspace
(SUA) and Parachute Jump Area (PAJA) controlling sector contact
information. The database is used to publish frequencies for pilots to
obtain status information for SUAs and PAJAs. Facility managers should
ensure that the following information is forwarded to Aeronautical
frequencies for existing SUAs and PAJAs within your area of jurisdiction.
changes to contact frequencies for existing SUAs and PAJAs within your
area of jurisdiction.
frequencies for any new SUAs or PAJAs within your area of jurisdiction.
UNAUTHORIZED LASER ILLUMINATION OF AIRCRAFT
All FAA Air Traffic
Control facilities, Federal Contract Towers and Flight Service Stations
must report unauthorized laser illumination incidents through the Domestic
Events Network (DEN), providing the following information:
a. UTC date
and time of event.
Sign, or aircraft registration number.
c. Type of
of event (e.g., latitude/longitude and/or Fixed Radial Distance (FRD)).
description of the event.
h. Any other
Facilities without direct access to the DEN should forward the information
through the Washington Operations Center Complex (WOCC) to the DEN..
FAAO JO 7110.65, Para 2-9-3, Content
FAAO JO 7110.65, Para 10-2-14, Unauthorized Laser Illumination of
traffic managers must ensure that processes are in place to direct prompt
notification to the DEN of any suspicious aircraft/pilot activities as
prescribed in FAA Order JO 7610.4, paragraph 7-3-1.
2-1-29. REPORTING DEATH, ILLNESS, OR OTHER PUBLIC HEALTH RISK ON BOARD
a. When an
air traffic control facility is advised of a death, illness, and/or other
public health risk, the following information must be forwarded to the
2. Number of
suspected cases of illness on board.
3. Nature of
the illness or other public health risk, if known.
4. Number of
persons on board.
5. Number of
deaths, if applicable.
intent (for example, continue to destination or divert).
request for assistance (for example, needing emergency medical services to
meet the aircraft at arrival).
1. If the ATC facility is not actively monitoring the DEN or
does not have a dedicated line to the DEN, they must call into the DEN
directly via (202) 493-4170.
in extraordinary circumstances, such as a situation requiring ATC
intervention, follow-on coordination regarding the incident will not
involve ATC frequencies.
initial report to a U.S. ATC facility may be passed from a prior ATC
facility along the route of flight.
notification of an in-flight death, illness, and/or other public health
risk is provided by an ATC facility, the DEN Air Traffic Security
Coordinator must ensure the Centers for Disease Control and Prevention
(CDC) Emergency Operations Center (EOC) receives the following
2. Number of
suspected cases of illness on board.
3. Nature of
the illness or other public health risk, if known.
4. Number of
persons on board.
5. Number of
deaths, if applicable.
time of arrival.
intent (for example, continue to destination or divert).
request for assistance (for example, a need for emergency medical services
to meet aircraft at arrival).
FAAO JO 7110.65, Para 10-2-19, REPORTING DEATH, ILLNESS, OR OTHER PUBLIC
HEALTH RISK ON BOARD AIRCRAFT
2-1-30. Opposite Direction
a. The provisions of this paragraph are applicable
to areas where radar service is provided. Nonradar
procedures are contained in FAA Order JO 7110.65,
Air Traffic Control, Chapter 6.
b. At locations that conduct opposite direction
operations for aircraft receiving IFR separation
services, facility directives must define minimum
cutoff points identified by distances or fixes for same
runway operations between:
1. An arrival and a departure.
2. An arrival and an arrival.
c. The cutoff points established under
subparagraph b. must ensure that required
longitudinal or lateral separation exists before any
other type of separation is applied:
1. When a departing aircraft becomes airborne
and has been issued a turn to avoid conflict; or
2. When the first aircraft has crossed the runway
threshold for opposite direction arrivals.
If terrain and obstructions allow, the initial heading
should meet the provisions of FAA Order JO 7110.65,
Paragraph 557, Passing or Diverging.
FAAO 7110.65, Para 122, Course Definition
FAAO7110.65, Para 382, Touch and Go or Stop and Go or Low
FAAO 7110.65, Para 384, Simultaneous Opposite Direction
FAAO 7110.65, Para 4811, Practice Approaches
FAAO 7110.65, Para 551, Application
FAAO 7110.65, Para 554, Minima
FAAO 7110.65, Para 557, Passing or Diverging
FAAO 7110.65, Para 563, Vectors Below Minimum Altitude
FAAO 7110.65, Para 721, Visual Separation
d. At a minimum, the following must be
considered when developing cutoff points:
1. Aircraft performance.
2. Type of approach.
3. Operational position configuration.
4. Runway configuration.
5. Weather conditions.
6. Existing facility waivers.
e. Facility directives must:
1. Require traffic advisories to both the arriving
and departing aircraft.
opposite direction traffic (distance) mile
final, (type aircraft).
opposite direction traffic departing
runway (number), (type aircraft).
2. Restrict opposite direction same runway
operations with opposing traffic inside the applicable
cutoff point unless an emergency situation exists.
3. Ensure that opposite direction operations
conducted from parallel runways provide for a turn
away from the opposing traffic when inside of the
cutoff point to the other runway.
4. Specify that towers not delegated separation
responsibility are responsible to apply the cutoff
points between arriving and departing aircraft.
f. Facility directives must contain the following
minimum coordination requirements:
1. Define the position that is responsible for
2. All coordination must be on a recorded line,
state “opposite direction,” and include call sign, type,
and arrival or departure runway.
3. The tower must verbally request opposite
direction departures with the TRACON/ARTCC.
4. The TRACON/ARTCC must verbally
request opposite direction arrivals with the tower.
Facilities that use opposite direction operations as a
standard operation due to terrain constraints or noise
abatement may be exempted from the provisions of
subparagraph f. by the approval process in
g. Terminal standard operating procedures orders
and all letters of agreement addressing opposite
direction operations must be approved by the Service
Area Director of Terminal Operations.
2-1-31. SPECIAL INTEREST SITES
a. Supervisory/CIC personnel receiving any
reports or information regarding unusual aircraft
activities in the vicinity of special interest sites such
as nuclear power plants, power plants, dams,
refineries, etc., must immediately notify local law
enforcement authorities of these reports/information
and notify the overlying air traffic facility of any of
these reports and the action taken. Supervisory/CIC
personnel may receive reports/information from the
Nuclear Regulatory Commission or other sources.
b. Air traffic facilities must promptly advise the
Domestic Events Network (DEN) of any actions
taken in accordance with this paragraph.
c. Individual facilities must determine which
special interest sites, if any, should be displayed on
maps, charts, and video displays.