U.S. DEPARTMENT OF TRANSPORTATION
FEDERAL AVIATION ADMINISTRATION
Air Traffic Organization Policy

ORDER
JO 7210.3
Y
Effective Date:
April 3, 2014
 
     
Subject:  Facility Operation and Administration
 Includes:  Change 1 and its Errata effective 7/24/14

   

Table of Contents

Paragraph
Number

Title

Page

2-3-1

GENERAL

BG-3

2-3-2

APPLICATION

BG-3

2-3-3

REQUIREMENTS

BG-3

2-3-5

TRACKING

BG-3

6-3-5

MTR (IR) AND CHANGES TO PUBLISHED MOA ACTIVITY SCHEDULES


BG-8

6-6-5

MESSAGE CONTENT

BG-9

6-9-6

EQUIPMENT SUFFIX AND DISPLAY MANAGMENT

BG-9

10-4-7

SIMULTANEOUS INDEPENDENT CLOSE PARALLEL APPROACHES – HIGH UPDATE RADAR NOT REQUIRED


BG-10

19-2-5

ISSUING TFRs

BG-10

19-2-7

RESPONSIBILITIES

BG-10

19-8-4

DEFINITIONS

BG-12

1. PARAGRAPH NUMBER AND TITLE: 
2-3-1. General
2-3-2. APPLICATION
2-3-3. Requirements
2-3-5. Tracking

2. BACKGROUND: A multi­year Air Traffic Organization (ATO) effort to review/revamp currency and tracking requirements engaged the expertise of Operational Managers at Headquarters, field facilities, as well as representatives from the Air Traffic Supervisors Committee (SUPCOM) and National Air Traffic Controllers Association (NATCA).

3. CHANGE: 

OLD

 

NEW

SECTION 3: AIR TRAFFIC FAMILIARIZATION/CURRENCY REQUIREMENTS FOR EN ROUTE/ TERMINAL/FLIGHT SERVICE FACILITIES

 

SECTION 3: AIR TRAFFIC FAMILIARIZATION/CURRENCY REQUIREMENTS FOR EN ROUTE/ TERMINAL/SYSTEM OPERATIONS FACILITIES

2­3­1. GENERAL

 

2­3­1. GENERAL

It must be the responsibility of the employees identified in para 2-3-2, Application, to adhere to the requirements of this section.

 

It is the responsibility of the employees identified in Paragraph 2-3-2, Application, to work in conjunction with their supervisors to ensure they adhere to the requirements of this section.

OLD

 

NEW

2­3­2. APPLICATION

 

2­3­2. APPLICATION

a. Air traffic managers, assistant managers, operations support managers, and support specialists, who as a condition of employment are not required to maintain currency, must maintain familiarity with operating positions to perform their required duties in an efficient manner.

 

a. Air traffic managers, assistant managers, executive officers, staff managers, operations managers, support managers, traffic management officers and support specialists, who as a condition of employment are not required to maintain currency, must maintain familiarity with control room operations to perform their required duties in an efficient manner.

b. First-level supervisors (including facility managers who also serve as first-level supervisors), ATCSs, developmental specialists, and air traffic assistants are required to maintain currency in order to perform their duties.

 

b. Air traffic control specialists (ATCS), traffic management coordinators (TMC), national traffic management specialists (NTMS), developmental specialists (ATCS/TMC/NTMS), first-level supervisors (including facility managers who also serve as first-level supervisors), operations supervisors (OS), front line managers (FLM), supervisory traffic management coordinators (STMC), national traffic manager officers (NTMO), and air traffic assistants (ATA) are required to meet currency requirements in order to perform their duties.

OLD

 

NEW

2­3­3. REQUIREMENTS

 

2­3­3. REQUIREMENTS

a. Familiarization. As a minimum, non-operational personnel (see application a) must observe control room operations within their facility for 2 hours each week.

 

a. Familiarization. The methods used for personnel identified in Paragraph 2-3-2a, Application, to maintain familiarization must be specified in a local facility directive.

b. Currency. To maintain currency, personnel must rotate through all positions on which they are certified each calendar month. Additionally, they must meet the following minimum time requirements on control positions or operational positions, as appropriate, each calendar month:

 

b. Currency. Personnel must rotate through all positions on which they maintain currency each calendar month. Additionally, they must meet the following requirements:

1. First-level supervisors (including facility managers who also serve as first-level supervisors), and support specialists who are required to maintain currency by their air traffic managers:

 

1. Number of positions required to maintain currency.

(a) Radar/tower control/operational positions (excluding the operational supervisor in charge (OSIC) position): Four hours tower and four hours radar. If certified in only one area of operation (tower or radar), then a total of eight hours in that area.

 

(a) ATCSs, TMCs, NTMSs, developmental specialists (ATCS/TMC/NTMS) and ATAs must maintain currency on all operational/control positions on which certified.

(b) All other facilities: Eight hours in control/operational positions (excluding the OSIC position).

 

(b) First­level supervisors (OS, FLM, STMC, NTMO) and support specialists (who maintain currency) must maintain currency on a minimum of two and a maximum of eight operational/control positions.

Add

 

NOTE­
Hand­off, Tracker, and CAB/TRACON coordinator positions do not count towards the minimum of two and maximum of eight operational/control positions.

Add

 

(c) TMCs/STMCs required to maintain currency on operational positions within the traffic management unit (TMU), and control positions outside the TMU (dual currency), must maintain currency on a minimum of two and a maximum of eight operational/control positions outside the TMU.

Add

 

(d) Waivers to any requirements contained in paragraph 2­3­3b(1), may only be approved by the respective Director of Operations, who is required to forward all waiver requests and dispositions to the Director of Operations Support for tracking and oversight.

Add

 

2. The following minimum time must be met each calendar month: a minimum of one hour per position is required; time working combined positions satisfies the requirement for each of the combined positions. Except for flight service station (FSS) and air traffic assistants, time working the assistant controller, flight data communications, flight data, and clearance delivery positions is not counted toward total currency time requirements; however, the one­hour minimum time per position is required to maintain currency.

NOTE-
1. Although the OSIC position is an operational position, time working as an OSIC is not counted toward currency time.

 

NOTE­
Hand­off, Tracker, CAB/TRACON coordinator, Final Monitor, FLM/FLMIC, and managerial (in­charge) positions do not have a currency requirement and time spent working those positions is not counted.

2. Time working Flight Data communications, Flight Data, or Clearance Delivery positions does not count towards currency requirements.

 

Delete

2. Supervisory traffic management coordinators not covered in subpara b3 and traffic management coordinators are required to maintain currency and must rotate through all positions on which they are certified each calendar month. Additionally, they must work a minimum of eight hours per calendar month on control positions.

 

Delete

3. Supervisory traffic management coordinators at all ARTCCs and at A80, N90, PCT, NCT, and SCT are required to maintain currency and must rotate through all positions within the Traffic Management Unit (TMU) only. Additionally, they must work a minimum of eight hours per calendar month on these positions.

 

Delete

4. All other employees who are required to maintain currency:

 

Delete

(a) Radar/tower control/operational positions: Eight hours tower and eight hours radar. If certified in only one area of operation (tower or radar), a total of sixteen hours in that area.

 

Delete

(b) All other facilities: Sixteen hours in
control/operational positions.

 

Delete

5. ASR approach (where published): Three each calendar quarter; one of which must be a no-gyro. Radar simulation may be used to satisfy these requirements.

 

Delete

Add

 

(a) ATCSs, Developmental (Dev) ATCSs, and ATAs.

Add

 

(1) TERMINAL. Radar/tower operational/control positions: A minimum of eight hours tower and eight hours radar. If certified in only one area of operation (tower or radar), a minimum of 16 hours is required.

Add

 

(2) EN ROUTE, FSS, and ATAs. A minimum of 16 hours on operational/control positions is required.

Add

 

(b) TMCs, NTMSs, and developmental TMCs/NTMS are required to maintain operational/ control position currency as follows: a minimum of 16 hours on operational/control positions.

Add

 

(c) Support specialists who maintain currency.

Add

 

(1) TERMINAL. Radar/tower operational/control positions: a minimum of four hours tower and four hours radar. If certified in only one area of operation (tower or radar), a minimum of eight hours is required.

Add

 

(2) EN ROUTE/ATCSCC. A minimum of eight hours on operational/control positions is required.

Add

 

(d) FLMs/OSs (including facility managers who also serve as first­level supervisors).

Add

 

(1) TERMINAL. Radar/tower operational/control positions (excluding the FLM/FLMIC position): a minimum of four hours tower and four hours radar. If certified in only one area of operation (tower or radar), a minimum of eight hours is required.

Add

 

(2) EN ROUTE, FSS. A minimum of eight hours on operational/control positions (excluding managerial (in­charge) positions) is required.

Add

 

(e) STMCs/NTMOs are required to maintain operational/control position currency as follows: a minimum of eight hours on operational/control positions excluding managerial (in­charge) positions.

Add

 

(f) Dual Currency. TMCs/STMCs at all Air Route Traffic Control Centers (ARTCC) and at New York TRACON (N90), Potomac TRACON (PCT), Northern California TRACON (NCT), and Southern California TRACON (SCT) are required to maintain currency only within the TMU. All other TMCs/STMCs are required to maintain dual currency.

Add

 

(1) TERMINAL. Radar/tower operational/control positions: a minimum of four hours tower and four hours radar. If certified in only one area of operation (tower or radar), a minimum of 8 hours is required.

Add

 

(2) EN ROUTE. A minimum of eight hours on operational/control positions is required.

Add

 

(3) TMC/STMC optional. Staffing and workload permitting, TMCs/STMCs not required to maintain dual currency may elect to maintain dual currency. Dual currency is not subject to the provisions of Paragraph 2­3­4; Differential.

Add

 

(g) Airport Surveillance Radar (ASR) approaches (where published): three each calendar quarter, one of which must be a no­gyro. Radar simulation may be used to satisfy these requirements.

Add

 

3. Time spent performing on­the­job­training (OJT) instruction as an OJT instructor is not counted toward operational/control position currency.

Add

 

4. Time spent receiving OJT on combined positions, where the employee is certified on some of the combined positions, is not counted toward operational/control position currency.

Add

 

5. Time spent performing certification skills checks, operational skills assessments, skills checks, over­the­shoulders, etc., is not counted toward operational/control position currency.

Add

 

NOTE-
Initial operational/control position certification completed in a month meets the requirements for that position for that month. Individuals recertified in a month must meet currency requirements for that month regardless of the day of recertification

Add

 

TBL 2­3­1.
CURRENCY REQUIREMENTS

OLD

 

NEW

Add

 

2­3­5. TRACKING

Add

 

a. Operational/control position currency time must be documented in accordance with processes described in Paragraph 2­2­6, Sign In/Out and On/Off Procedures, and tracked.

Add

 

b. Air traffic managers must document, in a facility directive, a quality control process to ensure that personnel who do not meet currency requirements in a calendar month do not work an operational/control position prior to recertification in accordance with FAA Order JO 3120.4, Air Traffic Technical Training.


1. PARAGRAPH NUMBER AND TITLE: 6­3­5 MTR (IR) AND CHANGES TO PUBLISHED MOA ACTIVITY SCHEDULES

2. BACKGROUND: FAA JO 7210.3, Paragraph 6­3­5, MTR (IR) and changes to Published MOA Activity Schedules, described procedures as outlined in FAA JO 7110.10, Flight Services, Paragraph 6­5­1. However, Paragraph 6­5­1 has been deleted from the 7110.10, which makes current references to this paragraph obsolete and the content of the Paragraph 6­3­5 no longer valid. Procedures for changing MTR and MOA published activity are now published in FAA JO 7930.2, Notices to Airmen (NOTAM), Paragraph 6­1­2, Special Activity Airspace (SAA). Paragraph 6­3­5 is being changed to reflect the reference to the 7930.2.

3. CHANGE: 

OLD

 

NEW

6­3­5 MTR (IR) AND CHANGES TO PUBLISHED MOA ACTIVITY SCHEDULES

 

6­3­5 CHANGES TO MTR AND MOA PUBLISHED ACTIVITY SCHEDULES

a. ARTCCs must use the procedures as outlined in FAAO JO 7110.10, Flight Services, para 6-5-1 for forwarding these schedules or changes via Service B.

 

Delete

NOTE-
Facilities may develop procedures for forwarding these scheduled MTR/MOA via the GI message provided the “all” option is not utilized and there is no adverse impact on computer processing.

 

Delete

b. The message(s) containing these schedules must be forwarded not more than 24 hours in advance of confirmation of the planned activity.

 

Delete

c. The message must only contain the following and be formatted as per FAAO JO 7110.10, Flight Services, para 6-5-1:

 

Delete

1. The name of the MTR or MOA.

 

Delete

2. The scheduled use times.(MOA-only if different from published periods).

 

Delete

3. The planned altitudes. (MOA-only if different from published altitudes).

 

Delete

Add

 

ARTCCs must use the procedures as outlined in FAA JO 7930.2, Notices to Airmen (NOTAM), Paragraph 6­1­2, Special Activity Airspace (SAA), when MTR or MOA activity is scheduled to occur at other than published or charted times.


1. PARAGRAPH NUMBER AND TITLE: 6-6-5. MESSAGE CONTENT

2. BACKGROUND: The aircraft information in FAA Order 7340.2, Contractions, over the past decade, contained erroneous information and was not being updated as new aircraft type designator were introduced into the aviation community. Removing duplication and providing a single­source eliminates the possibilities of data becoming out of sync with other directives.

There is a new comprehensive database of nearly 10,000 combinations of aircraft manufacturers and models that was compiled from over five years of research using FAA resources, manufacturers' resources and “Jane's All the World's Aircraft”, an authoritative source sanctioned by Flight Standards, for aircraft throughout the world. From these combinations, there are approximately 2,500 unique ICAO­approved type designators. Updates to this data will be made as new aircraft type designators are introduced, which is approximately twice a year.

The provided information contained in this database is expressly for use by the Federal Aviation Administration (FAA) to provide air traffic control (ATC) services. Pilots, airlines, and other flight planning services, may use this information to select the appropriate data used in flight plans or other administrative functions.

3. CHANGE: 

OLD

 

NEW

6­6-5. MESSAGE CONTENT

 

6­6-5. MESSAGE CONTENT

Title thru h1

 

No Change

2. Type of Aircraft: This element is mandatory and contains two to four characters consisting of the authorized aircraft designator as contained in the FAAO JO 7340.2, Contractions.

 

2. Type of Aircraft: This element is mandatory and contains two ­to ­ four characters consisting of the ICAO authorized aircraft type designator as specified in the aircraft characteristics database, located on the Air Traffic Plans and Publication Web site at
http://www.faa.gov/air_traffic/publications/


1. PARAGRAPH NUMBER AND TITLE: 6-9-6. EQUIPMENT SUFFIX AND DISPLAY MANAGEMENT

2. BACKGROUND: This paragraph needs to be updated to be consistent with the updates to JO 7110.65 Section 2­3­8. The updates eliminate /Q as a valid suffix and identify other suffixes as RVSM capable (/H, /L, and /Z). In addition, the existing paragraph does not recognize that RVSM capability can be filed in an ICAO flight plan.

3. CHANGE: 

OLD

 

NEW

6­9­6. EQUIPMENT SUFFIX AND DISPLAY MANAGEMENT

 

6­9­6. EQUIPMENT SUFFIX AND DISPLAY MANAGEMENT

RVSM aircraft will file the equipment suffix “W” or “Q”. NAS automation has been modified to reflect non-RVSM aircraft with a coral box around the fourth character in the altitude segment of the data block. Conflict alert parameters will distinguish between RVSM and non-RVSM aircraft based upon the “W” or “Q” suffix for the appropriate separation standard to be applied.

 

RVSM aircraft will file a “W" in the equipment field of an ICAO flight plan, or a suffix showing RVSM capability in a domestic flight plan (/H, /W, /L, or /Z). NAS automation shows non­RVSM aircraft with a coral box around the fourth character in the altitude segment of the data block. The conflict alert function uses the flight plan indication of RVSM capability to determine the appropriate separation standard to apply.


1. PARAGRAPH NUMBER AND TITLE: 10­4­7. SIMULTANEOUS INDEPENDENT CLOSE PARALLEL APPROACHES – HIGH UPDATE RADAR NOT REQUIRED

2. BACKGROUND: Through the use of blunder assumptions, modified Test Criteria Violation volume, fast­time simulations, human­factors analysis, and other programs, the current minimum requirement of 4,300 feet between runway centerlines is being reduced to 3,600 feet or greater. A Document Change Proposal (DCP) has been submitted to the ATC Procedures Office (AJV­11) requesting to add a new paragraph into FAA Order JO 7110.65. As such, the procedures identified in this new paragraph will also require facility ATM's to ensure their airports comply with the new procedures prior to authorizing their use. Guidance for facility ATMs is identified below. Final results indicate close parallel runway separation of 3,600 feet or greater meets current safety standards without the use of high update rate (HUR) surveillance.

This spacing reduction study used the following: Airport Surveillance Radar (ASR­9), Standard Terminal Automation Replacement System (STARS) plus Final Monitor Aid (FMA) with visual and audible alerts, a display Aspect Ratio (AR) of 4:1 and ILS/GLS/LPV navigation systems only (vertical guidance required).

3. CHANGE: 

OLD

 

NEW

Add

 

10­4­7. SIMULTANEOUS INDEPENDENT CLOSE PARALLEL APPROACHES – HIGH UPDATE RADAR NOT REQUIRED

Add

 

TERMINAL

Add

 

a. Simultaneous close parallel approaches may only be conducted where instrument approach charts specifically authorize simultaneous approaches to parallel runways.

Add

 

b. Apply the following minimum separation when conducting simultaneous independent close parallel approaches:

Add

 

1. Provide a minimum of 1,000 feet vertical or a minimum of 3 miles radar separation between aircraft during turn­on to parallel final approach courses.

Add

 

NOTE­
Communications transfer to the tower controller's frequency will be completed prior to losing vertical separation between aircraft.

Add

 

2. Parallel runway centerlines are separated by a minimum of 3,600 feet or more, and the airport elevation is less than 1,000' MSL.

Add

 

3. Provide the minimum applicable radar separation between aircraft on the same final approach course.

Add

 

REFERENCE-
FAAO JO 7110.65, Para 5­5­4, Minima

Add

 

c. A high­resolution color monitor with alert algorithms, such as the final monitor aid, must be used to monitor close parallel approaches.

Add

 

d. In addition to subparagraphs a through c above, facility ATMs must ensure that operational personnel comply with the procedures specified in FAA Order JO 7110.65, paragraph 5­9­9d through 5­9­9f.

Add

 

REFERENCE-
FAAO JO 7110.65, Para 5­9­9, Simultaneous Independent Close Parallel Approaches – High Update Radar Not Required

Add

 

e. Facility managers must verify that adequate radar coverage exists to safely perform simultaneous approach operations to closely space runways.

Paragraph 10­4­7 thru 10­4­10

 

Renumber 10­4­8 thru 10­4­11


1. PARAGRAPH NUMBER AND TITLE: 
19-2-5. ISSUING TFRs
19-2-7. RESPONSIBILITIES

2. BACKGROUND: The Transportation Security Administration (TSA) is no longer the FAA's primary consulting or coordination agency regarding TFRs for hijacking events. Coordinating with the Domestic Events Network (DEN) air traffic security coordinator (ATSC) instead of TSA will ensure the appropriate agencies are notified and consulted with for hijacking events.

3. CHANGE: 

OLD

 

NEW

19­2­5 ISSUING TFRs

 

19­2­5 ISSUING TFRs

Title thru a

 

No change.

b. TFRs issued for hijacking events may be issued by FAA Headquarters or the ATO service area managers (or designee) in consultation with Transportation Security Administration (TSA).

 

b. TFRs issued for hijacking events may be issued by FAA Headquarters or the ATO service area managers (or designee) with coordination through the Domestic Events Network (DEN) air traffic security coordinator (ATSC).

OLD

 

NEW

19­2­7 RESPONSIBILITIES

 

19­2­7 RESPONSIBILITIES

a thru c2

 

No change

3. Coordinate with TSA when hijacking situations are involved.

 

3. Coordinate with the Domestic Events Network (DEN) air traffic security coordinator (ATSC) when hijacking situations are involved.


1. PARAGRAPH NUMBER AND TITLE: 19­8­4. DEFINITIONS

2. BACKGROUND: The 7210.3X, paragraph 19­8­4, definitions of Air Defense Identification Zone (ADIZ) and Defense Area were found to be different from the 14 CFR 99.3 definitions. This change makes those definitions compliant with 14 CFR 99.3.

3. CHANGE: 

OLD

 

NEW

19­8­4. DEFINITIONS

 

19­8­4. DEFINITIONS.

a. Air Defense Identification Zone (ADIZ)- An area of airspace over land or water in which the ready identification, location, and control of civil aircraft is required in the interest of national security.

 

a. Air Defense Identification Zone (ADIZ)- An area of airspace over land or water in which the ready identification, location, and control of all aircraft (except for Department of Defense and law enforcement aircraft) is required in the interest of national security.

b. Defense Area- Unless designated as an ADIZ, a Defense Area is any airspace of the U.S., or its territories, in which the control of aircraft is required for reasons of national security.

 

b. Defense Area- Any airspace of the contiguous United States that is not an ADIZ in which the control of aircraft is required for reasons of national security.



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