Briefing Guide

1. PARAGRAPH NUMBER AND TITLE: 1-1-8. RECOMMENDATIONS FOR PROCEDURAL CHANGES

2. BACKGROUND: The ATC Procedures Group (ATCPO) was established under the Air Traffic Organization (ATO) with guidance and direction from the Operations Support Group (OSG). The ATCPO is responsible for the development and stewardship of air traffic control procedures and operates collaboratively with Terminal, En Route, Flight Services, Traffic Management, Operations Security, DOD, and other organizations that generate procedures actions..

3. CHANGE:

OLD		NEW
118. RECOMMENDATIONS FOR PROCEDURAL CHANGES		118. RECOMMENDATIONS FOR PROCEDURAL CHANGES
Add		Any recommended changes to this order must be submitted to the Vice President, Mission Support Services, Attn: ATC Procedures Office.
a. Personnel should submit recommended changes in procedures to facility management.		a. Personnel should submit recommended changes in procedures to facility management.
b. Recommendations from other sources should be submitted through appropriate FAA, military, or industry/user channels to Headquarters, FAA, Vice President, Mission Support Services, attention: Airspace Services.		b. Recommendations from other sources should be submitted through appropriate FAA, military, or industry/user channels.

1. PARAGRAPH NUMBER AND TITLE: 446. DIRECT CLEARANCES

2. BACKGROUND: Scheduled upgrades to Traffic Flow Management (TFM) system software (referred to as “Release 5/6” or “R5/6”) introduces new capabilities for TFM equipment to interface with ERAM. These capabilities are defined by new concepts and terms. Some of these new capabilities will be available in the TFM system before all En Route Centers are operating with ERAM. The development of TFM system equipment and software is not directly related to the development and implementation of ERAM, so the release schedules cannot be directly connected.

3. CHANGE:

OLD		NEW
446. DIRECT CLEARANCES		446. DIRECT CLEARANCES
a. Do not issue a routing clearance that will take an aircraft off of its flight plan route if the destination airport is included in a ground delay program (GDP), ground stop (GS), or Playbook route, when known, unless operational necessity dictates.		a. Unless operational necessity dictates, do not issue a routing clearance that will take an aircraft off of its flight plan route if:
Add		1. The aircraft is part of a known traffic management initiative.
Add		2. The part of the route under consideration for the direct routing is within a protected segment. If a flight routing within a protected segment is amended, coordination must be accomplished as follows:
Add		(a) ATCS: with TMU.
Add		(b) Terminal facility TMU: with overlying ARTCC TMU.
Add		(c) ARTCC TMU (for amendments outside their facility): with ATCSCC.

1. PARAGRAPH NUMBER AND TITLE: 5-2-9. VFR CODE Assignments and 5-2-13. Code monitor

2. BACKGROUND: An accident, many incidents, and an NTSB recommendation highlight the need for a national beacon code for gliders that are operating VFR and not in contact with air traffic control (ATC). ATC personnel will be informed of the code, what it represents, and under what limitations the users are typically operating. Several codes have been considered in the past, but have conflicted with other operations. Code 1202 is now available and being offered for VFR gliders.

3. CHANGE:

OLD		NEW
529. VFR CODE ASSIGNMENTS		529. VFR CODE ASSIGNMENTS
title thru b NOTE 2		No Change
*NOTE-*		*NOTE-*
Note 1 thru 2		No Change
Add		3. Gliders not in contact with an ATC facility should squawk 1202 in lieu of 1200. Gliders operate under some flight and maneuvering limitations. They may go from essentially stationary targets while climbing and thermaling to moving targets very quickly. They can be expected to make radical changes in flight direction to find lift and cannot hold altitude in a response to an ATC request. Gliders may congregate together for short periods of time to climb together in thermals and may cruise together in loose formations while traveling between thermals.

OLD		NEW
5-2-13. CODE MONITOR		5-2-13. CODE MONITOR
title thru 2^nd REFERENCE		No Change
a. This includes the appropriate IFR code actually assigned and, additionally, Code 1200, Code 1255, and Code 1277 unless your area of responsibility includes only Class A airspace. During periods when ringaround or excessive VFR target presentations derogate the separation of IFR traffic, the monitoring of VFR Code 1200, Code 1255, and Code 1277 may be temporarily discontinued.		a. This includes the appropriate IFR code actually assigned and, additionally, Code 1200, Code 1202, Code 1255, and Code 1277 unless your area of responsibility includes only Class A airspace. During periods when ringaround or excessive VFR target presentations derogate the separation of IFR traffic, the monitoring of VFR Code 1200, Code 1202, Code 1255, and Code 1277 may be temporarily discontinued.

1. PARAGRAPH NUMBER AND TITLE: 5-5-7. PASSING OR DIVERGING

2. BACKGROUND: In a January 2010 interpretation, Headquarters clarified that the use of passing or diverging criteria applies to terminal when using single sensor display configuration with both short range or long range radar. This interpretation was not added to the handbook at that time.

3. CHANGE:

OLD		NEW
557. PASSING OR DIVERGING		557. PASSING OR DIVERGING
a. TERMINAL. In accordance with the following criteria, all other approved separation may be discontinued, and passing or diverging separation applied when:		a. TERMINAL. When displaying a single site adapted short range or long range radar, and in accordance with the following criteria, all other approved separation may be discontinued and passing or diverging separation applied when:
a1 thru a2 REFERENCE		No Change
*NOTE-*		*NOTE-*
Add		1. Apply en route separation rules when using multisensory radar.
Although all other approved separation may be discontinued, the requirements of para 554, Minima, subparas e and f must apply when operating behind a heavy jet/B757.		2. Although all other approved separation may be discontinued, the requirements of para 554, Minima, subparas e and f must apply when operating behind a heavy jet/B757.

1. PARAGRAPH NUMBER AND TITLE:
596. PARALLEL DEPENDENT ILS/MLS APPROACHES,
5-9-7. SIMULTANEOUS INDEPENDENT ILS/MLS APPROACHES-DUAL & TRIPLE, and
5-9-8. SIMULTANEOUS INDEPENDENT DUAL ILS/MLS APPROACHES - HIGH UPDATE RADAR

2. BACKGROUND: This change incorporates data extrapolated from an SRMD conducted by the Performance Based Navigation Integration Group and four separate Flight Standards (AFS) studies. These studies, in chronological order, are: DOTFAAAFS44029 (Phases 1A and 2A), dated April 2007; DOTFAAAFS45041 (Phases 1B and 2B), dated December 2008; DOTFAAAFS45056 (Phases 3 and 4), dated July 2010; and DOTFAAAFS45073, dated August 2011. The studies identified a Target Level of Safety (TLS) for the simultaneous parallel approaches listed above and it has been determined that the procedures, and mitigation strategies incorporated, exceed this TLS.

3. CHANGE:

OLD		NEW
596. PARALLEL DEPENDENT ILS/MLS APPROACHES		596. SIMULTANEOUS DEPENDENT APPROACHES
TERMINAL		No Change
a. Apply the following minimum separation when conducting parallel dependent ILS, MLS, or ILS and MLS approaches:		a. Apply the following minimum separation when conducting simultaneous dependent approaches:
a1		No Change
2. Provide a minimum of 1.5 miles radar separation diagonally between successive aircraft on adjacent localizer/azimuth courses when runway centerlines are at least 2,500 feet but no more than 4,300 feet apart.		2. Provide a minimum of 1.5 miles radar separation diagonally between successive aircraft on adjacent final approach courses when runway centerlines are at least 2,500 feet but no more than 4,300 feet apart.
FIG 597 Parallel Dependent ILS/MLS Approaches		FIG 597 Simultaneous Dependent Approaches
FIG		No Change
EXAMPLE- In FIG 597, Aircraft 2 is 1.5 miles from Aircraft 1, and Aircraft 3 is 1.5 miles or more from Aircraft 2. The resultant separation between Aircrafts1 and 3 is at least 2.5 miles.		EXAMPLE- In FIG 597, Aircraft 2 is 1.5 miles from Aircraft 1, and Aircraft 3 is 1.5 miles or more from Aircraft 2. *The resultant separation between Aircraft 1 and 3 is at least 2.5 miles.
3. Provide a minimum of 2 miles radar separation diagonally between successive aircraft on adjacent localizer/azimuth courses where runway centerlines are more than 4,300 feet but no more than 9,000 feet apart.		3. Provide a minimum of 2 miles radar separation diagonally between successive aircraft on adjacent final approach courses where runway centerlines are more than 4,300 feet but no more than 9,000 feet apart.
FIG 598 Parallel Dependent ILS/MLS Approaches		FIG 598 Simultaneous Dependent Approaches
EXAMPLE- In FIG 598, Aircraft 2 is 2 miles from heavy Aircraft 1. Aircraft 3 is a small aircraft and is 6 miles from Aircraft 1. *The resultant separation between Aircrafts 2 and 3 is at least 4.2 miles.		EXAMPLE- In FIG 598, Aircraft 2 is 2 miles from heavy Aircraft 1. Aircraft 3 is a small aircraft and is 6 miles from Aircraft 1. *The resultant separation between Aircraft 2 and 3 is at least 4.2 miles.
a4		No Change
b. The following conditions are required when applying the minimum radar separation on adjacent localizer/azimuth courses allowed in subpara a:		b. The following conditions are required when applying the minimum radar separation on adjacent final approach courses allowed in subparagraph a:
Add		NOTE 1. Simultaneous dependent approaches involving an RNAV approach may only be conducted when (GPS) appears in the approach title or a chart note states that GPS is required.
Add		2. Simultaneous dependent approaches may only be conducted where instrument approach charts specifically authorize simultaneous approaches to adjacent runways.

OLD		NEW
597. SIMULTANEOUS INDEPENDENT ILS/MLS APPROACHES DUAL & TRIPLE		597. SIMULTANEOUS INDEPENDENT APPROACHES DUAL & TRIPLE
TERMINAL		TERMINAL
a. Apply the following minimum separation when conducting simultaneous independent ILS, MLS, or ILS and MLS approaches:		a. Apply the following minimum separation when conducting simultaneous independent approaches:
a1 through a5		No Change
b. The following conditions are required when applying the minimum separation on adjacent dual or triple ILS/MLS courses allowed in subpara a:		b. The following conditions are required when applying the minimum separation on adjacent dual or triple final approach courses allowed in subparagraph a:
Add		NOTE Simultaneous independent approaches may only be conducted where instrument approach charts specifically authorize simultaneous approaches to adjacent runways.
Add		REFERENCE- FAAO JO 7210.3, Para 1046, Simultaneous Approaches (Dependent/Independent)
b1		No Change
2. ILS, MLS, radar, and appropriate frequencies are operating normally.		2. All appropriate communication, navigation, and surveillance systems are operating normally.
3. Inform aircraft that simultaneous ILS/MLS approaches are in use prior to aircraft departing an outer fix. This information may be provided through the ATIS.		3. Inform aircraft that simultaneous independent approaches are in use prior to aircraft departing an outer fix. This information may be provided through the ATIS.
b4		No Change
*NOTE* Not applicable to curved and segmented MLS approaches.		Delete
b5 thru c1		No Change
PHRASEOLOGY- YOU HAVE CROSSED THE FINAL APPROACH COURSE. TURN (left/right) IMMEDIATELY AND RETURN TO LOCALIZER/AZIMUTH COURSE, or TURN (left/right) AND RETURN TO THE LOCALIZER/AZIMUTH COURSE.		PHRASEOLOGY- YOU HAVE CROSSED THE FINAL APPROACH COURSE. TURN (left/right) IMMEDIATELY AND RETURN TO THE FINAL APPROACH COURSE, or TURN (left/right) AND RETURN TO THE FINAL APPROACH COURSE.
c2 thru c4		No Change
5. Do not apply the provisions of para 5131, Monitor on PAR Equipment, for simultaneous ILS, MLS, or ILS and MLS approaches.		5. Do not apply the provisions of Paragraph 5131, Monitor on PAR Equipment, for simultaneous independent approaches.
d. Consideration should be given to known factors that may in any way affect the safety of the instrument approach phase of flight when simultaneous ILS, MLS, or ILS and MLS approaches are being conducted to parallel runways. Factors include but are not limited to wind direction/velocity, windshear alerts/reports, severe weather activity, etc. Closely monitor weather activity that could impact the final approach course. Weather conditions in the vicinity of the final approach course may dictate a change of approach in use.		d. Consideration should be given to known factors that may in any way affect the safety of the instrument approach phase of flight when simultaneous independent approaches are being conducted to parallel runways. Factors include, but are not limited to, wind direction/velocity, windshear alerts/reports, severe weather activity, etc. Closely monitor weather activity that could impact the final approach course. Weather conditions in the vicinity of the final approach course may dictate a change of approach in use.

OLD		NEW
598. SIMULTANEOUS INDEPENDENT DUAL ILS/MLS APPROACHES HIGH UPDATE RADAR		598. SIMULTANEOUS INDEPENDENT CLOSE PARALLEL APPROACHES – HIGH UPDATE RADAR
TERMINAL		No Change
Add		Simultaneous close parallel approaches may only be conducted where instrument approach charts specifically authorize simultaneous approaches to adjacent runways.
a. Authorize simultaneous independent ILS, MLS, or ILS and MLS approaches to parallel dual runways with centerlines separated by at least 3,000 feet with one localizer offset by 2.5 degrees using a precision runway monitor system with a 1.0 second radar update system and when centerlines are separated by 3,400 to 4,300 feet when precision runway monitors are utilized with a radar update rate of 2.4 seconds or less; and		a. Authorize simultaneous independent close parallel approaches to dual runways with centerlines separated by at least 3,000 feet with one final approach course offset by 2.5 degrees using a precision runway monitor system with a 1.0 second radar update system and when centerlines are separated by 3,400 to 4,300 feet when precision runway monitors are utilized with a radar update rate of 2.4 seconds or less; and
a1 thru a2 REFERENCE		No Change
b. The following conditions are required when applying the minimum separation on dual ILS/MLS courses allowed in subpara a:		b. The following conditions are required when applying the minimum separation on dual final approach courses allowed in subparagraph a:
b1		No Change
2. ILS, MLS, radar, and appropriate frequencies are operating normally.		2. All appropriate communication, navigation, and surveillance systems are operating normally.
3. Inform aircraft that closely spaced simultaneous ILS/MLS approaches are in use prior to aircraft departing an outer fix. This information may be provided through the ATIS.		3. Inform aircraft that closelyspaced simultaneous approaches are in use prior to aircraft departing an outer fix. This information may be provided through the ATIS.
b4		No Change
*NOTE* Not applicable to curved and segmented MLS approaches.		Delete
b5 thru c2		No Change
PHRASEOLOGY- YOU HAVE CROSSED THE FINAL APPROACH COURSE. TURN (left/right) IMMEDIATELY AND RETURN TO LOCALIZER/AZIMUTH COURSE. or TURN (left/right) AND RETURN TO THE LOCALIZER/AZIMUTH COURSE.		PHRASEOLOGY- YOU HAVE CROSSED THE FINAL APPROACH COURSE. TURN (left/right) IMMEDIATELY AND RETURN TO THE FINAL APPROACH COURSE. or TURN (left/right) AND RETURN TO THE FINAL APPROACH COURSE.
c3 thru c5		No Change
6. Do not apply the provisions of para 5131, Monitor on PAR Equipment, for simultaneous ILS, MLS, or ILS and MLS approaches.		6. Do not apply the provisions of Paragraph 5131, Monitor on PAR Equipment, for closelyspaced simultaneous approaches.
d. Consideration should be given to known factors that may in any way affect the safety of the instrument approach phase of flight when simultaneous ILS, MLS, or ILS and MLS approaches are being conducted to parallel runways. Factors include but are not limited to wind direction/velocity, windshear alerts/reports, severe weather activity, etc. Closely monitor weather activity that could impact the final approach course. Weather conditions in the vicinity of the final approach course may dictate a change of the approach in use.		d. Consideration should be given to known factors that may in any way affect the safety of the instrument approach phase of flight when closelyspaced simultaneous approaches are being conducted to parallel runways. Factors include, but are not limited to, wind direction/velocity, windshear alerts/reports, severe weather activity, etc. Closely monitor weather activity that could impact the final approach course. Weather conditions in the vicinity of the final approach course may dictate a change of the approach in use.