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

2-1-20

OBSTACLE IDENTIFICATION SURFACES, OBSTACLE FREE ZONES, RUNWAY SAFETY AREAS, AND CLEARWAYS

2-2-3

POSITION RESPONSIBILITIES

2-6-12

CONSOLIDATING TOWER/TRACON FUNCTIONS

2-6-13

SINGLE PERSON TRACON/TOWER MIDNIGHT OPERATIONS

3-6-5

RADAR TARGET SIZING

4-5-2

LETTERS TO AIRMEN

6-3-1

HANDLING OF SEGMENTS, CWAS, AND PIREPS

10-4-7

SIMULTANEOUS INDEPENDENT CLOSE PARALLEL APPROACHES-HIGH UPDATE RADAR NOT REQUIRED

10-6-10

RUNWY STATUS LIGHTS (RWSL)

17-2-4

FIELD FACILITIES

17-4-4

OPERATIONS MANAGER (OM) SUPPORT

17-11-1

GENERAL

17-11-2

POLICY

17-11-3

DEFINITIONS

17-11-4

ATCSCC PROCEDURES

17-11-5

ARTCC PROCEDURES

17-11-6

TERMINAL PROCEDURES

17-11-7

AMENDING EDCTs

17-11-8

CANCELLATION PROCEDURES

17-11-9

DOCUMENTATION

17-26-1

GENERAL

17-26-2

BACKGROUND

17-26-3

POLICY

17-26-4

RESPONSIBILITIES

1. PARAGRAPH NUMBER AND TITLE: 2񩧾0. OBSTACLE IDENTIFICATION SURFACES, OBSTACLE FREE ZONES, RUNWAY SAFETY AREAS, AND CLEARWAYS

2. BACKGROUND: In order to ensure that approach hold areas are consistently identified and appropriate facility璴evel procedures are implemented for current approach hold applications, the Office of Runway Safety is proposing this DCP for FAA Order JO 7210.3, Facility Operations and Administration, Paragraph 2񩧾0.

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2񩧾0. OBSTACLE IDENTIFICATION SURFACES, OBSTACLE FREE ZONES, RUNWAY SAFETY AREAS, AND CLEARWAYS

 

2񩧾0. OBSTACLE IDENTIFICATION SURFACES, OBSTACLE FREE ZONES, RUNWAY SAFETY AREAS, AND CLEARWAYS

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c. At locations where potential for conflict exists, take action to rectify the situation by developing guidelines to ensure that this airspace is not penetrated by aircraft utilizing other runways or taxiways. Proposed solutions should be developed in conjunction with local airport authorities and coordinated with appropriate FAA offices to confirm their validity, e.g., Flight Standards and Airports.

 

c. At 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 3񫞆, Taxi and Ground Movement.

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d. ATMs 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 and Airports.

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REFERENCE
P/CG Term Approach Hold


1. PARAGRAPH NUMBER AND TITLE: 
2񩻫. POSITION RESPONSIBILITIES
2񫊙2. CONSOLIDATING TOWER/TRACON FUNCTIONS

2. BACKGROUND: The ATO has experienced problems associated with non璻esponsive controllers during times when an operational area was working with one controller. It was noted that there were no formal procedures to notify adjacent facilities when a controller was working an operational area alone and was in need of a short relief break.

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2񩻫. POSITION RESPONSIBILITIES

2񩻫. POSITION RESPONSIBILITIES

Air traffic managers must ensure that only one certified air traffic controller is signed on and responsible for each open position, to include consolidated positions, at any given time. At the ATCSCC, the national traffic management officer (NTMO), national traffic management specialist-in-charge (NTMSIC), and national traffic management specialist (NTMS) work as a team in order to accomplish the traffic management goals of an entire operational area. Due to the management functionality involved in overseeing the NAS, more than one NTMO, NTMSIC, and/or NTMS can be signed on and responsible for an open and/or consolidated control position.

a. Air traffic managers must ensure that only one certified air traffic controller is signed on and responsible for each open position, to include consolidated positions, at any given time. At the ATCSCC, the national traffic management officer (NTMO), national traffic management specialist-in-charge (NTMSIC), and national traffic management specialist (NTMS) work as a team in order to accomplish the traffic management goals of an entire operational area. Due to the management functionality involved in overseeing the NAS, more than one NTMO, NTMSIC, and/or NTMS can be signed on and responsible for an open and/or consolidated control position.

NOTE-
When a developmental and an instructor are both signed on at a position, the instructor is responsible for all activity at that position.

NOTE-
When a developmental and an instructor are both signed on at a position, the instructor is responsible for all activity at that position.

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b. Anytime an operational area is operated with one air traffic control specialist (ATCS), the following procedure must be followed: Prior to leaving the operational area, for any reason, the ATCS must advise all applicable facilities (tower, approach control, and/or center) that they are leaving the operational area and must advise the same facility/facilities upon return. Leaving the operational area should only be done during periods when the controller is not responsible for any aircraft.

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2񫊙2. CONSOLIDATING TOWER/TRACON FUNCTIONS

2񫊙2. CONSOLIDATING TOWER/TRACON FUNCTIONS

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c. Air traffic managers must ensure that no less than two fully璫ertified and current operational personnel are assigned to midnight shift, unless no such personnel are available for assignment. In the event circumstances result in an operation with staffing of only one fully-certified and current operational person, coordination must be accomplished with an adjacent facility before the operational person can leave the operational quarters for physiological breaks. This should be accomplished during periods of light to zero traffic.

c. Air traffic managers must ensure that no less than two fully璫ertified and current operational personnel are assigned to midnight shift, unless no such personnel are available for assignment.


1. PARAGRAPH NUMBER AND TITLE: 2񫊙3. SINGLE PERSON TRACON/TOWER MIDNIGHT OPERATIONS

2. BACKGROUND: In the past, the Air Traffic Organization (ATO) experienced problems associated with the communication between facilities during midnight operations that resulted in impacts to our operational integrity where air traffic controllers were unresponsive to multiple attempts by adjacent air traffic facilities and airlines with respect to their operating status.

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2񫊙3. SINGLE PERSON TRACON/TOWER MIDNIGHT OPERATIONS

2񫊙3. SINGLE PERSON MIDNIGHT OPERATIONS

In the event circumstances result in shift staffing of only one fully certified and operationally current person, coordination must be accomplished as described below:

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a. Single璸erson TRACON Operations:

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1. This type of operation must include some form of challenge or response to aircraft hand璷ffs between two facilities/functions.

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2. Automated coordination cannot be silent hand璷ffs that do not include human interaction. It is to be either manually coordinated (verbally via landline) or positively acknowledged via automation (acceptance of the handoff by keystroke entry).

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3. In the event verbal coordination on inbound flights is required, it should be completed prior to communications transfer. If there is no response from the single璼taffed facility controller, immediate action must be taken to determine the status of the unresponsive controller and begin appropriate notifications.

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4. In all cases where a facility midnight shift is staffed with a single person, the following additional communication checks must take place:

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(a) The approach control facility must initiate a communications check on the hour and at 30 minutes past the hour with the en route facility providing service to the TRACON, unless procedures are established locally with another FAA facility to accomplish this task.

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(b) The servicing en route facility or FAA facility must initiate a communications check with the TRACON at 15 and 45 minutes past the hour to ensure communications can be verified with the single璼taffed operation, unless procedures are established locally with another FAA facility to accomplish this task.

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b. Single璸erson tower operations:

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1. This type of operation must include some form of challenge or response to aircraft hand璷ffs between two facilities/functions.

 

2. This type of operation must include verbal coordination on all ATIS changes. For example, when there is a change to the ATIS, a call to the TRACON or en route facility providing approach control services advising them of the change must be communicated on a recorded line.

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3. Verbal coordination over established communication lines to the departure controller confirming that they are prepared to accept the flight should be completed prior to issuing takeoff clearance when the receiving facility is a single璼taffed TRACON. If there is no response from the single璼taffed facility controller, immediate action must be taken to determine the status of the unresponsive controller and begin appropriate notifications.

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4. In all cases where a facility midnight shift is staffed with a single person, the following additional communication checks must take place:

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(a) The tower must initiate a communications check with the facility on the hour and at 30 minutes past the hour, unless procedures are established locally with another FAA facility to accomplish this task.

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(b) The servicing approach control facility or FAA facility must initiate a communications check with the tower at 15 and 45 minutes past the hour to ensure communications can be verified with the single璼taffed operation, unless procedures are established locally with another FAA facility to accomplish this task.

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NOTE
The requirement for challenge/communications checks can be accomplished through the exchange of traffic or information, either verbally or through automation.

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c. Up/Down Facilities During Midnight Shifts:

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1. When operations permit, it is expected that functions will be consolidated to facilitate breaks.

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2. If the facility is not working with both functions in the cab and have a single璼taffed operation in either operating quarters, the single staffed operation practices apply.

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3. Single璼taffed challenge checks can be applied between Tower/TRACON in up/down facilities rather than through the overlying en route facility.

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a. In order to ensure that a receiving controller is prepared to accept an aircraft, coordination between facilities/operational areas must be accomplished either manually via landline, or positively acknowledged via automation, (for example, acceptance of the handoff by keystroke entry), when an operational area is operated with one ATCS between the hours of 0000L to 0500L.

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1. Coordination procedures during the time period defined in paragraph a can be suspended during periods of increased of traffic. An increase of traffic may include, but is not limited to, the following:

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(a) Late night SWAP events.

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(b) Military movement/exercises.

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(c) Multiple arrivals/departures in a short period of time.

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2. The coordination procedures do not supersede existing requirements in FAA Order JO 7110.65.

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3. Facilities must have local procedures to be used during the hours identified above. Such procedures are to be placed into local SOP or LOAs between facilities.

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NOTE-
Automated coordination cannot be hand璷ffs that do not include human interaction.

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b. In the event there is no response from the facility/operational area with which coordination is attempted, immediate action must be taken to determine the status of the unresponsive controller and begin appropriate notification.

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c. When operations permit, it is expected that functions will be consolidated to facilitate breaks in up/down facilities during midnight shifts.


1. PARAGRAPH NUMBER AND TITLE: 3񫊝. RADAR TARGET SIZING

2. BACKGROUND: It has been determined that FUSION is the best method to combine all available surveillance sources (ASR, ARSR, ADS瑽, and multilateration) for displaying each single tracked target for air traffic control separation services. FUSION performance is characteristic of a single璼ensor radar display system. Terminal areas use mono璸ulse secondary surveillance radar (ASR9, Mode S). The performance of this system will be used as the baseline radar system to ensure minimal degradation of current separation operations within the NAS. On August 23 and 24, 2011, a sub璽eam of the Terminal Procedures Group (TPT) who support the Operations and Procedures Group in Terminal Operations at Headquarters, participated in the FUSION technology demonstrations on both STARS and CARTS platforms at the FAA Technical Center. Following a review of the DCPs, the sub璽eam modified several of the proposed changes to JO 7110.65 and JO 7210.3 needed to support the implementation of the technology.

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3񫊝. RADAR TARGET SIZING

3񫊝. RADAR TARGET SIZING

Minimum target size for terminal radar systems using terminal digital radar or full digital target symbols, except for MEARTS, must not be less than the minimum target size shown in Technical Operations' orders concerning the maintenance of terminal digital radar. The target symbol must be centered on the terminal digital radar/full digital system type target presentation.

a. Minimum target size for terminal radar systems using terminal digital radar or full digital target symbols, except for MEARTS, must not be less than the minimum target size shown in Technical Operations' orders concerning the maintenance of terminal digital radar. The target symbol must be centered on the terminal digital radar/full digital system type target presentation.

NOTE
Target size is fixed in MEARTS regardless of range or data block character size.

NOTE
Target size is fixed in MEARTS regardless of range or data block character size.

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b. When operating in FUSION, the minimum target size for Precision Approach Monitor (PAM) operations and for the normal use of tower radar displays is 1,200 feet. The target symbol must be centered on the terminal digital radar/full digital system type target presentation.

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NOTE
Increased separation required (ISR) will be required for aircraft outside the range for PAM or other normal use of certified tower radar displays.


1. PARAGRAPH NUMBER AND TITLE: 4񪶮. LETTERS TO AIRMEN

2. BACKGROUND: The Terminal Airspace team received reports of inconsistencies in how Air Traffic operational and procedural information contained in Letters To Airmen (LTAs) are being disseminated to the users of the NAS. FAA Order JO 7210.3, paragraph 4񪶮, lists the following requirements to issue a LTA: format, naming convention, effective and cancellation dates and that LTAs are to be informational in nature. In regard to dissemination the order states: 揊orward copies of facility correspondence concerning facility operating procedures to the Service Area office; e.g., letter to airmen normally sent to pilots, airline companies, military commands or bases, and fixed base operators. This correspondence must be reviewed and approved at the discretion of the Service Area office prior to distribution. LTAs, while not regulatory, in many cases are mandatory and provide valuable operational and procedural information that is intended for the pilot community.

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4񪶮. LETTERS TO AIRMEN

4񪶮. LETTERS TO AIRMEN

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b. The letter to airmen must adhere to the following:

b. The Letter To Airmen must adhere to the following:

1. The letter to airmen must be prepared in accordance with FIG 4-5-1.

1. The Letter To Airmen must be originated in LTA Manager and disseminated via the AIM NOTAM website.

2. The letter to airmen is informational in nature and must not contain words which imply mandatory instructions. The words 搈ust and 搒hall are not to be used in a letter to airmen.

2. The Letter To Airmen is informational in nature and must not contain words which imply mandatory instructions. The words 搈ust and 搒hall are not to be used in a Letter To Airmen.

3. Chart attachments must be used in lieu of narrative descriptions to the extent possible.

No change

4. Letters to airmen must be numbered consecutively on an annual basis; i.e., 03-1, 03-2, etc.

4. The signed original Letter To Airmen must be maintained by the originating facility.

5. Each letter to airmen must contain an effective date and a cancellation date and must not remain in effect beyond the time the information contained in the letter becomes obsolete or more than 24 months, whichever occurs first.

5. Each Letter To Airmen must contain an effective date (UTC) and a cancellation date (UTC) and must not remain in effect beyond the date the information contained in the letter becomes obsolete or more than 24 months, whichever occurs first.

6. Issue a new letter on the same subject at the end of the 24-month period if the information contained in a letter to airmen requires continued exposure. (See FIG 4-5-1.)

6. Issue a new Letter To Airmen for the same subject prior to the end of the 24-month period only if the information contained requires continued publication. (See FIG 4-5-1.)

FIG 4񪶭
Letters to Airmen

FIG 4񪶭
Letter to Airmen

BG CHG 1_Auto1                              BG CHG 1_Auto0


1. PARAGRAPH NUMBER AND TITLE: 
6񪏕. HANDLING OF SIGMETs, CWAs, AND PIREPs
17񩻬. FIELD FACILITIES
17-4-4. OPERATIONS MANAGER (OM) SUPPORT
17-26-1. GENERAL
17-26-2. BACKGROUND
17-26-3. POLICY
17-26-4. RESPONSIBILITIES

2. BACKGROUND: A review was conducted of the FAAO 7210.3 and it was identified that the Center Weather Service Unit (CWSU) Order FAAO 7210.38 requirements and responsibilities were duplicated and responsibilities for the 搘eather coordinator position outdated. The group decided to rewrite FAAO 7210.3 to capture current requirements for the function and responsibility of the ; 搘eather coordinator and add a new section with detailed information. This change cancels FAAO 7210.38 dated April 6, 1984, revised on May 30, 1990.

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6񪏕. HANDLING OF SIGMETs, CWAs, AND PIREPs.

6񪏕. HANDLING OF SIGMETs, CWAs, AND PIREPs.

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3. The weather coordinator (WC) has the primary responsibility for the inter/intrafacility dissemination of SIGMETs and CWAs and must ensure that sufficient information is disseminated to facilitate the required alert broadcasts.

3. The weather coordinator (WC) has the primary responsibility for the inter/intrafacility dissemination of AIRMETs, SIGMETs, Urgent PIREPs, and CWAs and must ensure that sufficient information is disseminated to facilitate the required alert broadcasts.

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REFERENCE
FAAO JO 7210.3, Chapter 17, Section 26. Weather Management.

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17񩻬. FIELD FACILITIES

17񩻬. FIELD FACILITIES

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4. Designate a TM representative as the primary interface between the Center Weather Service Unit (CWSU) and the ATC operational personnel as described in FAAO 7210.38, Center Weather Service Unit (CWSU), as amended.

4. The facility manager must make provisions to ensure a Weather Coordinator (WC) is assigned on each shift by designating a TM representative to serve as the WC. During midnight operations or when no TM personnel are available, the WC position may be combined at the OMIC position. The manager must additionally ensure that personnel assigned WC duties receive prior training in the associated duties and responsibilities of the position and establish procedures.

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REFERENCE
FAAO JO 7210.3, Section 25. Weather Management.

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17񪣄. OPERATIONS MANAGER (OM) SUPPORT

17񪣄. OPERATIONS MANAGER (OM) SUPPORT

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g. FAAO 7210.38, Center Weather Service Unit (CWSU).

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NOTE-
In order to provide the maximum TM services, TM personnel should be utilized to perform non-TM functions only as a last resort.

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Section 26. Weather Management

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17261. GENERAL

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This section prescribes policy and responsibilities to ensure required weather products and services are provided in a timely manner.

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17262. BACKGROUND

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The FAA (AJR) maintains an Inter瑼gency Agreement (IA) with the National Oceanic and Atmospheric Administration/National Weather Service (NWS) for the provision of meteorological services to FAA facilities and specifies assignment of NWS meteorologists to the ATCSCC and to each ARTCC. The meteorologists provide ATC operational personnel advised of weather conditions that may be hazardous to aviation or impede the flow of air traffic in the NAS sixteen hours a day/seven days a week. Specific duties of the meteorologists are outlined below in section 17254 for FAA personnel awareness. Additional details can be found in the IA Statement of Work (SOW) and NWS Instruction 10803, Support to Air Traffic Control Facilities.

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17263. POLICY

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Facility managers will designate an operational ATC representative to serve as the Weather Coordinator (WC). The WC position is required for all shifts and is the primary interface between the NWS meteorologist and the facilities air traffic staff. The WC position is located in the TMU of each ARTCC. This position is a 24 hour position and can be combined with the OMIC when there are no TMU personnel present. All personnel assigned to this function must receive training for the associated responsibilities. If weather conditions warrant and workload permits, the WC may perform other operational or administrative functions.

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17264. RESPONSIBILITIES

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a. Facility Managers must:

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1. Have operational responsibility for the NWS meteorologists although responsibility for day to day activities can be delegated to the TMO. For example, if weather conditions warrant that the CWSU staff needed to be continued beyond the typical 16 hour day, the TMO could approve this.

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2. Work with the local NWS Meteorologist璱n瑿harge (MIC) to ensure local orders and procedures define the NWS support expected and that compliance in the provision of the support is attained.

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3. Ensure NWS meteorologists receive facility and air traffic control system familiarization training, as appropriate.

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4. Forward any unresolved issues with NWS support to the appropriate Service Area and the FAA COTR for the IA.

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5. Maintain a copy of the current IA and SOW.

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b. The Weather Coordinator must:

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1. Disseminate the inter/intrafacility SIGMETs, AIRMETS, CWAs, and Urgent PIREPs.

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2. Provide assistance in the collection and dissemination of other significant weather information. WC priority of duties and responsibilities include:

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(a) Inter/intrafacility dissemination of SIGMET's.

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(b) Dissemination of CWA's within the ARTCC.

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(c) Dissemination of urgent PIREP's within the ARTCC.

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(d) Dissemination of CWA's to other facilities (via other than LSAS).

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(e) Dissemination of AIRMETS within the ARTCC.

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(f) Inter/intrafacility dissemination of Meteorological Impact Statements as required (via other than LSAS).

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(g) Dissemination of other weather intelligence within the ARTCC as specified by local requirements.

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(h) Receipt and handling of requests for PIREP/SIGMET/AIRMET/CWA's and other pertinent weather information.

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c. NWS meteorologists' duties include:

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1. Provide meteorological advice and consultation to ARTCC operational personnel and other designated FAA air traffic facilities, terminal, FSS and AFSS, within the ARTCC area of responsibility.

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2. Provide scheduled and unscheduled briefings and products as needed per the IA SOW, NWS Instruction 10803, and the operational direction of the Facility Manager. Examples include:

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(a) Scheduled Briefings generally consist of forecast weather conditions pertinent to the ARTCC area during a specified period, plus an extended outlook. These briefings are scheduled and provided as required by the facility manager.

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(b) Unscheduled products include the Meteorological Impact Statement (MIS) which is an unscheduled planning forecast describing conditions expected to begin within 4 to 12 hours which will, in the forecaster's judgment, impact the flow of air traffic within the ARTCC's area of responsibility and the Center Weather Advisory (CWA) which is an unscheduled air traffic and aircrew advisory statement for conditions currently in existence or beginning within the next 2 (two) hours.

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3. The MIC will work with the Facility Manager to ensure local orders and procedures define the NWS support expected, to include operating hours. The MIC will also ensure back璾p support plans are in place when and if the meteorologists at the center are not available.

Paragraph 17-24-1

Renumber 17-24-1 through 17-26-1


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

2. BACKGROUND: Effective August 19, 2013, AFS report (DOT璅AA瑼FS45069) limited closely spaced parallel approaches to those airports with runway centerlines separated by a minimum of 3,600', and field elevation less than 1,000' MSL. Following the implementation of this procedure, further fast璽ime simulation and analysis of the operation was conducted by AFS personnel to determine if the field elevation requirement could be amended and/or raised to allow this type of operation at more airports than originally specified.

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10񪣇. SIMULTANEOUS INDEPENDENT CLOSE PARALLEL APPROACHES HIGH UPDATE RADAR NOT REQUIRED

10񪣇. SIMULTANEOUS INDEPENDENT CLOSE PARALLEL APPROACHES HIGH UPDATE RADAR NOT REQUIRED

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

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


1. PARAGRAPH NUMBER AND TITLE: 10񫊙0. RUNWAY STATUS LIGHTS (RWSL)

2. BACKGROUND: Through a collaborated effort to reduce runway incursions, the FAA tested and installed runway status lights (RWSL) at selected airports throughout the United States. This system consists of runway entrance lights (REL) and take璷ff hold lights (THL) which provide pilots with an increased situational awareness of when it is safe to enter/depart the runway.

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10񫊙0. RUNWAY STATUS LIGHTS (RWSL)

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TERMINAL

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The RWSL is a system of runway and taxiway lighting which enhances pilot situational awareness by illuminating runway entrance lights (REL) when the runway is unsafe for entry or crossing, and take璷ff hold lights (THL) when the runway is unsafe for departure. The RWSL system uses a configuration of in璸avement lights installed on taxiways and runways that indicate runway status only; they are not intended to indicate a clearance. The RWSL system works in conjunction with the ASDE璛 system along with the Field Lighting System (FLS).

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a. ATMs must ensure that when available or operating normally, the RWSL systems are operated on a continuous basis.

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b. As part of the facility checklist, operation of the system must be verified once each shift.


1. PARAGRAPH NUMBER AND TITLE: 
17111. GENERAL
17-11-2. POLICY
17-11-3. DEFINITIONS
17-11-4. ATCSCC PROCEDURES
17-11-5. ARTCC PROCEDURES
17-11-6. TERMINAL PROCEDURES
17-11-7. AMENDING EDCTS
17-11-8. CANCELLATION PROCEDURES
17-11-9. DOCUMENTAITON

2. BACKGROUND: The Collaborative Trajectory Options Program is a method of managing demand through constrained airspace leveraging the use of one or more FCAs while considering customer preference with regard to both route and delay as defined in a Trajectory Options Set (TOS). CTOP Traffic Management Initiatives (TMIs) are managed through the Traffic Situation Display (TSD). CTOP is a type of traffic management initiative which leverages one or more FCAs to identify demand. Then, based on customer preferred options (as specified in a TOS), it assigns either a route to avoid the FCA, or a route and EDCT to meet an allocated slot time within the FCA.

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Section 11. Collaborative Trajectory Options Program (CTOP)

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17111. GENERAL

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CTOP is a method of managing demand through constrained airspace leveraging the use of one or more FCAs while considering customer preference with regard to both route and delay as defined in a Trajectory Options Set (TOS). CTOP TMIs are managed through the Traffic Situation Display (TSD). The TOS will allow the customer to better manage flights by expressing route and delay preferences. Whereas a traditional flight plan contained a single request with a defined route, altitude, and speed, a TOS may contain multiple trajectory options with each one containing a different route, altitude, or speed. In addition to multiple options within a single TOS, each option may contain 搒tart and 揺nd times which they are willing to accept for that particular option. Each option will be ranked in the order of customer preference indicating their willingness to accept one option over another. This will be expressed in minutes of ground delay. Using algorithms comparing capacity and demand, the CTOP will look at each trajectory option and determine the amount of ground delay that would need to be associated with that option (which may be zero). CTOP will then assign the most preferred trajectory available. Customers must file flight plans in accordance with the TOS option assigned. Customers may manage their flights through the use of the TOS or through the substitution of flights.

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17112. POLICY

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CTOP may be applied to all aircraft departing airports in the contiguous United States and from select international airports. Aircraft that have been assigned an EDCT in a CTOP should not be subject to additional delay. Exceptions to this policy are miles璱n璽rail and departure/en route spacing initiatives that have been approved by the ATCSCC.

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17113. DEFINITIONS

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a. CTOP Collaborative Trajectory Options Program A type of traffic management initiative which leverages one or more FCAs to identify demand. Then, based on customer preferred options (as specified in a TOS), it assigns either a route to avoid the FCA, or a route and EDCT to meet an allocated slot time within the FCA.

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b. TOS Trajectory Options Set A message sent by the NAS user to TFMS defining a group of preferences for how they would like to see a specific flight managed. These preferences are defined through a combination of routes and/or altitudes and/or speeds with each trajectory being weighted through the use of flight operator submitted preferences.

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17114. ATCSCC PROCEDURES

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The ATCSCC must:

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a. In conjunction with the field facilities, identify the constraint through the use of FEA(s)/FCA(s).

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b. Conference affected facilities and system users as appropriate.

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c. Create the CTOP in the Traffic Situation Display.

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d. When time permits, send the Proposed CTOP with the advisory.

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e. Send the Actual CTOP with the advisory.

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f. Coordinate with affected facilities to ensure the CTOP is adequately managing demand.

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g. Revise CTOP parameters as necessary and send the Revised CTOP.

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h. Cancel the CTOP as per Chapter 17118.

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17115. ARTCC PROCEDURES

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The ARTCC TMU must:

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a. Issue a GI message advising of the CTOP. In some instances, verbal notification, in addition to a GI, may enhance the dissemination of information.

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b. Monitor the effectiveness of the CTOP and notify the ATCSCC with requests for adjustments and/or revisions as necessary.

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c. Issue assigned route and EDCT information to non FDEP/FDIO璭quipped towers and other customers in sufficient time for proper planning and control actions. This does not include non璅DEP towers that are satellites of TRACON facilities.

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d. Relay information, received from Terminal facilities, to the ATCSCC about EDCT issues (i.e., flights requiring a revision due to mechanical or flight crew duty issues).

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e. Ensure route compliance with assigned TOS option and issue route amendments as needed.

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f. Provide EDCT information, when requested, for flights departing underlying non璽owered airports. If a flight departing a non璽owered airport is airborne and not in compliance with a CTOP EDCT, coordinate with the ATCSCC for the appropriate course of action.

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17116. TERMINAL PROCEDURES

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The TRACON/ATCT must:

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a. Use the TSD/TSD瑿 to verify EDCT when missing or pilots advise they have something different.

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b. Ensure the EDCT is included in the flight clearance when a CTOP is in effect.

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c. Issue EDCT information to non璅DEP/FDIO璭quipped towers.

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d. Provide EDCT information, when requested, for flights departing underlying non璽owered airports.

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e. Forward EDCT issues to their overlying facility.

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f. Facilities with TMUs, assist the ARTCC to ensure route compliance.

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17117. AMENDING EDCTs

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a. Field facilities with TSD may use the UPDATE EDCT feature to assign an EDCT.

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Note: Field facilities will only have the 搖nlimited option available for use.

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b. Field facilities requesting a time other than the time assigned through the 搖nlimited option must coordinate through the ATCSCC.

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c. Field facilities without the CTOP 揢PDATE EDCT feature must contact their overlying facility to request a new EDCT.

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d. The ATCSCC may amend EDCTs via the CTOP 揢PDATE EDCT feature by first attempting to utilize the 揢nlimited option, followed by the 揕imited option, followed by the 揗anual option.

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17118. CANCELLATION PROCEDURES

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When conditions no longer warrant a CTOP,

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a. The ATCSCC must:

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1. Conference facilities and customers as appropriate to develop an operational plan for exiting the CTOP.

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2. Cancel the CTOP and transmit an advisory stating the CTOP has been canceled.

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b. The ARTCC TMU and the terminal TMU must:

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1. Issue cancellation information to underlying facilities.

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2. Notify facility personnel, as appropriate, of the cancellation.

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17-11-9. DOCUMENTATION

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Facilities must use the NTML, where applicable, to document all pertinent information related to the CTOP. Facilities that do not have NTML will log information as required by local procedure.

Paragraph 17-11-1 through 17-11-24

Renumber 17-11-1 through 17-11-24




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