Paragraph
Number

Title
 

1-2-4

ABBREVIATIONS

2-1-17

PROHIBITED/RESTRICTED AREAS

2-6-6

RELIEF PERIODS

3-4-4

HANDLING RECORDER TAPES, DATS, OR DALR STORAGE

3-9-4

EMERGENCY OBSTRUCTION VIDEO MAP (EOVM)

4-3-6

REVISIONS

4-3-7

CANCELLATION

5-3-7

OPEN SKIES TREATY AIRCRAFT PRIORITY FLIGHTS (F AND D)

10-3-11

AIRCRAFT CONSTRUCTION

10-3-12

CHANGE IN RUNWAY LENGTH DUE TO CONSTRUCTION

10-4-1

AUTOMATIC TERMINAL INFORMATION SERVICE (ATIS)

10-4-7

Simultaneous widely-spaced parallel operations

11-3-2

Data retention

17-4-6

VOLCANIC ASH

17-5-5

STATIC COORDINATION

17-5-11

PROCESSING REQUESTS FOR REROUTES AND RESTRICTIONS FOR FACILITIES WITH NTML

17-5-14

TARMAC DELAY OPERATIONS

17-7-4

PROCEDURES

17-10-4

PROCEDURES

17-13-1

GENERAL

17-13-2

DUTIES AND RESPONSIBILITIES

17-14-1

GENERAL

17-14-2

RESPONSIBILITIES

17-16-2

RESPONSIBILITIES

17-20-6

PROCEDURES

18-1-6

ISSUANCE OF CERTIFICATE OF WAIVER OR AUTHORIZATION
(FAA FORM 7711-1)

19-8-2

REQUESTING AUTHORITIES

Appendix 4

List of Medium and Large Hub Airports

OLD

NEW

National System Strategy Team

Delete

OLD

NEW

17-5-11. PROCESSING REQUESTS FOR REROUTES AND RESTRICTIONS FOR FACILITIES WITH NTML

17-5-11. PROCESSING REQUESTS FOR REROUTES AND RESTRICTIONS FOR FACILITIES WITH NTML

title through b

No Change

c. Restrictions/modifications associated with reroutes coordinated through the NSST:

c. Restrictions/modifications associated with reroutes coordinated through the ATCSCC:

c1

No Change

2. Any facility requiring a restriction in conjunction with a reroute that has been coordinated through the NSST must enter the initiative into the RSTN template with the SVR WX RERTE button enabled. NTML processes these restrictions as approved and no further coordination is required.

2. Any facility requiring a restriction in conjunction with a reroute that has been coordinated through the ATCSCC must enter the initiative into the RSTN template with the SVR WX RERTE button enabled. NTML processes these restrictions as approved and no further coordination is required.

OLD

NEW

17-7-4. PROCEDURES

17-7-4. PROCEDURES

title through a3

No Change

4. Contact the ATCSCC NSST to coordinate a public FEA or an FCA.

4. Contact the ATCSCC to coordinate a public FEA or an FCA.

OLD

NEW

17-10-4. PROCEDURES

17-10-4. PROCEDURES

title through b7

No Change

8. Provide EDCT information, when requested, for flights departing underlying nontowered airports. If a flight departing a nontowered airport is airborne and not in compliance with an AFP EDCT, coordinate with the NESP at the ATCSCC for the appropriate course of action.

8. Provide EDCT information, when requested, for flights departing underlying nontowered airports. If a flight departing a nontowered airport is airborne and not in compliance with an AFP EDCT, coordinate with the ATCSCC for the appropriate course of action.

OLD

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17-13-1. GENERAL

17-13-1. GENERAL

a. The AT system is most susceptible to thunderstorm activity between April and October on a national basis. Thunderstorms create a major disruption to the normal and organized movement of air traffic and significantly increase the workload in an impacted facility. To meet this challenge, System Operations has charged the ATCSCC to set aside a cadre of National Traffic Management Officers (NTMO) to deal directly and independently with severe weather problem areas. To accomplish this task, the ATCSCC established the National System Strategy Team (NSST).

a. On a national basis, the AT system is most susceptible to thunderstorm activity between April and October. Thunderstorms create a major disruption to the normal and organized movement of air traffic and significantly increase the workload in an impacted facility. To meet this challenge, System Operations has charged the ATCSCC to deal directly and independently with severe weather problem areas.

b. When the potential for severe weather exists which will cause a disruption to normal traffic movements, the ATCSCC NSST will implement procedures designed to optimize the use of the available airspace. Strategic planning is an integral part of severe weather management and the responsibility of all involved.

b. When the potential exists for severe weather which will cause a disruption to normal traffic movements, the ATCSCC will implement procedures designed to optimize the use of the available airspace. Strategic planning is an integral part of severe weather management and the responsibility of all involved.

OLD

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17-13-2. DUTIES AND RESPONSIBILITIES

17-13-2. DUTIES AND RESPONSIBILITIES

The ATCSCC must be the final approving authority for alternate routes and initiatives that transcend center or terminal boundaries.

The ATCSCC must be the final approving authority for alternate routes and initiatives that transcend center or terminal boundaries.

a. The ATCSCC NSST must:

a. The ATCSCC must:

a1 through a2

No Change

3. Conduct a daily NSST operations critique with affected facilities and system customers, as appropriate.

3. Conduct a daily operations critique with affected facilities and system customers, as appropriate.

a4 through a8

No Change

b. Facility TMUs must coordinate directly with the ATCSCC NSST for matters pertaining to severe weather.

b. Facility TMUs must coordinate with the ATCSCC for matters pertaining to severe weather.

OLD

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17-14-1. GENERAL

17-14-1. GENERAL

SWAPs are formalized programs that are of considerable value in areas that are particularly susceptible to severe weather. SWAP statements are prepared by ARTCC TMUs and provide specific details surrounding a particular weather event. The ARTCC TMUs consider applicable alternatives that may be used to mitigate expected airspace impacts. These include CDRs, playbook routes, FEA/FCAs, capping/tunneling, AFPs, and any other TMIs that are being considered. The SWAP statement is then delivered to the ATCSCC NSST for discussion and coordination and may be sent as a SWAP advisory. SWAP advisories are sent by the ATCSCC and developed from SWAP statements and provide direction to customers and facilities on what TMIs are expected to be used to manage airspace constraints.

SWAPs are formalized programs that are of considerable value in areas that are particularly susceptible to severe weather. SWAP statements are prepared by ARTCC TMUs and provide specific details surrounding a particular weather event. The ARTCC TMUs consider applicable alternatives that may be used to mitigate expected airspace impacts. These include CDRs, playbook routes, FEA/FCAs, capping/tunneling, AFPs, and any other TMIs that are being considered. The SWAP statement is then delivered to the ATCSCC for discussion and coordination and may be sent as a SWAP advisory. SWAP advisories are sent by the ATCSCC and developed from SWAP statements and provide direction to customers and facilities on what TMIs are expected to be used to manage airspace constraints.

OLD

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17-14-2. RESPONSIBILITIES

17-14-2. RESPONSIBILITIES

title through a

No Change

b. The ATCSCC NSST must:

b. The ATCSCC must:

OLD

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17-16-2. RESPONSIBILITIES

17-16-2. RESPONSIBILITIES

title through b1

No Change

2. Coordinate with the ATCSCC NSST before implementing any reroute to NRP flights beyond 200 NM from point of departure or destination.

2. Coordinate with the ATCSCC before implementing any reroute to NRP flights beyond 200 NM from point of departure or destination.

3. Monitor activity to identify potential sector/airport constraint that may impact DP/STAR operations and coordinate with the ATCSCC NSST for problem resolution.

3. Monitor activity to identify potential sector/airport constraint that may impact DP/STAR operations and coordinate with the ATCSCC for problem resolution.

c through c2

No Change

3. When problems are identified involving the use of the DP/STAR transitions, immediately notify the ATCSCCs NSST for resolution.

3. When problems are identified involving the use of the DP/STAR transitions, immediately notify the ATCSCC for resolution.

OLD

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17-20-6. PROCEDURES

17-20-6. PROCEDURES

a. National Playbook routes are considered active when the ATCSCC Regional Airspace Manager (RAM) has completed coordination with all impacted facilities. An ATCSCC numbered advisory will be sent by the NSST describing the route being used.

a. National Playbook routes are considered active when the ATCSCC has completed coordination with all impacted facilities. An ATCSCC numbered advisory will be sent by the ATCSCC describing the route being used.

b. National Playbook routes may be modified tactically to achieve an operational advantage. The ATCSCC RAM will coordinate these changes verbally with all impacted facilities and ensure that the published advisory contains the modifications.

b. National Playbook routes may be modified tactically to achieve an operational advantage. The ATCSCC will coordinate these changes verbally with all impacted facilities and ensure that the published advisory contains the modifications.

c. Facilities must monitor and provide real­time reports of the impact and continued need for the use of the National Playbook routes through the ATCSCC RAM.

c. Facilities must monitor and provide real­time reports of the impact and continued need for the use of the National Playbook routes through the ATCSCC.

d. A National Playbook route is no longer active when the expiration time stated on the advisory has been reached without an extension coordinated or a decision to cancel the route has been reached. If the route is cancelled prior to the expiration time, the ATCSCC RAM will coordinate with all impacted facilities and publish an advisory stating that the route has been cancelled.

d. A National Playbook route is no longer active when the expiration time stated on the advisory has been reached without an extension coordinated or a decision to cancel the route has been reached. If the route is cancelled prior to the expiration time, the ATCSCC will coordinate with all impacted facilities and publish an advisory stating that the route has been cancelled.

e. If there are circumstances that prevent the use of a National Playbook route, then the air traffic facility involved must inform the ATCSCC RAM. It is the responsibility of the impacted facility and the ATCSCC to ensure the route is not utilized until the circumstances preventing its use is corrected or the route is deleted.

e. If there are circumstances that prevent the use of a National Playbook route, then the air traffic facility involved must inform the ATCSCC. It is the responsibility of the impacted facility and the ATCSCC to ensure the route is not utilized until the circumstances preventing its use are corrected or the route is deleted.

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2-1-17. Prohibited/ restricted areas

2-1-17. Prohibited/ restricted areas

title through c2

No Change

3. Drone and other unmanned aircraft flight operations.

Delete

c4

Renumber to c3

OLD

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2-6-6. Relief periods

2-6-6. Relief periods

a through b

No Change

c. Personnel performing watch supervision duties shall not condone or permit individuals to sleep while on duty. Any such instance shall be handled in accordance with FAPM 2635, Conduct and Discipline.

c. Personnel performing watch supervision duties must not condone or permit individuals to sleep during any period duties are assigned. Any such instance must be handled in accordance with applicable Agency policy and the applicable collective bargaining agreement.

OLD

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3-4-4. handling recorder tapes, dats, or dalr storage

3-4-4. handling recorder tapes, dats, or dalr storage

title through b6

No Change

7. Tarmac Delay: When a facility is notified that an aircraft has exceeded the “Three­hour Tarmac Rule,” retain voice recordings relevant to the event for 1 year. FAPM 2635, Conduct and Discipline.

7. Tarmac Delay: When a facility is notified that an aircraft has exceeded the “Three/Four-Hour Tarmac Rule,” retain voice recordings relevant to the event for 1 year.

OLD

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11-3-2. Data retention

11-3-2. Data retention

title through 11-3-2b4

No Change

5. Tarmac Delay: When a facility is notified that an aircraft has exceeded the “Three­hour Tarmac Rule,” retain data recordings relevant to the event for 1 year.

5. Tarmac Delay: When a facility is notified that an aircraft has exceeded the “Three/Four-Hour Tarmac Rule,” retain data recordings relevant to the event for 1 year.

OLD

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17-5-14. TARMAC DELAY OPERATIONS

17-5-14. TARMAC DELAY OPERATIONS

title through a1b

No Change

(c) Taxi of tarmac delay aircraft would result in placing other aircraft in jeopardy of violating the Three-hour Tarmac Rule.

(c) Taxi of tarmac delay aircraft would result in placing other aircraft in jeopardy of violating the “Three/Four-Hour Tarmac Rule.”

a1(d) through a6

No Change

Add

7. Notification, coordination, and investigation requirements.

b. Notification Requirements. Requests should be received from the pilot­in­command of tarmac delayed aircraft in a timely manner to ensure compliance with the “Three-hour Tarmac Rule.” This request should include the reason, such as “tarmac related delay,” and the time by which the aircraft must be airborne or deplane passengers.

b. Requirements.

1. When a tarmac delay taxi request is received:

1. When a tarmac delay taxi request/ deplanement request is received, primarily from the pilot in command:

(a) Terminal facilities must verbally notify the overlying facility when informed of a tarmac delay request.

(a) An aircraft requesting taxi clearance for tarmac delay reasons should be issued clearance as soon as operationally practical, unless a significant disruption of airport operations or a compromise of safety or security would result.

Add

(b) Tower­only and tower/TRACON facilities must verbally notify the overlying facility when informed of a tarmac delay request. Requests to taxi for deplanement related to the “Three/Four-Hour Tarmac Rule” must be documented on FAA Form 7230­4 as a QAR, indicating the time the request was made. Additionally, at those facilities equipped with NTML, utilize the program to forward the information to the TRACON/ARTCC/ATCSCC.

(b) TRACONs must verbally notify the overlying ARTCC TMU when an airport within their geographic jurisdiction has received a tarmac delay request.

(c) TRACONs must verbally notify the overlying ARTCC TMU when an airport within their geographic jurisdiction has received a tarmac delay request. “Three/Four-Hour Tarmac Rule” must be documented on FAA Form 7230-4 as a QAR, indicating the time the request was made. At facilities equipped with NTML, utilize the program to forward the information to the ARTCC/ATCSCC.

(c) ARTCC TMUs must verbally notify the ATCSCC when an airport within their geographic jurisdiction has received a tarmac delay request.

(d) ARTCCs must verbally notify the ATCSCC when an airport within their geographic jurisdiction has received a tarmac delay request. “Three/Four-Hour Tarmac Rule” must be documented on FAA Form 7230-4 as a QAR, indicating the time the request was made. At facilities equipped with NTML, utilize the program to forward the information to the ATCSCC.

Add

NOTE-
The QAR should be comprehensive and include, but is not limited to, ASDE data, flight progress strips, voice replay, etc.

2. When a facility is notified that an aircraft has exceeded the Three-hour Tarmac Rule, the Washington Operations Center (WOC) must be notified through the ROC as soon as possible. Notification should include the date, time, and location of the occurrence, as well as the identification of the aircraft involved.

2. When an ARTCC is notified that an aircraft has exceeded the “Three/Four­Hour Tarmac Rule,” they must notify the ROC as soon as possible; the ROC must then notify the WOC as soon as possible. Notification should include the date, time, and location of the occurrence, as well as the identification of the aircraft involved.

NOTE-
It is expected that all airline communication regarding individual flights or airport status in relation to tarmac delay issues will be made to the ATCSCC and not the affected facility.

Delete

c. Resulting Actions.

Delete

 1. An aircraft requesting taxi clearance for tarmac delay reasons should be issued clearance as soon as operationally practical, unless a significant disruption of airport operations or a compromise of safety or security would result.

Delete

 2. Requests to taxi for deplanement related to “Three-hour Tarmac Rule” must be documented on FAA Form 7230-4 as a QAR, indicating the time the request was made. At facilities equipped with NTML, facilities that provide NTML services for non­NTML facilities must enter and forward the QAR when notified of a Tarmac delay request by a facility.

Delete

 3. When a facility is notified that an aircraft has exceeded the “Three-hour Tarmac Rule,” all available records pertinent to that event, to include flight plan data, voice recordings, data recordings, and facility logs, must be retained for 1 year.

3. When a facility is notified that an aircraft has exceeded the “Three/Four-Hour Tarmac Rule,” all available records pertinent to that event will be retained in accordance with FAA Order JO 8020.16, paragraph 119g.

NOTE-
Tarmac delay operations are in support of local airline/airport contingency plans regarding Enhancing Airline Passenger Protections (Three­hour Tarmac Rule).

Delete

 4. Consumer complaints are to be handled as follows:

 4. Consumer complaints are to be handled as follows:

 (a) Refer the complainant to the appropriate airline. Do not engage in discussion with the consumer.

 (a) Refer the complainant to the appropriate airline.

 (b) After referral to the airline, the complainant may also be referred to the Department of Transportation (DOT). The DOT web address for airline service complaints is: http://airconsumer.ost.dot.gov/

CP_AirlineService.htm

 (b) Do not engage in discussion with the consumer.

 (c) Specific complaints received via email may be forwarded to the FAA ATO Litigation Liaison Office at: 9­AWA­AJR­8@faa.gov

 Delete

  OLD

Appendix 4. List of Medium and Large Hub Airports

Airport Name/Airport Identifier

Airport Hub Size

Medium (M)

Large (L)

Albuquerque, New Mexico
Albuquerque International Sunport Airport- ABQ

X

Anchorage, Alaska
Ted Stevens Anchorage International Airport- ANC

X

Atlanta, Georgia
Hartsfield-Jackson Atlanta International Airport– ATL

X

Austin, Texas
Austin-Bergstrom International Airport- AUS

X

Baltimore, Maryland
Baltimore/Washington International Thurgood Marshall Airport– BWI

X

Boston, Massachusetts
General Edward Lawrence Logan International Airport– BOS

X

Buffalo, New York
Buffalo Niagra International Airport– BUF

X

Burbank, California
Bob Hope Airport– BUR

X

Charlotte, North Carolina
Charlotte Douglas International Airpor - CLT

X

Chicago, Illinois
Chicago Midway International Airport- MDW
Chicago O'Hare International Airport– ORD

X
X

Cincinnati, Ohio
Cincinnati/Northern Kentucky International Airport– CVG

X

Cleveland, Ohio
Cleveland Hopkins International Airport- CLE

X

Columbus, Ohio
Port Columbus International Airport- CMH

X

Dallas/Fort Worth, Texas
Dallas Love Field Airport– DAL
Dallas Fort Worth International Airport- DFW

X

X

Denver, Colorado
Denver International Airport– DEN

X

Detroit, Michigan
Detroit Metropolitan Wayne County Airport– DTW

X

Fort Lauderdale, Florida
Fort Lauderdale/Hollywood International Airport– FLL

X

Fort Myers, Florida
Southwest Florida International Airport– RSW

X

Hartford, Connecticut
Bradley International Airport– BDL

X

Honolulu, Hawaii
Honolulu International Airport– HNL

X

Houston, Texas
George Bush Intercontinental/Houston Airport– IAH
William P. Hobby Airport- HOU

X

X

Indianapolis, Indiana
Indianapolis International Airport– IND

X

Jacksonville, Florida
Jacksonville International Airport– JAX

X

Kahului, Hawaii
Kahului Airport- OGG

X

Kansas City, Missouri
Kansas City International Airport– MCI

X

Las Vegas, Nevada
McCarran International Airport– LAS

X

Los Angeles, California
Los Angeles International Airport– LAX

X

Louisville, Kentucky
Louisville International/Standiford Field Airport– SDF

X

Manchester, New Hampshire
Manchester Airport– MHT

X

Memphis, Tennessee
Memphis International Airport– MEM

X

Miami, Florida
Miami International Airport– MIA

X

Milwaukee, Wisconsin
General Mitchell International Airport– MKE

X

Minneapolis, Minnesota
Minneapolis-St. Paul International
Wold-Chamberlain Airport– MSP

X

Nashville, Tennessee
Nashville International Airport– BNA

X

New Orleans, Louisiana
Louis Armstrong New Orleans International Airport– MSY

X

New York, New York
John F. Kennedy International Airport– JFK
La Guardia Airport – LGA
Newark Liberty International Airport- EWR

X
X
X

Norfolk, Virginia
Norfolk International Airport– ORF

X

Oakland, California
Metropolitan Oakland International Airport– OAK

X

Oklahoma City, Oklahoma
Will Rogers World Airport– OKC

X

Omaha, Nebraska
Eppley Airfield Airport– OMA

X

Ontario, California
Ontario International Airport– ONT

X

Orlando, Florida
Orlando International Airport- MCO

X

Philadelphia, Pennsylvania
Philadelphia International Airport– PHL

X

Phoenix, Arizona
Phoenix Sky Harbor International Airport– PHX

X

Pittsburgh, Pennsylvania
Pittsburgh International Airport– PIT

X

Portland, Oregon
Portland International Airport– PDX

X

Providence, Rhode Island
Theodore Francis Green State Airport– PVD

X

Raleigh/Durham, North Carolina
Raleigh-Durham International Airport– RDU

X

Reno, Nevada
Reno/Tahoe International Airport– RNO

X

Sacramento, California
Sacramento International Airport– SMF

X

Salt Lake City, Utah
Salt Lake City International Airport– SLC

X

San Antonio, Texas
San Antonio International Airport– SAT

X

San Diego, California
San Diego International Airport–SAN

X

San Francisco, California
San Francisco International Airport– SFO

X

San Jose, California
Norman Y. Mineta San Jose International Airport– SJC

X

San Juan, Puerto Rico
Luis Munoz Marin International Airport– SJU

X

Santa Ana, California
John Wayne Airport - Orange County Airport– SNA

X

Seattle, Washington
Seattle-Tacoma International Airport– SEA

X

St. Louis, Missouri
Lambert-St. Louis International Airport- STL

X

Tampa, Florida
Tampa International Airport– TPA

X

Tucson, Arizona
Tucson International Airport– TUS

X

Washington, D.C.
Washington Dulles International Airport– IAD
Ronald Reagan Washington National Airport– DCA

X
X

West Palm Beach/Palm Beach, Florida
Palm Beach International Airport– PBI

X

  NEW

Delete

OLD

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3-9-4. Emergency Obstruction video map (EOVM)

3-9-4. Emergency Obstruction video map (EOVM)

a. An EOVM shall be established at all terminal radar facilities that have radar coverage in designated mountainous areas and an available channel in their video mappers. This map is intended to facilitate advisory service to an aircraft in an emergency situation wherein an appropriate terrain/obstacle clearance minimum altitude cannot be maintained. (See FIG 3-9-1.)

a. An EOVM must be established at all terminal radar facilities that have designated mountainous areas as defined in 14 CFR Part 95, Subpart B, within their delegated area of control and an available channel in their video mappers. This map is intended to facilitate advisory service to an aircraft in an emergency situation in the event an appropriate terrain/obstacle clearance minimum altitude cannot be maintained. (See FIG 3-9-1.)

NOTE-

NOTE-

1. Designated mountainous areas are identified in 14 CFR Part 95, Subpart B.

Delete

2. Appropriate terrain/obstacle clearance minimum altitudes may be defined as MIA, MEA, Minimum Obstruction Clearance Altitude (MOCA), or MVA.

Appropriate terrain/obstacle clearance minimum altitudes may be defined as MIA, MEA, Minimum Obstruction Clearance Altitude (MOCA), or MVA.

b through e

No Change

f. EOVM Verification: The original EOVM procurement package and any subsequent changes shall be checked for adequacy and then coordinated with the Terminal Procedures and Charting Group to verify the accuracy of its information. Annually, the EOVM shall be reviewed for adequacy and recoordinated with the Mission Support Services, Terminal Procedures and Charting Group for accuracy.

f. EOVM Verification: The original EOVM procurement package must be checked for adequacy and then coordinated with the Mission Support Services, Terminal Procedures and Charting Group through the Service Area Operations Support Group, Flight Procedures Team (FPT) to verify the accuracy of its information. At least once every 2 years, the EOVM must be reviewed for adequacy and coordinated with the Terminal Procedures and Charting Group through the FPT for accuracy.

OLD

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4-3-6. REVISIONS

4-3-6. ANNUAL REVIEW/REVISIONS

Add

a. Review LOAs annually and update as necessary. Examine current LOAs for practices and/or procedures that are no longer required. Reviewing includes both content and relevance that achieve full operational efficiency and customer flexibility.

a through b

Reletter b through c

OLD

NEW

4-3-7. CANCELLATION

4-3-7. CANCELLATION

Review letters of agreement frequently to ensure timeliness and conformance with current policy. Cancel any agreement which is no longer applicable, and notify the affected groups. Coordinate with the signatories and the Service Area office if cancellation is necessary. Ensure that the FDR is updated.

After appropriate coordination with LOA signatories and the Service Area, cancel any agreement which is no longer applicable. Ensure that the FDR is updated.

OLD

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5-3-7. OPEN SKIES TREATY AIRCRAFT PRIORITY FLIGHTS (F AND D)

5-3-7. OPEN SKIES TREATY AIRCRAFT PRIORITY FLIGHTS (F AND D)

a. The David J. Hurley Air Traffic Control System Command Center (ATCSCC) shall be the FAA coordination unit between the Defense Threat Reduction Agency (DTRA) and field facilities for all OPEN SKIES operational information. This includes initial notification and follow­up information on each mission.

a. The ATCSCC CARF must be the FAA coordination unit between the Defense Threat Reduction Agency (DTRA) and field facilities for all OPEN SKIES operational information. This includes initial notification and follow­up information on each mission that requires priority handling.

Add

NOTE-
OPEN SKIES flights that require priority handling are located in FAA Order JO 7110.65, Para 9-2-22.

b. ARTCCs shall designate and advise the ATCSCC of a focal point within that facility for OPEN SKIES information.

b. ARTCCs/CERAPs/HCF must designate and advise the CARF of a focal point within that facility for OPEN SKIES information.

c. Advance scheduled movement information of OPEN SKIES aircraft received from the DTRA will be forwarded by the ATCSCC.

c. Advance scheduled movement information of OPEN SKIES aircraft received from the DTRA will be forwarded by the CARF.

d. Upon notification of an OPEN SKIES flight, the affected ARTCCs shall inform all affected FAA facilities and any other facility/agency it deems necessary within their area of responsibility of the flight path and possible deviation path of the aircraft.

d. Upon initial notification of a priority OPEN SKIES flight, the affected ARTCCs/CERAPs/ HCF must inform all SUA­using/scheduling agencies along the route of flight and any other facility/agency it deems necessary within their area of responsibility of the flight path and possible deviation path of the aircraft.

NOTE-
The possible deviation path for an OPEN SKIES aircraft is defined by treaty as fifty (50) kilometers or twenty seven (27) nautical miles either side of the intended route of flight. OPEN SKIES flights will not deviate from approved route of flight without ATC clearance.

NOTE-
OPEN SKIES flights will not deviate from approved route of flight without ATC clearance.

e. The air traffic manager of each facility through which the OPEN SKIES aircraft transits shall ensure that a supervisory specialist(s)/CIC monitors the aircraft while in the facility's airspace. The supervisory specialist(s)/CIC shall monitor the movement of the OPEN SKIES aircraft from the flight's entry into the facility's airspace until the flight exits the facility's airspace, to ensure that priority handling, separation, control, and coordination are accomplished.

e. The air traffic manager of each facility through which the priority OPEN SKIES aircraft transits must ensure that a supervisory specialist(s)/CIC monitors the aircraft while in the facility's airspace. The supervisory specialist(s)/CIC must monitor the movement of the priority OPEN SKIES aircraft from the flight's entry into the facility's airspace until the flight exits the facility's airspace to ensure that priority handling, separation, control, and coordination are accomplished.

REFERENCE-
FAAO JO 7110.65, Subpara 2-1-4n, Operational Priority.
FAAO JO 7110.65, Para 9-2-21, Open Skies Treaty Aircraft.
TREATY ON OPEN SKIES, TREATY DOC. 102-37.

REFERENCE-
FAAO JO 7110.65, Subpara 2-1-4n, Operational Priority.
FAAO JO 7110.65, Para 9-2-22, Open Skies Treaty Aircraft.
TREATY ON OPEN SKIES, TREATY DOC. 102-37.

f. Air traffic facilities shall notify the ATCSCC immediately in the event of any incidents or problems generated by OPEN SKIES aircraft.

f. Air traffic facilities must notify the CARF (540-422-4212/4213) and DTRA Operations (703-767-2003) immediately in the event of any incidents or problems generated by OPEN SKIES aircraft.

g. The ATCSCC shall immediately notify System Operations Security/Strategic Operations Security for resolution of problems or incidents, if necessary.

g. The CARF must immediately notify System Operations Security/Strategic Operations Security for resolution of problems or incidents, if necessary.

OLD

NEW

Add

10-3-11. AIRPORT CONSTRUCTION

Add

Whenever there is construction on a movement area, or on a non­movement area that affects movement area operations, the ATM must:

Add

a. Notify the Airport Construction Advisory Council via email to the following address: 9-AJA­ConstructionCouncil@faa.gov. The email should describe the construction project in detail.

Add

b. Create, approve, and publish appropriate changes to local procedures.

Add

c. Ensure training for all operational personnel is completed and documented.

Add

d. Provide continued training and/or briefings for the duration of the construction project to ensure operational personnel are advised on construction changes as the project progresses.

Add

e. Ensure the latest version of the “Runway­Taxiway Construction Best Practices” for preparation and operations is reviewed by appropriate personnel during construction.

Add

f. Ensure the latest version of the “Runway­Taxiway Construction Checklist” for preparation and operations is used and completed by appropriate personnel.

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NOTE-
Both the “Runway-Taxiway Construction Best Practices” and “Runway-Taxiway Construction Checklist” are available on the Runway Safety website. Go to the FAA homepage, search Runway Safety and click the Construction link.

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REFERENCE-
FAAO JO 7110.65, Para 2-9-3, Content
FAAO JO 7110.65, Para 3-7-1, Ground Traffic Movement
FAAO JO 7110.65, Para 3-9-1, Departure Information
FAAO JO 7110.65, Para 3-9-4, Line Up and Wait (LUAW)
FAAO JO 7110.65, Para 3-9-9, Take­off Clearance
FAAO JO 7110.65, Para 3-10-1, Landing Information
FAAO JO 7110.65, Para 3-10-5, Landing Clearance
FAAO JO 7210.3, Para 10-3-12, Change in Runway Length Due to Construction
FAAO JO 7210.3, Para 10-4-1, Automatic Terminal Information Service (ATIS)

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10-3-12. CHANGE IN RUNWAY LENGTH DUE TO CONSTRUCTION

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When a runway length has been temporarily or permanently shortened, local procedures must be issued to include procedures covering the phraseology for all taxi, takeoff and landing clearances, ATIS broadcasts, NOTAMs, and other significant activities to ensure safety is not compromised. The ATM must:

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a. Review and publish local weather criteria for each runway selected during periods of construction affecting the available runway length, for example:

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1. 800' ceiling and 2 SM visibility – arrival/departure runway.

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2. Weather less than 2 SM visibility ­ departure only runway.

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b. Ensure training for operational personnel is completed prior to any runway length changes that include the following:

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1. Use of the term “full length.”

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2. Use of the term “shortened.”

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3. Review of current and future national “Runway Construction Changes” training materials.

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c. Provide continued training and/or briefings for the duration of the construction project to ensure operational personnel are advised of construction changes as the project progresses.

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REFERENCE-
FAAO JO 7110.65, Para 2-9-3, Content
FAAO JO 7110.65, Para 3-7-1, Ground Traffic Movement
FAAO JO 7110.65, Para 3-9-1, Departure Information
FAAO JO 7110.65, Para 3-9-4, Line Up and Wait (LUAW)
FAAO JO 7110.65, Para 3-9-9, Take­off Clearance
FAAO JO 7110.65, Para 3-10-1, Landing Information
FAAO JO 7110.65, Para 3-10-5, Landing Clearance
FAAO JO 7210.3, Para 10-3-11, Airport Construction
FAAO JO 7210.3, Para 10-4-1, Automatic Terminal Information Service (ATIS)

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10-4-1. AUTOMATIC TERMINAL INFORMATION SERVICE (ATIS)

10-4-1. AUTOMATIC TERMINAL INFORMATION SERVICE (ATIS)

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c. Before transmitting, the voice and/or text message shall be reviewed to ensure content is complete and accurate. When appropriate, the voice/text shall be cross checked to ensure the message contents is the same. In a conventional controller prepared voice recording, ensure the speech rate does not exceed 100 words per minute, the enunciation is of the highest quality, and each part of the message is easily understood. When feasible, the review of the message should be made by a person other than the one who prepared the original, preferably a supervisor or CIC.

c. Before transmitting, the voice and/or text message must be reviewed to ensure content is complete and accurate. When appropriate, the voice/text must be cross-checked to ensure the message content is the same. In a conventional, controller­prepared voice recording, the specialist must ensure:

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1. The speech rate is not excessive,

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2. The enunciation is of the highest quality, and

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3. Each part of the message is easily understood.

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d. Those facilities with runway construction must ensure ATIS message content is complete, accurate, and contains the proper information related to runway closures and available length (feet). When runway construction is underway, the review of the message should be made by a person other than the specialist who prepared the original, preferably either a supervisor or CIC.

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REFERENCE-
FAAO JO 7110.65, Para 2-9-3, Content
FAAO JO 7110.65, Para 3-7-1, Ground Traffic Movement
FAAO JO 7110.65, Para 3-9-1, Departure Information
FAAO JO 7110.65, Para 3-9-4, Line Up and Wait (LUAW)
FAAO JO 7110.65, Para 3-9-9, Take­off Clearance
FAAO JO 7110.65, Para 3-10-1, Landing Information
FAAO JO 7110.65, Para 3-10-5, Landing Clearance
FAAO JO 7210.3, Para 10-3-11, Airport Construction
FAAO JO 7210.3, Para 10-3-12, Change in Runway Length Due to Construction

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10-4-7. Simultaneous widely-spaced parallel operations

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The concept for conducting simultaneous independent approaches to widely­spaced parallel runways without final monitors is:

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a. Specially­designed instrument approach procedures annotated with “Simultaneous Approaches Authorized with Rwy XX” are authorized for simultaneous independent approaches to widely­spaced parallel runways.

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1. A separate approach system is required for each parallel runway. A minimum distance of more than 9,000 feet between centerlines is required when dual approaches are used at field elevations at or below 5,000 feet MSL, or 9,200 feet between runway centerlines is required with a field elevation above 5,000 feet MSL. Other integral parts of the total Simultaneous Approach System include radar, communications, ATC procedures, and appropriate airborne equipment.

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2. When simultaneous approaches are being conducted, the pilot is expected to inform approach control prior to departing an outer fix if the aircraft does not have the appropriate airborne equipment or they do not choose to conduct a simultaneous approach. Provide individual handling to such aircraft.

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3. Closely monitor weather activity that could impact the final approach course. Weather conditions in the vicinity of either final approach course may dictate a change of the approach in use. (See subpara 10-1-6b Note, Selecting Active Runways).

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4. All turn­ons and final approaches are monitored by radar. Since the primary responsibility for navigation rests with the pilot, instructions from the controller are limited to those necessary to ensure separation between aircraft. Information and instructions are issued as necessary to contain the aircraft on the final approach course. Aircraft which are observed deviating from the assigned final approach course are instructed to alter course left or right, as appropriate, to return to the desired course. Unless altitude separation is assured between aircraft, immediate action must be taken by the controller monitoring the adjacent parallel approach course to require the aircraft in potential conflict to alter its flight path to avoid the deviating aircraft.

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5. Missed approach procedures are established with climbs on diverging courses. To reduce the possibility of error, the missed approach procedure for a single runway operation should be revised, as necessary, to be identical with that of a simultaneous approach operation.

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b. The following minimum radar and communications equipment must be provided for monitoring simultaneous approaches:

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1. One separate airport surveillance radar display of a