Index to Letters.. just click!
PIT LtA 96-01 ASDE
PIT LtA 96-02 CRDA
PIT LtA 96-03 LAHSO 10R/32
PIT LtA 96-04 D-ATIS
PIT LtA 96-05 TDWR
PIT LtA 96-06 Practise Approaches
PIT LtA 96-07 Non-Visible Movement Areas
PIT LtA 96-08 TIPH 28L@P Waiver
PIT LtA 96-09 SOIR Wet
PIT LtA 96-10 FAA Contact Points
PIT LtA 97-02 Operation Raincheck
ISSUED: May 15, 1996 EFFECTIVE: August 15, 1996
PITTSBURGH TOWER LETTER TO AIRMEN NO. 96-01
SUBJECT: Airport Surface Detection Equipment
CANCELLATION: August 14, 1998
The Airport Surveillance Detection Equipment
(ASDE III) is a new generation ground radar system located atop
the Control Tower at Pittsburgh International Airport. This radar
system is designedto:
Provide controllers with an accurate presentation of
traffic on airport taxiways and runways in order to
maximize airport utilization.
Assist controllers in determining if runways are clear
of obstructions
Clarify relative positions of aircraft and assist
controllers in providing instructions to ground traffic
during periods of restricted visibility.
Assist controllers in the avoidance of ground incidents
and runway incursions.
The ASDE III is designed to distinguish between aircraft separated
by forty (40) feet in range and eighty (80) feet in azimuth at a
distance of 12,000 feet. Aircraft can be detected up to two hundred
(200) feet above the ground (AGL) and a system update is provided
every second. No change to procedures or phraseology will be needed
in pilot/controller communications.
Please submit any observations concerning the application of the
ASDE III in the air traffic environment to the Air Traffic Manager,
Pittsburgh Tower. We believe this system will provide substantial
benefits to the user in decreased delays, fuel savings, and increased level and
timeliness of the air traffic services at Pittsburgh International
Airport.
ISSUED: May 15, 1996 EFFECTIVE: July 1, 1996
PITTSBURGH TOWER LETTER TO AIRMEN NO. 96-02
SUBJECT: Converging Runway Display Aid (CRDA)
CANCELLATION: June 30, 1998
Background: Effective July 1, 1996, Pittsburgh Tower will begin to
conduct Dependent Converging Instrument Approaches (DCIA) to
crossing/converging runways. DCIA is a procedure that uses a
computer software program known as Converging Runway Display Aid
(CRDA) to assist controllers with the spacing of arrival traffic
to crossing/converging runways, during IFR weather.
Procedures: On initial contact, or as soon as feasible thereafter,
the controller will inform the pilot that 'Dependent Converging
Instrument Approaches are being conducted to Rwy _____ and Rwy___'.
This information may be omitted if the pilot states the
appropriate ATIS code.
Using CRDA, air traffic controllers will space arrival aircraft
on converging final approach courses so that, in the event of a
consecutive missed approach, neither aircraft will conflict with
the missed approach of the other. DCIA will only be conducted
when arrivals are conducting straight-in ILS approaches to runway
28L and runway 32. The weather minimums for DCIA are a ceiling
of no less than 200 feet and 3/4 miles visibility.
Please submit any observations concerning the application of CRDA
in the air traffic environment to the Air Traffic Manager,
Pittsburgh Tower. We believe this system will provide substantial
benefits to the user in decreased delays, fuel savings, and
increased capacity during reduced weather conditions at
Pittsburgh International Airport.
I
ISSUED: June 28, 1996 EFFECTIVE: July 1, 1996
PITTSBURGH TOWER LETTER TO AIRMEN 96-03
SUBJECT: LAND RUNWAY 10R/HOLD SHORT OF RUNWAY14/32
CANCELLATION:
Background: Beginning July 1, 1996, Pittsburgh Airport
will close runway 28R for slab replacement and repaving.
During this construction project, Pittsburgh Tower will
have an increased need to operate in an"East Flow"
(or runway 10L and 10R) configuration whenever possible.
The "East Flow" will significantly lessen the
impact of the runway closure on aircraft inbound to Pittsburgh
by making maximum use of the available landing runways.
The increased demand for aircraft to land runway 10R and
hold short of runway 14/32, in other than calm wind
or no tailwind conditions, does require special consideration.
Pittsburgh Tower has been granted an exemption to conduct
simultaneous operations to runway 10R and
runway 14/32 with a tailwind component of 7 knots or less.
Procedure: The procedure for the user during "Land and Hold short"
operations remains unchanged from the standard "no tail wind"
operations normally conducted at Pittsburgh. The safety and
operation of an aircraft remain the responsibility of
the pilot. If for any reason; e.g., inability to hold short,
wind factors, etc., the full length of the runway or another
runway is desired, the pilot is expected to promptly inform
the controller accordingly. The pilot may request the distance
from the landing threshold to the intersection at any time.
We believe this expanded ability to fully utilize all available
landing areas at Pittsburgh will provide substantial benefit to
the user in decreased delays and fuel savings. Please submit
any questions or observations concerning this revised
procedure to the Air Traffic Manager, Pittsburgh Tower.
ISSUED: September 15, 1996 EFFECTIVE: December 1,1996
PITTSBURGH TOWER LETTER TO AIRMEN NO. 96-04
SUBJECT: Digital Automatic
Terminal Information Service (D-ATIS)
CANCELLATION: November 30, 1998
The D-ATIS is an enhancement of the Tower Data Link Service
(TDLS) and uses the Pre-Departure Clearance System (PDC)
micro computer to automate the delivery of airport and
terminal area operational and meteorological information
to aircraft flight crews. The D-ATIS system will provide
a digital version and an automated voice generation of the
ATIS to flight crews. The D-ATIS workstation captures
meteorological data via an interface with local
information display system. A controller can modify the
weather information and add or modify terminal information.
The benefits of a digital text and automated
voice ATIS system are that it:
¨Accurately presents a textual ATIS message to flight
crews and reduces the chance of misunderstanding ¨Reduces
the voice-communications workload caused by pilots being
distracted fromother duties while obtaining the ATIS, and
¨Reduces controller workload by discontinuing the
need to update voice ATIS broadcasts.
Please submit any observations concerning the application
of the D-ATIS in the air traffic environment to the Air
Traffic Manager, Pittsburgh Tower.
We believe this system will improve the quality and timeliness
of meteorological and airport information directly to flight
crews operating at Pittsburgh International Airport.
ISSUED: September 15, 1996
EFFECTIVE: February 15,1997
PITTSBURGH TOWER LETTER TO AIRMEN NO. 96-05
SUBJECT: Terminal Doppler Weather Radar
CANCELLATION: February 14, 1999
The Terminal Doppler Weather Radar (TDWR) will enhance the
safety of air travel through the timely detection and
reporting of hazardous windshear in and near the terminal
approach and departure zones of an airport. Specific sources
of the hazardous windshear which are to be detected include
microbusts, wind shears, and gust fronts.
The TDWR will also improve the management of air traffic in
the terminal area through the forecast of gust front induced
wind shift at the airport and detection of precipitation.
The primary arrival and departure areas of detection encompass
an area from a three (3) mile final, over the runway itself,
and out to a point two (2) miles from the departure end of
runway. These areas will be established on all runways at
Pittsburgh International Airport.
Air Traffic Control personnel will utilize standard phraseology
to relay appropriate weather information to air crews. An
example of this phraseology is as follows:
¨(Aircraft Callsign), Runway 28R Arrival Windshear Alert,
Two Zero knot loss, One (1) mile final.
¨(Aircraft Callsign) Runway 28L Departure Microbust Alert,
Four Zero knot loss, One mile departure.
Please submit any observations concerning the application
of the TDWR in the air traffic environment to the Air Traffic Manager,
Pittsburgh Tower. We believe this system will improve the quality
and timeliness of hazardous meteorological information issued
directly to flight crews operating at Pittsburgh International
Airport. Air Traffic Manager Pittsburgh Tower
ISSUED: September 20, 1996
EFFECTIVE: October 20, 1996
PITTSBURGH TOWER LETTER TO AIRMEN NO. 96-06
SUBJECT: Practice Instrument Approaches at Allegheny County,
Rostraver, Washington County, Wheeling/Ohio County,
Columbiana County, Beaver County, and Butler County Airports
CANCELLATION: October 19, 1998
This letter cancels Pittsburgh Tower Letter to Airmen
No. 94-4, issued July 15, 1994. To provide better service
to the user, the following procedures were implemented by
Pittsburgh Tower on April 1, 1986.
1. Pilots desiring to conduct practice instrument approaches
at the airports listed below should contact Pittsburgh Approach
Control on the frequency for that airport.
Airport / Frequency
Allegheny County, Rostraver 119.35/388.0
Washington County 119.35/388.0 (RCO 127.3)
Wheeling/Ohio County 127.95/388.0
Columbiana County 124.75/338.2
Beaver County
124.75/338.2
124.85/338.2
Butler County 124.75/338.2 (RCO 128.7)
Pilots are expected to advise Pittsburgh Approach Control
of the type of approach desired and how the approach will
terminate (i.e., touch-and-go, low approach, full stop).
2. When clearance for the approach is issued, Pittsburgh
Approach Control will provide IFR separation between that
aircraft and other aircraft executing a practice instrument
approach and/or all other IFR aircraft. Pittsburgh Approach
Control will instruct VFR aircraft conducting practice
instrument approaches to maintain VFR on initial contact
or as soon as possible thereafter.
3. Pilots should be aware that it may be necessary
for Pittsburgh Approach Control to deny approval or
withdraw previous approval for practice approaches as
traffic conditions warrant. Pittsburgh Approach Control
is required to handle practice instrument approaches in such a
manner as to avoid interrupting the flow of arriving and
departing aircraft. It must be clearly understood that even
though Pittsburgh Approach Control is providing IFR
separation, pilots are required to comply with the
requirements of FAR 91.155, Visual Flight Rules, when
conducting VFR practice instrument approaches.
ISSUED: September 20, 1996
EFFECTIVE: October 20, 1996
PITTSBURGH TOWER LETTER TO AIRMEN NO. 96-07
SUBJECT: Area of Non-visibility in Aircraft Movement Area
CANCELLATION: October 19, 1998
This letter cancels Pittsburgh Tower Letter to Airmen No. 94-6,
issued July 15, 1994. Due to obstructed vision, Pittsburgh
Tower is unable to provide airport traffic control service
on a portion of Taxiway S. Attached is a chart depicting
that area which is not visible from the control tower.
ISSUED: September 20, 1996
EFFECTIVE: October 20, 1996
PITTSBURGH TOWER LETTER TO AIRMEN NO. 96-08
SUBJECT: Intersection Takeoff Position and Hold
During Periods of Darkness
CANCELLATION: October 19, 1998.
This letter cancels Pittsburgh Tower Letter to Airmen
No. 94-2, issued July 15, 1994. Pittsburgh Air Traffic
Control Tower has been granted an exemption to the
requirements prohibiting taxiing an aircraft into
takeoff position and hold at an intersection during
periods of darkness. Pittsburgh Tower is authorized to
taxi aircraft into position and hold on Runway 28L
at Taxiway Papa during periods of darkness. This procedure
will substantially reduce delays and increase airport
capacity. Since this procedure is authorized only
when the intersection is visible from the control
tower, safety will not be compromised.
ISSUED: September 20, 1996
EFFECTIVE: October 20, 1996
PITTSBURGH TOWER LETTER TO AIRMEN NO. 96-09
SUBJECT: Simultaneous Operations on Intersecting Wet Runways
CANCELLATION: October 19, 1998
This letter cancels Pittsburgh Tower Letter to Airmen 94-3,
issued July 15, 1994. Pittsburgh Air Traffic Control Tower
has been granted an exemption to requirements prohibiting
the use of simultaneous intersecting runway operations when
the landing/departing runways are wet. This procedure will
substantially reduce delays and increase airport capacity
during wet runway operations, with no reduction in the level
of flight safety.
Through the cooperative efforts of several FAA departments,
Advisory Circular AC 150/5320-12A, Measurement,
Construction, and Maintenance of Skid Resistant Airport
Pavement Surfaces, has been published. This Circular provides
the methodology for determining that runway surface meets
the acceptable braking action performance necessary to
employ simultaneous intersecting wet runway operations.
The Office of Airport Standards, Engineering, and Specification
has certified Runway 10R and Runway 10C at Pittsburgh Int'l
Airport for drainage and braking performance.
Personnel at the Allegheny County Department of Aviation
have been trained in the proper use and interpretation of the
friction measuring device used for runway certification. This
procedure is authorized during VFR conditions between
sunrise and sunset with a braking action of no less than
good and a crosswind component of fifteen (15) knots or less.
The use of this procedure is restricted to the following
SOIR groups of aircraft to the specified runway operations:
10R short of14. Dist.to Holdline:10,950' Groups: 1, 2, 3, +4
10C short of14. Dist.to Holdline:7,900' Groups: 1, 2, +3 (No jets)
Please submit any observations concerning wet runway operations
to the Air Traffic Manager, Pittsburgh Tower.
ISSUED: September 20, 1996 EFFECTIVE: October 20, 1996
PITTSBURGH TOWER LETTER TO AIRMEN NO. 96-10
SUBJECT: Non-Towered Commercial and Private Airports and Heliports
CANCELLATION: October 19, 1998
This letter cancels Pittsburgh Tower Letter to Airmen No. 94-5,
issued July 15, 1994. Pittsburgh Tower has been designated as
the point of contact/liaison for items of interest/concern to
the Eastern Region Air Traffic Division for non-towered airports
and heliports contained within a defined geographical area.
Pittsburgh Tower hereby redelegated portions of the defined
geographical area to Allegheny County, PA ATCT and
Clarksburg, WV ATCT, as defined below:
Allegheny County, PA ATCT geographical area: Begin at 41 -15N, 79 -30'
W, thence east to 78 W, thence south to Pennsylvania/Maryland border,
thence west along Pennsylvania/Maryland border to 79 -30' W, thence
north to point of beginning.
Clarksburg, WV ATCT geographical area: Begin at 39 -43' N, 80 -49'-04" W,
thence east along West Virginia/Pennsylvania border and
Pennsylvania/Maryland border to 78 W, thence south via 78 W to West
Virginia/Virginia border, thence southwest to 38 -30' N, 79 -30' W,
thence west to 80 -40' W, thence north to 39 -30' W, thence west
to West Virginia/Ohio border, thence along West Virginia/Ohio border
to point of beginning.
PIT Letter to Airmen 97-02
Operation Raincheck.
While flying in the PIT airspace have you ever wondered:
-Why you can't always get the routing you want.
-Why the PIT inbounds seem to come in bunches
-Why the controllers seem real busy, then not busy.
-Who are the people that belong to these voices?
If these or any other questions come to mind 'Operation Raincheck'
is the place for answers. Designed by PIT controllers, Operation
Raincheck is now open by reservation to any pilot
with a current medical - including student pilots!
Classes will be offered 6:30 pm - 9:30 pm, 10/20/97, 11/17/97,
1/12/98, 2/16/98, 3/16/98, 4/13/98, and 5/11/98.
To reserve your seat at Operation Raincheck, call PIT Tower
at 269-9237. Classes will fill quickly so call without delay!
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