Chapter 3. Airport Traffic Control- Terminal
Section 1. General
3-1-1. PROVIDE SERVICE
Provide airport traffic control service based only
upon observed or known traffic and airport
conditions.
NOTE-
When operating in accordance with CFRs, it is the
responsibility of the pilot to avoid collision with other
aircraft. However, due to the limited space around terminal
locations, traffic information can aid pilots in avoiding
collision between aircraft operating within Class B,
Class C, or Class D surface areas and the terminal radar
service areas, and transiting aircraft operating in
proximity to terminal locations.
3-1-2. PREVENTIVE CONTROL
Provide preventive control service only to aircraft
operating in accordance with a letter of agreement.
When providing this service, issue advice or
instructions only if a situation develops which
requires corrective action.
NOTE-
1.
Preventive control differs from other airport traffic control
in that repetitious, routine approval of pilot action is
eliminated. Controllers intervene only when they observe
a traffic conflict developing.
2. Airfield Operating instructions,
Memorandums of Understanding, or other specific directives used exclusively by
the Department of Defense (DOD) satisfies the criteria in Paragraph 3-1-2 above.
3-1-3. USE OF ACTIVE RUNWAYS
The local controller has primary responsibility for
operations conducted on the active runway and must
control the use of those runways. Positive coordination and control is required as follows:
NOTE-
Exceptions may be authorized only as provided in
para 1-1-10, Constraints Governing Supplements and Procedural Deviations, and FAAO JO 7210.3,
Facility Operation and Administration, para 10-1-7, Use
of Active Runways, where justified by extraordinary
circumstances at specific locations.
REFERENCE-
FAAO JO 7110.65, Para
1-1-10, Constraints Governing
Supplements and Procedural Deviations.
FAAO JO 7210.3, Para 10-1-7, Use of Active Runways.
a. Ground control must obtain approval from local
control before authorizing an aircraft or a vehicle to
cross or use any portion of an active runway. The
coordination must include the point/intersection at
the runway where the operation will occur.
PHRASEOLOGY-
CROSS (runway) AT (point/intersection).
b. When the local controller authorizes another
controller to cross an active runway, the local
controller must verbally specify the runway to be
crossed and the point/intersection at the runway
where the operation will occur preceded by the word
“cross.”
PHRASEOLOGY-
CROSS (runway) AT (point/intersection).
c. The ground controller must advise the local
controller when the coordinated runway operation is
complete. This may be accomplished verbally or
through visual aids as specified by a facility directive.
d. USA/USAF/USN NOT APPLICABLE. Authorization for aircraft/vehicles to taxi/proceed on or
along an active runway, for purposes other than
crossing, must be provided via direct communications on the appropriate local control frequency. This
authorization may be provided on the ground control
frequency after coordination with local control is
completed for those operations specifically described
in a facility directive.
NOTE-
The USA, USAF, and USN establish local operating
procedures in accordance with, respectively, USA, USAF,
and USN directives.
e. The local controller must coordinate with the
ground controller before using a runway not
previously designated as active.
REFERENCE-
FAAO JO 7110.65, Para 3-1-4, Coordination Between Local and
Ground Controllers.
3-1-4. COORDINATION BETWEEN LOCAL
AND GROUND CONTROLLERS
Local and ground controllers must exchange
information as necessary for the safe and efficient use
of airport runways and movement areas. This may be
accomplished via verbal means, flight progress strips,
other written information, or automation displays. As
a minimum, provide aircraft identification and
applicable runway/intersection/taxiway information
as follows:
a. Ground control must notify local control when
a departing aircraft has been taxied to a runway other
than one previously designated as active.
REFERENCE-
FAAO JO 7110.65, Para 3-1-3, Use of Active Runways.
FAAO JO 7210.3, Para 10-1-6, Selecting Active Runways.
b. Ground control must notify local control of any
aircraft taxied to an intersection for takeoff. This
notification may be accomplished by verbal means or
by flight progress strips.
REFERENCE-
FAAO JO 7110.65, Para
3-9-7, Wake Turbulence Separation
for Intersection Departures.
c. When the runways in use for landing/departing
aircraft are not visible from the tower or the aircraft
using them are not visible on radar, advise the
local/ground controller of the aircraft's location
before releasing the aircraft to the other controller.
3-1-5. VEHICLES/EQUIPMENT/PERSONNEL ON RUNWAYS
a. Ensure that the runway to be used is free of all
known ground vehicles, equipment, and personnel
before a departing aircraft starts takeoff or a landing
aircraft crosses the runway threshold.
b. Vehicles, equipment, and personnel in direct
communications with the control tower may be
authorized to operate up to the edge of an active
runway surface when necessary. Provide advisories
as specified in para 3-1-6, Traffic Information, and
para
3-7-5, Precision Approach Critical
Area, as appropriate.
PHRASEOLOGY-
PROCEED AS REQUESTED; (and if necessary,
additional instructions or information).
NOTE-
Establishing hold lines/signs is the responsibility of the
airport manager. Standards for surface measurements,
markings, and signs are contained in the following
Advisory Circulars; AC 150/5300-13, Airport Design;
AC 150/5340-1, Standards for Airport Markings, and
AC 150/5340-18, Standards for Airport Sign Systems. The
operator is responsible to properly position the aircraft,
vehicle, or equipment at the appropriate hold line/sign or
designated point. The requirements in para 3-1-12,
Visually Scanning Runways, remain valid as appropriate.
REFERENCE-
FAAO JO 7110.65, Para
3-7-4, Runway Proximity.
FAAO JO 7110.65, Para
3-8-2, Touch-and-Go or
Stop-and-Go or Low Approach.
FAAO JO 7110.65, Para
3-10-10, Altitude Restricted Low
Approach.
AC 150/5300-13, Airport Design.
AC 150/5340-1G, Standards for Airport Markings.
14 CFR Section 91.129, Operations in Class D Airspace.
AIM, Para 2-2-3, Obstruction Lights.
P/CG Term- Runway in Use/Active Runway/Duty Runway.
3-1-6. TRAFFIC INFORMATION
a. Describe vehicles, equipment, or personnel on
or near the movement area in a manner which will
assist pilots in recognizing them.
EXAMPLE-
“Mower left of runway two seven.”
“Trucks crossing approach end of runway two five.”
“Workman on taxiway Bravo.”
“Aircraft left of runway one eight.”
b. Describe the relative position of traffic in an
easy to understand manner, such as “to your right” or
“ahead of you.”
EXAMPLE-
“Traffic, U.S. Air MD-Eighty on downwind leg to your
left.”
“King Air inbound from outer marker on straight-in
approach to runway one seven.”
c. When using a CTRD, you may issue traffic
advisories using the standard radar phraseology prescribed
in para 2-1-21, Traffic Advisories.
REFERENCE-
FAAO JO 7110.65, Para
3-10-10, Altitude Restricted Low
Approach.
3-1-7. POSITION DETERMINATION
Determine the position of an aircraft before issuing
taxi instructions or takeoff clearance.
NOTE-
The aircraft's position may be determined visually by the
controller, by pilots, or through the use of the ASDE.
3-1-8. LOW LEVEL WIND SHEAR/MICROBURST ADVISORIES
a. When low level wind shear/microburst is
reported by pilots, Integrated Terminal Weather
System (ITWS), or detected on wind shear detection
systems such as LLWAS NE++, LLWAS-RS, WSP,
or TDWR, controllers must issue the alert to all
arriving and departing aircraft. Continue the alert to
aircraft until it is broadcast on the ATIS and pilots
indicate they have received the appropriate ATIS
code. A statement must be included on the ATIS for
20 minutes following the last report or indication of
the wind shear/microburst.
PHRASEOLOGY-
LOW LEVEL WIND SHEAR (or MICROBURST, as
appropriate) ADVISORIES IN EFFECT.
NOTE-
Some aircraft are equipped with Predictive Wind Shear
(PWS) alert systems that warn the flight crew of a potential
wind shear up to 3 miles ahead and 25 degrees either side
of the aircraft heading at or below 1200' AGL. Pilot reports
may include warnings received from PWS systems.
REFERENCE-
FAAO JO 7110.65, Para
2-6-3, PIREP Information.
FAAO JO 7110.65, Para
2-9-3, Content.
FAAO JO 7110.65, Para
3-10-1, Landing Information.
b. At facilities without ATIS, ensure that wind
shear/microburst information is broadcast to all
arriving and departing aircraft for 20 minutes
following the last report or indication of wind
shear/microburst.
1. At locations equipped with LLWAS, the local
controller must provide wind information as follows:
NOTE-
The LLWAS is designed to detect low level wind shear
conditions around the periphery of an airport. It does not
detect wind shear beyond that limitation.
REFERENCE-
FAAO JO 7210.3, Para 10-3-3, Low Level Wind Shear/Microburst
Detection Systems.
(a) If an alert is received, issue the airport
wind and the displayed field boundary wind.
PHRASEOLOGY-
WIND SHEAR ALERT. AIRPORT WIND (direction) AT
(velocity). (Location of sensor) BOUNDARY WIND
(direction) AT (velocity).
(b) If multiple alerts are received, issue an
advisory that there are wind shear alerts in
two/several/all quadrants. After issuing the advisory,
issue the airport wind in accordance with para
3-9-1, Departure Information, followed by
the field boundary wind most appropriate to the
aircraft operation.
PHRASEOLOGY-
WIND SHEAR ALERTS TWO/SEVERAL/ALL
QUADRANTS. AIRPORT WIND (direction) AT (velocity).
(Location of sensor) BOUNDARY WIND (direction) AT
(velocity).
(c) If requested by the pilot, issue specific
field boundary wind information even though the
LLWAS may not be in alert status.
NOTE-
The requirements for issuance of wind information remain
valid as appropriate under this paragraph, para
3-9-1, Departure Information and para
3-10-1, Landing Information.
2. Wind shear detection systems, including
TDWR, WSP, LLWAS NE++ and LLWAS-RS
provide the capability of displaying microburst alerts,
wind shear alerts, and wind information oriented to
the threshold or departure end of a runway. When
detected, the associated ribbon display allows the
controller to read the displayed alert without any need
for interpretation.
(a) If a wind shear or microburst alert is
received for the runway in use, issue the alert
information for that runway to arriving and departing
aircraft as it is displayed on the ribbon display.
PHRASEOLOGY-
(Runway) (arrival/departure) WIND SHEAR/MICROBURST ALERT, (windspeed) KNOT GAIN/LOSS,
(location).
EXAMPLE-
17A MBA 40K - 3MF
PHRASEOLOGY-
RUNWAY 17 ARRIVAL MICROBURST ALERT 40 KNOT
LOSS 3 MILE FINAL.
EXAMPLE-
17D WSA 25K+ 2MD
PHRASEOLOGY-
RUNWAY 17 DEPARTURE WIND SHEAR ALERT
25 KNOT GAIN 2 MILE DEPARTURE.
(b) If requested by the pilot or deemed
appropriate by the controller, issue the displayed
wind information oriented to the threshold or
departure end of the runway.
PHRASEOLOGY-
(Runway) DEPARTURE/THRESHOLD WIND (direction)
AT (velocity).
(c) LLWAS NE++ or LLWAS-RS may detect
a possible wind shear/microburst at the edge of the
system but may be unable to distinguish between a
wind shear and a microburst. A wind shear alert
message will be displayed, followed by an asterisk,
advising of a possible wind shear outside of the
system network.
NOTE-
LLWAS NE++ when associated with TDWR can detect
wind shear/microbursts outside the network if the TDWR
fails.
PHRASEOLOGY-
(Appropriate wind or alert information) POSSIBLE WIND
SHEAR OUTSIDE THE NETWORK.
(d) If unstable conditions produce multiple
alerts, issue an advisory of multiple wind shear/microburst alerts followed by specific alert or wind
information most appropriate to the aircraft operation.
PHRASEOLOGY-
MULTIPLE WIND SHEAR/MICROBURST ALERTS
(specific alert or wind information).
(e) The LLWAS NE++ and LLWAS-RS are
designed to operate with as many as 50 percent of the
total sensors inoperative. When all three remote
sensors designated for a specific runway arrival or
departure wind display line are inoperative then the
LLWAS NE++ and LLWAS-RS for that runway
arrival/departure must be considered out of service.
When a specific runway arrival or departure wind
display line is inoperative and wind shear/microburst
activity is likely; (for example, frontal activity, convective
storms, PIREPs), the following statement must be included on the ATIS, “WIND SHEAR AND MICROBURST
INFORMATION FOR RUNWAY (runway number)
ARRIVAL/DEPARTURE NOT AVAILABLE.”
NOTE-
The geographic situation display (GSD) is a supervisory
planning tool and is not intended to be a primary tool for
microburst or wind shear.
c. Wind Shear Escape Procedures.
1. If an aircraft under your control informs
you that it is performing a wind shear escape, do
not issue control instructions that are contrary
to pilot actions. ATC should continue to provide
safety alerts regarding terrain or obstacles and
traffic advisories for the escape aircraft, as
appropriate.
EXAMPLE-
“Denver Tower, United 1154, wind shear escape.”
NOTE-
Aircraft that execute a wind shear escape maneuver
will usually conduct a full power climb straight ahead
and will not accept any control instructions until
onboard systems advise the crew or the pilot in
command (PIC) advises ATC that the escape
maneuver is no longer required.
REFERENCE-
P/CG Term – Wind Shear Escape
2. Unless advised by additional aircraft that
they are also performing an escape procedure,
do not presume that other aircraft in the
proximity of the escape aircraft are responding
to wind shear alerts/events as well. Continue to
provide control instructions, safety alerts, and
traffic advisories as appropriate.
3. Once the responding aircraft has initiated
a wind shear escape maneuver, the controller is
not responsible for providing standard
separation between the aircraft that is
responding to an escape and any other aircraft,
airspace, terrain, or obstacle. Responsibility for
separation resumes when one of the following
conditions are met:
(a) Departures:
(1) A crew member informs ATC that the
wind shear escape maneuver is complete and
ATC observes that standard separation has been
reestablished, or
(2) A crew member informs ATC that the
escape maneuver is complete and has resumed a
previously assigned departure
clearance/routing.
(b) Arrivals:
(1) A crew member informs ATC that the
escape maneuver is complete, and
(2) The aircrew has executed an alternate
clearance or requested further instructions.
NOTE-
When the escape procedure is complete, the flight crew
must advise ATC they are returning to their previously
assigned clearance or request further instructions.
EXAMPLE-
“Denver Tower, United 1154, wind shear escape
complete, resuming last assigned heading/(name)
DP/clearance.”
Or
“Denver Tower, United 1154, wind shear escape
complete, request further instructions.”
3-1-9. USE OF TOWER RADAR DISPLAYS
a. Uncertified tower display workstations must be
used only as an aid to assist controllers in visually
locating aircraft or in determining their spatial
relationship to known geographical points. Radar
services and traffic advisories are not to be provided
using uncertified tower display workstations.
General information may be given in an easy to
understand manner, such as “to your right” or “ahead
of you.”
EXAMPLE-
“Follow the aircraft ahead of you passing the river at the
stacks.” “King Air passing left to right.”
REFERENCE-
FAAO JO 7210.3, Para10-5-3, Functional Use of Certified Tower
Radar Displays.
b. Local controllers may use certified tower radar
displays for the following purposes:
1. To determine an aircraft's identification,
exact location, or spatial relationship to other aircraft.
NOTE-
This authorization does not alter visual separation
procedures. When employing visual separation, the
provisions of para
7-2-1, Visual Separation,
apply unless otherwise authorized by the Vice President of
Terminal Service.
REFERENCE-
FAAO JO 7110.65, Para
5-3-2, Primary Radar Identification
Methods.
FAAO JO 7110.65, Para
5-3-3, Beacon Identification
Methods.
FAAO JO 7110.65, Para
5-3-4, Terminal Automation Systems
Identification Methods.
2. To provide aircraft with radar traffic
advisories.
3. To provide a direction or suggested headings
to VFR aircraft as a method for radar identification or
as an advisory aid to navigation.
PHRASEOLOGY-
(Identification), PROCEED (direction)-BOUND, (other
instructions or information as necessary),
or
(identification), SUGGESTED HEADING (degrees),
(other instructions as necessary).
NOTE-
It is important that the pilot be aware of the fact that the
directions or headings being provided are suggestions or
are advisory in nature. This is to keep the pilot from being
inadvertently misled into assuming that radar vectors (and
other associated radar services) are being provided when,
in fact, they are not.
4. To provide information and instructions to
aircraft operating within the surface area for which
the tower has responsibility.
EXAMPLE-
“TURN BASE LEG NOW.”
NOTE-
Unless otherwise authorized, tower radar displays are
intended to be an aid to local controllers in meeting their
responsibilities to the aircraft operating on the runways or
within the surface area. They are not intended to provide
radar benefits to pilots except for those accrued through a
more efficient and effective local control position. In
addition, local controllers at nonapproach control towers
must devote the majority of their time to visually scanning
the runways and local area; an assurance of continued
positive radar identification could place distracting and
operationally inefficient requirements upon the local
controller. Therefore, since the requirements of
para 5-3-1, Application, cannot be assured, the
radar functions prescribed above are not considered to be
radar services and pilots should not be advised of being in
“radar contact.”
c. Additional functions may be performed
provided the procedures have been reviewed and
authorized by appropriate management levels.
REFERENCE-
FAAO JO 7110.65, Para
5-5-4, Minima.
3-1-10. OBSERVED ABNORMALITIES
When requested by a pilot or when you deem it
necessary, inform an aircraft of any observed
abnormal aircraft condition.
PHRASEOLOGY-
(Item) APPEAR/S (observed condition).
EXAMPLE-
“Landing gear appears up.”
“Landing gear appears down and in place.”
“Rear baggage door appears open.”
3-1-11. SURFACE AREA RESTRICTIONS
a. If traffic conditions permit, approve a pilot's
request to cross Class C or Class D surface areas or
exceed the Class C or Class D airspace speed limit.
Do not, however, approve a speed in excess of
250 knots (288 mph) unless the pilot informs you a
higher minimum speed is required.
NOTE-
14 CFR Section 91.117 permits speeds in excess of
250 knots (288 mph) when so required or recommended in
the airplane flight manual or required by normal military
operating procedures.
REFERENCE-
FAAO JO 7110.65, Para
2-1-16, Surface Areas.
b. Do not approve a pilot's request or ask a pilot to
conduct unusual maneuvers within surface areas of
Class B, C, or D airspace if they are not essential to
the performance of the flight.
EXCEPTION. A pilot's request to conduct aerobatic
practice activities may be approved, when operating
in accordance with a letter of agreement, and the
activity will have no adverse effect on safety of the air
traffic operation or result in a reduction of service to
other users.
REFERENCE-
FAAO JO 7210.3, Para 5-4-7, Aerobatic Practice Areas.
NOTE-
These unusual maneuvers include unnecessary low passes,
unscheduled flybys, practice instrument approaches to
altitudes below specified minima (unless a landing or
touch-and-go is to be made), or any so-called “buzz jobs”
wherein a flight is conducted at a low altitude and/or a high
rate of speed for thrill purposes. Such maneuvers increase
hazards to persons and property and contribute to noise
complaints.
3-1-12. VISUALLY SCANNING RUNWAYS
a. Local controllers must visually scan runways to
the maximum extent possible.
b. Ground control must assist local control in
visually scanning runways, especially when runways
are in close proximity to other movement areas.
3-1-13. ESTABLISHING TWO-WAY
COMMUNICATIONS
Pilots are required to establish two-way radio
communications before entering the Class D
airspace. If the controller responds to a radio call
with, “(a/c call sign) standby,” radio communications
have been established and the pilot can enter the
Class D airspace. If workload or traffic conditions
prevent immediate provision of Class D services,
inform the pilot to remain outside the Class D
airspace until conditions permit the services to be
provided.
PHRASEOLOGY-
(A/c call sign) REMAIN OUTSIDE DELTA AIRSPACE
AND STANDBY.
REFERENCE-
FAAO JO 7110.65, Para
7-2-1, Visual Separation.
3-1-14. GROUND OPERATIONS WHEN
VOLCANIC ASH IS PRESENT
When volcanic ash is present on the airport surface,
and to the extent possible:
a. Avoid requiring aircraft to come to a full stop
while taxiing.
b. Provide for a rolling takeoff for all departures.
NOTE-
When aircraft begin a taxi or takeoff roll on ash
contaminated surfaces, large amounts of volcanic ash will
again become airborne. This newly airborne ash will
significantly reduce visibility and will be ingested by the
engines of following aircraft.
REFERENCE-
AIM, Para 7-5-9, Flight Operations in Volcanic Ash.
3-1-15. GROUND OPERATIONS RELATED
TO THREE-HOUR TARMAC RULE
When a request is made by the pilot-in-command of
an aircraft to return to the ramp, gate, or alternate
deplaning area due to the Three/Four-Hour Tarmac Rule:
a. Provide the requested services as soon as
operationally practical, or
b. Advise the pilot-in-command that the requested service cannot be accommodated because it
would create a significant disruption to air traffic
operations.
NOTE-
Facility procedures, including actions that constitute a
significant disruption, vary by airport and must be
identified in the facility directive pertaining to the
Three/Four-Hour Tarmac Rule.
PHRASEOLOGY-
(Identification) TAXI TO (ramp, gate, or alternate
deplaning area) VIA (route).
or
(Identification) EXPECT A (number) MINUTE DELAY
DUE TO (ground and/or landing and/or departing)
TRAFFIC,
or
(Identification) UNABLE DUE TO OPERATIONAL
DISRUPTION.
REFERENCE-
DOT Rule, Enhancing Airline Passenger Protections, 14 CFR, Part
259, commonly referred to as the Three/Four-Hour Tarmac Rule.
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