PRECISION APPROACH CRITICAL AREA

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ALTITUDE INFORMATION

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APPLICATION

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APPLICATION

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GPA 102/103 CORRECTION FACTOR

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SIMULTANEOUS INDEPENDENT CLOSE PARALLEL APPROACHES - HIGH UPDATE RADAR NOT REQUIRED

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SEPARATION

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APPLICATION

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RADAR INDENTIFICATION APPLICATION

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LONGITUDINAL SEPARATION

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LATERAL SEPARATION

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LONGITUDINAL SEPARATION

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LATERAL SEPARATION

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NAVY FLEET SUPPORT MISSIONS

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CONFLICT DETECTION AND RESOLUTION

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CONTROLLER PILOT DATA LINK COMMUNICATIONS
(CPDLC)

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2­1­1. ATC SERVICE

2­1­1. ATC SERVICE

The primary purpose of the ATC system is to prevent a collision between aircraft operating in the system and to organize and expedite the flow of traffic, and to provide support for National Security and Homeland Defense. In addition to its primary function, the ATC system has the capability to provide (with certain limitations) additional services. The ability to provide additional services is limited by many factors, such as the volume of traffic, frequency congestion, quality of radar, controller workload, higher priority duties, and the pure physical inability to scan and detect those situations that fall in this category. It is recognized that these services cannot be provided in cases in which the provision of services is precluded by the above factors. Consistent with the aforementioned conditions, controllers must provide additional service procedures to the extent permitted by higher priority duties and other circumstances. The provision of additional services is not optional on the part of the controller, but rather is required when the work situation permits. Provide air traffic control service in accordance with the procedures and minima in this order except when:

The primary purpose of the ATC system is to prevent a collision between aircraft operating in the system and to provide a safe, orderly and expeditious flow of traffic, and to provide support for National Security and Homeland Defense. In addition to its primary function, the ATC system has the capability to provide, with certain limitations, additional services. The ability to provide additional services is limited by many factors, such as the volume of traffic, frequency congestion, quality of radar, controller workload, higher priority duties, and the pure physical inability to scan and detect those situations that fall in this category. It is recognized that these services cannot be provided in cases in which the provision of services is precluded by the above factors. Consistent with the aforementioned conditions, controllers must provide additional service procedures to the extent permitted by higher priority duties and other circumstances. The provision of additional services is not optional on the part of the controller, but rather is required when the work situation permits. Provide air traffic control service in accordance with the procedures and minima in this order except when:

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2­1­17. RADIO COMMUNICATIONS

2­1­17. RADIO COMMUNICATIONS

Title through b

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1. The facility name or location name and terminal function to be contacted. TERMINAL: Omit the location name when transferring communications to another controller within your facility; except when instructing the aircraft to change frequency for final approach guidance include the name of the facility.

1. The facility name or location name and terminal function to be contacted. TERMINAL: Omit the location name when transferring communications to another controller within your facility, or, when the tower and TRACON share the same name (for example, Phoenix Tower and Phoenix TRACON).

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EXCEPTION. Controllers must include the name of the facility when instructing an aircraft to change frequency for final approach guidance.

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2-1-20.  WAKE TURBULENCE CAUTIONARY ADVISORIES

2-1-20. WAKE TURBULENCE CAUTIONARY ADVISORIES

a. Issue wake turbulence cautionary advisories and the position, altitude if known, and direction of flight of the heavy jet or B757 to:

a. Issue wake turbulence cautionary advisories, including the position, altitude if known, and direction of flight to aircraft operating behind Heavy or B757 aircraft to:

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3­4­20. RUNWAY STATUS LIGHTS (RWSL)

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TERMINAL

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RWSL is equipped with automatic intensity settings and must be operated on a continuous basis except under the following conditions:

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a. If a pilot or vehicle report indicates any portion of the RWSL system is on and is not able to accept an ATC clearance; then

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1. ATC must visually scan the entire runway. If the runway is observed to be clear and the lights are still illuminated, then the lights must be turned off and clearance re­issued.

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2. If a portion of the runway is not visible from the tower, ATC must visually scan the ASDE­X. If the runway is observed to be clear and the lights are still illuminated, then the lights must be turned off and clearance re­issued.

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b. When the RWSL Operational Status displays “Lost Comm with System,” consider the RWSL system out of service until checked and confirmed to be operational by technical operations personnel.

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c. Once RWSL systems are turned off, they must remain off until returned to service by technical operations personnel.

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d. Upon pilot request, adjust the light intensity.

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3­7­2. TAXI AND GROUND MOVEMENT OPERATIONS

3­7­2. TAXI AND GROUND MOVEMENTS OPERATIONS

Title through h

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i. Issue instructions to aircraft/vehicle to hold short of an approach hold area.

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PHRASEOLOGY-
HOLD SHORT OF (runway) APPROACH

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3­7­5. PRECISION APPROACH CRITICAL AREA

3­7­5. PRECISION APPROACH CRITICAL AREA

a. ILS critical area dimensions are described in FAAO 6750.16, Siting Criteria for Instrument Landing Systems. Aircraft and vehicle access to the ILS/MLS critical area must be controlled to ensure the integrity of ILS/MLS course signals whenever conditions are less than reported ceiling 800 feet or visibility less than 2 miles. Do not authorize vehicles/aircraft to operate in or over the critical area, except as specified in subpara a1, whenever an arriving aircraft is inside the ILS outer marker (OM) or the fix used in lieu of the OM unless the arriving aircraft has reported the runway in sight or is circling to land on another runway.

a. ILS critical area dimensions are described in FAA Order 6750.16, Siting Criteria for Instrument Landing Systems. Aircraft and vehicle access to the ILS critical area must be controlled to ensure the integrity of ILS course signals whenever conditions are less than reported ceiling 800 feet or visibility less than 2 miles. Do not authorize vehicles/aircraft to operate in or over the critical area, except as specified in subparagraph a1, whenever an arriving aircraft is inside the ILS outer marker (OM) or the fix used in lieu of the OM unless the arriving aircraft has reported the runway in sight or is circling to land on another runway.

PHRASEOLOGY-
HOLD SHORT OF (runway) ILS/MLS CRITICAL AREA.

PHRASEOLOGY-
HOLD SHORT OF (runway) ILS CRITICAL AREA.

1. LOCALIZER CRICITAL AREA

1. LOCALIZER CRICITAL AREA

a1 through a1(a)(2)

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(b) In addition to subpara a1(a), do not authorize vehicles or aircraft operations in or over the area when an arriving aircraft is inside the middle marker when conditions are less than reported ceiling 200 feet or RVR 2,000 feet.

(b) In addition to subparagraph a1(a), when conditions are less than reported ceiling 200 feet or RVR 2,000 feet, do not authorize vehicles or aircraft operations in or over the area when an arriving aircraft is inside the middle marker, or in the absence of a middle marker, ½ mile final.

a2

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b. Air carriers commonly conduct “coupled” or “autoland” operations to satisfy maintenance, training, or reliability program requirements. Promptly issue an advisory if the critical area will not be protected when an arriving aircraft advises that a “coupled,” “CATIII,” “autoland,” or similar type approach will be conducted and the weather is reported ceiling of 800 feet or more, and the visibility is 2 miles or more.

b. Operators commonly conduct “coupled” or “autoland” approaches to satisfy maintenance, training, or reliability program requirements. Promptly issue an advisory if the critical area will not be protected when an arriving aircraft advises that a “coupled,” “CATIII,” “autoland,” or similar type approach will be conducted and the weather indicates a reported ceiling of 800 feet or more, or the visibility is 2 miles or more.

PHRASEOLOGY-
ILS/MLS CRITICAL AREA NOT PROTECTED.

PHRASEOLOGY-
ILS CRITICAL AREA NOT PROTECTED.

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4­5­7 ALTITUDE INFORMATION

4­5­7 ALTITUDE INFORMATION

Title thru b

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EXCEPTION. If you are in direct, two­way, VHF/UHF voice communication with the pilot and the aircraft is in radar contact, you may specify an elapsed time interval restriction, in full minute increments only, without any reference to the UTC clock. The time restriction begins once the clearance has been acknowledged by the pilot.

EXAMPLE-
1. “United Four Seventeen, climb to reach one three thousand at two two one five.”
“Time two two one one and one­quarter.”
The pilot is expected to be level at 13,000 feet at 2215 UTC.
2. Through Relay­“Speedbird Five, climb to reach flight level three­five zero at one­two­one­five, time” (Issue a time check).

EXAMPLE-
1. “United Four Seventeen, climb to reach one three thousand at two two one five.”
“Time two two one one and one­quarter.”
The pilot is expected to be level at 13,000 feet at 2215 UTC.
2. Through Relay­“Speedbird Five, climb to reach flight level three­five zero at one­two­one­five, time” (Issue a time check).

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3. In radar contact and in direct controller to pilot, two­way, VHF/UHF voice communication ­ “United Four Seventeen, descend to reach flight level three five zero within two minutes.” The time restriction begins once the clearance has been acknowledged by the pilot.

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4. “United Four Seventeen climb to leave flight level three three zero within two minutes, maintain flight level three five zero.”

REFERENCE-
FAAO JO 7110.65, Para 1-2-1, Word Meanings.
FAAO JO 7110.65, Para 2-4-17, Numbers Usage.

No Change

PHRASEOLOGY-
CLIMB/DESCEND AND MAINTAIN (altitude).
If required,
AFTER PASSING (fix, waypoint),
or
AT (time) (time in hours, minutes, and nearest quarter minute).
CLIMB/DESCEND TO REACH (altitude)
AT (time (issue time check) or fix, waypoint),
or
AT (time). CLIMB/DESCEND AND MAINTAIN (altitude) WHEN ESTABLISHED AT LEAST (number of miles or minutes) MILES/MINUTES PAST (fix, waypoint) ON THE (NAVAID) (specified) RADIAL.
CLIMB/DESCEND TO REACH (altitude) AT (time or fix, waypoint),
or
A POINT (number of miles) MILES (direction) OF (name of DME NAVAID),
or
MAINTAIN (altitude) UNTIL (time (issue time check), fix, waypoint), THEN CLIMB/DESCEND AND MAINTAIN(altitude).
Through relay:
CLIMB TO REACH (altitude) AT (time) (issue a time check).

PHRASEOLOGY-
CLIMB/DESCEND AND MAINTAIN (altitude).
If required,
AFTER PASSING (fix, waypoint),
or
AT (time) (time in hours, minutes, and nearest quarter minute).
CLIMB/DESCEND TO REACH (altitude)
AT (time (issue time check) or fix, waypoint),
or
AT (time). CLIMB/DESCEND AND MAINTAIN (altitude) WHEN ESTABLISHED AT LEAST (number of miles or minutes) MILES/MINUTES PAST (fix, waypoint) ON THE (NAVAID) (specified) RADIAL.
CLIMB/DESCEND TO REACH (altitude) AT (time or fix, waypoint),
or
A POINT (number of miles) MILES (direction) OF (name of DME NAVAID),
or
MAINTAIN (altitude) UNTIL (time (issue time check), fix, waypoint), THEN CLIMB/DESCEND AND MAINTAIN(altitude).
Through relay:
CLIMB TO REACH (altitude) AT (time) (issue a time check).

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or
Using a time interval while in radar contact and in direct controller to pilot, two­way, VHF/UHF voice communication:
CLIMB/DESCEND TO REACH/LEAVE (altitude) WITHIN (number) MINUTES, MAINTAIN (altitude).
or
CLIMB/DESCEND TO REACH/LEAVE (altitude) IN (number) MINUTES OR LESS, MAINTAIN (altitude).

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5­3­1 APPLICATION

5­3­1 APPLICATION

Before you provide radar service, establish and maintain radar identification on the aircraft involved, except as provided in para 5­5­1, Application, subparas b2 and 3.

Before you provide radar service, establish and maintain radar identification of the aircraft involved, except as provided in Paragraph 5­5­1, Application, subparagraphs b2, b3 and in Paragraph 8­5­5, Radar Identification Application.

REFERENCE-
FAAO JO 7110.65, Para 3­1­9, Use of Tower Radar Displays.

REFERENCE-
FAAO JO 7110.65, Para 3­1­9, Use of Tower Radar Displays.
FAAO JO 7110.65, Para 5­1­1, Presentation and Equipment
Performance.

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5­5­1. APPLICATION

5­5­1. APPLICATION

Title through b3

No Change

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4. A radar­identified aircraft and one not radar­identified that is in transit from oceanic airspace or non­radar offshore airspace into an area of known radar coverage where radar separation is applied as specified in Paragraph 8­5­5, Radar Identification Application, until the transiting aircraft is radar­identified or the controller establishes other approved separation in the event of a delay or inability to establish radar identification of the transiting aircraft.

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REFERENCE-
FAA Order JO 7110.65, Para 2­2­6, IFR Flight Progress Data. FAA Order JO 7110.65, Para 5­1­1, Presentation and Equipment Performance.
FAA Order JO 7110.65, Para 5­3­1, Application.
FAA Order JO 7110.65, Para 8­1­8, Use of Control Estimates.
FAA Order JO 7110.65, Para 8­5­5, Radar Separation.

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5­5­13. GPA 102/103 CORRECTION FACTOR

5­5­13. GPA 102/103 CORRECTION FACTOR

When using a radar display whose primary radar video is processed by the GPA 102/103 modification to a joint­use radar system, apply the following correction factors to the applicable minima:

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a. If less than 40 miles from the antenna- add 1 mile.

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b. If 40 miles or more but not over 200 miles from the antenna- add 3 miles.

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5­9­9. SIMULTANEOUS INDEPENDENT CLOSE PARALLEL APPROACHES ­ HIGH UPDATE RADAR NOT REQUIRED

5­9­9. SIMULTANEOUS INDEPENDENT CLOSE PARALLEL APPROACHES ­ HIGH UPDATE RADAR NOT REQUIRED

Title through b1

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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 1,02.00 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.

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7­9­4. SEPARATION

7­9­4. SEPARATION

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b. VFR aircraft must be separated from VFR/IFR aircraft that weigh more than 19,000 pounds and turbojets by no less than:

b. VFR fixed­wing aircraft must be separated from VFR/IFR aircraft/ helicopter/rotorcraft that weigh more than 19,000 pounds and turbojets by no less than:

1. 1 1/2 miles separation, or

1. 1 1/2 miles separation, or

2. 500 feet vertical separation, or

2. 500 feet vertical separation, or

NOTE-
Apply the provisions of para 5­5­4 Minima, when wake turbulence separation is required.

NOTE-
Apply the provisions of paragraph 5­5­4 Minima, when wake turbulence separation is required.

3. Visual separation, as specified in para 7­2­1, Visual Separation, para 7­4­2, Vectors for Visual Approach, and para 7­6­7, Sequencing.

3. Visual separation, as specified in paragraph 7­2­1, Visual Separation, paragraph 7­4­2, Vectors for Visual Approach, and paragraph 7­6­7, Sequencing.

NOTE-
Issue wake turbulence cautionary advisories in accordance with para 2­1­20 Wake Turbulence Cautionary Advisories.

NOTE-
Issue wake turbulence cautionary advisories in accordance with paragraph 2­1­20 Wake Turbulence Cautionary Advisories.

c. For the application of Class Bravo airspace separation requirements, the V­22 Osprey must be treated as a fixed­wing aircraft. It is an SRS Category II aircraft but weighs more than 19,000 pounds. The V­22 Osprey must be separated from VFR/IFR aircraft by minimum identified in subparagraph b above.

c. For the application of Class Bravo airspace separation requirements, the V­22 Osprey must be treated as a helicopter/rotorcraft.

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8­4­1. APPLICATION

8­4­1. APPLICATION

Separate aircraft by assigning different flight paths whose widths or protected airspace do not overlap.

Separate aircraft by assigning different flight paths whose widths or protected airspace do not overlap.

Within that portion of the Gulf of Mexico Low Offshore airspace controlled by Houston ARTCC, use 12 NM between aircraft whose flight paths are defined by published Grid System waypoints.

Within that portion of the Gulf of Mexico Low Offshore airspace, use 12 NM between aircraft whose flight paths are defined by published Grid System waypoints.

NOTE-
1. The Grid System is defined as those waypoints contained within the Gulf of Mexico Low Offshore airspace and published on the IFR Vertical Flight Reference Chart.
2. Lateral separation minima is contained in:
Section 7, North Atlantic ICAO Region.
Section 8, Caribbean ICAO Region.
Section 9, Pacific ICAO Region.
Section 10, North American ICAO Region-
Arctic CTA.

No Change

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8­5­5, RADAR IDENTIFICATION APPLICATION

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Radar separation standards may be applied between radar identified aircraft and another aircraft not yet identified that is in transit from oceanic airspace or non­radar offshore airspace into an area of known radar coverage where radar separation is applied provided:

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a. Direct radio communications is maintained with one of the aircraft involved and there is an ability to communicate with the other;

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b. The transiting aircraft is RNAV equipped;

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c. The performance of the radar/system is adequate;

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REFERENCE-
FAA Order JO 7110.65, Para 5­1­1, Presentation and Equipment Performance

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d. Flight data on the aircraft that has not been radar identified indicate that it is equipped with a standard transponder and there is no known information that the transponder is not operating;

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e. Radar separation standards are maintained between the radar identified aircraft and any other observed targets until the transitioning aircraft is radar identified or non­radar separation is established;

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f. The facility has identified areas of known radar coverage, incorporated those areas into facility standard operating procedures (SOP), and provided training to the controllers.

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g. This procedure is also applicable to aircraft in transit from oceanic airspace into Guam Control Area (CTA), San Juan CTA and Honolulu CTA radar coverage areas.

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h. EXCEPTION: This procedure is not authorized if there is insufficient time for the controller to establish other approved separation in the event of a delay or inability to establish radar identification of the transiting aircraft taking into consideration factors such as aircraft performance characteristics, type, and speed; weather, traffic conditions; workload; frequency congestion; etc.

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REFERENCE-
FAA Order JO 7110.65, Para 2­2­6,IFR Flight Progress Data, Subpara2­2­6.b.
FAA Order JO 7110.65, Para8­1­8, use of Control Estimates

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8­7­3. LONGITUDINAL SEPARATION

8­7­3. LONGITUDINAL SEPARATION

Title through c

No Change

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d. Minima based on distance using Automatic Dependent Surveillance – Contract (ADS­C):

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1. Apply the minima as specified in TBL 8­7­1 between aircraft on the same track within airspace designated for Required Navigation Performance (RNP), provided:

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(a) Direct controller/pilot communication via voice or Controller Pilot Data Link Communications (CPDLC) is established, and

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(b) The required ADS­C periodic reports are maintained and monitored by an automated flight data processor (for example, Ocean21).

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2. Aircraft on reciprocal tracks may be cleared to climb or descend to or through the altitude(s) occupied by another aircraft provided:

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(a) An ADS­C position report on at least one of the aircraft has been received beyond the passing point, and

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(b) The aircraft have passed each other by the applicable separation minimum.

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NOTE-
Ocean21 has been designed to check for the above criteria prior to allowing the minima to be provided.

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3. When an ADS­C periodic or waypoint change event report is overdue by 3 minutes, the controller must take action to obtain an ADS­C report.

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4. If no report is received within 6 minutes of the time the original report was due, the controller must take action to apply another form of separation.

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8­8­3. LONGITUDINAL SEPARATION

8­8­3. LONGITUDINAL SEPARATION

Title through d NOTE

No Change

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e. Minima based on distance using Automatic Dependent Surveillance – Contract (ADS­C):

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1. Apply the minima as specified in TBL 8­8­1 between aircraft on the same track within airspace designated for Required Navigation Performance (RNP), provided:

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(a) Direct controller/pilot communication via voice or Controller Pilot Data Link Communications (CPDLC) is established, and

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(b) The required ADS­C periodic reports are maintained and monitored by an automated flight data processor (for example, Ocean21).

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2. Aircraft on reciprocal tracks may be cleared to climb or descend to or through the altitude(s) occupied by another aircraft provided:

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(a) An ADS­C position report on at least one of the aircraft has been received beyond the passing point, and

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(b) The aircraft have passed each other by the applicable separation minimum.

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NOTE-
Ocean21 has been designed to check for the above criteria prior to allowing the minima to be provided.

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3. When an ADS­C periodic or waypoint change event report is overdue by 3 minutes, the controller must take action to obtain an ADS­C report.

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4. If no report is received within 6 minutes of the time the original report was due, the controller must take action to apply another form of separation.

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8­7­4. LATERAL SEPARATION

8­7­4. LATERAL SEPARATION

In accordance with Chapter 8, Offshore/Oceanic Procedures, Section 4, Lateral Separation, apply the following:

No Change

a. 50 NM between Required Navigation Performance (RNP 4 or RNP 10) approved aircraft which:

a. 30 NM to RNP­4 approved aircraft operating within airspace designated for RNP­4 when direct controller/pilot communications, via voice or Controller Pilot Data Link Communications (CPDLC), and the required ADS­C contracts are maintained and monitored by an automated flight data processor (e.g., Ocean21).

a through d

Renumber b through e

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8­8­4. LATERAL SEPARATION

8­8­4. LATERAL SEPARATION

In accordance with Chapter 8, Offshore/Oceanic Procedures, Section 4, Lateral Separation, apply the following:

No Change

a. 50 NM between Required Navigation Performance (RNP 4 RNP 10 approved aircraft which:

a. 30 NM to RNP­4 approved aircraft operating within airspace designated for RNP­4 when direct controller/pilot communications, via voice or Controller Pilot Data Link Communications (CPDLC), and the required ADS­C contracts are maintained and monitored by an automated flight data processor (e.g., Ocean21).

a through e

Renumber b through f

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10­5­1. NAVY FLEET SUPPORT MISSIONS

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When you receive information concerning an emergency to a U.S. Navy “Special Flight Number” aircraft, do the following:

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a. Handle Navy Fleet Support Mission aircraft as follows:

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1. EN ROUTE. Relay immediately, via collect telephone call, all pertinent information to Fleet Operations Control at Norfolk, Virginia, telephone 804-444-6602.

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2. TERMINAL. Inform the nearest center of all the pertinent information.

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b. Relay the words “Special Flight Number” followed by the number given as part of the routine IFR flight information.

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c. Honor pilot requests for changes to route, altitude, and destination, whenever possible.

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10-5-2. EXPLOSIVE CARGO

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13­2­2. CONFLICT DETECTION AND RESOLUTION

13­2­2. CONFLICT DETECTION AND RESOLUTION

Title through a8(a)(8)

No Change

(9) Para 8­6­3­Temporary Moving Airspace Reservations

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(10) Para 8­8­5­VFR Climb and Descent

(9) Para 8-8-5 VFR Climb and Descent

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13­2­4. CONTROLLER PILOT DATA LINK COMMUNICATIONS (CPDLC)

13­2­4. CONTROLLER PILOT DATA LINK COMMUNICATIONS (CPDLC)

Title through b4

No Change

5. Assume that all unanswered CPDLC messages have not been delivered. On initial voice contact with aircraft preface the message with the following:

5. When there is uncertainty that a clearance was delivered to an aircraft via CPDLC, the controller must continue to protect the airspace associated with the clearance until an appropriate operational response is received from the flight crew. If an expected operational response to a clearance is not received, the controller will initiate appropriate action to ensure that the clearance was received by the flight crew. On initial voice contact with aircraft preface the message with the following:

PHRASEOLOGY-
(Call Sign) CPDLC Failure, (message).

No Change