Paragraph
Number
|
Title
|
1-2-6
|
ABBREVIATIONS
|
2-3-8
|
AIRCRAFT EQUIPMENT SUFFIX
|
2-3-9
|
CLEARANCE STATUS
|
2-4-17
|
NUMBERS USAGE
|
2-6-4
|
WEATHER AND CHAFF SERVICES
|
3-1-2
|
PREVENTATIVE CONTROL
|
4-1-2
|
EXCEPTIONS
|
4-2-5
|
ROUTE OR ALTITUDE AMENDMENTS
|
4-3-2
|
DEPARTURE CLEARANCES
|
4-3-2
|
DEPARTURE CLEARANCES
|
4-3-3
|
ABBREVIATED DEPARTURE CLEARANCES
|
4-3-3
|
ABBREVIATED DEPARTURE CLEARANCES
|
4-4-1
|
ROUTE USE
|
4-4-2
|
ROUTE STRUCTURE TRANSITIONS
|
4-4-2
|
ROUTE STRUCTURE TRANSITIONS
|
4-4-4
|
ALTERNATIVE ROUTES
|
4-5-7
|
ALTITUDE INFORMATION
|
4-7-1
|
CLEARANCE INFORMATION
|
4-8-1
|
APPROACH CLEARANCE
|
5-1-10
|
DEVIATION ADVISORIES
|
5-2-24
|
INOPERATIVE OR MALFUNCTIONING ADS-B
|
5-4-11
|
EN ROUTE FOURTH LINE DATA BLOCK USAGE
|
5-5-1
|
APPLICATION
|
5-5-4
|
MINIMA
|
5-5-7
|
PASSING OR DIVERGING
|
5-5-9
|
SEPARATION FROM OBSTRUCTIONS
|
5-7-1
|
APPLICATION
|
5-7-2
|
METHODS
|
5-7-4
|
TERMINATION
|
5-9-9
|
SIMULTANEOUS INDEPENDENT CLOSE PARALLEL
APPROACHES - HIGH UPDATE RADAR NOT REQUIRED
|
5-9-9
|
SIMULTANEOUS OFFSED INSTRUMENT APPROACHES (SOIA)
- HIGH UPDATE RADAR
|
5-15-4
|
SYSTEM REQUIREMENTS
|
6-4-3
|
MINIMA ON OPPOSITE COURSES
|
6-5-4
|
MINIMA ALONG OTHER THAN ESTABLISHED AIRWAYS OR
ROUTES
|
6-5-5
|
RNAV MINIMA - DIVERGING/CROSSING COURSES
|
7-6-1
|
APPLICATION
|
7-6-7
|
SEQUENCING
|
7-7-3
|
SEPARATION
|
7-8-3
|
SEPARATION
|
7-9-4
|
SEPARATION
|
1. PARAGRAPH NUMBER AND
TITLE: 126. ABBREVIATIONS
2. BACKGROUND: For STARS, CARTS, and
MEARTS, it has been determined that FUSION is the best method to combine all
available surveillance sources (ASR, ARSR, and ADSB) for displaying each single
tracked target for air traffic control separation services. FUSION performance
is characteristic of a singlesensor radar display system. Terminal areas use
monopulse secondary surveillance radar (ASR9, Mode S or ASR11, MSSR). The
performance of this system will be used as the baseline radar system to ensure
consistency with current separation standards within the NAS.
On August 23 and 24, 2011, selected members of the Terminal Procedures Group
participated in the FUSION technology demonstrations on both STARS and CARTS
platforms at the William J. Hughes Technical Center. Following a review of the
DCPs, these individuals modified several of the proposed changes to both FAA
Order JO 7110.65 and Order JO 7210.3 that are required to support the
implementation of the technology.
3. CHANGE:
OLD
|
|
NEW
|
126. ABBREVIATIONS
|
|
126. ABBREVIATIONS
|
Add
|
|
ISR - Increased Separation Required
|
1. PARAGRAPH NUMBER AND TITLE:
238. AIRCRAFT EQUIPMENT SUFFIX
239. CLEARANCE STATUS
412. EXCEPTIONS
432. DEPARTURE CLEARANCES
433. DEPARTURE CLEARANCES
441. ROUTE USE
442. ROUTE STRUCTURE TRANSITIONS
444. ALTERNATIVE ROUTES
471. CLEARANCE INFORMATION
5110. DEVIATION ADVISORIES
551. APPLICATION
643. MINIMA ON OPPOSITE COURSES
654. MINIMA ALONG OTHER THAN ESTABLISHED AIRWAYS OR ROUTES
655. RNAV MINIMA- DIVERGING/CROSSING COURSES
2. BACKGROUND: This change
implements revised ATC procedures for GNSS-equipped aircraft operating on RNAV
ATS routes and on random point-to-point and random impromptu routes in airspace
in which ATC procedures are applied, excluding oceanic airspace. Expanded
explanation of GNSS equipment suffixes and random routes is provided with
references added. Additionally, this change incorporates use of the term GNSS in
place of GPS for space-based positioning and navigation systems where /G
equipage is required.
3. CHANGE:
OLD
|
|
NEW
|
238. AIRCRAFT EQUIPMENT SUFFIX
|
|
238. AIRCRAFT EQUIPMENT SUFFIX
|
Title thru a
|
|
No Change
|
Add
|
|
b. GNSSequipped aircraft:
|
Add
|
|
1. Have an equipment suffix of
/G, /L, /S, or /V.
|
Add
|
|
2. May be determined by
executing an ICAO flight plan readout and verifying a filed “G” in the ICAO
equipment list.
|
Add
|
|
3. May be determined by
verifying with the pilot that the aircraft is GNSSequipped.
|
Subparagraph b and c
|
|
Reletter to c and d
|
OLD
|
239. CLEARANCE STATUS
|
TBL 2-3-10
Aircraft Equipment Suffixes
|
Delete
|
Suffix
|
Aircraft Equipment Suffixes
|
|
NO DME
|
/X
|
No transponder
|
/T
|
Transponder with no Mode C
|
/U
|
Transponder with Mode C
|
|
DME
|
/D
|
No transponder
|
/B
|
Transponder with no Mode C
|
/A
|
Transponder with Mode C
|
|
TACAN ONLY
|
/M
|
No transponder
|
/N
|
Transponder with no Mode C
|
/P
|
Transponder with Mode C
|
|
AREA NAVIGATION (RNAV)
|
/Y
|
LORAN, VOR/DME, or INS with no
transponder
|
/C
|
LORAN, VOR/DME, or INS, transponder with
no Mode C
|
/I
|
LORAN, VOR/DME, or INS, transponder with
Mode C
|
|
ADVANCED RNAV WITH TRANSPONDER AND MODE C
(If an aircraft is unable to operate with a transponder and/or Mode C, it will
revert to the appropriate code listed above under Area Navigation.)
|
/E
|
Flight Management System (FMS) with
DME/DME and IRU position updating
|
/F
|
Flight Management System (FMS) with
DME/DME position updating
|
/G
|
Global Navigation Satellite System
(GNSS), including GPS or WAAS, with en route and terminal capability
|
/R
|
Required Navigational Performance. The
aircraft meets the RNP type prescribed for the route Segment(s), route(s) and/or
area concerned
|
|
REDUCED VERTICAL SEPARATION MINIMUM
(RVSM). Prior to conducting RVSM operations within the U.S., the operator must
obtain authorization from the FAA or from the responsible authority, as
appropriate.
|
/J
|
/E with RVSM
|
/K
|
/F with RVSM
|
/L
|
/G with RVSM
|
/Q
|
/R with RVSM
|
/W
|
RVSM
|
NEW
|
239. CLEARANCE STATUS
|
TBL 2-3-10
Aircraft Equipment Suffixes
|
Add
|
Navigation Capability
|
Transponder Capability
|
Suffix
|
RVSM
|
Any
|
Failed transponder or Failed Mode C
capability
|
/H
|
No GNSS, No RNAV
|
Transponder with Mode C
|
/W
|
RNAV, No GNSS
|
Transponder with Mode C
|
/Z
|
GNSS
|
Transponder with Mode C
|
/L
|
|
No RVSM
|
No DME
|
No transponder
|
/X
|
Transponder with no Mode C
|
/T
|
Transponder with Mode C
|
/U
|
DME
|
No transponder
|
/D
|
Transponder with no Mode C
|
/B
|
Transponder with Mode C
|
/A
|
TACAN
|
No transponder
|
/M
|
Transponder with no Mode C
|
/N
|
Transponder with Mode C
|
/P
|
RNAV,
No GNSS
|
No transponder
|
/Y
|
Transponder with no Mode C
|
/C
|
Transponder with Mode C
|
/I
|
GNSS
|
No transponder
|
/V
|
Transponder with no Mode C
|
/S
|
Transponder with Mode C
|
/G
|
OLD
|
|
NEW
|
412. EXCEPTIONS
|
|
412. EXCEPTIONS
|
Altitude and distance limitations need not
be applied when any of the following conditions are met:
|
|
Altitude and distance limitations need not
be applied when any of the following conditions are met:
|
a. Routing is initiated by ATC or
requested by the pilot and the following is provided:
|
|
a. Routing is initiated by ATC or
requested by the pilot and radar monitoring is provided.
|
1. Radar monitoring.
|
|
Delete
|
2. As necessary, course
guidance unless the aircraft is /E, /F, /G, or /R equipped.
|
|
Delete
|
Add
|
|
EXCEPTION
GNSS equipped aircraft /G, /L, /S, and /V not on a random impromptu route.
|
NOTE-
1. Para 551, Application, requires that radar
separation be provided to RNAV aircraft on random
(impromptu) routes at FL 450 and below.
|
|
NOTE-
1. Except for GNSSequipped aircraft /G, /L, /S, and /V, not on a
random impromptu route, Paragraph 551, Application, requires
radar separation be provided to RNAV aircraft operating at and below FL450
on Q routes or random RNAV routes, excluding
oceanic airspace.
|
2. EN ROUTE. Radar
monitoring is not required for aircraft equipped with IFRcertified GPS systems
operating on pointtopoint RNAV routes within the Anchorage Air Route Traffic
Control Center (ARTCC) controlled airspace (excluding oceanic airspace), where
ATC surveillance coverage is not available. Additionally, in accordance with
para 551, Application; such aircraft described herein may be provided nonradar
separation, in lieu of radar separation, when an operational advantage will be
gained.
|
|
Delete
|
NOTE 3
|
|
Renumber to NOTE 2
|
REFERENCE-
FAAO JO 7110.65, Para 2-1-3, Procedural Preference.
FAAO JO 7110.65, Para 4-4-2, Route Structure Transitions.
FAAO JO 7110.65, Para 6-5-4, Minima Along Other Than Established Airways or
Routes.
P/CG Term- Radar Monitoring.
|
|
REFERENCE-
FAAO JO 7110.65, Para 213, Procedural Preference.
FAAO JO 7110.65, Para 442, Route Structure Transitions.
FAAO JO 7110.65, Para 5110, Deviation Advisories.
FAAO JO 7110.65, Para 551, Application.
FAAO JO 7110.65, Para 654, Minima Along Other Than Established Airways
or Routes.
AIM, Para 518c, Direct Flights
AIM, Para 518d, Area Navigation (RNAV)
P/CG Term Global Navigation Satellite System (GNSS)[ICAO].
|
OLD
|
|
NEW
|
432. DEPARTURE CLEARANCES
|
|
432. DEPARTURE CLEARANCES
|
Title thru c4(a)
|
|
No Change
|
Add
|
|
NOTE-
Departure procedure descriptive text contained within parentheses (for
example, “Jimmy One (RNAV) Departure”) is not included in departure clearance
phraseology.
|
PHRASEOLOGY-
|
|
No Change
|
EXAMPLE-
“Stroudsburg One Departure.”
“Stroudsburg One Departure, Sparta Transition.”
“Stroudsburg One RNAV Departure.”
|
|
EXAMPLE-
“Stroudsburg One Departure.”
“Stroudsburg One Departure, Sparta Transition.
|
NOTE-
|
|
No Change
|
c4(b)
|
|
No Change
|
PHRASEOLOGY-
|
|
No Change
|
EXAMPLE-
“Stroudsburg One Departure, except cross Quaker at five thousand. I say again,
cross Quaker at five thousand.”
“Astoria Two RNAV Departure, except cross Astor waypoint at six thousand.
I say again, cross Astor waypoint at six thousand.”
|
|
EXAMPLE-
“Stroudsburg One Departure, except cross Quaker at five thousand. I say again,
cross Quaker at five thousand.”
“Astoria Two Departure, except cross Astor waypoint at six thousand. I say
again, cross Astor waypoint at six thousand.”
|
c4(c)
|
|
No Change
|
PHRASEOLOGY-
|
|
No Change
|
EXAMPLE-
“Stroudsburg One Departure. Cross Jersey intersection at four thousand. Cross
Range intersection at six thousand.”
“Engle Two RNAV departure. Cross Pilim waypoint at or above five
thousand. Cross Engle waypoint at or above seven thousand. Cross Gorge waypoint
at niner thousand.”
|
|
EXAMPLE-
“Stroudsburg One Departure. Cross Jersey intersection at four thousand. Cross
Range intersection at six thousand.”
“Engle Two departure. Cross Pilim waypoint at or above five thousand. Cross
Engle waypoint at or above seven thousand. Cross Gorge waypoint at niner
thousand.”
|
OLD
|
|
NEW
|
433. ABBREVIATED DEPARTURE CLEARANCE
|
|
433. ABBREVIATED DEPARTURE CLEARANCE
|
Title thru d Phraseology
|
|
No Change
|
EXAMPLE-
“Cleared to Reynolds Airport; David Two RNAV
Departure, Kingham Transition; then, as filed. Maintain niner thousand.
Expect flight level four one zero, one zero minutes after departure.”
“Cleared to Reynolds Airport as filed. Maintain niner thousand. Expect flight
level four one zero, one zero minutes after departure.”
|
|
EXAMPLE-
“Cleared to Reynolds Airport; David Two Departure, Kingham Transition; then, as
filed. Maintain niner thousand. Expect flight level four one zero, one zero
minutes after departure.”
“Cleared to Reynolds Airport as filed. Maintain niner thousand. Expect flight
level four one zero, one zero minutes after departure.”
|
OLD
|
|
NEW
|
441. ROUTE USE
|
|
441. ROUTE USE
|
Title thru a
|
|
No Change
|
PHRASEOLOGY-
VIA:
Victor (color) (airway number)(the word Romeo when RNAV for existing Alaska
routes)
or
J (route number) (the word Romeo when RNAV for existing Alaska routes),
or
|
|
PHRASEOLOGY-
VIA:
Victor (color) (airway number)(the word Romeo when RNAV for existing Alaska
routes)
or
J (route number) (the word Romeo when RNAV for existing Alaska routes),
or
|
Add
|
|
Q (route number)
or
Tango (route number)
or
|
SUBSTITUTE (ATS route) FROM (fix) to
(fix),
or
IR (route number).
CROSS/JOIN VICTOR (color) (airway number), (number of miles) MILES (direction)
OF (fix).
|
|
SUBSTITUTE (ATS route) FROM (fix) to
(fix),
or
IR (route number).
CROSS/JOIN VICTOR (color) (airway number), (number of miles) MILES (direction)
OF (fix).
|
b. Radials, courses, azimuths, or
direct to or from NAVAIDs.
|
|
b. Radials, courses, azimuths to or
from NAVAIDs.
|
PHRASEOLOGY-
DIRECT
|
|
Delete
|
VIA;
(name of NAVAID) (specified)
RADIAL/COURSE/AZIMUTH,
or
RADIALS OF (ATS route) AND (ATS route).
|
|
VIA;
(name of NAVAID) (specified)
RADIAL/COURSE/AZIMUTH,
or
RADIALS OF (ATS route) AND (ATS route).
|
Add
|
|
c. Random routes.
|
Add
|
|
1. When not being radar monitored,
GNSSequipped RNAV aircraft on random RNAV routes must be cleared
via or reported to be established on a pointtopoint route.
|
Add
|
|
(a) The points must be published
NAVAIDs, waypoints, fixes or airports recallable from the aircraft's navigation
database. The points must be displayed on controller video maps or depicted on
the controller chart displayed at the control position. When applying nonradar
separation the maximum distance between points must not exceed 500 miles.
|
Add
|
|
(b) Protect 4 miles either side
of the route centerline.
|
Add
|
|
(c) Assigned altitudes must be
at or above the highest MIA along the projected route segment being flown,
including the protected airspace of that route segment.
|
Add
|
|
2. Impromptu
|
Add
|
|
PHRASEOLOGY-
DIRECT (name of NAVAID/waypoint/fix/airport)
|
Add
|
|
NOTE-
A random impromptu routing is a direct course initiated by ATC or requested
by the pilot during flight. Aircraft are cleared from their present position to
a NAVAID, waypoint, fix, or airport.
|
Add
|
|
3. PointtoPoint
|
Add
|
|
PHRASEOLOGY-
After (fix) proceed direct (fix)
|
Add
|
|
NOTE-
A pointtopoint route segment begins and ends with a published NAVAID,
waypoint, fix, or airport.
|
c. DME arcs of VORTAC, MLS,
or TACAN aids.
|
|
d. DME arcs of NAVAIDS.
|
d
|
|
Reletter as e
|
e. SIDs/STARs/FMSPs.
|
|
Reletter as f.
SIDs/STARs.
|
f thru h
|
|
Reletter g thru i
|
PHRASEOLOGY-
CLEARED TO FLY (general direction from NAVAID) OF (NAVAID name and type) BETWEEN
(specified) COURSES TO/BEARINGS FROM/RADIALS (NAVAID name when a NDB) WITHIN
(number of miles) MILE RADIUS,
or
CLEARED TO FLY (specified) QUADRANT OF (NAVAID name and type) WITHIN (number of
miles) MILE RADIUS.
|
|
PHRASEOLOGY-
CLEARED TO FLY (general direction from NAVAID) OF (NAVAID name and type) BETWEEN
(specified) COURSES TO/BEARINGS FROM/RADIALS (NAVAID name when a NDB) WITHIN
(number of miles) MILE RADIUS,
or
CLEARED TO FLY (specified) QUADRANT OF (NAVAID name and type) WITHIN (number of
miles) MILE RADIUS.
|
or
|
|
Delete
|
CLEARED TO FLY (general direction from
MLS) OF (name or MLS) BETWEEN (specified) AZIMUTHS WITHIN/BETWEEN (number of
miles) MILE RADIUS.
|
|
Delete
|
EXAMPLE-
1. “Cleared to fly east of Allentown VORTAC between the zero four
five and the one three five radials within four zero mile radius.”
2. “Cleared to fly east of Crystal Lake radio beacon between the
two two five and the three one five courses to Crystal Lake within three zero
mile radius.”
3. “Cleared to fly northeast quadrant of Philipsburg VORTAC within
four zero mile radius.”
|
|
EXAMPLE-
1. “Cleared to fly east of Allentown VORTAC between the zero four
five and the one three five radials within four zero mile radius.”
2. “Cleared to fly east of Crystal Lake radio beacon between the
two two five and the three one five courses to Crystal Lake within three zero
mile radius.”
3. “Cleared to fly northeast quadrant of Philipsburg VORTAC within
four zero mile radius.”
|
“Cleared to fly east of the Montgomery
M-L-S runway two eight left between the two seven zero and the two four zero
azimuth within a 5 mile radius
|
|
Delete
|
i
|
|
Reletter as j.
|
j. RNAV aircraft transitioning
to/from High Altitude Redesign (HAR) or Pointtopoint (PTP) operations via
pitch/catch points.
|
|
Delete
|
REFERENCE-
FAAO JO 7110.65, Para 238 Aircraft Equipment Suffix.
FAAO JO 7110.65, Para 253 NAVAID Fixes
FAAO JO 7110.65, Chapter 5, Section 5, Radar Separation,
Para 551, Application
|
|
REFERENCE-
FAAO JO 7110.65, Para 238 Aircraft Equipment Suffix.
FAAO JO 7110.65, Para 253 NAVAID Fixes
FAAO JO 7110.65, Para 412, Exceptions
FAAO JO 7110.65, Para 551, Application
FAAO JO 7110.65, Para 654, Minima Along Other Than Established Airways
or Routes.
P/CG Term Global Navigation Satellite System (GNSS)[ICAO].
|
OLD
|
|
NEW
|
442. ROUTE STRUCTURE TRANSITIONS
|
|
442. ROUTE STRUCTURE TRANSITIONS
|
To effect transition within or between route
structure, clear an aircraft by one or more of the following methods, based on
VOR, VORTAC, TACAN, or MLS NAVAIDs (unless
use of other NAVAIDs are essential to aircraft operation or ATC efficiency):
|
|
To effect transition within or between route
structures, clear an aircraft by one or more of the following
methods, based on NAVAIDs or RNAV:
|
a thru f
|
|
No Change
|
g. Provide radar monitor when
transition to or from a designated or established RNAV route is
made along random RNAV routes.
|
|
g. Clear RNAV aircraft between
designated or established ATS routes via random RNAV
routes to a NAVAID, waypoint, airport or fix on the new route.
|
EN ROUTE
|
|
Delete
|
EXCEPTION. Radar monitoring is not
required for aircraft equipped with IFRcertified GPS systems operating on
pointtopoint RNAV routes within Anchorage Air Route Traffic Control Center
controlled airspace (excluding oceanic airspace) where ATC surveillance coverage
is not available.
|
|
Delete
|
REFERENCE-
FAAO JO 7110.65, Para 654, Minima along other than Established Airways
or Routes.
FAAO JO 7110.65, Para 412, Exceptions.
|
|
Delete
|
h. Clear RNAV aircraft
transitioning to or between designated or established RNAV routes
direct to a named waypoint on the new route.
|
|
h. Provide radar monitoring to
RNAV equipped aircraft transitioning via random RNAV
routes.
|
Add
|
|
EXCEPTION. GNSS equipped aircraft /G,
/L, /S, and /V not on a random impromptu route.
|
REFERENCE-
FAAO JO 7110.65, Para 654, Minima Along Other Than Established Airways
or Routes.
|
|
Delete
|
Add
|
|
FAAO JO 7110.65,
Para 412, Exceptions.
FAAO JO 7110.65, Para 441, Route Use.
FAAO JO 7110.65, Para 551, Application.
P/CG Term - Global Navigation Satellite System (GNSS)[ICAO].
|
OLD
|
|
NEW
|
444. ALTERNATIVE ROUTES
|
|
444. ALTERNATIVE ROUTES
|
When any part of an airway or route is
unusable because of NAVAID status, clear aircraft other than /E, /F, /G, or
/R, via one of the following alternative routes:
|
|
When any part of an airway or route is
unusable because of NAVAID status, clear aircraft that are not RNAV
capable via one of the following alternative routes:
|
a thru d
|
|
No Change
|
OLD
|
|
NEW
|
471. CLEARANCE INFORMATION
|
|
471. CLEARANCE INFORMATION
|
Title thru b
|
|
No Change
|
NOTE-
If a civil pilot does not wish to use a STAR or FMSP issued in an ATC
clearance or any other STAR or FMSP
published for that location, the pilot is expected to advise ATC.
|
|
NOTE-
1. If a civil pilot does not wish to use a STAR
issued in an ATC clearance or any other STAR published for that location, the
pilot is expected to advise ATC.
|
Add
|
|
2. Arrival procedure
descriptive text contained within parentheses (for example, “Devine One (RNAV)
Arrival”) are not included in arrival clearance phraseology.
|
c thru c2
|
|
No Change
|
EXAMPLE-
“Bayview Three R-NAV Arrival, Helen Transition, maintain Flight Level
Three Three Zero.”
“Descend via the Civit One Arrival.”
“Descend via the Lendy One R-NAV Arrival, Runway 22 left.”
“Cross JCT at Flight Level Two Four Zero.”
“Descend via the Coast Two Arrival.”
“Civit One Arrival, Descend and Maintain Flight Level Two Four Zero.”
|
|
EXAMPLE-
“Bayview Three Arrival, Helen Transition, maintain Flight Level Three Three
Zero.”
“Descend via the Civit One Arrival.”
“Descend via the Lendy One Arrival, Runway 22 left.”
“Cross JCT at Flight Level Two Four Zero.”
“Descend via the Coast Two Arrival.”
“Civit One Arrival, Descend and Maintain Flight Level Two Four Zero.”
|
OLD
|
|
NEW
|
5110. DEVIATION ADVISORIES
|
|
5110. DEVIATION ADVISORIES
|
Inform an aircraft when it is observed in a
position and on a track which will obviously cause the aircraft to deviate from
its protected airspace area. If necessary, assist the aircraft to
return to the assigned protected airspace.
|
|
Inform an aircraft when it is observed in a
position and on a track, which will obviously cause the aircraft
to deviate from its protected airspace area. If necessary, help
the aircraft return to the assigned protected airspace.
|
Add
|
|
NOTE-
1. RNAV ATS routes have a width of 8 miles and
laterally protected airspace of 4 miles on each side of the route centerline.
|
Add
|
|
2. Navigation system
performance requirements for operations on RNAV ATS routes require the aircraft
system be capable of remaining within 2 miles of the route centerline. Aircraft
approaching this limit may be experiencing a navigation system error or failure.
|
REFERENCE-
FAAO JO 7110.65, Para 425, Route or Altitude Amendments.
FAAO JO 7110.65, Para 793, Methods.
|
|
REFERENCE-
FAAO JO 7110.65, Para 425, Route or Altitude Amendments
FAAO JO 7110.65, Para 793, Methods
|
Add
|
|
FAAO 7400.2, Para
2053. Lateral Protected Airspace Criteria for RNAV En Route Segments
AC90100A, U.S. Terminal and En Route Area Navigation (RNAV) Operations, Para
8a. Navigation System Accuracy
|
OLD
|
|
NEW
|
551. APPLICATION
|
|
551. APPLICATION
|
a. Radar separation must be applied to
all RNAV aircraft operating on a random (impromptu) route at or
below FL 450 and to all published Q routes in the conterminous United States.
|
|
a. Radar separation must be applied to
all RNAV aircraft operating at and below FL450 on Q routes
or random RNAV routes, excluding oceanic airspace.
|
Add
|
|
EXCEPTION. GNSSequipped aircraft /G,
/L, /S, and /V not on a random impromptu route.
|
EN ROUTE
|
|
Delete
|
EXCEPTION. Aircraft equipped with
IFRcertified GPS systems operating on pointtopoint RNAV routes within the
Anchorage Air Route Traffic Control Center (ARTCC) controlled airspace
(excluding oceanic airspace), where ATC surveillance coverage is not available,
may be provided nonradar separation, in lieu of radar separation, when an
operational advantage will be gained.
|
|
Delete
|
REFERENCE-
FAAO JO 7110.65, Para 213, Procedural Preference
FAAO JO 7110.65, Para 412, Exceptions
FAAO JO 7110.65, Para 654, Minima Along Other Than Established Airways or
Routes
|
|
REFERENCE-
FAAO JO 7110.5, Para 238, Aircraft Equipment Suffixes.
FAAO JO 7110.5, TBL 2310, Aircraft Equipment Suffixes
FAAO JO 7110.65, Para 441, Route Use.
AIM, Para 518d., Area Navigation (RNAV).
AIM, Para 534a.3. Area Navigation (RNAV) Routes.
P/CG Term Global Navigation Satellite System (GNSS)[ICAO].
P/CG Term Global Positioning Satellite/ Wide Area Augmentation Minimum En
Route IFR Altitude (GPS/WAAS MEA).
P/CG Term – Parallel Offset Route.
AC 90101A, U.S. Terminal and En Route Area Navigation (RNAV) Operations, Para
8a, Navigation System Accuracy.
|
b
|
|
No Change
|
OLD
|
|
NEW
|
643. MINIMA ON OPPOSITE COURSES
|
|
643. MINIMA ON OPPOSITE COURSES
|
Title thru d
|
|
No Change
|
Add
|
|
NOTE-
Except for GNSSequipped aircraft /G, /L, /S, and /V, not on a random
impromptu route, Paragraph 551, Application, requires radar separation be
provided to RNAV aircraft operating at and below FL450 on Q routes or random
RNAV routes, excluding oceanic airspace.
|
OLD
|
|
NEW
|
654. MINIMA ALONG OTHER THAN ESTABLISHED
AIRWAYS OR ROUTES
|
|
654. MINIMA ALONG OTHER THAN ESTABLISHED
AIRWAYS OR ROUTES
|
Title thru a3
|
|
No Change
|
NOTE-
1. Degree distance RNAV flights (random routes) at FL
450 and below are provided radar separation.
|
|
NOTE-
Except for GNSSequipped aircraft /G, /L, /S, and /V, not on a random
impromptu route, Paragraph 551, Application, requires radar separation be
provided to RNAV aircraft operating at and below FL450 on Q routes or random
RNAV routes, excluding oceanic airspace.
|
2. EN ROUTE. Aircraft
equipped with IFRcertified GPS systems operating on pointtopoint RNAV routes
within the Anchorage Air Route Traffic Control Center (ARTCC) controlled
airspace (excluding oceanic airspace), where ATC surveillance coverage is not
available, may be provided nonradar separation, in lieu of radar separation,
when an operational advantage will be gained.
|
|
Delete
|
REFERENCE-
FAAO JO 7110.65, Para 213, Procedural Preference.
FAAO JO 7110.65, Para 442, Route Structure Transitions.
FAAO JO 7110.65, Para 551, Application.
|
|
REFERENCE-
FAAO JO 7110.65, Para 442, Route Structure Transitions.
FAAO JO 7110.65, Para 551, Application.
P/CG Term Global Navigation Satellite System (GNSS)[ICAO].
|
Add
|
|
4. GNSSequipped RNAV aircraft
provided nonradar separation on random RNAV routes must be cleared via or
reported to be established on pointtopoint route segments.
|
Add
|
|
(a) The points must be published
NAVAIDs, waypoints, fixes, or airports recallable from the aircraft's navigation
database. The points must be displayed on controller video maps or depicted on
the controller chart displayed at the control position. The maximum distance
between points must not exceed 500 miles.
|
Add
|
|
(b) Protect 4 miles either side
of the route centerline.
|
Add
|
|
(c) Assigned altitudes must be
at or above the highest MIA along the projected route segment being flown,
including the protected airspace of that route segment.
|
Add
|
|
(d) When the GNSS aircraft is
being provided radar service and is transitioning to nonradar airspace, provide
clearance direct to the named point in nonradar airspace in accordance with
subparagraphs a4(a) through (c).
|
Add
|
|
EXAMPLE-
A pilot has filed a pointtopoint route from XYZ to ABC at 13,000 feet.
Departure procedures from the originating airport place the aircraft a
significant distance from XYZ; however, the aircraft can establish itself along
the route segment from XYZ to ABC. Ascertain when the pilot is established on
the pointtopoint route segment and at an altitude, which meets or exceeds the
highest MVA/MIA projected along the route of flight, then issue a clearance.
“Verify when you are established on the XYZ to ABC route segment at or above
6,000 feet.”
|
Add
|
|
REFERENCE-
FAAO JO 7110.65, Para 442, Route Structure Transitions
FAAO JO 7110.65, Para 551, Application
|
b thru d
|
|
No Change
|
EN ROUTE
|
|
Delete
|
e. For aircraft equipped
with IFRcertified GPS systems operating within Anchorage Air Route Traffic
Control Center controlled airspace (excluding oceanic airspace) where ATC
surveillance coverage is not available:
|
|
Delete
|
1. Aircraft must be cleared
via pointtopoint route segments. Points are defined as: NAVAIDS,
intersections, airports, and waypoints.
|
|
Delete
|
2. Lateral protected
airspace must be 4 NM either side of the projected centerline between the
points.
|
|
Delete
|
3. Points used for
navigation must be named and depicted on the controller video map, and/or on the
controller chart(s) located at the position.
|
|
Delete
|
4. The maximum distance
between successive fixes/waypoints must not exceed 512 miles.
|
|
Delete
|
5. Assigned altitudes must
be at or above the highest minimum IFR altitude (MIA) along the projected route,
including the protected airspace of that route, for the route segment being
flown.
|
|
Delete
|
OLD
|
|
NEW
|
655. RNAV MINIMA DIVERGING/ CROSSING
COURSES
|
|
655. RNAV MINIMA DIVERGING/ CROSSING
COURSES
|
Title thru b
|
|
No Change
|
Add
|
|
NOTE-
Except for GNSSequipped aircraft /G, /L, /S, and /V, not on a random
impromptu route, Paragraph 551, Application, requires radar separation be
provided to RNAV aircraft operating at and below FL450 on Q routes or random
RNAV routes, excluding oceanic airspace.
|
1. PARAGRAPH NUMBER
AND TITLE: 2417. NUMBERS USAGE
2. BACKGROUND: In 2010, the National
Transportation Safety Board (NTSB) submitted two safety recommendations,
A10107 and A10109, to the FAA requesting that changes to FAA Order JO
7110.65 be made requiring the following: 1) air traffic controllers provide
pilots with the maximum wind component, including gusts, that flights may
encounter during landing and departure; and 2) require controllers to use term
“gusts” in radio transmissions to aircrews when present. Both safety
recommendations were a result of separate incidents.
These recommendations from the NTSB requested that the EXAMPLES in Paragraph
2417g be changed to PHRASEOLOGY. A review of FAA Order JO 7110.65 revealed
that Paragraph 2417, NUMBERS USAGE, specifies two EXAMPLES of how to issue
wind, and associated gusts, to flight crews. What is lacking, however, is a
statement in the body of the text that mandates that controllers must issue
gusts. It is also imperative to note that this specific paragraph (2417)
identifies how to issue numbers and related information to pilots and does not
contain any specific phraseology requirements.
3. CHANGE:
OLD
|
|
NEW
|
2417. NUMBERS USAGE
|
|
2417. NUMBERS USAGE
|
Title thru f
|
|
No change
|
g. Surface wind. The word “wind”
followed by the separate digits of the indicated wind direction to the nearest
10-degree multiple, the word “at” and the separate digits of the indicated
velocity in knots.
|
|
g. Surface wind. The word “wind”
followed by the separate digits of the indicated wind direction to the nearest
10-degree multiple, the word “at” and the separate digits of the indicated
velocity in knots, to include any gusts.
|
EXAMPLE-
“Wind zero three zero at two five.”
“Wind two seven zero at one five gusts three five.”
|
|
EXAMPLE
“Wind zero three zero at two five.”
“Wind two seven zero at one five gusts three five.”
|
1. PARAGRAPH NUMBER AND TITLE: 264.
WEATHER AND CHAFF SERVICES
2. BACKGROUND: The proposed changes
to the 7110.65, paragraph 264 are in response to a Corrective Action Request.
A requirement for the transferring controller to clearly coordinate the nature
of weather deviation guidance service to the receiving controller, and
provisions to allow the controller to combine the deviation clearance with the
on course clearance has been added. This change also clarifies the authority for
a pilot to maneuver left and right within the bounds of the deviation clearance.
Additional 4th line entries have been proposed to more accurately depict the
aircraft's deviation conditions.
3. CHANGE:
OLD
|
|
NEW
|
264. WEATHER AND CHAFF SERVICES
|
|
264. WEATHER AND CHAFF SERVICES
|
a. Issue pertinent information on
observed/reported weather and chaff areas. When requested by the pilot,
provide radar navigational guidance and/or approve deviations around weather or
chaff areas.
|
|
a. Issue pertinent information on
observed/reported weather and chaff areas by defining the area of coverage
in terms of azimuth (by referring to the 12hour clock) and distance from the
aircraft or by indicating the general width of the area and the area of coverage
in terms of fixes or distance and direction from fixes.
|
1. Issue weather and chaff
information by defining the area of coverage in terms of azimuth (by
referring to the 12hour clock) and distance from the aircraft or by indicating
the general width of the area and the area of coverage in terms of fixes or
distance and direction from fixes.
|
|
Delete
|
Add
|
|
NOTE-
Weather significant to the safety of aircraft includes such conditions as
funnel cloud activity, lines of thunderstorms, embedded thunderstorms, large
hail, wind shear, microbursts, moderate to extreme turbulence (including CAT),
and light to severe icing.
|
Add
|
|
REFERENCE-
AIM, Paragraph 7114, ATC Inflight Weather Avoidance Assistance.
|
PHRASEOLOGY-
WEATHER/CHAFF AREA BETWEEN
(number)O'CLOCK AND (number) O'CLOCK
(number) MILES,
or
(number) MILE BAND OF WEATHER/CHAFF FROM (fix or number of miles and direction
from fix) TO (fix or number of miles and direction from fix).
|
|
PHRASEOLOGY-
WEATHER/CHAFF AREA BETWEEN
(number) O'CLOCK AND (number) O'CLOCK
(number) MILES,
or
(number) MILE BAND OF WEATHER/CHAFF FROM (fix or number of miles and direction
from fix) TO (fix or number of miles and direction from fix).
|
2. When a deviation cannot
be approved as requested and the situation permits, suggest an alternative
course of action.
|
|
Delete
|
PHRASEOLOGY-
UNABLE DEVIATION (state possible alternate course of action).
FLY HEADING (heading),
or
PROCEED DIRECT (name of NAVAID).
|
|
Delete
|
b. In areas of significant
weather, plan ahead and be prepared to suggest, upon pilot request, the use of
alternative routes/altitudes.
|
|
Delete
|
PHRASEOLOGY-
DEVIATION
APPROVED, (restrictions if necessary),
ADVISE WHEN ABLE TO:
RETURN TO COURSE,
or
RESUME OWN NAVIGATION,
or
FLY HEADING (heading),
or
PROCEED DIRECT (name of NAVAID).
|
|
Delete
|
NOTE-
Weather significant to the safety of aircraft includes such conditions as funnel
cloud activity, lines of thunderstorms, embedded thunderstorms, large hail, wind
shear, microbursts, moderate to extreme turbulence (including CAT), and light to
severe icing.
|
|
Delete
|
REFERENCE-
AIM, Para 7114, ATC Inflight Weather Avoidance Assistance.
|
|
Delete
|
c thru g
|
|
Reletter b thru f.
|
h. The supervisory traffic
management coordinatorincharge/operations supervisor/ controllerincharge
must verify the digitized radar weather information by the best means available
(e.g., pilot reports, local tower personnel, etc.) if the weather data displayed
by digitized radar is reported as questionable or erroneous. Errors in weather
radar presentation must be reported to the technical operations technician and
the air traffic supervisor must determine if the digitized radar derived weather
data is to be displayed and a NOTAM distributed.
|
|
Delete
|
NOTE-
Anomalous propagation (AP) is a natural occurrence affecting radar and does not
in itself constitute a weather circuit failure.
|
|
Delete
|
Add
|
|
g. When requested by the pilot,
provide radar navigational guidance and/or approve deviations around weather or
chaff areas. In areas of significant weather, plan ahead and be prepared to
suggest, upon pilot request, the use of alternative routes/altitudes.
|
Add
|
|
1. An approval for lateral
deviation authorizes the pilot to maneuver left or right within the limits of
the lateral deviation area.
|
Add
|
|
REFERENCE-
AIM, Paragraph 7114b, 1. (a) ATC Inflight Weather Avoidance Assistance
|
Add
|
|
2. If a pilot enters your area
of jurisdiction already deviating for weather, advise the pilot of any
additional pertinent weather which may affect his route.
|
Add
|
|
3. If traffic and airspace
(i.e., special use airspace boundaries, LOA constraints) permit, combine the
approval for weather deviation with a clearance on course.
|
Add
|
|
PHRASEOLOGY-
DEVIATION (restrictions if necessary) APPROVED, WHEN ABLE, PROCEED DIRECT
(name of NAVAID/WAYPOINT/FIX)
or
DEVIATION (restrictions if necessary) APPROVED, WHEN ABLE, FLY HEADING
(degrees), VECTOR TO JOIN (airway) AND ADVISE.
|
Add
|
|
EXAMPLE-
1. “Deviation twenty degrees right approved, when able proceed direct
O'Neill VORTAC and advise.”
En Route: The corresponding fourth line entry is “D20R/ONL” or “D20R/F.”
2. “Deviation 30 degrees left approved, when able fly heading zero niner zero,
vector join J324 and advise.”
En Route: In this case the free text character limitation prevents use of fourth
line coordination and verbal coordination is required.
|
Add
|
|
4. If traffic or airspace
prevent you from clearing the aircraft on course at the time of the approval for
a weather deviation, instruct the pilot to advise when clear of weather.
|
Add
|
|
PHRASEOLOGY-
DEVIATION (restrictions if necessary) APPROVED, ADVISE CLEAR OF WEATHER.
|
Add
|
|
EXAMPLE-
“Deviation North of course approved, advise clear of weather.”
En Route: In this case the corresponding fourth line entry is “DN,” and the
receiving controller must provide a clearance to rejoin the route in accordance
with paragraph 2115 c.
|
Add
|
|
h. When a deviation cannot be
approved as requested because of traffic, take an alternate course of action
that provides positive control for traffic resolution and satisfies the pilot's
need to avoid weather.
|
Add
|
|
PHRASEOLOGY-
UNABLE DEVIATION, FLY HEADING (heading), ADVISE CLEAR OF WEATHER
or
UNABLE DEVIATION, TURN (number of degrees) DEGREES (left or right)FOR TRAFFIC,
ADVISE CLEAR OF WEATHER,
|
Add
|
|
EXAMPLE-
“Unable deviation, turn thirty degrees right vector for traffic, advise clear
of weather.”
|
Add
|
|
i. When forwarding
weather deviation information, the transferring controller must clearly
coordinate the nature of the route guidance service being provided. This
coordination should include, but is not limited to: assigned headings, suggested
headings, pilotinitiated deviations. Coordination can be accomplished by:
verbal, automated, or prearranged procedures. Emphasis should be made between:
controller assigned headings, suggested headings, or pilot initiated deviations.
|
Add
|
|
EXAMPLE-
“(call sign) assigned heading 330 for weather avoidance"
“(call sign) deviating west, pilot requested…"
|
Add
|
|
REFERENCE-
FAA Order JO 7110.65 2114 Coordinate Use Of Airspace
FAA Order JO 7110.65 545 Transferring Controller Handoff
FAA Order JO 7110.65 546 Receiving Controller Handoff
FAA Order JO 7110.65 5410 Prearranged Coordination
FAA Order JO 7110.65 5411 En Route Fourth Line Data Block Usage
|
Add
|
|
j. En Route Fourth Line Data
Transfer
|
Add
|
|
1. The inclusion of a NAVAID,
waypoint, or /F in the fourth line data indicates that the pilot has been
authorized to deviate for weather and must rejoin the route at the next NAVAID
or waypoint in the route of flight.
|
Add
|
|
REFERENCE-
FAA Order JO 7110.65 5411 En Route
Fourth Line Data Block Usage
|
Add
|
|
EXAMPLE-
“Deviation twenty degrees right approved, when able proceed direct O'Neill
VORTAC and advise.”
In this case, the corresponding fourth line entry is
“D20R/ONL” or “D20R/F.”
|
Add
|
|
2. The absence of a NAVAID,
waypoint, or /F in the fourth line indicates that:
|
Add
|
|
(a) The pilot has been
authorized to deviate for weather only, and the receiving controller must
provide a clearance to rejoin the route in accordance with paragraph 2115c.
|
Add
|
|
EXAMPLE-
“Deviation twenty degrees right approved, advise clear of weather.”
|
Add
|
|
(b) The free text character
limitation prevents the use of fourth line coordination. Verbal coordination is
required.
|
Add
|
|
EXAMPLE-
“Deviation 30 degrees left approved, when able fly heading zero niner zero,
vector join J324 and advise.”
|
Add
|
|
k. The supervisory
traffic management coordinatorincharge/operations
supervisor/controllerincharge shall verify the digitized radar weather
information by the best means available (e.g., pilot reports, local tower
personnel, etc.) if the weather data displayed by digitized radar is reported as
questionable or erroneous. Errors in weather radar presentation shall be
reported to the technical operations technician and the air traffic supervisor
shall determine if the digitized radar derived weather data is to be displayed
and a NOTAM distributed.
|
Add
|
|
NOTE-
Anomalous propagation (AP) is a natural occurrence affecting radar and does
not in itself constitute a weather circuit failure.
|
1. PARAGRAPH NUMBER AND TITLE: 312.
PREVENTATIVE CONTROL
2. BACKGROUND: This change adds
clarification with respect to Letters of Agreement between airport facilities
and how the Department of Defense (DoD) operates its facilities throughout the
National Airspace System. DoD facilities do not construct nor do they enter into
Letters of Agreement (LOA) with on base facilities at military installations.
These LOAs are replaced with Airfield Operating Instructions (OIs), Memorandums
of Understanding (MOUs), or other specific directives.
3. CHANGE:
OLD
|
|
NEW
|
312. PREVENTATIVE CONTROL
|
|
312. PREVENTATIVE CONTROL
|
Provide preventative 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 that requires
corrective action.
|
|
Provide preventative 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 that requires
corrective action.
|
NOTE-
Preventative 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.
|
|
NOTE-
1. Preventative 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.
|
Add
|
|
2. Airfield Operating
instructions, Memorandums of Understanding, or other specific directives used
exclusively by the Department of Defense (DOD)satisfies the criteria in
paragraph 312 above.
|
1. PARAGRAPH NUMBER AND TITLE:
425. ROUTE OR ALTITUDE AMENDMENTS
432. DEPARTURE CLEARANCES
433. ABBREVIATED DEPARTURE CLEARANCES
2. BACKGROUND: The Pilot and
Controller Procedures and System Integration (PCPSI) is a working group under
the Performance Based Operations Aviation Rulemaking Committee (PARC)
established to address RNAV and required navigation performance implementation
issues and propose action to the FAA. The PCPSI is composed of air traffic,
aviation industry, and human factors subject matter experts. The PCPSI reviews,
assesses, and proposes changes to ATC procedures and phraseology and is tasked
with incorporating those changes into FAA Order JO 7110.65, the AIM, and AIP.
With the increased development of procedures with published speed and altitude
restrictions (for example, standard instrument departures [SID] and standard
terminal arrivals [STAR]), the PCPSI has validated an operational need to
provide expanded guidance on existing route transition procedures using “climb
via” phraseology as was previously done for descend via phraseology. This is the
result of evaluations of procedure implementations and extensive field input.
The “climb via” concept and phraseology were validated through human factors
testing at the FAA William J. Hughes Technical Center in 2006. Current
phraseology has proved inadequate and cumbersome for ATC to clear aircraft onto
a procedure, to resume a procedure, or to simultaneously instruct pilots that
compliance with speed and altitude restrictions is required. Assignment of
procedures has resulted in misunderstandings, misapplications, and
misinterpretations of current guidance for ATC when assigning or terminating
speed and altitude adjustments. This frequently results in discussion between
pilots and ATC to confirm the intention of clearances.
3. CHANGE:
OLD
|
|
NEW
|
425. ROUTE OR ALTITUDE AMENDMENTS
|
|
425. ROUTE OR ALTITUDE AMENDMENTS
|
Title thru a4
|
|
No Change
|
b. When route or altitude in a
previously issued clearance is amended, restate all applicable altitude
restrictions.
|
|
b. When route or altitude in a
previously issued clearance is amended, restate all applicable altitude
restrictions.
|
EXAMPLE-
(A departing aircraft is cleared to cross Ollis intersection at or above 3,000;
Gordonsville VOR at or above 12,000; maintain FL 200. Shortly after departure
the altitude to be maintained is changed to FL 240. Because altitude
restrictions remain in effect, the controller issues an amended clearance as
follows):
“Amend altitude. Cross Ollis intersection at or above Three Thousand; cross
Gordonsville V-O-R at or above One Two Thousand; maintain Flight Level Two Four
Zero.”
(Shortly after departure, altitude restrictions are no longer applicable, the
controller issues an amended clearance as follows):
“Climb and maintain Flight Level Two Four Zero.”
|
|
EXAMPLE-
1. (A departing aircraft is cleared to cross Ollis
intersection at or above 3,000; Gordonsville VOR at or above 12,000; maintain FL
200. Shortly after departure the altitude to be maintained is changed to FL 240.
Because altitude restrictions remain in effect, the controller issues an amended
clearance as follows):
“Amend altitude. Cross Ollis intersection at or above Three Thousand; cross
Gordonsville V-O-R at or above One Two Thousand; maintain Flight Level Two Four
Zero.”
(Shortly after departure, altitude restrictions are no longer applicable, the
controller issues an amended clearance as follows):
“Climb and maintain Flight Level Two Four Zero.”
|
Add
|
|
2. (An aircraft is cleared
to climb via a SID with published altitude restrictions. Shortly after departure
the top altitude is changed to FL 230 and compliance with the altitude
restrictions is still required, the controller issues an amended clearance as
follows):
“Climb via SID except maintain Flight Level Two Three Zero.”
|
NOTE-
1. Restating previously issued altitude to “maintain” is an a mended
clearance. If altitude to “maintain” is changed or restated, whether prior to
departure or while airborne, and previously issued altitude restrictions are
omitted, altitude restrictions are canceled, including SID/STAR/(ATC)
altitude restrictions if any.
|
|
NOTE-
1. Restating previously issued altitude to “maintain” is an amended
clearance. If altitude to “maintain” is changed or restated, whether prior to
departure or while airborne and previously issued altitude restrictions are
omitted, altitude restrictions are canceled, including SID/STAR altitude
restrictions if any.
|
2. Crossing altitudes and
speed restrictions not annotated as (ATC) for SIDs and DPs, including
ODPs, are mandatory and cannot be canceled by ATC. ATC altitude restrictions
and/or speed restrictions annotated (ATC) may be canceled by ATC. In the event
of lost communications, aircraft are expected to comply with all restrictions
unless ATC has previously canceled the ATC-annotated restrictions.
|
|
2. Crossing altitudes and speed
restrictions on ODPs are mandatory and cannot be canceled by ATC.
|
OLD
|
|
NEW
|
432. DEPARTURE CLEARANCES
|
|
432. DEPARTURE CLEARANCES
|
Title thru c4(a) Phraseology
|
|
No Change
|
EXAMPLE-
“Stroudsburg One Departure.”
“Stroudsburg One Departure, Sparta Transition.”
“Stroudsburg One RNAV Departure.”
|
|
EXAMPLE-
“Stroudsburg One Departure.”
“Stroudsburg One Departure, Sparta Transition.”
|
NOTE-
If a pilot does not wish to use a SID issued in an ATC clearance, or any other
SID published for that location, he/she is expected to advise ATC.
|
|
NOTE-
If a pilot does not wish to use a SID issued in an ATC clearance, or any other
SID published for that location, he/she is expected to advise ATC.
|
(b) If it is necessary to assign a
crossing altitude which differs from the SID altitude, repeat the changed
altitude to the pilot for emphasis.
|
|
(b) If it is necessary to assign a
crossing altitude which differs from the SID altitude emphasize the change
to the pilot.
|
PHRASEOLOGY-
(SID name) DEPARTURE, EXCEPT (revised altitude information). I
SAY AGAIN (revised altitude information).
|
|
PHRASEOLOGY-
(SID name and number) DEPARTURE, EXCEPT CROSS
(revised altitude information).
|
EXAMPLE-
“Stroudsburg One Departure, except cross Quaker at five thousand. I say
again, cross Quaker at five thousand.”
“Astoria Two RNAV Departure, except cross Astor
waypoint at six thousand. I say again, cross Astor waypoint at six
thousand.”
|
|
EXAMPLE-
“Stroudsburg One Departure, except cross Quaker at five thousand.”
“Astoria Two Departure, except cross Astor at six thousand.”
|
(c) Specify altitudes when they are
not included in the SID.
|
|
(c) Specify altitudes when they are
not included in the SID.
|
PHRASEOLOGY-
(SID name) DEPARTURE. CROSS (fix) AT (altitude).
|
|
PHRASEOLOGY-
(SID name and number) DEPARTURE. CROSS (fix) AT (altitude).
|
EXAMPLE-
“Stroudsburg One Departure. Cross Jersey intersection at four thousand. Cross
Range intersection at six thousand.”
“Engle Two RNAV departure. Cross Pilim waypoint at or above five
thousand. Cross Engle waypoint at or above seven thousand. Cross Gorge waypoint
at niner thousand.”
|
|
EXAMPLE-
“Stroudsburg One Departure. Cross Jersey intersection at four thousand. Cross
Range intersection at six thousand.”
“Engle Two departure. Cross Pilim waypoint at or above five thousand. Cross
Engle waypoint at or above seven thousand. Cross Gorge waypoint at niner
thousand.”
|
d. Route of Flight
|
|
No Change
|
e. Altitude. Use one of the following
in the order of preference listed.
|
|
e. Altitude. Use one of the following
in the order of preference listed. Altitude may be omitted if the top
altitude is published in the SID route description.
|
Note
|
|
No Change
|
Add
|
|
REFERENCE-
PCG, Climb Via, Top Altitude
|
1 thru 3 REFERENCE
|
|
No Change
|
Add
|
|
4. Use one of the following when
the SID contains published crossing restrictions:
|
Add
|
|
(a) When the top altitude is
included in the SID route description, instruct aircraft to “climb via SID.”
|
Add
|
|
(b) When a top altitude is not
published on a SID that contains published crossing restrictions, or when it is
necessary to issue an interim altitude instruct the aircraft to “Climb via SID
except (altitude assignment/ change)”.
|
Add
|
|
EXAMPLE-
“Cleared to Johnston Airport, Scott One departure, Jonez transition, QOne
Fortyfive. Climb via SID.”
“Cleared to Johnston Airport, Scott One departure, Jonez transition, QOne
Fortyfive, Climb via SID except maintain flight level one eight zero.”
“Cleared to Johnston Airport, Scott One departure, Jonez transition, QOne
Fortyfive, Climb Via SID except maintain flight level one eight zero, expect
flight level three five zero one zero minutes after departure.”
|
Add
|
|
NOTE-
Considering the principle that the last ATC clearance issued has precedence
over the previous, the phraseology 'maintain (altitude)' alone cancels
previously issued altitude restrictions, including SID/STAR altitude
restrictions, unless they are restated or modified.
|
Add
|
|
REFERENCE-
FAA JO7110.65 Para 425 Route or Altitude Amendments
AIM 4410 Adherence to Clearance
|
OLD
|
|
NEW
|
433. ABBREVIATED DEPARTURE CLEARANCES
|
|
433. ABBREVIATED DEPARTURE CLEARANCES
|
Title thru a3
|
|
No change
|
4. The assigned altitude, according to
the provisions in para 4-3-2, Departure Clearances, subpara e, is stated in the
clearance.
|
|
4. The assigned altitude, according to
the provisions in para 4-3-2, Departure Clearances, subpara e, is stated in the
clearance. Where a top altitude is published in the SID route description
it may be omitted.
|
b thru c
|
|
No Change
|
d. When no changes are required in the
filed route, state the phrase: “Cleared to (destination) airport, (SID and SID
transition, as appropriate); then, as filed.” If a SID is not assigned, follow
with “As filed.” Specify the assigned altitude; and, if required, add any
additional instructions or information, including final requested altitude if
different than assigned except if Pre-Departure Clearance (PDC) is utilized.
|
|
d. When no changes are required
in the filed route, state the phrase: “Cleared to (destination) airport, ([SID
name and number] and SID transition, as appropriate); then, as filed.”
If a SID is not assigned, follow with “As filed.”
|
Add
|
|
1. Specify the assigned
altitude. The altitude may be omitted and pilots instructed to “climb via SID”
when a top altitude is published in the SID route description.
|
Add
|
|
2. When the SID has published
altitude restrictions but the top altitude is not published or must be changed,
state the phrase “climb via SID except maintain” to assign the top altitude. If
required, add any additional instructions or information, including final
requested altitude if different than assigned except if Pre-Departure Clearance
(PDC) is utilized.
|
PHRASEOLOGY-
CLEARED TO (destination) AIRPORT;
and as appropriate,
(SID name and number) DEPARTURE,
THEN AS FILED.
MAINTAIN (altitude); (additional instructions or
information).
|
|
PHRASEOLOGY-
CLEARED TO (destination) AIRPORT;
and as appropriate:
(SID name and number) DEPARTURE,
THEN AS FILED.
MAINTAIN (altitude); (additional instructions or
information).
|
Add
|
|
Or as appropriate,
CLIMB VIA SID.
CLIMB VIA SID except maintain (altitude); (additional instructions or
information).
|
If a SID is not assigned,
CLEARED TO (destination) AIRPORT AS FILED.
MAINTAIN (altitude)
and if required,
(additional instructions or information).
|
|
If a SID is not assigned,
CLEARED TO (destination) AIRPORT AS FILED.
MAINTAIN (altitude);
and if required,
(additional instructions or information).
|
EXAMPLE-
“Cleared to Reynolds Airport; David Two RNAV
Departure, Kingham Transition; then, as filed. Maintain niner thousand. Expect
flight level four one zero, one zero minutes after departure.”
|
|
EXAMPLE-
“Cleared to Reynolds Airport; David Two Departure, Kingham Transition; then, as
filed. Maintain niner thousand. Expect flight level four one zero, one zero
minutes after departure.”
|
Add
|
|
“Cleared to Reynolds Airport; David
Two Departure, Kingham Transition; then, as filed. Climb via SID.”
“Cleared to Reynolds Airport; David Two Departure, Kingham Transition; then, as
filed. Climb via SID except maintain flight level two four zero. Expect
flight level four one zero, one zero minutes after departure.
|
“Cleared to Reynolds Airport as filed.
Maintain niner thousand. Expect flight level four one zero, one zero minutes
after departure.”
|
|
“Cleared to Reynolds Airport as filed.
Maintain niner thousand. Expect flight level four one zero, one zero minutes
after departure.”
|
NOTE-
1. SIDs are excluded from “cleared as filed” procedures.
2. If a pilot does not wish to accept an ATC clearance to fly a SID,
he/she is expected to advise ATC or state “NO SID” in his/her flight plan
remarks.
|
|
NOTE-
1. SIDs are excluded from “cleared as filed” procedures.
2. If a pilot does not wish to accept an ATC clearance to fly a SID,
he/she is expected to advise ATC or state“NO SID” in his/her flight plan
remarks.
|
Add
|
|
REFERENCE-
PCG, Climb Via, Top Altitude
|
e. When a filed route will
require revisions, the controller responsible for initiating the clearance to
the aircraft must either:
|
|
No Change
|
1. Issue a FRC/FRC until a fix; or
|
|
1. Issue a FRC/FRC until a fix; or
|
2. If it reduces verbiage, state the
phrase: “Cleared to (destination) airport, or cleared NAVAID, intersection, or
waypoint (type if known), (SID and SID transition, as appropriate), then as
filed, except...” Specify the necessary revision, then the assigned altitude;
and if required, add any additional instructions or information. If a SID is not
assigned, state: “Cleared to (destination) airport or cleared to NAVAID,
intersection, or waypoint (type if known) as filed, except...” Specify the
necessary revision, the assigned altitude; and if required, add any additional
instructions or information
|
|
2. If it reduces verbiage, state the
phrase: “Cleared to (destination) airport, or cleared NAVAID, intersection, or
waypoint (type if known), (SID name and number and SID transition,
as appropriate), then as filed, except ...” Specify the necessary revision.
|
Add
|
|
3. Specify the assigned
altitude. The altitude may be omitted and pilots instructed to “climb via SID”
when a top altitude is published in the SID route description.
|
Add
|
|
4. When the SID has published
altitude restrictions but the top altitude is not published or must be changed
state the phrase “climb via SID except maintain” and the assign the top
altitude. If required, add any additional instructions or information.
|
Add
|
|
5. If a SID is not assigned,
state: “Cleared to (destination) airport or cleared to NAVAID, intersection, or
waypoint (type if known) as filed, except ...” Specify the necessary revision,
the assigned altitude; and if required, add any additional instructions or
information.
|
PHRASEOLOGY-
CLEARED TO (destination) AIRPORT.
Or
CLEARED TO (NAVAID name and type).
Or
CLEARED TO (intersection or waypoint name and
type).
and as appropriate,
(SID name and number) DEPARTURE,
(transition name) TRANSITION; THEN,
AS FILED, EXCEPT CHANGE ROUTE TO READ
(amended route portion).
MAINTAIN (altitude);
|
|
PHRASEOLOGY-
CLEARED TO (destination) AIRPORT.
Or
CLEARED TO (NAVAID name and type).
Or
CLEARED TO (intersection or waypoint name and
type).
and as appropriate,
(SID name and number) DEPARTURE,
(transition name) TRANSITION; THEN,
AS FILED, EXCEPT CHANGE ROUTE TO READ
(amended route portion).
MAINTAIN (altitude);
|
Add
|
|
Or as appropriate,
CLIMB VIA SID
CLIMB VIA SID except maintain (altitude); (additional instructions or
information);
|
and if required,
(additional instructions or information).
If a SID is not assigned,
CLEARED TO (destination) AIRPORT AS FILED,
EXCEPT CHANGE ROUTE TO READ (amended route portion).
MAINTAIN (altitude);
and if required,
(additional instructions or information).
|
|
and if required,
(additional instructions or information).
If a SID is not assigned,
CLEARED TO (destination) AIRPORT AS FILED,
EXCEPT CHANGE ROUTE TO READ (amended route portion).
MAINTAIN (altitude);
and if required,
(additional instructions or information).
|
EXAMPLE-
“Cleared to Reynolds Airport; South Boston One Departure; then, as filed, except
change route to read South Boston Victor Twenty Greensboro. Maintain eight
thousand, report leaving four thousand.”
|
|
EXAMPLE-
“Cleared to Reynolds Airport; South Boston One Departure; then, as filed, except
change route to read South Boston Victor Twenty Greensboro. Maintain eight
thousand, report leaving four thousand.”
|
Add
|
|
“Cleared to Reynolds Airport; South
Boston One Departure; then, as filed, except change route to read South Boston
Victor Twenty Greensboro; climb via SID.”
|
Add
|
|
“Cleared to Reynolds Airport; South
Boston One Departure; then, as filed, except change route to read South Boston
Victor Twenty Greensboro; climb via SID except maintain flight level one eight
zero, expect flight level three one zero one zero minutes after departure.”
|
“Cleared to Reynolds Airport as filed,
except change route to read South Boston Victor Twenty Greensboro. Maintain
eight thousand, report leaving four thousand.”
|
|
“Cleared to Reynolds Airport as filed,
except change route to read South Boston Victor Twenty Greensboro. Maintain
eight thousand, report leaving four thousand.”
|
1. PARAGRAPH NUMBER AND TITLE: 442.
ROUTE STRUCTURE TRANSITIONS
2. BACKGROUND: Flight Management
System Procedures (FMSP) were an early version of RNAV procedures. There are a
limited number of the procedures remaining in the NAS; these are being canceled
upon publication of replacement RNAV procedures.
3. CHANGE:
OLD
|
|
NEW
|
442. ROUTE STRUCTURE TRANSITIONS
|
|
442. ROUTE STRUCTURE TRANSITIONS
|
Title thru a
|
|
No Change
|
b. Assign a SID/STAR/FMSP.
|
|
b. Assign a SID/STAR.
|
1. PARAGRAPH NUMBER AND TITLE: 457.
ALTITUDE INFORMATION
2. BACKGROUND: The Pilot and
Controller Procedures and System Integration (PCPSI) is a working group under
the Performance Based Operations Aviation Rulemaking Committee (PARC)
established to address RNAV and required navigation performance implementation
issues and propose action to the FAA. The PCPSI is composed of air traffic,
aviation industry, and human factors subject matter experts. The PCPSI reviews,
assesses, and proposes changes to ATC procedures and phraseology and is tasked
with incorporating those changes into FAA Order JO 7110.65, the AIM, and AIP.
With the increased development of procedures with published speed and altitude
restrictions (for example, standard instrument departures [SID] and standard
terminal arrivals [STAR]), the PCPSI has validated an operational need to
provide expanded guidance on existing route transition procedures using “climb
via” phraseology as was previously done for "descend via" phraseology. This is
the result of evaluations of procedure implementations and extensive field
input. The “climb via” concept and phraseology were validated through human
factors testing at the FAA William J. Hughes Technical Center in 2006. Current
phraseology has proved inadequate and cumbersome for ATC to clear aircraft onto
a procedure, to resume a procedure, or to simultaneously instruct pilots that
compliance with speed and altitude restrictions is required. Assignment of
procedures has resulted in misunderstandings, misapplications, and
misinterpretations of current guidance for ATC when assigning or terminating
speed and altitude adjustments. This frequently results in discussion between
pilots and ATC to confirm the intention of clearances.
3. CHANGE:
OLD
|
|
NEW
|
457. ALTITUDE INFORMATION
|
|
457. ALTITUDE INFORMATION
|
Title thru g
|
|
No Change
|
h. Instructions to vertically navigate
on a STAR/RNAV STAR/FMSP with published restrictions.
|
|
h. Instructions to vertically navigate
on a STAR/SID with published restrictions.
|
PHRASEOLOGY-
DESCEND VIA(STAR/RNAV STAR/FMSP name and number)
TERMINAL: DESCEND VIA (STAR/RNAV STAR/FMSP
name and number and runway number).
|
|
PHRASEOLOGY-
DESCEND VIA (STAR name and number).
TERMINAL: DESCEND VIA (STAR name and number and runway number).
|
Add
|
|
CLIMB VIA (SID name and number).
|
EXAMPLE-
“Descend via the Mudde One Arrival.”
“Cross JCT at flight level two four zero, then descend via the
Coast Two Arrival.”
TERMINAL: “Descend via the Lendy One Arrival, Runway 22 left.”
|
|
EXAMPLE-
“Descend via the Eagul Five arrival.”
“Cross Gramm at or above flight level one
eight zero, then descend via the Riivr Two arrival.”
TERMINAL: “Descend via the Lendy One Arrival, Runway 22 left.”
|
Add
|
|
“Climb via the Dawgs Four
Departure.”
|
NOTE-
Clearance to “descend via” authorizes pilots:
|
|
NOTE-
When cleared for STARs that contain published speed restrictions, the
pilot must comply with those speed restrictions independent of any descend via
clearance.
Clearance to “descend via” authorizes pilots:
|
1. To vertically and
laterally navigate on a STAR/RNAV STAR/FMSP.
|
|
1. To descend at pilot discretion
to meet published restrictions and laterally navigate on a STAR. Pilots
navigating on a STAR must maintain the last assigned altitude until receiving
clearance to descend via. Once departing an altitude the pilot may not return to
that altitude without an ATC clearance.
|
2. When cleared to a waypoint
depicted on a STAR/RNAV STAR/FMSP, to descend from a previously assigned
altitude at pilot's discretion to the altitude depicted for that waypoint,
and once established on the depicted arrival, to navigate laterally and
vertically to meet all published restrictions. ATC is responsible for obstacle
clearance when issuing a “descend via” clearance from a previously assigned
altitude.
|
|
2. When cleared to a waypoint
depicted on a STAR, to descend from a previously assigned altitude at pilot's
discretion to the altitude depicted for that waypoint. ATC assigned
altitudes must ensure obstacle clearance.
|
Add
|
|
3. Once established
on the depicted arrival, to descend and to meet all published or assigned
altitude and/or speed restrictions. Where speed restrictions are published at
the waypoint/fix pilots will begin slowing to comply with the restrictions prior
to reaching the waypoint/fix.
|
Add
|
|
NOTE-
When cleared for SIDs that contain published speed restrictions, the pilot
must comply with those speed restrictions independent of any “climb via”
clearance. Clearance to “climb via” authorizes pilots:
|
Add
|
|
1. When used in the IFR
departure clearance, in a PDC, DCL or when subsequently cleared after departure
to a waypoint depicted on a SID, to join a procedure after departure or resume a
procedure.
|
Add
|
|
2. When vertical
navigation is interrupted and an altitude is assigned to maintain which is not
contained on the published procedure, to climb from that previouslyassigned
altitude at pilot's discretion to the altitude depicted for the next waypoint.
ATC must ensure obstacle clearance until the aircraft is established on the
lateral and vertical path of the SID.
|
Add
|
|
3. Once established
on the depicted departure, to climb and to meet all published or assigned
altitude and speed restrictions.
|
REFERENCE-
FAAO JO 7110.65, Para 456, Minimum En Route Altitudes.
FAAO JO 7110.65, Para 559, Separation From Obstructions.
|
|
REFERENCE-
FAAO JO 7110.65, Para 442, Route Structure Transitions
FAAO JO 7110.65, Para 456, Minimum En Route Altitudes
FAAO JO 7110.65, Para 559, Separation From Obstructions
PCG, Climb Via, Descend Via.
|
NOTE
3. Pilots navigating on a STAR/RNAV STAR/FMSP shall
maintain last assigned altitude until receiving clearance to “descend via.”
|
|
Delete
|
4. Pilots cleared
for vertical navigation using the phraseology “descend via” shall inform
ATC upon initial contact.
|
|
NOTE-
Pilots cleared for vertical navigation using the phraseology “descend via” or
“climb via” must
inform ATC, upon initial contact, of the altitude leaving, the runway
transition or landing direction if assigned (STARs), and any assigned
restrictions not published on the procedure.
|
EXAMPLE-
“Delta One Twenty One leaving FL 240, descending via the Civit
One arrival.”
|
|
EXAMPLE-
“Delta One Twenty One leaving flight level one niner zero,
descending via the Eagul Five arrival runway twosix
transition.”
|
Add
|
|
“Delta One Twenty One leaving
flight level one niner zero for one two thousand, descending via the Eagul Five
arrival, runway twosix transition.”
“JetBlue six zero two leaving flight level two one zero descending via the Ivane
Two arrival landing south.”
“Cactus Seven Eleven leaving two thousand climbing via the Laura Two departure.”
“Cactus Seven Eleven leaving two thousand for onesix thousand, climbing via the
Laura Two departure.”
|
REFERENCE-
AIM, Para_541, Standard Terminal Arrival (STAR), Area Navigation (RNAV) STAR,
and Flight Management System Procedures (FMSP) for Arrivals.
|
|
REFERENCE-
AIM, Para 528, Instrument Departure Procedures (DP) - Obstacle Departure
Procedures (ODP) and Standard Instrument Departures (SID)
PCG, Top Altitude, Bottom Altitude
AIM, Para 541, Standard Terminal Arrival (STAR) Procedures.
|
1. Assign an altitude to cross the
waypoint/fix, if no altitude is depicted at the waypoint/fix, for aircraft on a
direct routing to a STAR/RNAVSTAR/FMSP.
|
|
1. Assign an altitude to cross the
waypoint/fix, if no altitude is depicted at the waypoint/fix, for aircraft on a
direct routing to a STAR or SID waypoint/fix.
|
EXAMPLE-
“Proceed direct Luxor, cross Luxor at or above flight level two
zero zero, then descend via the Ksino One Arrival.”
|
|
EXAMPLE-
1. “Proceed direct Denis, cross Denis at or
above flight level two zero zero, then descend via the Mmell One
arrival.”
|
Add
|
|
NOTE-
In Example 1 the aircraft will maintain FL200 or
higher until reaching Denis. The pilot will then comply with the Mmell One
arrival lateral path and published speed restrictions and will descend at pilot
discretion to comply with published altitude restrictions. The aircraft may
begin slowing prior to Denis to comply with any published speed restrictions at
that waypoint.
|
Add
|
|
EXAMPLE-
2. “Proceed direct Rockr, cross Rockr at or above onezero thousand, climb
via the Bizee Two departure.”
|
Add
|
|
NOTE-
In Example 2 the aircraft will join the Bizee Two departure at Rockr and will
then comply with departure published lateral path, published speed and altitude
restrictions.
|
2. A descend via clearance must not be
used where procedures contain published “expect” altitude restrictions.
|
|
2. A “descend via”
clearance must not be used where procedures contain only published “expect”
altitude and/or speed restrictions.
|
Add
|
|
NOTE-
Pilots are not expected to comply with published “expect” restrictions in the
event of lost communications, unless ATC has specifically advised the pilot to
expect these restrictions as part of a further clearance.
|
Add
|
|
3. “Descend via” may be used on
procedures that contain both “expect” and required altitude and speed
restrictions only if altitude and/or speed restrictions or alternate
restrictions are issued for the fix/waypoint associated with all expect
restrictions.
|
Add
|
|
4. “Descend via” clearances may
also be issued if an aircraft is past all fixes/waypoints that have expect
restrictions.
|
3. If it is necessary to assign
a crossing altitude which differs from the STAR/RNAV STAR/FMSP
altitude, emphasize the change to the pilot.
|
|
5. If it is necessary to assign
a crossing altitude which differs from the STAR or SID altitude,
emphasize the change to the pilot.
|
PHRASEOLOGY-
DESCEND VIA (STAR/FMSP) ARRIVAL EXCEPT CROSS (fix, point, waypoint)
(revised altitude information).
|
|
PHRASEOLOGY-
DESCEND VIA (STAR name and number) ARRIVAL, EXCEPT CROSS (fix,
point, waypoint), (revised altitude information).
|
EXAMPLE thru NOTE
|
|
No Change
|
Add
|
|
PHRASEOLOGY-
CLIMB VIA SID, EXCEPT CROSS (fix, point, waypoint), (revised altitude
information).
CLIMB VIA (SID name and number), EXCEPT CROSS (fix, point, waypoint), (revised
altitude information).
|
Add
|
|
EXAMPLE-
1. “Climb via SID except cross Mkala at or above seven thousand.”
|
Add
|
|
NOTE-
In Example 1, the aircraft will comply with the assigned SID departure
lateral path and any published speed and altitude restrictions and climb so as
to cross Mkala at or above 7,000; remainder of the departure must be flown as
published.
|
Add
|
|
EXAMPLE-
2. (There is a published altitude at Dvine WP): “Proceed direct Dvine, Climb
via the Suzan Two departure except cross Mkala at or above seven thousand.”
|
Add
|
|
NOTE-
In Example 2, the aircraft will join the Suzan Two departure at Dvine, at the
published altitude, and then comply with the published lateral path and any
published speed or altitude restrictions. The aircraft will climb so as to cross
Mkala at or above 7,000; remainder of the departure must be flown as published.
|
Add
|
|
6. When an aircraft has been
issued an interim altitude and after departure ATC can subsequently clear the
aircraft to climb to the original top altitude published in the SID instruct
aircraft to “climb via SID.” When issuing a new altitude and compliance with
published restrictions is still required instruct aircraft to “climb via SID
except maintain (altitude).”
|
Add
|
|
PHRASEOLOGY-
CLIMB VIA SID.
CLIMB VIA SID except maintain (altitude).
|
Add
|
|
EXAMPLE-
1. (An aircraft was issued the Teddd One departure, “climb via SID” in the
IFR departure clearance. An interim altitude of 10,000 was issued instead of the
published top altitude of FL 230; after departure ATC is able to issue the
published top altitude): “Climb via SID.”
|
Add
|
|
NOTE-
In Example 1, the aircraft will track laterally and vertically on the Teddd
One departure and initially climb to 10,000; Once reissued the “climb via”
clearance the interim altitude is cancelled aircraft will continue climb to
FL230 while complying with published restrictions.
|
Add
|
|
EXAMPLE-
2. (Using Example 1, after departure ATC is able to issue an altitude higher
than the published top altitude): “Climb via SID except maintain flight level
two six zero.”
|
Add
|
|
NOTE-
In Example 2, the aircraft will track laterally and vertically on the Teddd
One departure and initially climb to 10,000; once issued “climb via” clearance
to FL260 the aircraft will continue climb while complying with published
restrictions.
|
4. If it is necessary to assign
an interim altitude,
or assign a final altitude not contained on a STAR/RNAV STAR/FMSP, the
provisions of subpara 457h may be used in conjunction with subpara 457a.
|
|
7. If it is necessary to assign
an interim altitude or assign a bottom or top altitude not
contained on a STAR or SID, the provisions of subpara 457h may
be used in conjunction with subpara 457a.
|
PHRASEOLOGY-
DESCEND VIA THE (STAR/RNAV STAR/FMSP) ARRIVAL EXCEPT AFTER (fix) MAINTAIN
(revised altitude information).
|
|
PHRASEOLOGY-
DESCEND VIA THE (STAR name and number) ARRIVAL EXCEPT AFTER (fix)
MAINTAIN (revised altitude information).
|
EXAMPLE-
“United 454 descend via the Haris One Arrival, except after Bruno,
maintain one zero thousand.”
|
|
EXAMPLE-
“United 454 descend via the Eagul Five Arrival, except after
Geeno maintain one zero thousand.”
|
NOTE-
The aircraft should track laterally and vertically on the
Haris One Arrival and should descend so as to comply with all speed and
altitude restrictions until reaching Bruno and then maintain 10,000. Upon
reaching 10,000, aircraft should maintain 10,000 until cleared by ATC to
continue to descend.
|
|
NOTE-
The aircraft should track laterally and vertically on the
Eagul Five Arrival and should descend so as to comply with all
speed and altitude restrictions until reaching
Geeno and then maintain 10,000. Upon reaching 10,000, aircraft
should maintain 10,000 until cleared by ATC to continue to descend.
|
REFERENCE-
FAAO JO 7110.65, Para 4-7-1, Clearance Information.
AIM, Para 5-4-1, Standard Terminal Arrival (STAR), Area Navigation (RNAV)
STAR, and Flight Management System Procedures (FMSP) for Arrivals.
|
|
REFERENCE-
FAAO JO 7110.65, Para 4-7-1, Clearance Information.
AIM, Para 5-4-1, Standard Terminal Arrival (STAR) Procedures.
|
Add
|
|
PHRASEOLOGY-
CLIMB VIA SID EXCEPT AFTER (waypoint name), MAINTAIN (altitude).
|
Add
|
|
EXAMPLE-
“Climb via SID except after Baret, maintain flight level one niner zero.”
|
Add
|
|
NOTE-
1. Considering the principle that the last ATC clearance issued has
precedence over the previous, the phraseology “maintain (altitude)” alone
cancels previously issued altitude restrictions, including SID/STAR altitude
restrictions unless they are restated or modified, and authorizes an
unrestricted climb or descent. Speed restrictions remain in effect unless the
controller explicitly cancels the speed restrictions.
|
Add
|
|
2. Restate “climb/descend
via” and then use “except” or “except maintain” phraseology to modify published
restrictions or assign a new top/bottom altitude. Use “resume” phraseology with
“maintain” to rejoin a route and assign a new altitude where compliance with
published altitude restrictions is not required.
|
Add
|
|
REFERENCE-
FAAO JO 7110.65, Para 425, Route or Altitude Amendments
FAAO JO 7110.65, Para 562, Methods
AIM 4410 Adherence to Clearance
AIM, Para 5-2-8. Instrument Departure Procedures (DP) - Obstacle Departure
Procedures (ODP) and Standard Instrument Departures (SID).
|
1. PARAGRAPH NUMBER AND TITLE: 481.
APPROACH CLEARANCE
2. BACKGROUND: On July 31, 2013,
revised procedures for FAA Order JO 7110.65, Paragraph 481, Approach
Clearance, were disseminated via a GENOT and FAA memorandum to all Terminal and
En Route ATC field facilities. This DCP is a culmination of FAA notice N JO
7110.615, GENOT, and FAA Memorandum.
3. CHANGE:
OLD
|
|
NEW
|
481. APPROACH CLEARANCE
|
|
481. APPROACH CLEARANCE
|
a. Clear aircraft for “standard” or
“special” instrument approach procedures only. To require an aircraft to
execute a particular instrument approach procedure, specify in the approach
clearance the name of the approach as published on the approach chart. Where
more than one procedure is published on a single chart and a specific procedure
is to be flown, amend the approach clearance to specify execution of the
specific approach to be flown. If only one instrument approach of a particular
type is published, the approach needs not be identified by the runway reference.
An aircraft conducting an ILS or LDA approach when the glideslope is reported
out of service must be advised at the time an approach clearance is issued
unless the title of the published approach procedure allows (for example, ILS
Rwy 05 or LOC Rwy 05). Standard instrument approach procedures (SIAP) must begin
at an initial approach fix (IAF) or an intermediate fix (IF) if there is not an
IAF. Where adequate radar coverage exists, radar facilities may vector aircraft
to the final approach course, or clear an aircraft to any fix 3 NM or more prior
to the FAF along the final approach course in accordance with Paragraph 591,
Vectors to Final Approach Course, and Paragraph 592, Final Approach Course
Interception.
|
|
a. Clear aircraft for “standard” or
“special” instrument approach procedures only.
|
Add
|
|
1. To require an aircraft to
execute a particular instrument approach procedure, specify in the approach
clearance the name of the approach as published on the approach chart. Where
more than one procedure is published on a single chart and a specific procedure
is to be flown, amend the approach clearance to specify execution of the
specific approach to be flown. If only one instrument approach of a particular
type is published, the approach needs not be identified by the runway reference.
|
Add
|
|
2. An aircraft conducting an ILS
or LDA approach must be advised at the time an approach clearance is issued when
the glideslope is reported out of service, unless the title of the published
approach procedure allows (for example, ILS or LOC Rwy 05).
|
Add
|
|
3. Standard instrument approach
procedures (SIAP) must begin at an initial approach fix (IAF) or an intermediate
fix (IF) if there is not an IAF.
|
Add
|
|
4. Where adequate radar coverage
exists, radar facilities may vector aircraft to the final approach course in
accordance with Paragraph 591, Vectors to Final Approach Course, and Paragraph
592, Final Approach Course Interception.
|
Add
|
|
5. Where adequate radar coverage
exists, radar facilities may clear an aircraft to any fix 3 NM or more prior to
the FAF, along the final approach course, at an intercept angle not greater than
30 degrees.
|
PHRASEOLOGY-
CLEARED (type) APPROACH.
|
|
PHRASEOLOGY-
CLEARED (type) APPROACH.
|
(For a straight in approach IFR),
CLEARED STRAIGHT IN (type) APPROACH.
|
|
Delete
|
(To authorize a pilot to execute his/her
choice of instrument approach),
CLEARED APPROACH.
(Where more than one procedure is published on a single chart and a specific
procedure is to be flown),
CLEARED (specific procedure to be flown) APPROACH.
(To authorize a pilot to execute an ILS/MLS approach when the glideslope/glidepath
is out of service),
CLEARED (type) APPROACH, GLIDESLOPE/
GLIDEPATH UNUSABLE.
|
|
(To authorize a pilot to execute his/her
choice of instrument approach),
CLEARED APPROACH.
(Where more than one procedure is published on a single chart and a specific
procedure is to be flown),
CLEARED (specific procedure to be flown) APPROACH.
(To authorize a pilot to execute an ILS or an LDA
approach when the glideslope is out of service),
CLEARED ILS/LDA APPROACH, GLIDESLOPE UNUSABLE.
|
Add
|
|
(When the title of the approach
procedure contains “or LOC”)
|
Add
|
|
CLEARED LOCALIZER APPROACH
|
EXAMPLE thru NOTE 1
|
|
No Change
|
2. Approach clearances are issued
based on known traffic. The receipt of an approach clearance does not relieve
the pilot of his/her responsibility to comply with applicable Parts of Title 14
of the Code of Federal Regulations and the notations on instrument approach
charts which levy on the pilot the responsibility to comply with or act on an
instruction; e.g., “Straightin minima not authorized at night,”
“Procedure not authorized when glideslope/ glidepath not used,” “Use of
procedure limited to aircraft authorized to use airport,” or “Procedure not
authorized at night.”
|
|
2. Approach clearances are issued
based on known traffic. The receipt of an approach clearance does not relieve
the pilot of his/her responsibility to comply with applicable Parts of Title 14
of the Code of Federal Regulations and the notations on instrument approach
charts which levy on the pilot the responsibility to comply with or act on an
instruction; for example, “Straightin minima not authorized at
night,” “Procedure not authorized when glideslope/glidepath not used,” “Use of
procedure limited to aircraft authorized to use airport,” or “Procedure not
authorized at night.”
|
NOTE 3 and NOTE 4
|
|
No Change
|
5. An aircraft which has been
cleared to a holding fix and prior to reaching that fix is issued a clearance
for an approach, but not issued a revised routing; i.e., “proceed direct
to....” may be expected to proceed via the last assigned route, a feeder route
(if one is published on the approach chart), and then to commence the approach
as published. If, by following the route of flight to the holding fix, the
aircraft would overfly an IAF or the fix associated with the beginning of a
feeder route to be used, the aircraft is expected to commence the approach using
the published feeder route to the IAF or from the IAF as appropriate; i.e.,
the aircraft would not be expected to overfly and return to the IAF or feeder
route.
|
|
5. An aircraft which has been
cleared to a holding fix and prior to reaching that fix is issued a clearance
for an approach, but not issued a revised routing; that is,
“proceed direct to....” may be expected to proceed via the last assigned route,
a feeder route (if one is published on the approach chart), and then to commence
the approach as published. If, by following the route of flight to the holding
fix, the aircraft would overfly an IAF or the fix associated\ with the beginning
of a feeder route to be used, the aircraft is expected to commence the approach
using the published feeder route to the IAF or from the IAF as appropriate;
that is, the aircraft would not be expected to overfly and return to the
IAF or feeder route.
|
6. Approach name items contained
within parenthesis;
e.g., RNAV (GPS) Rwy 04, are not included in approach clearance
phraseology.
|
|
6. Approach name items contained
within parenthesis;
for example, RNAV (GPS) Rwy 04, are not included in approach
clearance phraseology.
|
REFERENCE-
FAAO 8260.3, United States Standard for Terminal Instrument Procedures (TERPS).
|
|
REFERENCE-
FAAO 8260.3, United States Standard for Terminal Instrument Procedures (TERPS).
|
b
|
|
No Change
|
FIG 481
Approach Clearance Example
|
|
FIG 481
Approach Clearance Example
|
Delete
|
|
Add
|
b1 thru c
|
|
No Change
|
d. For RNAVequipped aircraft
operating on unpublished routes, issue approach clearance for conventional or
RNAV SIAP only after the aircraft is:
|
|
d. For RNAVequipped aircraft
operating on unpublished routes, issue approach clearance for conventional or
RNAV SIAP only after the aircraft is: (See FIG 482).
|
1. Established on a heading or course
direct to the IAF at an intercept angle not greater than 90 degrees and is
assigned an altitude in accordance with b2. Radar monitoring is required for
RNAV (RNP) approaches when no procedure turn or holdinlieu of procedure turn
will be executed.
|
|
1. Established on a heading or course
direct to the IAF at an intercept angle not greater than 90 degrees and is
assigned an altitude in accordance with b2. Radar monitoring is required
until the aircraft is established on a segment of the instrument approach
procedure for RNAV (RNP) approaches when no procedure turn or
holdinlieu of procedure turn will be executed.
|
Add
|
|
EXAMPLE-
Aircraft 1 can be cleared direct to CENTR. The intercept angle at that IAF is
90 degrees or less. The minimum altitude for IFR operations (14 CFR,
section 91.177) along the flight path to the IAF is 3,000 feet. If a hold in
lieu of procedure turn pattern is depicted at an IAF and a TAA is not defined,
the aircraft must be instructed to conduct a straightin approach if ATC does
not want the pilot to execute a holdinlieu procedure turn. “Cleared direct
CENTR, maintain at or above three thousand until CENTR, cleared straightin RNAV
Runway One Eight Approach.”
|
d2 thru d2(d)
|
|
No Change
|
Add
|
|
EXAMPLE-
“Expect direct CENTR for RNAV Runway OneEight Approach.”
|
3. Established on a heading or course
direct to a fix between the IF and FAF, in accordance with Paragraph 591,
Vectors to Final Approach Course, and Paragraph 592, Final Approach Course
Interception. (See FIG 482.)
|
|
3. Established on a heading or course
direct to a fix between the IF and FAF, at an intercept angle not greater
than 30 degrees, and assigned an altitude in accordance with b2.
|
Add
|
|
EXAMPLE-
Aircraft 1 is more than 5 miles from SHANN. The minimum altitude for IFR
operations (14 CFR Section 91.177) along the flight path to SHANN is 3,000 feet.
SHANN is a step down fix between the IF/IAF (CENTR) and the FAF. To clear
Aircraft 1 to SHANN, ATC must ensure the intercept angle for the intermediate
segment at SHANN is not greater than 30 degrees and must be cleared to an
altitude that will allow a normal descent to the FAF. “Cleared direct SHANN,
cross SHANN at or above three thousand, cleared RNAV Runway OneEight Approach.”
|
REFERENCE-
FAAO 7110.65, Par 562, Methods
FAAO 7110.65, Chapter 5, Section 9, Radar Arrivals
|
|
REFERENCE-
FAAO 7110.65, Par 562, Methods
FAAO 7110.65, Chapter 5, Section 9, Radar Arrivals
|
FIG 482
Approach Clearance Example
For RNAV Aircraft
|
|
No Change
|
EXAMPLE-
Aircraft 1 can be cleared direct to CENTR. The intercept angle
at that IAF is 90 degrees or less. The minimum altitude for IFR operations (14
CFR Section 91.177) along the flight path to the IAF is 3,000 feet. If a hold in
lieu of procedure turn pattern is depicted and a straightin area is not defined
(for example, “No PT” indicated at the fix), the aircraft must be instructed to
conduct a straightin approach if ATC does not want the pilot to execute a
holdinlieu procedure turn. “Cleared direct CENTR, maintain at or above three
thousand until CENTR, cleared straightin RNAV Runway One Eight approach.”
|
|
Delete
|
Aircraft 2 cannot be
cleared direct to CENTR unless the aircraft is allowed to execute the
holdinlieuof procedure turn. The intercept angle at that IF/IAF is greater
than 90 degrees. The minimum altitude for IFR operations (14 CFR Section 91.177)
along the flight path to the IAF is 3,000 feet. “Cleared direct CENTR, maintain
at or above three thousand until CENTR, cleared RNAV Runway One Eight approach.”
The pilot is expected to proceed direct CENTR and execute the holdinlieu of
procedure turn.
|
|
Aircraft 2 cannot be
cleared direct to CENTR unless the aircraft is allowed to execute the
holdinlieuof procedure turn. The intercept angle at that IF/IAF is greater
than 90 degrees. The minimum altitude for IFR operations (14 CFR Section 91.177)
along the flight path to the IAF is 3,000 feet. “Cleared direct CENTR, maintain
at or above three thousand until CENTR, cleared RNAV Runway One Eight Approach.”
The pilot is expected to proceed direct CENTR and execute the holdinlieu of
procedure turn.
|
Aircraft 2 can be cleared
direct LEFTT. The intercept angle at that IAF is 90 degrees or less. The minimum
altitude for IFR operations (14 CFR Section 91.177) along the flight path to the
IAF is 3,000 feet. “Cleared direct LEFTT, maintain at or above three thousand
until LEFTT, cleared RNAV OneEight approach.” The pilot does not have to be
cleared for a straightin approach since no holdinlieu of procedure turn
pattern is depicted at LEFTT.
|
|
Aircraft 2 can be cleared
direct LEFTT. The intercept angle at that IAF is 90 degrees or less. The minimum
altitude for IFR operations (14 CFR Section 91.177) along the flight path to the
IAF is 3,000 feet. “Cleared direct LEFTT, maintain at or above three thousand
until LEFTT, cleared RNAV Runway OneEight Approach.” The pilot
does not have to be cleared for a straightin approach since no holdinlieu of
procedure turn pattern is depicted at LEFTT.
|
Aircraft 1 is
more than 5 miles from SHANN. SHANN is a step down fix between the IF (CENTR)
and the FAF. To clear Aircraft 1 to SHANN, ATC must ensure the intercept angle
for the intermediate segment at SHANN is not greater than 30 degrees as
described in paragraphs 592 and must be cleared to an altitude that will allow
a normal descent to the FAF “Expect vectors to SHANN for RNAV Runway OneEight
Approach.”
|
|
Delete
|
REFERENCE-
FAAO JO 7110.65, Chapter 5, Section 9, Radar Arrivals
|
|
REFERENCE-
FAAO JO 7110.65, Chapter 5, Section 9, Radar Arrivals
|
e thru FIG 483
|
|
No Change
|
EXAMPLE-
Aircraft 1 can be cleared direct to XYZ VORTAC, and
SECND because the intercept angle is 90 degrees or less.
Aircraft 2 cannot be cleared to XYZ VORTAC because the intercept angle is
greater than 90 degrees.
Aircraft 2 can be cleared to SECND if allowed to execute the holdinlieu
of procedure turn pattern.
|
|
EXAMPLE-
Aircraft 1 can be cleared direct to XYZ VORTAC or
SECND because the intercept angle is 90 degrees or less.
Aircraft 2 cannot be cleared to XYZ VORTAC because the intercept angle is
greater than 90 degrees.
Aircraft 2 can be cleared to SECND if allowed to execute the holdinlieu
of procedure turn pattern.
|
f and f1
|
|
No Change
|
2. On a heading or course direct to the IAF/IF
when a holdinlieu of procedure turn is published and the pilot will execute
the procedure, or
|
|
2. On a heading or course direct to the IAF
when a holdinlieu of procedure turn is published and the pilot will execute
the procedure, or
|
f3 and f4
|
|
No Change
|
Add
|
|
5. Do not clear aircraft direct
to any waypoint beginning or within an RF leg.
|
NOTE 1 thru Fig 484
|
|
No Change
|
NOTE-
1. The segment between THIRD and FORTH in FIG 484 is an RF leg.
2. The straight segments between waypoints in FIG 484 are TF
legs.
|
|
NOTE-
1. The segment between THIRD and FORTH in FIG 484 is an RF leg.
2. The straight segments between waypoints in FIG 484 are TF legs.
|
3. Aircraft cannot be
vectored or cleared direct THIRD because that waypoint begins an RF leg.
|
|
Delete
|
4. Aircraft cannot be
vectored or cleared to TURNN or vectored to intercept the approach segment at
any point between THIRD and FORTH because this is the RF leg.
|
|
Delete
|
1. PARAGRAPH NUMBER AND TITLE: 5224.
INOPERATIVE OR MALFUNCTIONING ADSB TRANSMITTER
2. BACKGROUND: For STARS, CARTS, and
MEARTS, it has been determined that FUSION is the best method to combine all
available surveillance sources (ASR, ARSR, and ADSB) for displaying each single
tracked target for air traffic control separation services. FUSION performance
is characteristic of a singlesensor radar display system. Terminal areas use
monopulse secondary surveillance radar (ASR9, Mode S or ASR11, MSSR). The
performance of this system will be used as the baseline radar system to ensure
consistency with current separation standards within the NAS.
Although the ERAM data block displays an indicator if ADSB target information
is not being received, the display does not distinguish whether the aircraft is
ADSB equipped or not. Therefore, in the En Route domain, there may not always
be a readily accessible means to comply with this requirement.
On August 23 and 24, 2011, selected members of the Terminal Procedures Group
participated in the FUSION technology demonstrations on both STARS and CARTS
platforms at the William J. Hughes Technical Center. Following a review of the
DCPs, these individuals modified several of the proposed changes to both FAA
Order JO 7110.65 and Order JO 7210.3 that are required to support the
implementation of the technology.
3. CHANGE:
OLD
|
|
NEW
|
Add
|
|
5224. INOPERATIVE OR MALFUNCTIONING
ADSB TRANSMITTER
|
Add
|
|
TERMINAL
Inform an aircraft when the ADSB transmitter appears to be inoperative or
malfunctioning.
|
Add
|
|
PHRASEOLOGY-
(Aircraft ID) YOUR ADSB TRANSMITTER APPEARS TO BE INOPERATIVE /
MALFUCTIONING.
|
1. PARAGRAPH NUMBER AND TITLE: 5411.
EN ROUTE FOURTH LINE DATA BLOCK USAGE
2. BACKGROUND: The proposed changes
to the 7110.65, paragraph 5411 are in response to a Corrective Action Request.
The current weather deviation phraseology requires the controller to make two
transmissions which is cumbersome and inefficient. Additional 4th line entries
have been proposed to more accurately depict the aircraft's deviation
conditions, and to offer the controller clear unambiguous methods to accurately
depict the delivered deviation clearance.
3. CHANGE:
OLD
|
|
NEW
|
5411. EN ROUTE FOURTH LINE DATA BLOCK USAGE
|
|
5411 EN ROUTE FOURTH LINE DATA BLOCK USAGE
|
Title thru e Note 2
|
|
No Change
|
f. Aircraft authorized specific weather
deviation or lateral weather deviation until able to proceed direct to a fix
shall be designated with the identified characters: Ddeviation, Lleft,
Rright, Nnorth,
Eeast, Ssouth, Wwest.
|
|
f. Coordination format for
weather deviations must use the designated characters:
Ddeviation
Lleft
Rright
Nnorth
Eeast
Ssouth
Wwest
/F – direct next NAVAID/waypoint
D+2 headings – deviate between.
|
EXAMPLE-
DN, D20L, DR/ATL, D30R/ATL
|
|
Delete
|
Add
|
|
NOTE-
1. Two digits specify turns in degrees and must include direction
character(s). Three digits specify heading(s).
|
Add
|
|
2. The inclusion of a
/NAVAID, /waypoint, or /F indicates that the pilot has been authorized to
deviate for weather and must rejoin the route at the next NAVAID, waypoint, or
fix in the route of flight in accordance with the phraseology in paragraph
264.
|
Add
|
|
EXAMPLE-
D90/ATL, DL/KD75U, D090/F
3. The absence of a NAVAID, waypoint, or /F indicates that the pilot has been
authorized to deviate for weather only, and the receiving controller must
provide a clearance to rejoin the route in accordance with paragraph 2115c.
|
Add
|
|
EXAMPLE-
DN, D20L, D30R, D080+120
|
1. PARAGRAPH NUMBER AND TITLE:
554. MINIMA
559. SEPARATION FROM OBSTRUCTIONS
5154. SYSTEM REQUIREMENTS
761. APPLICATION
767. SEQUENCING
773. SEPARATION
783. SEPARATION
794. SEPARATION
2. BACKGROUND: For STARS, CARTS, and
MEARTS, it has been determined that FUSION is the best method to combine all
available surveillance sources (ASR, ARSR, and ADSB) for displaying each single
tracked target for air traffic control separation services. FUSION performance
is characteristic of a singlesensor radar display system. Terminal areas use
monopulse secondary surveillance radar (ASR9, Mode S or ASR11, MSSR). The
performance of this system will be used as the baseline radar system to ensure
consistency with current separation standards within the NAS.
On August 23 and 24, 2011, selected members of the Terminal Procedures Group
participated in the FUSION technology demonstrations on both STARS and CARTS
platforms at the William J. Hughes Technical Center. Following a review of the
DCPs, these individuals modified several of the proposed changes to both FAA
Order JO 7110.65 and Order JO 7210.3 that are required to support the
implementation of the technology.
3. CHANGE:
OLD
|
|
NEW
|
554. MINIMA
|
|
554. MINIMA
|
Title thru a4
|
|
No Change
|
Add
|
|
b. TERMINAL.
FUSION:
|
Add
|
|
1. Fusion target symbol – 3
miles.
|
Add
|
|
2. When displaying ISR in the
data block 5 miles
|
Add
|
|
3. If TRK appears in the data
block, handle in accordance with Paragraph 537, Identification Status,
subparagraph b, and take appropriate steps to establish nonradar separation.
|
Subparagraphs b thru g
|
|
Reletter to c thru h.
|
OLD
|
|
NEW
|
559. SEPARATION FROM OBSTRUCTIONS
|
|
559. SEPARATION FROM OBSTRUCTIONS
|
Title thru b
|
|
No Change
|
c. En Route Stage A/DARC or Stage
A/EDARC,apply the radar separation minima specified in para 5-5-4, Minima,
subpara b1.
|
|
c. En Route Stage A/DARC or Stage
A/EDARC, apply the radar separation minima specified in
Paragraph 554, Minima, subparagraph c1.
|
|
|
|
|
|
|
OLD
|
|
NEW
|
5154. SYSTEM REQUIREMENTS
|
|
5154. SYSTEM REQUIREMENTS
|
Title thru d
|
|
No Change
|
Add
|
|
e. When operating in FUSION
mode, the assigned or pilot reported altitude must be displayed and kept current
when the aircraft is in level flight.
|
e. The automatic altitude readout of
an aircraft under another controller's jurisdiction may be used for vertical
separation purposes without verbal coordination provided:
|
|
f. The automatic altitude
readout of an aircraft under another controller's jurisdiction may be used for
vertical separation purposes without verbal coordination provided:
|
1. Operation is conducted using single
site radar coverage.
|
|
1. Operation is conducted using
singlesite radar coverage or when operating in FUSION mode.
|
OLD
|
|
NEW
|
761. APPLICATION
|
|
761. APPLICATION
|
Title thru b
|
|
No Change
|
Add
|
|
c. When ISR is being displayed,
target resolution is prohibited.
|
OLD
|
|
NEW
|
767. SEQUENCING
|
|
767. SEQUENCING
|
Title thru c
|
|
No Change
|
1. The provisions of para
554, Minima, subpara e and f.
|
|
1. The provisions of Paragraph
554, Minima, subparagraphs f and g.
|
OLD
|
|
NEW
|
773. SEPARATION
|
|
773. SEPARATION
|
Title thru b
|
|
No Change
|
c. Target resolution.
|
|
No Change
|
Add
|
|
NOTE-
1. When ISR is being displayed, target resolution is prohibited.
|
Apply the provisions of para
554, Minima, subparas e
and f when wake turbulence separation is required.
|
|
2. Apply the
provisions of Paragraph 554, Minima, subparagraphs f
and g, when wake turbulence separation is required.
|
OLD
|
|
NEW
|
783. SEPARATION
|
|
783. SEPARATION
|
Title through b
|
|
No Change
|
c. Target resolution.
|
|
No Change
|
Add
|
|
NOTE-
1. When ISR is being displayed, target resolution is prohibited.
|
Apply the provisions of para
554, Minima, subparas e
and f when wake turbulence separation is required.
|
|
2. Apply the
provisions of Paragraph 554, Minima, subparagraphs f
and g, when wake turbulence separation is required.
|
OLD
|
|
NEW
|
794. SEPARATION
|
|
794. SEPARATION
|
Title thru d
|
|
No Change
|
1. Target resolution, or
|
|
1. Target resolution, or
|
Add
|
|
NOTE-
When ISR is being displayed, target resolution is prohibited.
|
1. PARAGRAPH NUMBER AND TITLE: 557.
PASSING OR DIVERGING
2. BACKGROUND: On April 22, 2013,
representatives from AJT, AJ1, AOV, and AFS met to discuss the application of
passing or diverging, in the Terminal environment. All parties agreed that
longrange radar must not be used, as currently described in FAA Order JO
7110.65U, Paragraph 557a, due to substantial differences between terminal and
longrange radar update rates. A GENOT became effective on August 9, 2013.
3. CHANGE:
OLD
|
|
NEW
|
557. PASSING OR DIVERGING
|
|
557. PASSING OR DIVERGING
|
a. TERMINAL. When displaying
a single site adapted short range or long range radar, and in
accordance with the following criteria, all other approved separation may be
discontinued and passing or diverging separation applied when:
|
|
a. TERMINAL. In
accordance with the following criteria, all other approved separation may be
discontinued and passing or diverging separation applied when:
|
a1 thru a2
|
|
No Change
|
NOTE-
1. Apply en route separation rules when using multisensory radar.
|
|
NOTE-
1. Apply en route separation rules when using long range or
multisensory radar.
|
1. PARAGRAPH NUMBER AND TITLE:
571. APPLICATION
572. METHODS
574. TERMINATION
2. BACKGROUND: The Pilot and
Controller Procedures and System Integration (PCPSI) is a working group under
the Performance Based Operations Aviation Rulemaking Committee (PARC)
established to address RNAV and required navigation performance implementation
issues and propose action to the FAA. The PCPSI is composed of air traffic,
aviation industry, and human factors subject matter experts. The PCPSI reviews,
assesses, and proposes changes to ATC procedures and phraseology and is tasked
with incorporating those changes into FAA Order JO 7110.65, the AIM, and AIP.
With the increased development of procedures with published speed and altitude
restrictions (for example, standard instrument departures [SID] and standard
terminal arrivals [STAR]), the PCPSI has validated an operational need to better
define how ATC terminates speed adjustments. This is the result of evaluations
of procedure implementations and extensive field input. The current phraseology,
“resume normal speed," has proved inadequate as the sole published means of
speed adjustment termination. It has resulted in misunderstandings,
misapplications, and misinterpretations of current guidance for ATC when
terminating speed adjustments. In some cases, pilots have interpreted the
phraseology "resume normal speed" to mean that they could terminate an ATC speed
adjustment and also cancel published speed restrictions on a procedure,
returning the aircraft to its normal speed. Consequently, pilots and field
facilities have expressed uncertainty of requirements and expectations and
requested expanded guidance on speed assignment and termination procedures.
3. CHANGE:
OLD
|
|
NEW
|
571. APPLICATION
|
|
571. APPLICATION
|
Keep speed adjustments to the minimum
necessary to achieve or maintain required or desired spacing. Avoid adjustments
requiring alternate decreases and increases. Permit pilots to resume normal
speed when previously specified adjustments are no longer needed.
|
|
Keep speed adjustments to the minimum
necessary to achieve or maintain required or desired spacing. Avoid adjustments
requiring alternate decreases and increases. Terminate speed adjustments
when no longer needed.
|
NOTE thru d
|
|
No Change
|
Add
|
|
e. If feasible, when issuing
speed adjustments to aircraft cleared along a route or procedure that has
published speed restrictions, advise aircraft where to resume published speed.
|
Subparagraph e
|
|
Renumber f
|
OLD
|
|
NEW
|
572. METHODS
|
|
572. METHODS
|
Title thru d
|
|
No Change
|
Add
|
|
e. When issuing speed
adjustments to aircraft cleared on procedures with published speed restrictions
specify the point at which the issued restriction begins, ends, or changes the
published restrictions.
|
Add
|
|
PHRASEOLOGY-
CROSS (fix/waypoint) AT (speed).
MAINTAIN (speed) UNTIL (fix/waypoint),
THEN (additional instructions).
RESUME PUBLISHED SPEED.
COMPLY WITH SPEED RESTRICTIONS.
EXCEPT (if required)
DELETE SPEED RESTRICTIONS.
CLIMB/DESCEND VIA (SID/STAR name and number) (transition if required.)
|
Add
|
|
NOTE-
1. Aircraft will meet all published speed restrictions when on
any route or procedure with published speed restrictions regardless of climb via
or descend via clearance.
|
Add
|
|
2. Due to variations of
aircraft types, Flight Management Systems, and environmental conditions, ATC
should anticipate that aircraft will begin speed adjustments at varying
locations along cleared routes or procedures that contain published speed
restrictions.
|
Add
|
|
3. Issuing speed adjustments
to aircraft flying procedures with published speed restrictions may impact the
pilot's ability to fly the intended flight profile of the procedure.
|
Add
|
|
EXAMPLE-
1. “Cross Alisa at two two zero knots, then climb via the TIMMY One
departure.”
|
Add
|
|
NOTE-
The aircraft will maintain the ATC assigned speed until Alisa waypoint and
will then comply with the speed restrictions on the TIMMY One departure
|
Add
|
|
EXAMPLE-
2. “Cross Alisa at one zero thousand, then climb via the TIMMY One departure,
except maintain two two zero knots.”
|
Add
|
|
NOTE-
The aircraft will maintain the ATC assigned speed of two two zero knots and
will not meet any published speed restrictions. Aircraft will meet all published
altitude restrictions after Alisa.
|
Add
|
|
EXAMPLE-
3. “Maintain two two zero knots until BALTR then resume published speed.”
|
Add
|
|
NOTE-
The ATC assigned speed assignment of two two zero knots would apply until
BALTR. The aircraft would then comply with the published speed restrictions.
|
Add
|
|
EXAMPLE-
4. “Descend via the KEPEC Two arrival, except after NIPZO maintain one eight
zero knots.”
|
Add
|
|
NOTE-
The aircraft will comply with all published restrictions. After NIPZO, the
aircraft will continue to comply with altitude restrictions, but will comply
with the ATC assigned speed adjustment.
|
Add
|
|
REFERENCE-
FAAO JO 7110.65, Para 2417, Numbers Usage
FAAO JO 7110.65, Para 457, Altitude Information
FAAO JO 7110.65, Para 571, Application
|
OLD
|
|
NEW
|
574. TERMINATION
|
|
574. TERMINATION
|
Advise aircraft when speed adjustment is
no longer needed.
|
|
Advise aircraft when speed adjustments
are no longer needed.
|
Add
|
|
a. Advise aircraft to “resume
normal speed” when ATCassigned speed adjustments are no longer required and no
published speed restrictions apply.
|
PHRASEOLOGY-
RESUME NORMAL SPEED.
|
|
No Change
|
NOTE-
An instruction to “resume normal speed” does not delete speed
restrictions that are applicable to published procedures of upcoming segments of
flight, unless specifically stated by ATC. This does not relieve the pilot
of those speed restrictions which are applicable to 14 CFR Section 91.117.
|
|
NOTE-
“Resume normal speed” is only used where there is no
underlying published speed restriction. It does not delete speed restrictions on
upcoming segments of flight and does
not relieve the pilot of those speed restrictions which are applicable to 14 CFR
Section 91.117.
|
Add
|
|
b. Instruct aircraft to “comply
with speed restrictions” applicable to the charted procedure or route being
flown.
|
Add
|
|
PHRASEOLOGY-
Comply with speed restrictions
|
Add
|
|
NOTE-
The phraseology “comply with restrictions” requires compliance with all
altitude and/or speed restrictions depicted on the procedure.
|
Add
|
|
REFERENCE-
FAAO JO 7110.65, Para 562, Methods
|
Add
|
|
c. Advise aircraft to “resume
published speed" when aircraft have been assigned an unpublished speed and ATC
wants aircraft to meet subsequent published speed restrictions on the route or
procedure.
|
Add
|
|
PHRASEOLOGY-
RESUME PUBLISHED SPEED
|
Add
|
|
REFERENCE-
FAAO JO 7110.65, Para 457, Altitude Information
|
Add
|
|
d. Advise aircraft when either
ATC assigned speed adjustments or published speed restrictions are no longer
required.
|
Add
|
|
PHRASEOLOGY-
DELETE SPEED RESTRICTIONS
|
Add
|
|
NOTE-
When deleting published restrictions, ATC must ensure obstacle clearance
until aircraft are established on a route where no published restrictions apply.
This does not relieve the pilot of those speed restrictions which are applicable
to 14 CFR Section 91.117.
|
Add
|
|
REFERENCE-
FAAO JO 7110.65, Para 571, Application
|
1. PARAGRAPH NUMBER AND TITLE: 5-9-9.
SIMULTANEOUS INDEPENDENT CLOSE PARALLEL APPROACHES – HIGH UPDATE RADAR NOT
REQUIRED
2. BACKGROUND: In an effort to
increase National Airspace System (NAS) capacity, the AFS400 Closely Spaced
Parallel Operations (CSPO) team worked to reduce the current 4,300 foot runway
centerline separation standard for dual Simultaneous Independent Parallel
Instrument Approaches (SIPIA). This effort used revised blunder assumptions,
updated data collection and analysis techniques, modified Test Criteria
Violation (TCV) volume, fasttime simulations, and human factors analysis.
Additionally, the Traffic Alert and Collision Avoidance System (TCAS) was
evaluated for potential influence on SIPIA operations. Final results indicate
parallel runway separation of 3,600 feet and greater meets current safety
standards without the use of high update rate (HUR) surveillance.
This spacing reduction study used the following: Airport Surveillance Radar
(ASR9), Standard Terminal Automation Replacement System (STARS) plus Final
Monitor Aid (FMA) with visual and audible alerts, a display Aspect Ratio (AR) of
4:1 and ILS/GLS/LPV navigation systems only (vertical guidance required).
3. CHANGE:
OLD
|
|
NEW
|
Add
|
|
5-9-9. SIMULTANEOUS INDEPENDENT
CLOSE PARALLEL APPROACHES – HIGH UPDATE RADAR NOT REQUIRED.
|
Add
|
|
TERMINAL
|
Add
|
|
a. Simultaneous close parallel
approaches may only be conducted where instrument approach charts specifically
authorize simultaneous approaches to parallel runways.
|
Add
|
|
b. Apply the following minimum
separation when conducting simultaneous independent close parallel approaches:
|
Add
|
|
1. Provide a minimum of 1,000
feet vertical or a minimum of 3 miles radar separation between aircraft during
turnon to parallel final approach courses.
|
Add
|
|
NOTE-
Communications transfer to the tower controller's frequency will be completed
prior to losing vertical separation between aircraft.
|
Add
|
|
2. Parallel runway centerlines
are separated by a minimum of 3,600 feet or more, and the airport elevation is
less than 1,000' MSL.
|
Add
|
|
3. Provide the minimum
applicable radar separation between aircraft on the same final approach course.
|
Add
|
|
REFERENCE-
FAAO JO 7110.65, Para 554, Minima.
|
Add
|
|
c. A highresolution color
monitor with alert algorithms, such as the final monitor aid, must be used to
monitor close parallel approaches.
|
Add
|
|
d. The following conditions are
required when applying the minimum separation on parallel final approach courses
allowed in subparagraph a:
|
Add
|
|
1. Straightin landings will be
made.
|
Add
|
|
2. All appropriate
communication, navigation, and surveillance systems are operating normally.
|
Add
|
|
3. Inform aircraft that
simultaneous closely spaced approaches are in use prior to aircraft departing an
outer fix. This information may be provided through the ATIS.
|
Add
|
|
4. Clear the aircraft to descend
to the appropriate glideslope intercept altitude soon enough to provide a period
of level flight to dissipate excess speed. Provide at least 1 mile of straight
flight prior to the final approach course intercept.
|
Add
|
|
NOTE-
Not applicable to curved and segmented approaches.
|
Add
|
|
5. A NTZ at least 2,000 feet
wide is established an equal distance between extended runway final approach
courses and must be depicted on the monitor display. The primary responsibility
for navigation on the final approach course rests with the pilot. Control
instructions and information are issued only to ensure separation between
aircraft and to prevent aircraft from penetrating the NTZ.
|
Add
|
|
6. Monitor all approaches
regardless of weather. Monitor local control frequency to receive any aircraft
transmission. Issue control instructions as necessary to ensure aircraft do not
enter the NTZ.
|
Add
|
|
NOTE-
1. Separate monitor controllers, each with transmit/receive and override
capability on the local control frequency, will ensure aircraft do not penetrate
the depicted NTZ. Facility directives must define responsibility for providing
the minimum applicable longitudinal separation between aircraft on the same
final approach course.
|
Add
|
|
2. The aircraft is
considered the center of the primary radar return for that aircraft, or, if an
FMA or other color final monitor aid is used, the center of the digitized target
of that aircraft, for the purposes of ensuring an aircraft does not penetrate
the NTZ. The provisions of Paragraph 552, Target Separation, also apply.
|
Add
|
|
e. The following procedures must
be used by the final monitor controllers:
|
Add
|
|
1. Instruct the aircraft to
return to the correct final approach course when aircraft are observed to
overshoot the turnon or to continue on a track that will penetrate the NTZ.
|
Add
|
|
PHRASEOLOGY-
YOU HAVE CROSSED THE FINAL APPROACH COURSE. TURN (left/right) IMMEDIATELY AND
RETURN TO THE FINAL APPROACH COURSE,
or
TURN (left/right) AND RETURN TO THE FINAL APPROACH COURSE.
|
Add
|
|
2. Instruct aircraft on the
adjacent final approach course to alter course to avoid the deviating aircraft
when an aircraft is observed penetrating or in the controller's judgment will
penetrate the NTZ.
|
Add
|
|
PHRASEOLOGY-
TRAFFIC ALERT, (call sign), TURN (right/left) IMMEDIATELY HEADING (degrees),
CLIMB AND MAINTAIN (altitude).
|
Add
|
|
3. Terminate radar monitoring
when one of the following occurs:
|
Add
|
|
(a) Visual separation is
applied.
|
Add
|
|
(b) The aircraft reports the
approach lights or runway in sight.
|
Add
|
|
(c) The aircraft is 1 mile or
less from the runway threshold, if procedurally required, and contained in
facility directives.
|
Add
|
|
4. Do not inform the aircraft
when radar monitoring is terminated.
|
Add
|
|
5. Do not apply the provisions
of Paragraph 5131, Monitor on PAR Equipment, for simultaneous independent
close parallel approaches.
|
Add
|
|
f. Consideration should be given
to known factors that may in any way affect the safety of the instrument
approach phase of flight when simultaneous independent close parallel approaches
are being conducted to parallel runways. Factors include, but are not limited
to, wind direction/velocity, windshear alerts/reports, severe weather activity,
etc. Closely monitor weather activity that could impact the final approach
course. Weather conditions in the vicinity of the final approach course may
dictate a change of approach in use.
|
Add
|
|
REFERENCE-
FAAO JO 7110.65, Para 5113, Radar Service Termination.
FAAO JO 7110.65, Para 592, Final Approach Course Interception.
|
599 thru 5910
|
|
Renumber 5910 thru 5911.
|
1. PARAGRAPH NUMBER AND TITLE: 599.
SIMULTANEOUS OFFSET INSTRUMENT APPROACHES (SOIA)- HIGH UPDATE RADAR
2. BACKGROUND: Previously,
authorization to allow usage of specially designed instrument approaches in
conjunction with FAA JO 7110.65, paragraphs 596, 597, and 598 operations,
was approved based on data extrapolated from an SRMD conducted by the
Performance Based Navigation Integration Group and four separate Flight
Standards (AFS) safety studies. Phase four (DOTFAAAFS45056, dated July 2010)
of the safety studies specifically stated that inclusion of RNAV/RNP (GPS)
approaches into simultaneous offset instrument approach SOIA operations was
covered by the safety study. Subsequently, Flight Standards has published a
revised SOIA Order (8260.49A Change 1, dated November 2012) which authorizes
inclusion of RNAV (GPS) and RNAV (RNP) approaches to be utilized in conjunction
with the existing ILS and LDA approaches for either straightin or offset course
approaches.
3. CHANGE:
OLD
|
|
NEW
|
599. SIMULTANEOUS OFFSET INSTRUMENT
APPROACHES (SOIA)- HIGH UPDATE RADAR
|
|
5910. SIMULTANEOUS OFFSET INSTRUMENT
APPROACHES (SOIA)- HIGH UPDATE RADAR
|
a. Simultaneous offset independent
approaches (SOIA) may be conducted at FAA designated airports that have an
authorization issued by the Director, Terminal Safety and Operations
Support
in coordination with AFS with parallel runways that have centerlines separated
by less than 3,000 feet with one localizer offset by 2.5 to 3.0 degrees
using a high update rate surveillance system with a 1.0-second radar update; and
|
|
a. Simultaneous offset independent
approaches SOIA may be conducted at FAA designated airports that have an
authorization issued by the Director, Terminal Operations, Headquarters,
in coordination with AFS with parallel runways that have centerlines separated
by less than 3,000 feet with one final approach course offset by
2.5 to 3.0 degrees using a high update rate surveillance system with a
1.0-second radar update; and
|
a1 thru a2
|
|
No Change
|
3. Provide the minimum applicable
radar separation between the LDA aircraft of a leading SOIA pair and the
ILS aircraft in the subsequent SOIA pair when the parallel runways have
centerlines separated by less than 2500 feet.
|
|
3. Provide the minimum applicable
radar separation between the trailing offset aircraft of a leading
SOIA pair and the lead straightin aircraft in the subsequent SOIA
pair when the parallel runways have centerlines separated by less than 2,500
feet.
|
REFERENCE-
FAAO JO 7110.65, Para 5-5-4, Minima.
|
|
REFERENCE-
FAAO JO 7110.65, Para 5-5-4, Minima
|
b. The following conditions are
required when applying the minimum separation on ILS/MLS and offset
LDA with glideslope courses authorized in subpara a above:
|
|
b. The following conditions are
required when applying the minimum separation between lead straightin
and offset trailing approaches with glideslope courses or vertical
navigation authorized in subparagraph a above:
|
b1
|
|
No Change
|
2. ILS, MLS, LDA, glideslope, DME,
radar, and
appropriate frequencies are operating normally.
|
|
2. All appropriate
communication, navigation, and surveillance systems are operating
normally.
|
3. Inform aircraft that closely spaced
simultaneous ILS/MLS approaches are in use prior to aircraft departing an
outer fix. This information may be provided through the ATIS.
|
|
3. Inform aircraft that closely spaced
simultaneous approaches are in use prior to aircraft departing an outer fix.
This information may be provided through the ATIS.
|
b4
|
|
No Change
|
5. A No Transgression Zone (NTZ) at
least 2,000 feet wide is established an equal distance between extended runway
final approach courses and must be depicted on the monitor display. The NTZ
begins prior to the point where adjacent inbound aircraft first lose vertical
separation and extends to a point coincident with the location of the LDA
MAP. The primary responsibility for navigation on the final approach course
rests with the pilot. Control instructions and information are issued only to
ensure separation between aircraft and to prevent aircraft from penetrating the
NTZ.
|
|
5. A No Transgression Zone (NTZ) at
least 2,000 feet wide is established an equal distance between extended runway
final approach courses and must be depicted on the monitor display. The NTZ
begins prior to the point where adjacent inbound aircraft first lose vertical
separation and extends to a point coincident with the location of the
offset approach
MAP. The primary responsibility for navigation on the final approach course
rests with the pilot. Control instructions and information are issued only to
ensure separation between aircraft and to prevent aircraft from penetrating the
NTZ.
|
b6
|
|
No Change
|
7. Separate monitor controllers, each
with transmit/receive and override capability on the local control frequency,
must ensure aircraft do not penetrate the depicted NTZ. Facility directives must
define the responsibility for providing the minimum applicable longitudinal
separation between aircraft on the same final approach course and the minimum
applicable longitudinal separation between the LDA aircraft of a leading
SOIA pair and the ILS aircraft in the subsequent SOIA pair when the
parallel runways have centerlines separated by less than 2500 feet.
|
|
7. Separate monitor controllers, each
with transmit/receive and override capability on the local control frequency,
must ensure aircraft do not penetrate the depicted NTZ. Facility directives must
define the responsibility for providing the minimum applicable longitudinal
separation between aircraft on the same final approach course and the minimum
applicable longitudinal separation between the trailing offset
aircraft of a leading SOIA pair and the lead straight in aircraft
in the subsequent SOIA pair when the parallel runways have centerlines separated
by less than 2,500 feet.
|
NOTE
|
|
No Change
|
c. The following procedures must be
used by the final monitor controllers:
|
|
c. The following procedures must be
used by the final monitor controllers:
|
1. A controller must provide position
information to an aircraft that is (left/right) of the depicted localizer
centerline, and in their opinion is continuing on a track that may penetrate the
NTZ.
|
|
1. A controller must provide position
information to an aircraft that is (left/right) of the depicted final
approach course centerline, and in their opinion is continuing on a
track that may penetrate the NTZ.
|
PHRASEOLOGY
|
|
No Change
|
2. Instruct the aircraft to return
immediately to the correct final approach course when aircraft are observed to
overshoot the turnon or continue on a track which will penetrate the NTZ.
|
|
2. Instruct the aircraft to return
immediately to the correct final approach course when aircraft are observed to
overshoot the turnon or continue on a track which will penetrate the NTZ.
|
PHRASEOLOGY-
YOU HAVE CROSSED THE FINAL APPROACH COURSE. TURN (left/right) IMMEDIATELY AND
RETURN TO LOCALIZER/AZIMUTH COURSE.
Or
TURN (left/right) AND RETURN TO THE LOCALIZER/AZIMUTH COURSE.
|
|
PHRASEOLOGY-
YOU HAVE CROSSED THE FINAL APPROACH COURSE. TURN (left/right) IMMEDIATELY AND
RETURN TO FINAL APPROACH COURSE.
Or
TURN (left/right) AND RETURN TO THE FINAL APPROACH COURSE.
|
c3 thru c4
|
|
No Change
|
(a) The ILS aircraft passes the end of
the NTZ nearest the runway threshold.
|
|
(a) The lead straight in
aircraft passes the end of the NTZ nearest the runway threshold.
|
(b) The LDA aircraft passes the end of
the NTZ nearest the runway threshold and has reported the
ILS aircraft in sight.
|
|
(b) The trailing offset
aircraft passes the end of the NTZ nearest the runway threshold and has reported
the lead straight in aircraft in sight.
|
c4(c) thru c5
|
|
No Change
|
6. Do not apply the provisions of para
5131, Monitor on PAR Equipment, for simultaneous ILS, MLS, ILS and MLS, or
SOIA approaches.
|
|
6. Do not apply the provisions of
paragraph 5131, Monitor on PAR Equipment, for
closelyspaced simultaneous approaches.
|
d. Advise the pilot of the LDA
aircraft of traffic on the adjacent ILS approach course, if that traffic
will be a factor in the visual segment of the approach. The provisions of para
721, Visual Separation, subpara a2 concerning visual separation between
aircraft being provided by the tower must not be applied to aircraft conducting
SOIAs.
|
|
d. Advise the pilot of the
trailing offset aircraft of traffic on the adjacent lead
straightin approach course, if that traffic will be a factor in the
visual segment of the approach. The provisions of
Paragraphs 721, Visual Separation, subparagraph a2,
concerning visual separation between aircraft being provided by the tower must
not be applied to aircraft conducting SOIAs.
|
NOTE-
Once advised, the pilot is authorized to continue past the
LDA MAP if all of the following conditions are met: The pilot has the
ILS traffic in sight and expects the traffic to remain in sight; the pilot
advises ATC that the traffic is in sight; and the pilot has the runway
environment in sight. Otherwise, it is the pilot's responsibility to execute a
missed approach at the LDA MAP.
|
|
NOTE-
Once advised, the pilot is authorized to continue past the
offset approach MAP if all of the following conditions are met:
The pilot has the straightin approach traffic in sight and
expects the traffic to remain in sight; the pilot advises ATC that the traffic
is in sight; and the pilot has the runway environment in sight. Otherwise, it is
the pilot's responsibility to execute a missed approach at the offset
approach MAP.
|
e. Ensure that the LDA aircraft
is positioned to facilitate the flight crew's ability to see the ILS
traffic from the nominal clearofclouds point to the
LDA MAP so that the flight crew can remain separated from that traffic
visually from the LDA
MAP to the runway threshold.
|
|
e. Ensure that the trailing
offset aircraft is positioned to facilitate the flight crew's ability to
see the lead straight in traffic from the nominal clearofclouds
point to the offset approach MAP so that the flight crew can
remain separated from that traffic visually from the offset approach
MAP to the runway threshold.
|
NOTE-
After accepting a clearance for and LDA PRM approach, pilots must remain
on the LDA course until passing the
LDA MAP prior to alignment with the runway centerline. Between the LDA
MAP and the runway threshold, the pilot of the LDA aircraft assumes
visual separation responsibility from the aircraft on the ILS approach,
which means maneuvering the aircraft as necessary to avoid the ILS
traffic until landing, and providing wake turbulence avoidance, if necessary.
|
|
NOTE-
After accepting a clearance for an offset PRM approach, pilots
must remain on the offset approach course until passing the
offset approach MAP prior to alignment with the runway centerline.
Between the offset approach
MAP and the runway threshold, the pilot of the offset approach
aircraft assumes visual separation responsibility from the aircraft on the
straightin
approach, which means maneuvering the aircraft as necessary to avoid the
straight in approach traffic until landing, and providing wake
turbulence avoidance, if necessary.
|
f. In the visual segment between the
LDA MAP and the runway threshold, if the pilot of the LDA
aircraft loses visual contact with the ILS traffic, the pilot must
advise ATC as soon as practical and follow the published missed approach
procedure. If necessary, issue alternate missed approach instructions.
|
|
f. In the visual segment between the
offset approach MAP and the runway threshold, if the pilot of the
trailing offset aircraft loses visual contact with the lead
straightin traffic, the pilot must advise ATC as soon as practical and
follow the published missed approach procedure. If necessary, issue alternate
missed approach instructions.
|
g. Wake turbulence requirements
between aircraft on adjacent final approach courses inside the LDA
MAP are as follows (standard intrail wake separation must be applied between
aircraft on the same approach course):
|
|
g. Wake turbulence requirements
between aircraft on adjacent final approach courses inside the offset
approach MAP are as follows (standard intrail wake separation must be
applied between aircraft on the same approach course):
|
|