Section 3. Operations

10-3-1. SIGMET AND PIREP HANDLING

Facility air traffic managers must establish procedures for the prompt collection and dissemination of SIGMET, CWA, and PIREP information. These procedures must contain direction for a central source to be responsible for:

a. Soliciting and handling PIREPs in accordance with the provisions of FAAO JO 7110.65, Air Traffic Control, para 2-6-3, PIREP Information.

b. Reviewing SIGMETs and CWAs to determine the required distribution, and disseminating SIGMET and/or CWA information in accordance with the following:

NOTE-
Simply attempting to accelerate the movement of all weather data will not accomplish our objectives. Greater emphasis is being placed on screening and selective dissemination of weather data. Selective dissemination takes into account the need to alert pilots to significant weather reports in sufficient detail to assist them in making decisions pertinent to flight safety and to provide the information an ATC facility requires to promote the safe and efficient use of its airspace.

1. Disseminate pertinent information from SIGMET or CWA to other terminal ATC facilities within your terminal area.

2. Disseminate selective SIGMET and CWA information on a need-to-know basis in accordance with the provisions of FAAO JO 7110.65, para 2-6-2, Hazardous Inflight Weather Advisory Service (HIWAS).

10-3-2. WIND INSTRUMENTS AT APPROACH CONTROL FACILITIES

a. The same wind sensor may be used to provide wind information in ATCT and approach control facilities when they are located on the same airport.

b. Approach control facilities not located at the airport to which radar service is being provided may issue wind data received from the tower at that airport. The wind data may be transmitted to the approach control facility by TelAutograph, data communication circuit, voice lines, etc.

c. The facility air traffic manager of an approach control that provides radar service to an Air Force Base must identify facility requirements for wind indicators, in writing, to the local USAF Air Weather Service Commander.

10-3-3. LOW LEVEL WIND SHEAR/MICROBURST DETECTION SYSTEMS

a. Procedures for the dissemination of wind information derived from the Low Level Wind Shear Alert System (LLWAS) or other automated wind shear detection systems, are contained in FAAO JO 7110.65, para 3-1-8, Low Level Wind Shear/Microburst Advisories. Guidance to facility air traffic managers concerning the operational use of the LLWAS is as follows:

1. Prior to operational use of LLWAS facilities, a letter to airmen must be published explaining, as a minimum, the location and designation of the remote sensors, the capabilities and limitations of the system, and the availability of current LLWAS remote sensor wind information if requested by the pilot. A new letter to airmen must be issued whenever changes to the above minimum criteria or system upgrade/modifications are made.

NOTE-
The LLWAS may be retained as a backup system no longer than 6 months after the WSP has been commissioned.

2. At positions of operation where installed, LLWAS airport wind information appearing on the tower LLWAS display may be used in place of the direct dial or commissioned AWOS/ASOS automated display wind information.

NOTE-
Towers having the responsibility for weather observations must comply with the requirements as specified in sub-para 2-10-1a, Wind Instrument Sensors.

3. TRACONs may use direct dial, LLWAS, or commissioned AWOS/ASOS automated display wind information for operational purposes.

4. Facility managers may designate the use of displayed wind information oriented to the threshold end of the runway in lieu of airport winds where LLWAS expanded network systems or LLWAS that are integrated with TDWR are installed, if deemed operationally advantageous.

5. The LLWAS airport, direct dial, or commissioned AWOS/ASOS automated winds may be used during outages of the sensors that provide threshold winds:

(a) Include in the letter to airmen an explanation that wind information given to arriving aircraft on that runway/s may be derived from the automated AWOS/ASOS wind equipment or wind sensor equipment near the runway threshold rather than from the LLWAS airport wind source. It is not intended that controllers specify the remote source when issuing these winds to arriving aircraft, except when an alert occurs. This must be explained in the letter to airmen.

(b) Use wind information derived from commissioned AWOS/ASOS for ATIS broadcasts and issuing weather reports. Wind information from commissioned AWOS/ASOS or LLWAS centerfield may be used when issuing surface wind to departing aircraft.

REFERENCE-
Para 2-10-1, Wind Instrument Sensors.

b. When it is determined that a component or the whole LLWAS has failed, take the following action: If a component such as a remote sensor fails, notify airway facilities. During periods when wind shear is likely to occur or has been reported; e.g., frontal activity, thunderstorms, or pilot reports, inform users by broadcasting on the ATIS that the component is out of service.

EXAMPLE-
“Low level wind shear west boundary sensor out of service.”

c. Technical Operations is responsible for the verification of the accuracy of the LLWAS. The SMO will notify air traffic of any equipment that is out of tolerance.

10-3-4. RELAY OF RVV/RVR VALUES

a. Relay of RVV/RVR values from the weather observing facility to the control tower may be discontinued at the request of the tower when there is no traffic activity at that specific location.

b. Establish relative priorities on the visibility information at locations with two or more RVR or RVV runways where data is required for two or more runways.

10-3-5. ADVANCE APPROACH INFORMATION

Where more than one position could issue the data, assign responsibility for issuing advance approach information to a specific position in a facility directive. Display the information so that it is readily accessible to the controller having a need for it.

10-3-6. ILS/MLS HEIGHT/DISTANCE LIMITATIONS

a. An ILS is normally flight checked to 4,500 feet and 18 miles for the localizer and to 4,500 feet and 10 miles for the glide slope.

b. An MLS is normally flight checked to 20,000 feet and 20 miles for the azimuth and the glide path.

c. If an operational need to exceed these limitations exists, inform the FIFO, and they will flight check the ILS to the stipulated requirement. Ensure that current flight check data are available to facility personnel.

10-3-7. LAND AND HOLD SHORT OPERATIONS (LAHSO)

a. The air traffic manager must determine a valid operational need exists before conducting simultaneous takeoff and landing or simultaneous landing operations. This need may be considered evident if:

1. Present airport capacity/acceptance rate will be increased; and

2. Arrival/departure delays will be reduced; and

3. A reasonable savings in fuel consumption will result.

b. Before authorizing simultaneous takeoff and landing or simultaneous landing operations as specified in the current LAHSO directive.

1. Coordinate with each of the appropriate Flight Standards field offices having jurisdiction at the airport according to the type of aircraft operations involved and with user groups as required by para 4-2-4, Coordination of ATC Procedures, including the appropriate military authority where units are based at the airport.

NOTE-
Appropriate Flight Standards offices are: the ACDO for air carrier operations or the FSDO or both/either.

2. Prepare a facility directive using the information as specified in the current LAHSO directive prescribing procedures for conducting these operations. The directive must contain a diagram that depicts the airport runway configuration, identifies the configuration to be used, and specifies the Available Landing Distance (ALD) from the landing threshold to the Hold-Short Point.

NOTE-
Any aircraft that is not listed in the current LAHSO directive must not be considered for LAHSO.

REFERENCE-
FAAO JO 7110.65, Para 3-10-4, Intersecting Runway Separations.

3. Ensure the directive identifies the eligible aircraft which may operate on each runway, based on the ALD, current LAHSO directive, and/or FAAO JO 7110.65, Appendix A, Aircraft Information.

4. Provide a list of runways authorized for LAHSO, along with the appropriate ALD to System Operations Airspace and Aeronautical Information Management, for publication in the Airport/Facility Directory and appropriate U.S. Terminal Procedures Publications.

5. Conduct user briefings at least 45 days before implementation.

c. Air traffic managers must obtain concurrence from the appropriate Flight Standards field offices and conduct a preliminary environmental review before conducting LAHSO.

REFERENCE-
FAAO 1050.1, Policies and Procedures for Considering Environmental Impacts.

NOTE-
This is only applicable to those facilities not currently conducting SOIR operations.

10-3-8. LINE UP AND WAIT (LUAW) OPERATIONS

a. The ATM must:

1. Determine an operational need exists before conducting LUAW operations.

2. Before authorizing LUAW operations, conduct a review of the impact that airport configuration and local conditions may have on the application of LUAW procedures.

3. Prepare a facility directive. The directive must prescribe  items (a) through (d). Items (e) through (i) must be included if applicable.

(a) Local procedures for conducting these operations.

(b) Methods to assist the local controller in maintaining awareness of aircraft positions on the airport, for example, annotating flight progress strips or marking the location of aircraft with color-coded chips on a magnetic diagram of the airport.

REFERENCE-
FAAO JO 7210.3, Para 10-1-7, Use of Active Runways.

(c) The consolidation and staffing of positions.

(d) The requirements necessary for issuing a landing clearance with an aircraft holding in position.

(1) The safety logic system must be operated in full core alert runway configuration.

(2) The reported weather must be ceiling of 800 feet or more.

(3) The reported visibility must be 2 miles or more.

REFERENCE-
FAAO JO 7110.65, Para 3-9-4, Line Up and Wait (LUAW), subpara c1
FAAO JO 7110.65, Para 3-10-5, Landing Clearance, subpara b

(e) Runway geometry, for example, the physical configuration of runways and other airport movement areas.

(f) Weather conditions, time of day, for example, prevailing light conditions.

REFERENCE-
FAAO JO 7110.65, Para 3-9-4, Line Up and Wait (LUAW), subpara c1 and g.

(g) Fleet mix.

REFERENCE-
FAAO JO 7110.65, Para 3-9-6, Same Runway Separation.
FAAO JO 7110.65, Para 3-9-7, Wake Turbulence Separation for Intersection Departures.
FAAO JO 7110.65, Para 3-9-8, Intersecting Runway Separation.

(h) Traffic volume; complexity restrictions.

(i) Obstructions or limitations to visibility from controller-to-aircraft and aircraft-to-aircraft perspectives.

4. Local control position must not be consolidated/combined with any other non-local control position. For example, local control must not be consolidated/combined with the front-line manager/controller-in-charge (CIC) position, clearance delivery, flight data, ground control, cab coordinator, etc. Local control can be combined with other local control positions to include tower associate (local assist) or local monitor position. When a Class B/helicopter position with defined control tower airspace is established, this position can be combined with local control.

5. The tower associate (local assist) position or a local monitor position must be staffed to permit more than one aircraft at a time to LUAW on the same runway between sunrise and sunset.

6. The front-line manager/CIC position should not be combined with any other position.

7. Ensure front-line managers/CICs review para 2-6-1a, Watch Supervision, with an emphasis on maintaining situational awareness and management of the operational environment with a goal toward eliminating distractions.

8. Do not authorize LUAW operations at an intersection between sunset and sunrise unless the following is implemented:

(a) The runway is used as a departure-only runway.

(b) Only one aircraft at a time is permitted to LUAW on the same runway.

(c) Document on FAA Form 7230-4, Daily Record of Facility Operation, the following: “LUAW at INT of RWY (number) and TWY (name) IN EFFECT” when using runway as a departure-only runway. “LUAW at INT of RWY (number) and TWY (name) SUSPENDED” when the runway is not used as a departure-only runway.

(d) At least 90 days before planned implementation, ATMs must submit the local directive outlining this operation for Terminal Operations and Terminal Safety and Operations Support approval. Terminal Operations and Terminal Safety and Operations Support directors must be notified of any proposed operational changes (for example, a change to the runway or taxiway for conducting LUAW operations).

b. ATMs must submit operational need for LUAW and a facility directive to the appropriate Director, Terminal Operations (service area office) for approval. ATMs must maintain a copy of the approval correspondence from Terminal Operations.

c. The Director, Terminal Operations, must ensure an annual review of LUAW operations is conducted for those facilities employing LUAW. The results of this review must be sent to the Terminal Safety and Operations Support office by September.

10-3-9. TAKEOFF CLEARANCE

At those airports where the airport configuration does not allow for an aircraft to completely cross one runway and hold short of the departure runway and/or where airports do not have runway hold markings between runways, the ATM must establish guidelines for how aircraft are cleared for takeoff based on the airport configurations. These guidelines must ensure aircraft are still precluded from mistakenly departing from other than the assigned runway while taking into account factors affecting aircraft being “clear of the runway,” for example, minimum distance between runways, presence of hold position markings, signage, etc. A facility directive must include where these procedures are able to be applied.

REFERENCE-
FAAO JO 7110.65, Para 3-9-9, Takeoff Clearance.
Pilot/Controller Glossary Term - Clear of the Runway.

10-3-10. MULTIPLE RUNWAY CROSSINGS

a. Air traffic managers at airports where the taxi route between runway centerlines is less than 1,000 feet must submit a request to the appropriate Terminal Services Director of Operations for approval before authorizing multiple runway crossings.

REFERENCE-
FAAO JO 7110.65, Para 3-7-2, Taxi and Ground Movement Operations

FIG 10-3-1
Multiple Runway Crossings

b. The request must address the specific locations where multiple runway crossings will be authorized. This must only include locations where the intervening taxi route is less than 1,000 feet between runway centerlines.

c. Facilities must keep a copy of the approval correspondence issued by the Terminal Services Director of Operations.

d. Facility directives must include a diagram that depicts the runway/taxiway intersections where multiple runway crossings are authorized.

e. The Terminal Services Director of Operations must ensure that an annual review of multiple runway crossing operations is conducted for those facilities employing this operation. The results of this review must be sent to the Terminal Safety and Operations Support Office by September of each year.

10-3-11. AIRPORT CONSTRUCTION

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

1. Use of the term “full length.”

2. Use of the term “shortened.”

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

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

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

10-3-13. APPROACHES TO PARALLEL RUNWAYS

a. Where vectors are provided to intercept parallel final approach courses, facilities must review and, where necessary, address speed requirements to reduce the potential for overshoot situations.

b. When determining speed requirements, consider, at a minimum, the following:

1. Airspace constraints.

2. Field elevation.

3. Fleet mix.

4. Airport layout.

5. Traffic flow(s).

6. Local weather.

c. When speed requirements are implemented, those requirements must be contained in a facility directive.

10-3-14. GO-AROUND/MISSED APPROACH

a. Tower facility directives must address procedures for go-arounds and/or missed approaches. The procedures must require controllers to issue control instructions as necessary to establish separation. During the development or review of these procedures, facilities must give consideration, at a minimum, to the following factors:

1. Operational position configuration.

2. Communication and/or control transfer.

3. Runway configuration.

4. Evaluation of existing waivers (for example, reduced separation on final).

5. Wake turbulence.

6. Weather conditions.

7. Type of approach (instrument or visual).

REFERENCE-
P/CG Term - Go-around
P/CG Term - Low Approach
P/CG Term - Missed Approach
FAAO JO 7110.65, Para 3-8-1, Sequence/Spacing Application
FAAO JO 7110.65, Para 3-8-2, Touch-and-Go or Stop-and-Go or Low Approach
FAAO JO 7110.65, Para 4-8-11, Practice Approaches
FAAO JO 7110.65, Para 4-8-12, Low Approach and Touch-and-Go
FAAO JO 7110.65, Para 5-5-4, Minima
FAAO JO 7110.65, Para 5-6-3, Vectors Below Minimum Altitude
FAAO JO 7110.65, Para 5-8-4, Departure and Arrival
FAAO JO 7110.65, Para 5-8-5, Departures and Arrivals on Parallel or Nonintersecting Diverging Runways
FAAO JO 7110.65, Para 7-2-1, Visual Separation
FAAO 7110.98A, Para 8d2
FAAO JO 7110.308, Para 6b1(d), Para 6c2(i)

c. The procedures must be evaluated on an annual basis to determine their effectiveness.