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2­2­4. DUTY FAMILIARIZATION AND THE TRANSFER OF POSITION RESPONSIBILITY

2­2­4. DUTY FAMILIARIZATION AND THE TRANSFER OF POSITION RESPONSIBILITY

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1. Review each sector or position and provide a tailored checklist which lists the equipment and the operational conditions which are likely to be a factor at that position.

1. Review each sector or position and provide a tailored checklist which lists the equipment and the operational conditions which are likely to be a factor at that position. Checklists must be reviewed annually to ensure the sector/position checklist items are current.

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2­6­1. WATCH SUPERVISION

2­6­1. WATCH SUPERVISION

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11. Management of the operational environment with a goal toward eliminating distractions.

11. Management of the operational environment with a goal toward eliminating distractions of:

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(a) Non­operationally­related activities or tasks that are distracting, such as controller schedule or leave bidding.

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(b) Non­operationally needed items and equipment.

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(c) When activities or tasks that are not time critical or operationally necessary become distracting to the operation, watch supervision must take steps to defer or relocate these activities or tasks.

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2­6­7. BASIC WATCH SCHEDULE

2­6­7. BASIC WATCH SCHEDULE

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6. Do not work more than six shifts without taking a regular day off.

6. If an employee is assigned more than two (2) consecutive ten (10) hour midnight shifts, all of the consecutive ten (10) hour midnight shifts require a 2100L (Non flex) start time.

7. Authorized leave, compensatory time used, and credit hours used are considered hours of work.

7. Ten (10) hour midnight shifts are limited to no more than four (4) in any six (6) day period.

8. These criteria apply to shift adjustments, including the exchange of shifts and/or days off and the change of shifts and/or days off.

8. No day shift may immediately precede a ten (10) hour midnight shift.

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9. Eight (8) hour midnight shifts may be extended by no more than one (1) hour per single shift.

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10. A 0530L start time or later is required when working an eight (8) hour day shift prior to an eight (8) hour midnight shift. Employees may not flex to an earlier start time than 0530L.

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11. Do not work more than six shifts without taking a regular day off.

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12. Authorized leave, compensatory time used, and credit hours used are considered hours of work.

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13. These criteria apply to shift adjustments, including the exchange of shifts and/or days off and the change of shifts and/or days off.

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2-9-6. VISIBILITY CHARTS

2-9-6. VISIBILITY CHARTS

Where facilities provide backup/augmentation of automated weather observations, or manual observations, the facility air traffic manager, in conjunction with NWS personnel, must prepare and maintain visibility charts in accordance with the following:

a. Where facilities provide backup/augmentation of automated weather observations, or manual observations, the facility air traffic manager will select a designee that will prepare and maintain visibility charts in accordance with the following:

a. Prepare a chart(s) or list(s) for daytime and nighttime visibility markers. At local discretion, visibility markers may be depicted on separate daytime and nighttime charts or on a daytime/nighttime combination chart. Panoramic photographs marked with distances and cardinal compass points may also be used.

1. Prepare a chart(s) or list(s) for daytime and nighttime visibility markers. At local discretion, visibility markers may be depicted on separate daytime and nighttime charts or on a daytime/nighttime combination chart. Panoramic photographs marked with distances and cardinal compass points may also be used.

b. Daytime/Nighttime combination charts must use the following legend for each marker:

2. Daytime/Nighttime combination charts must use the following legend for each marker:

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c. Each marker used must be identified and its distance from the observation point noted. Include the height of the marker if it is for estimating heights of clouds and obscuring phenomena.

3. Each marker used must be identified and its distance from the observation point noted. Include the height of the marker if it is for estimating heights of clouds and obscuring phenomena.

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4. Mapping programs, aircraft/vehicles, GPS and/or surveying equipment are all valid methods to develop visibility charts.

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b. The air traffic manager must conduct an annual review and approve the visibility charts, lists, or photos to ensure their accuracy.

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3­7­3. DISPLAY MAP DATA

3­7­3. DISPLAY MAP DATA

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q. Virtual intersection markings for non­intersecting converging runways if the flight paths intersect within 1NM beyond the departure end of both runways.

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10­3­14. GO­AROUND/MISSSED APPROACH

10­3­14. GO­AROUND/MISSSED APPROACH

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NOTE-
Facilities with approved arrival/departure window procedures are considered to be in compliance with the provisions of this paragraph.

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b. Facility air traffic managers may develop procedural mitigations for non-intersecting converging runways when a 1 NM extension of the runway centerline crosses the centerline of the other runway or the 1 NM extensions of a runway cross the extension of another runway. Facility directives must:

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1. Specify procedures to ensure that an arrival that executes a go­around does not conflict with a departure off the non-intersecting converging runway.

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2. Define technological tools that could assist in the locally developed procedures.

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3. Specify procedures to be used when conditions dictate that intersecting runway separation standards must be applied.

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NOTE-
1. The locally developed procedure will ensure that the potential go around aircraft will not conflict with a departing aircraft that is departing the non-intersecting converging runways. All locally developed procedures will be approved by the Director of Operations, Headquarters. ATMs will determine what tools are needed in the development of local procedures. These may include, but are not limited to:

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(a) Arrival Departure Window (ADW)

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(b) ASDE­X Virtual Runway Intersection Point (VRIP)

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(c) Cutoff Points (CP) developed with the use of enhanced TARGETS.

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REFERENCE­
FAAO 7110.65, Para 3­9­9, Non -intersecting Converging Runway Operations.

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

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

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3­8­2. MINIMUM VECTORING ALTITUDE CHARTS (MVAC) PREPARATION (TERMINAL/MEARTS)

3­8­2. MINIMUM VECTORING ALTITUDE CHARTS (MVAC) PREPARATION (TERMINAL/MEARTS)

Prepare a vectoring chart in accordance with the criteria contained in FAA Order 8260.3, United States Standard for Terminal Instrument Procedures (TERPS)

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a. MVACs must be developed and maintained using the Sector Design and Analysis Tool (SDAT). Facility Managers may request assistance in the development and maintenance of their MVAC or request SDAT user support by soliciting the Mission Support Services, Geographic Services Group. MVACs developed in SDAT properly apply obstruction clearance criteria required by FAA Order 8260.3. SDAT completes FAA Form 7210­9 and automatically creates and sends the necessary data files to Mission Support Services, ATC Products Group upon certification.

a. MVACs must be developed and maintained using the Sector Design and Analysis Tool (SDAT). Facility Managers may request assistance in the development and maintenance of their MVAC or request SDAT user support by soliciting the Mission Support Services, Geographic Services Group. MVACs developed in SDAT properly apply obstruction clearance criteria required by FAA Order 8260.3. SDAT completes FAA Form 7210­9 and automatically creates and sends the necessary data files to Mission Support Services, ATC Products Group upon certification for subsequent radar video map creation. Facility correspondence to ATC Products regarding MVACs and video maps must be accomplished via email to 9­AJV­HQ­ATCPRODUCTS.

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7. ROC reductions should only be requested when there is a demonstrated operational need, and in no event will requested reductions result in an MVA that does not comply with 14 CFR 91.177.

7. ROC reductions should only be requested when there is a demonstrated operational need.

f. An assumed adverse obstacle (AAO) additive is required in areas not designated as mountainous (ROC 1,000 feet) and in designated mountainous terrain areas when any ROC reduction is requested.

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g. Where an operational need is demonstrated and documented, managers are permitted to round a resulting MVA with an AAO additive to the nearest 100­foot increment, provided the minimum ROC is maintained for other non­AAO obstacles; for example, 3,049 feet rounds to 3,000 feet to support glide slope intercept requirements.

g. Resultant MVAs may be rounded down to the nearest 100­foot increment (those that are xx49 feet or less), except in the following cases:

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1. Any locations outside of the Contiguous United States.

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2. Where any part of an MVA Sector is more than 65 NM from the issued altimeter source.

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3. When all of the following conditions are applicable:

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(a) the MVA Sector is within designated mountainous areas by 14 CFR Part 95,

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(b) the terrain is deemed precipitous by facility Air Traffic Management,

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(c) the previous 5 year average low temperature at the primary airport is documented to be less than the temperature shown in Table 3­8­1 for the amount of ROC reduction requested. Retain temperature documentation locally with approved 7210­9. Use Table 3­8­1 to determine the extent of mountainous terrain reduction permitted if rounding down, based on the average low temperature. Comply with the following process to determine the average low temperature.

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(1) Go to the National Climatic Data Center web site at www.NCDC.noaa.gov

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(2) Click on “Data Access” link on blue bar.

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(3) Click on “Land­Based Stations” on left column, then click “Climate Data Online.”

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(4) Click on “Search Tool” link.

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(5) On the Search form, select Annual Summaries, and accept default fields, then enter primary airport identifier.

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(6) Click on “Airport Name” on left side of page.

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(7) Scroll to bottom of page and select the year for review.

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(8) Select each relevant year, and document the Lowest Temperature for the year. This is the EMNT column, on the bottom row. Then calculate the 5-year average.

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** Do not select Add to cart. All data is free if the internet proxy is set to AWA or AMC.

Requested ROC Reduction

Minimum Average Low Temperature

100’

­40°C/­40°F

200’

­35°C/­31°F

300’

­30°C/­22°F

400’

­25°C/­13°F

500’

­20°C/­4°F

600’

­15°C/5°F

700’

­10°C/14°F

800’

­5°C/23°F

900’

0°C/32°F

1000’

7°C/45°F(2°C/36°F when MVA sector is within 35 NM of issued altimeter)

h. Managers requesting to waive criteria contained in FAA Order 8260.3, must submit FAA Form 8260­1, Flight Procedures/Standards Waiver in conjunction with the MVA project. This waiver form will contain the criteria requested to be waived, with the operational need fully explained, and examples of how the facility will achieve an equivalent level of safety, if approved. The package will be sent to the ATC Products Group through the Service Center OSG. Upon completion of the ATC Products Group review, the package will be forwarded to the Flight Procedure Implementation and Oversight Branch. For the Flight Standards Waiver process, facility managers do not need to complete a Safety Management System evaluation. An electronic copy of the completed waiver package must be sent to Terminal Safety and Operations Support.

h. Managers requesting to waive criteria contained in FAA Order 8260.3, must submit FAA Form 8260­1, Flight Procedures/Standards Waiver in conjunction with the MVA project. This waiver form will contain the criteria requested to be waived, with the operational need fully explained, and examples of how the facility will achieve an equivalent level of safety, if approved. The package will be sent to the ATC Products Group through the Service Center OSG. Upon completion of the ATC Products Group review, the package will be forwarded to the Flight Procedure Implementation and Oversight Branch. For the Flight Standards Waiver process, facility managers do not need to complete a Safety Management System evaluation. An electronic copy of the completed waiver package must be sent to Operations Headquarters Directorate, AJT­2, at 9­AJT­2­HQ­AirTrafficOperations.

i. MVAs must not be below the floor of controlled airspace and should provide a 300-ft buffer above the floor of controlled airspace. In some cases, this application will result in an exceptionally high MVA (for example, in areas where the floor of controlled airspace is 14,500 MSL). When operationally required to vector aircraft in underlying Class G (uncontrolled) airspace, 2 MVAs may be established. The primary MVA must be based on obstruction clearance and the floor of controlled airspace. A second, lower MVA that provides obstruction clearance only may be established. The obstruction clearance MVA must be uniquely identified; for example, by an asterisk (*). Do not consider buffer areas for controlled airspace evaluations.

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j. If new charts prepared using SDAT create a significant impact on a facility's operation, the impact must be coordinated with ATO Terminal Safety and Operations Support for joint coordination with System Operations.

j. If new charts prepared using SDAT create a significant impact on a facility's operation, the impact must be coordinated with Operations Headquarters Directorate, AJT­2, for joint coordination with System Operations.

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m. Each request must indicate the MVAC was accomplished in SDAT and stored in the SDAT repository.

m. Each request must indicate the MVAC was accomplished in SDAT, stored in the SDAT repository and when necessary, include a statement regarding the issued altimeter settings being within 65 NM of a rounded down sector and/or provides the 5-year average cold temperature.

n. Each request must include the SDAT generated Form 7210­9 with the manager's signature and point of contact at the submitting facility. Form 7210­9 must also be an electronic copy with the manager's signature, and imported into the MVA project file. When applicable, each Form 7210­9 must include explanations/justifications for both ROC reduction and AAO additive rounding requests. The MVA request with the 7210­9 may be electronically forwarded to the OSG, but must be followed with a hard copy with original signatures. However, when the capability of electronic signatures is developed within SDAT, Form 7210­9 may be transmitted electronically between the facility, Service Center, and ATC Products Group in lieu of the paper process. SDAT will automatically store the approved MVAC package in the National Airspace System Resource (NASR).

n. Each request must include the SDAT generated Form 7210­9 with the manager's signature and point of contact at the submitting facility. Form 7210­9 must also be an electronic copy with the manager's signature, and imported into the MVA project file. When applicable, each Form 7210­9 must include explanations/justifications for ROC reduction requests. The MVA request with the 7210­9 will be electronically forwarded to the OSG. When the capability of electronic signatures is developed within SDAT, Form 7210­9 may be transmitted electronically between the facility, Service Center, and ATC Products Group in lieu of the paper process. SDAT will automatically store the approved MVAC package in the National Airspace System Resource (NASR).

o. For those facilities that use the SDAT program office for the development and maintenance of their MVACs, the SDAT program office personnel must be notified to complete the final submission step of the project within the repository when sending the MVAC request to the OSG.

o. All facilities must notify the SDAT program office personnel to complete the final submission step of the project within the repository when sending the MVAC request to the OSG.

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6­9­1. GENERAL

6­9­1. GENERAL

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2. The following aircraft operating within oceanic airspace or transiting to/from oceanic airspace are excepted:

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a. Aircraft being initially delivered to the State of Registry or Operator;

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b. Aircraft that was formerly RVSM approved but has experienced an equipment failure and is being flown to a maintenance facility for repair in order to meet RVSM requirements and/or obtain approval;

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c. Aircraft being utilized for mercy or humanitarian purposes;

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d. Within the Oakland, Anchorage, and Arctic FIRs, an aircraft transporting a spare engine mounted under the wing.

2. Aircraft not approved for RVSM operations may transition through RVSM airspace to operate above or below.

3. Aircraft not approved for RVSM operations may transition through RVSM airspace to operate above or below.

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6­9­5. non­RVSM Requirements

6­9­5. non­RVSM Requirements

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c. Within oceanic airspace or transiting to/from oceanic airspace aircraft being initially delivered to the State of Registry or Operator, an aircraft that was formerly RVSM approved but has experienced an equipment failure and is being flown to a maintenance facility for repair in order to meet RVSM requirements and/or obtain approval; an aircraft being utilized for mercy or humanitarian purposes; and within the Oakland, Anchorage, and Arctic FIRs, an aircraft transporting a spare engine mounted under the wing will be accommodated in RVSM airspace on a workload permitting basis.

c. Non-RVSM Exception Flights Inbound to U.S. The TMU at the facility where an aircraft penetrates RVSM airspace designated for U.S. air traffic control, or entry facility, receives the coordination from an international point-of-contact advising of an inbound non-RVSM exception. The TMU must coordinate with the operational supervisor/CIC in a timely manner.

d. Non-RVSM Exception Flights Inbound to U.S. The TMU at the facility where an aircraft penetrates RVSM airspace designated for U.S. air traffic control, or entry facility, receives the coordination from an international point-of-contact advising of an inbound non-RVSM exception. The TMU must coordinate with the operational supervisor/CIC in a timely manner.

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10­4­9. SIMULTANEOUS CONVERGING INSTRUMENT APPROACHES

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a. The procedures to conduct Simultaneous Converging Instrument Approaches (SCIA) must be developed in accordance with the following paragraphs.

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1. The ATM must:

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(a) Determine that the volume and complexity of aircraft operations requires the use of simultaneous converging instrument approaches. Additionally, no adverse impact on the users or air traffic control facilities can result from the implementation of the procedure.

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(b) Coordinate with airport operations to ensure that runway intersection identification markings are in accordance with appropriate standards if the runways intersect.

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(c) Coordinate with the responsible Service Area Flight Procedures Team (FPT) through the service area Operations Support Group (OSG) for the feasibility of SCIA procedural design and the ability to achieve minimums sufficient to justify procedural development. The FPT must consider all aspects of the approach, including NAVAIDS, approach lighting, and airport lighting.

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(d) Prepare a staff study which includes:

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(1) Type of aircraft and user groups that will be involved in SCIA operations.

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(2) Anticipated effect on airport/ airspace capacity, including projected reductions in departure delays, airport acceptance rate, and projected savings in aircraft fuel consumption.

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(3) Daily time periods during which the procedure would be applied.

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(4) A preliminary environmental assessment in accordance with FAA Order 1050.1, Environmental Impacts: Policies and Procedures (See Paragraph 4­1­6, Preliminary Environmental Review).

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2. After completing steps 1 through 4 above, the ATM must:

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(a) Submit the request for SCIA operations, to include the completed staff study and a draft graphic of the ILS­Standard Instrument Approach Procedure, to their OSG for review.

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(1) The OSG must coordinate the procedure with the regional Flight Standards Division.

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(2) When approved, the OSG will process the package through the FPT for development.

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(b) Develop a Letter to Airmen defining local procedures to be used at least 30 days before the effective date. Additional means of publicizing local procedures must be employed in accordance with Paragraph 4­2­4, Coordination of ATC Procedures.

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b. The requirements for conducting SCIA operations to converging runways are:

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1. Operational air traffic control radar.

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2. Precision instrument approach procedures must be established on each runway.

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3. Non-intersecting final approach courses.

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4. SIAP specifically titled “Converging” and is published in parenthesis after the title of the procedure, for example, ILS V Rwy 17 (Converging).

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(a) Missed approach points (MAP) must be at least 3 nautical miles (NM) apart, and

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(b) Published missed approach procedures diverge by at least 45 degrees.

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(c) The ATM must designate a primary and secondary runway for SCIA runway configurations including separation responsibility and procedures to be applied in the event a missed approach is initiated inside the MAP.

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(d) Flight Procedures will determine the appropriate approach minimums for both primary and secondary runways for each SCIA configuration.

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5. Converging approaches must not be conducted simultaneously to runways that intersect, when the ceiling is less than 1,000 feet or the visibility is less than 3 miles.

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6. Converging approaches to runways that do not intersect may be conducted when the ceiling is less than 1,000 feet or visibility less than 3 miles provided all other conditions of this directive are met.

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7. Application of this procedure to intersecting runways does not relieve the controller of the responsibility to provide intersecting runways separation as required in FAA Order 7110.65, paragraph 3­10­4.

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8. A facility directive or letter of agreement must be developed specifying as a minimum:

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(a) The runway configurations to be used during SCIA operations,

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(b) Separation responsibility and procedures, to be applied, in the event a missed approach is initiated inside the MAP,

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(c) Coordination requirements,

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(d) Weather minima applicable to each configuration, if different from published minima.

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NOTE-
The ATM may establish higher minima than published on the SIAP to preclude, to the extent feasible, the possibility of a weather related missed approach.

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c. Authorize simultaneous instrument approaches to converging runways under the following conditions:

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1. Only straight­in approaches must be made.

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2. All appropriate communication, navigation, and surveillance systems are operating normally.

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3. Aircraft must be informed on initial contact, or as soon as possible, that simultaneous converging approaches are in use. Broadcasting this information on the ATIS satisfies this requirement.

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4. Weather activity that could impact the final approach courses must be closely monitored. Discontinue SCIA operations if weather trends indicate deteriorating conditions which would make a missed approach likely.

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d. Record any occurrence of simultaneous missed approaches while conducting SCIA on FAA Form 7230­4, Daily Record of Facility Operation and submit a mandatory occurrence report (MOR).

Paragraph 10­4­9 through 10­4­11

Renumber 10­4­10 through 10­4­12