Section 4. Services

  1. AUTOMATIC TERMINAL INFORMATION SERVICE (ATIS)
  1. ATIS provides advance non‐control airport/terminal area and meteorological information for use by aircraft arriving and departing and operating within the terminal area. This can be accomplished by data link text, available upon request, and/or a voice message recording, which is a repetitive broadcast on a voice outlet.
  2. Assign ATIS responsibilities to a specific position of operation. These must include updating ATIS messages and disseminating current messages to pertinent positions of operation.
  3. Before transmitting, the voice and/or text message must be reviewed to ensure content is complete and accurate. When appropriate, the voice/text must be cross-checked to ensure the message content is the same. In a conventional, controller-prepared voice recording, the specialist must ensure:
  1. The speech rate is not excessive,
  2. The enunciation is of the highest quality, and
  3. Each part of the message is easily understood.
  1. Those facilities with runway construction must ensure ATIS message content is complete, accurate, and contains the proper information related to runway closures and available length (feet). When runway construction is underway, the review of the message should be made by a person other than the specialist who prepared the original, preferably either a supervisor or CIC.

REFERENCE-

FAA Order JO 7110.65, Para 2-9-3, Content.
FAA Order JO 7110.65, Para 3-7-1, Ground Traffic Movement.
FAA Order JO 7110.65, Para 3-9-1, Departure Information.
FAA Order JO 7110.65, Para 3-9-4, Line Up and Wait (LUAW).
FAA Order JO 7110.65, Para 3-9-9, Take-off Clearance.
FAA Order JO 7110.65, Para 3-10-1, Landing Information.
FAA Order JO 7110.65, Para 3-10-5, Landing Clearance.
FAA Order JO 7210.3, Para 10-3-12, Airport Construction.
FAA Order JO 7210.3, Para 10-3-13, Change in Runway Length Due to Construction.

  1. Specific sequential portions of the alphabet may be assigned between facilities or for an arrival and departure ATIS when confusion could result from using the entire alphabet for each ATIS.
  1. A LOA must be established between facilities designating the ATIS codes which will be used by each facility.
  2. A facility directive must be developed designating the ATIS alphabet codes which will be used by each facility or for an arrival and departure ATIS.

REFERENCE-

FAA Order JO 7110.65, Para 2-9-1, Application.

EXAMPLE-

Departure ATIS codes could be assigned codes of “Alfa” through “Mike” and arrival ATIS codes assigned “November” through “Zulu.” The ATIS codes may also be divided between facilities.

  1. Make ATIS messages a matter of record on facility recorders. If not possible, retain a written record of each message in the facility's files for 45 days.
  2. Keep messages as brief and as concise as possible. Optimum duration of up to 30 seconds should not be exceeded unless required for message content completeness.
  3. During the hours of operation, part-time towers that have ATIS capabilities and ASOS/AWOS ground to air broadcast capability, must ensure that the latest METAR/SPECI weather sequence is broadcast only on ATIS. ASOS/AWOS must not be allowed to broadcast weather concurrent with ATIS.
  4. During the hours of non‐operation, part‐time towers that have ATIS capabilities should record for continuous broadcast the following information:

NOTE-

Those facilities that have ASOS/AWOS broadcast capability must allow the automated weather report to be broadcast on the ASOS/AWOS frequency in the one minute update mode and include the applicable information in subparagraphs 10-4-1h, 1 thru 5 at the time of closing.

  1. The local tower hours of operation.
  2. ASOS/AWOS frequency.
  3. The appropriate common traffic advisory frequency (CTAF).
  4. The frequency for operating radio controlled approach lights.
  5. The FAA facility and frequency for additional information.

EXAMPLE-

(Name of tower) tower hours of operation are (time) local time to (time) local time. The frequency for automated weather is (frequency). The common traffic advisory frequency is (frequency). Pilot operated approach lighting is available on (frequency). For additional information contact (name of approach control or center) on (frequency).

  1. PRETAXI CLEARANCE PROCEDURES
  1. If a need exists, facilities should develop pretaxi clearance procedures for departing IFR aircraft. Use of CD frequency is desirable for implementing such procedures. However, facilities without CD frequency may use GC frequency for pretaxi clearance if the service can be provided without derogating the primary function of GC. When developing pretaxi clearance procedures, do the following:
  1. Coordinate the proposed procedures with the airport users.
  2. Inform System Safety and Procedures, when procedures are implemented.
  1. Include the following in pretaxi procedures:
  1. The procedures are not mandatory.
  2. The pilot calls CD or GC not more than 10 minutes before proposed taxi time.
  3. The IFR clearance or the delay information should be issued at the time of initial callup.
  4. When the IFR clearance is issued on CD frequency, the aircraft is changed to GC for taxi clearance.
  5. Normally, the pilot need not inform GC of having received IFR clearance on CD frequency. Some high activity towers with unique operating position arrangements or operating conditions may require the pilot to inform GC of a portion of his/her routing or that he/she has received his/her IFR clearance.

NOTE-

For facilities where TFDM capabilities have been deployed, see FAA Order JO 7210.637, Terminal Flight Data Manager Electronic Flight Strips.

  1. GATE HOLD PROCEDURES
  1. The objective of gate hold procedures is to restrict departure delays to 15 minutes or less after engine start and taxi time. Facility air traffic managers must ensure gate hold procedures and departure delay information are made available to all pilots prior to engine startup. Implement gate hold procedures when departure delays exceed or are expected to exceed 15 minutes.
  2. Facility air traffic managers must meet with airport management and users to develop local gate hold procedures at airports that have identified the need and where air traffic operations dictate. Gate hold procedures, when required, will be developed in accordance with limitations imposed by local conditions. Include the following general provisions in the procedures when gatehold procedures are established.
  1. Pilots must contact GC/CD prior to starting engines to receive start time or taxi time, as appropriate. The sequence for departure must be maintained in accordance with the initial callup unless modified by flow control restrictions.
  2. Develop notification procedures for aircraft unable to transmit without engine(s) running.

NOTE-

Inability to contact GC/CD prior to engine start must not be justification to alter the departure sequence.

  1. The operator has the final authority to decide whether to absorb the delay at the gate, have the aircraft towed to another area, or taxi to a delay absorbing area.
  2. GC/CD frequency is to be monitored by the pilot. A new proposed engine start time or taxi time must be issued if the delay changes.

NOTE-

For facilities where TFDM capabilities have been deployed, see FAA Order JO 7210.637, Terminal Flight Data Manager Electronic Flight Strips.

  1. ADVISORY SERVICE TO ARRIVING VFR FLIGHTS

When it is desirable to reduce the workload at the LC position, procedures should be established whereby arriving aircraft make their first contact with the control tower on the approach control frequency, regardless of weather, provided the following conditions exist:

  1. Approach control and LC positions use separate frequencies.
  2. ATC service to IFR flights is not affected.
  3. Use of the procedure will not hinder the operation of VFR aircraft by requiring excessive routing or spacing.
  4. Consideration is given to establishing radio contact points based on time or distance rather than on landmarks with which some pilots may not be familiar.
  5. Where possible, radio contact points and the routes between them and the airport are different from those used by IFR flights.
  6. Pilot participation is encouraged rather than required, and compliance with the procedures is not made mandatory.
  1. PRACTICE INSTRUMENT APPROACHES
  1. VFR aircraft practicing instrument approaches at the approach control's primary airport must be provided IFR separation in accordance with FAA Order JO 7110.65, Air Traffic Control, Chapter 4, Section 8, Approach Clearance Procedures.

NOTE-

The primary airport is the airport from which approach control service is provided, except for remoted facilities where the facility air traffic manager will designate the primary airport.

  1. IFR separation to VFR aircraft in accordance with FAA Order JO 7110.65, Chapter 4, Section 8, Approach Clearance Procedures, must be provided to all secondary airports under the approach control's jurisdiction to the extent possible within existing resources. Where separation service is provided to an airport with a FSS that provides LAA, or a nonapproach control tower, provisions for handling such aircraft must be included in a LOA.
  2. Where IFR separation is not provided to VFR aircraft conducting practice approaches, instruct the aircraft to maintain VFR and provide traffic information.
  3. At airports where the tower does not provide approach control service, handle practice instrument approaches in accordance with a LOA between the tower and the facility providing approach control service.
  4. Facilities must issue a letter to airmen advising the users of those airports where IFR separation is provided for VFR aircraft conducting practice instrument approaches. The letter should specify which facility will handle the aircraft practicing instrument approaches and include the appropriate frequencies.

REFERENCE-

FAA Order JO 7210.3, Para 4-5-2, Letters to Airmen.

  1. SIMULTANEOUS INDEPENDENT APPROACHES
  1. Simultaneous independent approaches may be conducted when:
  1. Dual parallel runway centerlines are at least 3,600 feet apart, or dual parallel runway centerlines are at least 3,000 feet apart with a 2.5º to 3.0º offset approach to either runway.
  2. Triple parallel approaches may be conducted when:
  1. Parallel runway centerlines are at least 3,900 feet apart; or
  2. Parallel runway centerlines are at least 3,000 feet apart, a 2.5º to 3.0º offset approach to both outside runways; or
  3. Parallel runway centerlines are at least 3,000 feet apart, a single 2.5º to 3.0º offset approach to either outside runway while parallel approaches to the remaining two runways are separated by at least 3,900 feet.
  4. Parallel approaches to airports where the airport field elevation is more than 2,000 feet MSL require the use of the final monitor aid (FMA) system.

A graphic depicting the text high update rate (HUR) surveillance.

  1. At locations with high update rate (HUR) surveillance, simultaneous independent approaches may be conducted where surveillance is monitored to ensure the update rate is 1 second or faster, the system processing time is 3 seconds or faster, and under the following conditions:
  1. Dual parallel runway centerlines are at least 3,200 feet apart, or dual parallel runway centerlines are at least 2,500 feet apart with a 2.5º to 3.0º offset approach to either runway.
  2. Triple parallel runway centerlines are at least 3,400 feet apart, or triple parallel runway centerlines are at least 2,500 feet apart with a 2.5º to 3.0º offset approach to both outside runways, or triple parallel runway centerlines are at least 2,500 feet apart, a single 2.5º to 3.0º offset approach to either outside runway while parallel approaches to the remaining two runways are separated by at least 3,400 feet.
  3. A surveillance update rate of 1 second or faster is required for monitoring the No Transgression Zone (NTZ) when conducting simultaneous independent approaches to the runway centerline spacing (RCLS) provided in this paragraph.

NOTE-

  1. The facility ATM notifies the Safety Performance Monitoring Team (AJI-313) when implementing HUR surveillance procedures for the first time.
  2. Where RCLS is ≤3400 feet, the normal operating zone (NOZ) is constant at 700 feet; and for RCLS ≥3400 feet, the no transgression zone (NTZ) remains constant at 2000 feet.
  3. Technical Operations' Navigation & Surveillance Enterprise Control Center (NECC) monitors the health and status of the ADS-B Service 24/7/365. The NECC notifies those locations using HUR procedures when the ADS-B service is not providing the required target update performance along the full length of the NTZ.
  4. At this time, STARS cannot provide the controller with real time notification of target update performance that meet the requirements to achieve HUR surveillance benefits.

REFERENCE-

FAA Order 6000.15, General Maintenance Handbook for National Airspace System (NAS) Facilities, Appendix K.

  1. Instrument approach procedures are annotated with “simultaneous approach authorized”.
  2. Equipment required to maintain communication, navigation, and surveillance systems is operational with the glide slope exception as noted below.
  3. During glide slope outages, facilities may continue to conduct simultaneous independent approaches without vertical guidance for a period of no more than 29 days, provided the following requirements are identified in an Air Traffic Safety Oversight Service (AOV) approved contingency plan. Submit glide slope outage contingency plans for approval to the Director, Operations-Headquarters for processing. At a minimum, the following special provisions, conditions, and limitations must be identified in the plan, if applicable, along with any other facility-specific requirements:
  1. An LOA with the ATCT (or facility directive for a combined facility) must contain a description of the procedures, requirements, and any limitations as specified in the facility contingency plan for glide slope out of service procedures.
  2. The ATC facility must notify Technical Operations personnel of the glide slope outage.

REFERENCE-

FAA Order JO 7210.3, Para 3-5-2, System Component Malfunctions.

  1. The ATC facility must notify arriving pilots that the glide slope is out of service. This can be accomplished via the ATIS broadcast.
  2. Any other requirements specified in the local facility contingency plan for glide slope out procedures must be complied with before conducting simultaneous independent approach procedures.
  3. Controllers must be trained and provided annual refresher training concerning the application of these procedures.
  4. The ATC facility must record when the glide slope outage occurs and any adverse impact on the operation on FAA Form 7230-4, Daily Record of Facility Operation.
  5. Any loss of separation or break out associated with operations under a contingency plan for glide slope out must be reported to the Director, Operations- Headquarters.
  6. The facility must have radar coverage down to the decision altitude or minimum descent altitude, as applicable.
  7. Approaches must be terminated to the runway without a glide slope whenever the reported visibility is below the straight-in localizer minimum for that runway.
  8. Any required equipment for the approach with the glide slope out of service must be operational, such as DME or VORTAC.
  1. Simultaneous approaches with the glide slope unusable must be discontinued after 29 days unless granted a Letter of Authorization by AOV. (See Appendix 4.)
  2. When simultaneous approaches are being conducted, the pilot is expected to inform approach control, prior to departing an outer fix, if the aircraft does not have the appropriate airborne equipment or they do not choose to conduct a simultaneous approach. Provide individual handling to such aircraft.
  3. Prior to implementing Established on RNP (EoR) operations to parallel runways with centerline spacing 9,000 feet or less (9,200 feet or less at field locations above 5,000 MSL), air traffic managers must:
  1. Document all approach and/or transition pairings to be used during EoR operations. Document any existing approach and/or transition that requires application of incorrect flight procedure track separation (see FAA Order 8260.3, Chapter 16).
  2. Ensure approved EoR approach pairings comply with the EoR procedure criteria identified in FAA Order 8260.3, Chapter 16.
  3. Obtain authorization from the Service Area Director of Air Traffic Operations for the approved instrument approach pairings.
  4. Ensure facility directives/letters of agreement list the authorized approach pairs and address the integration of EoR operations with straight-in operations to the same or parallel runway/s. Facility directives/letters of agreement must address, at a minimum, breakout procedures, monitoring, and training requirements.

REFERENCE-

FAA Order JO 7110.65, Para 5-9-7, Simultaneous Independent Approaches-Dual & Triple.
P/CG Term - Established on RNP Concept.

  1. SIMULTANEOUS WIDELY- SPACED PARALLEL OPERATIONS
  1. Simultaneous independent approaches to widely-spaced parallel runways without final monitors may be conducted when:
  1. Instrument approach procedures are annotated with “Simultaneous Approach Authorized.”
  2. A separate approach system is required for each parallel runway. A minimum distance of more than 9,000 feet between centerlines is required when approaches are conducted at airports with field elevations at or below 5,000 feet MSL, or 9,200 feet between runway centerlines is required with a field elevation above 5,000 feet MSL. Other integral parts of the total Simultaneous Approach System include radar, communications, ATC procedures, and appropriate airborne equipment.
  3. Weather activity is closely monitored that could impact the final approach course. Weather conditions in the vicinity of either final approach course may dictate a change of the approach in use.
  4. All turn-ons and final approaches are monitored by radar. Since the primary responsibility for navigation rests with the pilot, instructions from the controller are limited to those necessary to ensure separation between aircraft. Information and instructions are issued as necessary to contain the aircraft on the final approach course. Aircraft which are observed deviating from the assigned final approach course are instructed to alter course left or right, as appropriate, to return to the desired course. Unless altitude separation is assured between aircraft, immediate action must be taken by the controller monitoring the adjacent parallel approach course to require the aircraft in potential conflict to alter its flight path to avoid the deviating aircraft.
  5. Missed approach procedures are established with climbs on diverging courses. To reduce the possibility of error, the missed approach procedure for a single runway operation should be revised, as necessary, to be identical with that of a simultaneous approach operation.
  6. Separate radar and local control positions are established for each final approach course.
  1. Record the time the operation begins and ends on the facility log.
  2. Where possible, establish standard breakout procedures for each simultaneous operation. If traffic patterns and airspace permit, the standard breakout altitude should be the same as the missed approach altitude.
  3. Provide individual handling to an aircraft when the crew informs you that the aircraft does not have the appropriate airborne equipment or they choose not to conduct a simultaneous approach.
  4. Facility ATMs must ensure approach pairings, when conducted under the EoR concept, are identified in a Facility Directive and a Letter of Agreement (LOA), if applicable.

REFERENCE-

FAA Order JO 7110.65, Para 5-9-10, Simultaneous Independent Approaches to Widely-Spaced Parallel Runways Without Final Monitors.
P/CG-Term Established on RNP Concept.

  1. SIMULTANEOUS CONVERGING INSTRUMENT APPROACHES
  1. The procedures to conduct Simultaneous Converging Instrument Approaches (SCIA) must be developed in accordance with the following paragraphs.
  1. The ATM must:
  1. 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.
  2. Coordinate with airport operations to ensure that runway intersection identification markings are in accordance with appropriate standards if the runways intersect.
  3. 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.
  4. Prepare a staff study which includes:
  1. Type of aircraft and user groups that will be involved in SCIA operations.
  2. Anticipated effect on airport/ airspace capacity, including projected reductions in departure delays, airport acceptance rate and projected savings in aircraft fuel consumption.
  3. Daily time periods during which the procedure would be applied.
  4. A preliminary environmental assessment in accordance with FAA Order 1050.1, Environmental Impacts: Policies and Procedures (See paragraph 4-1-6, Preliminary Environmental Review).
  1. After completing steps 1 through 4 above, the ATM must:
  1. Submit the request for SCIA operations, to include the completed staff study and a draft graphic of the ILS/GLS or other Approach with Vertical Guidance (APV), to their OSG for review.
  1. The OSG must coordinate the procedure with the regional Flight Standards Division.
  2. When approved, the OSG will process the package through the FPT for development.
  1. 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 4-2-4, Coordination of ATC Procedures.
  1. The requirements for conducting SCIA operations to converging runways are:
  1. Operational air traffic control radar.
  2. Precision Approaches and/or Approach with Vertical Guidance (APV) must be established on each runway. The authorized approach types are: ILS, GLS, RNAV (GPS) with LPV and/or LNAV/VNAV minimums, or RNAV (RNP).
  3. Non intersecting final approach courses.
  4. SIAP specifically titled “Converging” and is published in parenthesis after the title of the procedure, for example, ILS V Rwy 17 (Converging).
  1. Missed approach points (MAP) must be at least 3 nautical miles (NM) apart, and
  2. Published missed approach procedures diverge by at least 45 degrees.
  3. 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.
  4. Flight Procedures will determine the appropriate approach minimums for both primary and secondary runways for each SCIA configuration.
  1. 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.
  2. 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.
  3. 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 JO 7110.65, paragraph 3-10-4.
  4. A facility directive or letter of agreement must be developed specifying as a minimum:
  1. The runway configurations to be used during SCIA operations,
  2. Separation responsibility and procedures, to be applied, in the event a missed approach is initiated inside the MAP,
  3. Coordination requirements,
  4. Weather minima applicable to each configuration, if different from published minima.

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.

  1. Authorize simultaneous instrument approaches to converging runways under the following conditions:
  1. Only straight-in approaches must be made.
  2. All appropriate communication, navigation, and surveillance systems are operating normally.
  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.
  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.
  1. Record any occurrence of simultaneous missed approaches while conducting SCIA on FAA Form 7230-4, Daily Record of Facility Operation and submit a mandatory occurrence report (MOR).
  1. SIMULTANEOUS OFFSET INSTRUMENT APPROACHES
  1. Simultaneous Offset Instrument Approaches (SOIA) may be conducted at airports with dual parallel runways with centerlines separated by at least 750 feet and less than 3,000 feet, with one straight-in Instrument Landing System (ILS) and one Localizer Directional Aid (LDA), offset by 2.5 to 3.0 degrees in accordance with the provisions of an authorization issued by the Director of Operations-Headquarters in coordination with AFS. A color digital display set to a 4 to 1 (4:1) aspect ratio (AR) with visual and aural alerts, such as STARS final monitor aid (FMA) is required.
  2. Notification procedures for pilots unable to accept an ILS PRM or LDA PRM approach clearance can be found on the Attention All Users Page (AAUP) of the Standard Instrument Approach Procedures (SIAP) for the specific airport PRM approach.
  3. Closely monitor weather activity that could impact the final approach course. Weather conditions in the vicinity of either final approach course may dictate a change of the approach in use. (See paragraph 10-1-6, Selecting Active Runways, subparagraph b Note.)
  4. All turn-ons and final approaches are monitored by radar. Since the primary responsibility for navigation rests with the pilot, instructions from the controller are limited to those necessary to ensure separation between aircraft and to prevent aircraft from penetrating the NTZ. Information and instructions are issued, as necessary, to contain the aircraft's flight path within the Normal Operating Zone (NOZ). Aircraft which are observed approaching the No Transgression Zone (NTZ) are instructed to alter course left or right, as appropriate, to return to the desired course. Unless altitude separation is assured between aircraft, immediate action must be taken by the controller monitoring the adjacent parallel approach course to require the aircraft in potential conflict to alter its flight path to avoid the deviating aircraft.
  5. Missed approach procedures are established with climbs on diverging courses. To reduce the possibility of error, the missed approach procedure for a single runway operation should be revised, as necessary, to be identical with that of the SOIA operation.
  6. Where possible, establish standard breakout procedures for each simultaneous operation. If traffic patterns and airspace permit, the standard breakout altitude should be the same as the missed approach altitude.
  7. The following requirements must be met for conducting SOIA:
  1. All PRM, FMA, ILS, LDA with glideslope, distance measuring equipment, and communications frequencies must be fully operational.
  2. The common NOZ and NTZ lines between the final approach course centerlines must be depicted on the radar video map. The NTZ must be 2,000 feet wide and centered an equal distance from the final approach centerlines. The remaining spaces between the final approach courses are the NOZs associated with each course.
  3. Establish monitor positions for each final approach course that have override transmit and receive capability on the appropriate control tower frequencies. A check of the override capability at each monitor position must be completed before monitoring begins. Monitor displays must be located in such proximity to permit direct verbal coordination between monitor controllers. A single display may be used for two monitor positions.
  4. Facility directives must define the position responsible for providing the minimum applicable longitudinal separation between aircraft on the same final approach course.
  1. Dual local control positions, while not mandatory, are desirable.
  2. Where possible, establish standard breakout procedures for each simultaneous operation. If traffic patterns and airspace permit, the standard breakout altitude should be the same as the missed approach altitude.
  3. Wake turbulence requirements between aircraft on adjacent final approach courses inside the LDA MAP are as follows (standard in-trail wake separation must be applied between aircraft on the same approach course):
  1. When runways are at least 2,500 feet apart, there are no wake turbulence requirements between aircraft on adjacent final approach courses.
  2. For runways less than 2,500 feet apart, whenever the ceiling is greater than or equal to 500 feet above the MVA, wake vortex spacing between aircraft on adjacent final approach courses need not be applied.
  3. For runways less than 2,500 feet apart, whenever the ceiling is less than 500 feet above the MVA, wake vortex spacing between aircraft on adjacent final approach courses, as described in FAA Order JO 7110.65, Air Traffic Control, paragraph 5-5-4, Minima, must be applied unless acceptable mitigating techniques and operational procedures are approved by the Director of Operations-Headquarters pursuant to an AFS safety assessment. A request for a safety assessment must be submitted to the Director of Operations-Headquarters through the Service Area Director of Air Traffic Operations. The wake turbulence mitigation techniques employed will be based on each airport's specific runway geometry and meteorological conditions and implemented through local facility directives.
  4. All applicable wake turbulence advisories must be issued.
  1. A local implementation team must be established at each facility conducting SOIA. The team should be comprised of representatives from the local airport sponsor and other aviation organizations. The team will monitor local operational integrity issues and report/refer issues for national consideration as appropriate.
  2. For any new proposal to conduct SOIA, an operational need must be identified by the ATC facility manager, validated by the appropriate Service Area Director of Air Traffic Operations, and forwarded to the Director of Operations-Headquarters for appropriate action. The statement of operational need should identify any required site specific procedures.
  1. REDUCED SEPARATION ON FINAL

Separation between aircraft may be reduced to 2.5 NM in-trail separation on the final approach course within 10 NM of the runway provided an average Runway Occupancy Time (ROT) of 50 seconds or less is documented for each runway. ROT is the length of time required for an arriving aircraft to proceed from over the runway threshold to a point clear of the runway. The average ROT is calculated by using the average of the ROT of no less than 250 arrivals. The 250 arrivals need not be consecutive but must contain a representative sample of the types of aircraft that use the runway. Average ROT documentation must be revalidated within 30 days if there is a significant change in runway/taxiway configuration, fleet mix, or other factors that may increase ROT. Revalidation need not be done for situations that are temporary in nature. Only the ROT for the affected runway(s) will need to be revalidated. All validation and revalidation documentation must be retained and contain the following information for each arrival:

  1. Aircraft call sign.
  2. Aircraft type.
  3. Time across the threshold.
  4. Time clear of the runway.
  5. Items c and d above may be omitted if using a stopwatch. Record the total number of seconds required for an aircraft to proceed from over the landing threshold to a point clear of the runway when using a stopwatch.

REFERENCE-

FAA Order JO 7110.65, Subpara 5-5-4j, Minima.

  1. MINIMUM IFR ALTITUDES (MIA)

At terminal facilities that require minimum IFR altitude (MIA) charts, determine MIA information for each control sector and display them at the sector. This must include off-airway minimum IFR altitude information to assist controllers in applying 14 CFR Section 91.177 for off-airway vectors and direct route operations. Facility air traffic managers must determine the appropriate chart/map method for displaying this information at the sector. Forward charts and chart data records to the appropriate Service Center Operations Support Group for certification and annual review.

NOTE-

  1. For guidance in the preparation and review of Minimum IFR Altitude charts see FAA Order JO 7210.37, En Route Instrument Flight Rules (IFR) Minimum IFR Altitude (MIA) Sector Charts.
  2. This may be accomplished by appending the data on sector charts or MVA charts; Special translucent sectional charts are also available. For assistance in obtaining MIA sector charts contact the Radar Video Map group at 9-AJV-HQ-ATCPRODUCTS@faa.gov.