Section 1. Aircraft Arresting System, Single Frequency Approach (SFA), Simulated Flameout (SFO)/Emergency Landing Pattern (ELP) Operations, Celestial Navigation (CELNAV) Training

  1. OPERATION OF AIRCRAFT ARRESTING SYSTEMS

These instructions are applicable only at joint-use FAA locations which employ the USAF web barrier and hook cable arresting systems. Normally, the barriers will be maintained in the down position. However, at those locations where appropriate local military authority determines that the barrier/cable must be maintained in a raised position due to existing or forecasted freezing weather conditions or temporary malfunctioning of the activating mechanism, the FAA facility must:

  1. Issue a Notice to Air Missions (NOTAM) advising that the barriers/cable is in the raised position. This is in addition to the military outage NOTAM required by barrier agreement and appropriate Air Force Instructions, but they may be combined where feasible.
  2. Notify the appropriate Flight Standards District Office (FSDO).
  1. ARRESTING SYSTEMS CONTROL PANELS

FAA requires adequate lights and controls in the tower cab at all locations with installed barriers/cables. The following minimum requirements have been established with regard to tower cab barrier control panels:

  1. Switches or control buttons must be safely covered to prevent accidental activation.
  2. The arresting system position lights installed in the tower must be of sufficient intensity to be seen in full daylight and must give positive indication of barrier/cable position “up” or “down” and not just that power has been applied to the erecting mechanism. Lack of power indication must be considered a malfunctioning of the system, and the control of aircraft must be conducted in accordance with raised arresting system instructions contained herein.
  1. ACTION REQUIRED BY FACILITY AIR TRAFFIC MANAGER

The following action is required by the facility Air Traffic manager:

  1. A letter of agreement for the operation of aircraft arresting systems must be drafted and approved by the FAA Service Area office and the appropriate military commander. This agreement is not effective until such time as the facility air traffic manager is advised in writing by the military commander that the arresting system is available as specified in the letter of agreement.
  2. Operational agreements for aircraft arresting systems are not restricted to, but must include, the following information:
  1. This agreement must become effective when the FAA facility air traffic manager receives notice in writing from the base commander that:
  1. The barrier/cable has been accepted from the contractor and is commissioned and fully operational; or
  2. The barrier/cable is available on a limited basis for emergency use. In the event the barrier/cable has not been accepted from the contractor, this notification must be accompanied by a written statement from the contractor authorizing the emergency use of the barrier/cable and waiving any claim against FAA for damage to the arresting system as the result of such use.
  3. A Notice to Air Missions has been issued specifying conditions in (a) and (b).
  1. Prior to the receipt of the foregoing letter from the base commander, the tower arresting system controls must be de-energized by the military and placarded “INOPERATIVE” by the chief controller and must not be activated by tower personnel under any circumstances.
  2. During unscheduled outages due to failure of tower controls or control lines to the facility or upon notification by tower personnel of a malfunction of the barrier/cable mechanism or remote control system and if the military desires the arresting system to be raised and lowered, the military crew at the barrier/cable site must have full and final responsibility for operating the arresting system. The arresting system crew must maintain a listening watch on appropriate air/ground frequencies and have transmit/receive capability with the tower on the ground control frequency in order to keep tower personnel informed of the position of the arresting system.
  3. To eliminate a requirement for the pilot to change from the controlling agency frequency where ground controlled intercept/ground controlled approach (GCI/GCA) hand-offs are employed, the tower must operate the arresting system at the request of the GCA unit. Where an approach control facility releases aircraft to a GCA unit, the tower at the airport of destination must operate the arresting system at the request of the approach control unit or the GCA unit at the destination airport.
  4. If malfunctioning of the barrier/cable mechanism or remote control system occurs, tower personnel must notify base operations immediately.
  1. PUBLICATION OF INSTALLATION

The local military authority will initiate action to notify the National Flight Data Center (NFDC) and the St. Louis Air Force Station, Missouri 63118 of the original commissioning. Subsequently, this information will be published in the National Flight Data Digest and the Flight Information Publication Supplement.

  1. SINGLE FREQUENCY APPROACH (SFA)

When SFA procedures are implemented by terminal facilities providing radar approach control service to airports where military single-piloted turbojet aircraft are regularly based, ensure that the following conditions are met:

  1. Communications capability will meet normal demands without increasing aircraft delays.
  2. At least five discrete ultra-high frequency (UHF) frequencies are available for this use.
  3. The radar approach controller retains jurisdiction over the rotation of three frequencies between himself and the GCA controller.
  4. A letter of agreement is completed by the FAA facility Air Traffic manager with local military authorities covering ATC procedures, use of frequencies, etc.
  1. SIMULATED FLAMEOUT (SFO)/EMERGENCY LANDING PATTERN (ELP) OPERATIONS

At locations where SFO/ELP maneuvers are conducted, the facility air traffic manager must issue a letter of agreement with the appropriate military authority and adjacent facilities as required. The letter of agreement must include at least the following issues:

  1. A complete description of the SFO/ELP procedure. (High-key altitude MSL, airspeed during procedure, direction of turns, and low-key altitude MSL will be obtained from the military for all types of aircraft planning to utilize this procedure. The SFO/ELP maneuvering airspace area should be visible from the normal local control position in the control tower.)
  2. The weather conditions that must exist before issuance of approval by the tower. (Ceiling must be at least 1,000 feet above the approved high-key altitude, and flight and ground visibility must be reported to be at least 5 miles.)
  3. A statement to the effect that a practice SFO/ELP may be disapproved because of traffic or other reasons either before or after the start of the maneuver.
  4. A statement indicating the provision of this service by the tower does not in any way absolve the pilot from their responsibility to comply with 14 CFR sections 91.111 and 91.113, other appropriate subparts of 14 CFR Part 91, and/or applicable military regulations.
  5. Pilots utilizing SFO/ELP procedures in T-6, T-41, T-51, U-2, and TR-1 aircraft are authorized to deviate from the weather conditions prescribed in subparagraph b as follows:
  1. Ceiling must be at least 500 feet above the approved high-key altitude; and
  2. Flight and ground visibility must be reported to be at least 3 miles.

NOTE-

SFO/ELP procedures conducted above 10,000 feet MSL must be in accordance with 14 CFR section 91.155.

  1. CELESTIAL NAVIGATION (CELNAV) TRAINING
  1. Within conterminous U.S., CELNAV training is restricted to transponder-equipped aircraft within areas of ARTCC radar coverage.
  2. Because CELNAV training procedures require a pilot to deviate from the course requirements of title 14, CFR, part 91, section 91.181, pilots must obtain ATC approval before discontinuing conventional navigation to begin CELNAV training.
  3. Pilots are also required to advise ATC when discontinuing CELNAV training and resuming conventional navigation.
  4. Pilots engaged in CELNAV training must advise ATC before initiating any heading change of more than 20 degrees.
  5. Pilots must remain within 30 NM of the assigned course unless otherwise authorized by ATC.
  6. ATC approves flight plans specifying CELNAV only when requested for USAF or USN aircraft.