Operational Performance Evaluation

The Performance Analysis Office is responsible for reporting on the overall operational performance of the NAS to the Air Traffic Organization's senior management and external organizations, and with anticipating near-term challenges. Core responsibilities include quarterly reports on ATO operational metrics to the COO and the Officer's group, projecting delays at major airports based on anticipated construction and airline schedule changes, and leading the FAA's metric harmonization process.

Core Operational Performance Products and Capabilities

International Performance and Benchmarking

The FAA works internationally to promote safety and to improve the operational efficiency of the global system. This is accomplished through work at ICAO, through CANSO and through bilateral agreements established between the US and other governments or Air Traffic Service providers.

The office provides support to ICAO groups tasked with improving the performance reporting capabilities to member states. This effort is largely done through the ICAO Air Navigation Bureau and the Planning and Implementation Regional Groups (PIRGS). ICAO guidance on performance is contained in ICAO document 9883 as well as the most recent publications of Global Air Navigation Plan.

The office provides support to the CANSO Operational Performance Work Group which is part of the CANSO Operations Standing Committee. The work items produced include technical documents and workshop materials whose purpose is to improve the ability of ANSPs to use operational metrics to improve management of air traffic services. The guidance documents and workshops provide worked examples designed to ease implementation and reduce the cost of building capabilities for members. (CANSO document of recommended operational metrics)

In February of 2013, the United States and the European Union signed a special Annex under a Memorandum of Cooperation (MOC) to collaborate on Air Traffic Management performance measurement. This MOC continues existing work with EUROCONTROL that has been producing joint performance benchmarking since 2009.

In addition to producing these reports, FAA and the European Commission develop common position papers for ICAO on operational performance, and research performance measures that take advantage of data provided from ATC modernization technology.

In September of 2013, the FAA and the Civil Aviation Authority of Singapore signed a MOC to collaborate on Air Traffic Management. The key elements of the MOC are to promote modernization and improve operational performance. Under the MOC, ATO Performance Analysis is working jointly with the Civil Aviation Authority of Singapore (CAAS) to develop and benchmark performance measures for surface operations and flight efficiency.

Obstruction Evaluation Group

Point of Contact in Alaska:
FAA / Obstacle Evaluation Group, Anchorage Office
Mailstop: AJV-15
222 West 7th Avenue, Box 14
Anchorage, AK 99513-7587

Email: Robert van Haastert
Phone: (907) 271-5863
Fax: (907) 271-2850

Obstruction Evaluation / Airport Airspace Analysis (OE/AAA) - Home Page

Determinations - View / Search Determinations

Sign-up for Email Announcements of Public Notices(PDF)

FAA Advisory Circular for Obstruction Marking and Lighting, AC 70/7460-1k(PDF, 3 MB)

FAA Advisory Circular for Obstruction Marking Specifications, AC 150/5345-53(PDF)

FAA Advisory Circular for Obstruction Lighting Certified Equipment & Manufacturers Lists(PDF)

Alaska Constructed Antenna Towers

Report Obstruction Light Outages CONUS and HI Anytime 24/7 at 1-877-487-6867

Report Obstruction Light Outages Alaska Anytime 24/7 at 1-800-478-3576

Questions?

Juneau Flight Service Station

Home Page

Flight Planning for IFRICAO Flights

• Leaving Alaska for the Lower 48 involves crossing Canadian airspace. Filing an international (ICAO) flight plan is required for IFR flights. You will be asked by flight service to provide just a few extra pieces of information for an international flight plan.
• Be prepared to give border crossing times. This means how many minutes after departure will you be crossing into Canadian airspace and how many minutes after departure will you be re-entering U.S. airspace. Your border crossing points must also be provided unless flying an airway. You may use lat/longs or intersections or navaids. These points should be within 50 miles of the border for entering and exiting Canadian airspace and also a point should be specified in US airspace close to the border.
• IFR flight plans, to the Lower 48, with a departure point, a destination and simply a direct routing of are not acceptable. If departing off of Juneau you will also be asked by Juneau tower to file a departure procedure.
• If you are planning a stop in Canada be sure to make your customs arrangements and advise flight service when filing that you have done this.
• Finally, to expedite your flight plan file at least 30 minutes prior to your proposed departure. During the busy summer months this helps everyone from flight service, to tower, to Anchorage Center to fit you in and helps you to avoid a ground delay for flight planning.

Additional information:

ICAO Flight Plans - FAA Air Traffic Publications Reference.

International Flight Information Manual (IFIM) - FAAIFIM website.

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Questions or Comments Welcome

FAI FSS - Downloadable Publications

Air Traffic Publications

• Includes:
• Aeronautical Information Manual (AIM)
• International Flight Information Manual (IFIM)
• Aeronautical Information Publication (AIP)
• Pilot Controller Glossary
• Notice to Airmen Publication (NTAP) (CLASS II)
• Contractions (JO 7340.2)
• Others

Aviation Handbooks & Manuals

• Includes:
• Aeronautical Information Manual (AIM)
• Aviation Instructor's Handbook
• Instrument Flying Handbook
• International Flight Information Manual (IFIM)
• Pilot's Handbook of Aeronautical Knowledge
• Safety Risk Management
• Student Pilot's Guide
• Others

• Advisory Circulars (Home Page)
• Aviation Weather Handbook (FAA-H-8083-28)

FAI FSS - Flight Plan Filing

• Flight Plan Overview
• International Flight Plan Form(PDF)
• International Flight Plan Instructions
• Master Flight Plan Program & Form

Program Management Organization

The FAA decided to create the PMO after taking a comprehensive look at whether the agency was positioned strategically for success as we implement some of the most ambitious transformations ever in our national airspace with NextGen. The internal study, known as Foundation for Success, examined how our internal structures and processes could be improved to support NextGen. We determined that better collaboration across lines of business would help us advance our initiatives more seamlessly and effectively. Congress endorsed the creation of the PMO on Sept. 19, 2011.

What We Do

The PMO assembles in one organization the majority of programs that specialize in program management. This allows operational groups to focus on the key daily mission of safely separating air traffic and maintaining our airspace system. And it allows the program organization to focus on managing for better outcomes by developing improvements to our airspace and making sure these solutions are on time, cost effective and within scope.

Address
FAA National Headquarters
800 Independence Ave., SW
Orville Wright Bldg. (FOB10A)
Suite 1000 East
Washington, DC 20591

Phone: (202) 267-8626

FAI FSS - Inflight Overview

Any services that are done on preflight can also be done on inflight, however it is always best to keep as much workload as possible on the preflight side. Requests for standard weather briefings or filing flight plans are prime examples of tasks that are best accomplished on preflight. The Alaska Supplement, in the "Procedures" section states, "Flight Plans may be submitted to the nearest Flight Service Station either in person or by telephone. Aircraft radio may be used if no other means are available." So if at all possible, get your pilot briefing and file your flight plan(s) in person or over the telephone, but if this is not possible, then do not hesitate to do it over the radio. It is understood in Alaska, with our limited telephone service, that there will be times when this is necessary.

On every contact the inflight specialist is required to ensure that you have received all the adverse conditions for your route, and ifyour destination is in our flight plan area, the NOTAMs for your destination. Not that we have to give them to you on every contact, but we have to ensure you have them. That can turn into a question and answer session because in order for us to do that we have to know your present position, altitude, route of flight and destination. That's because the requirement is not just to ask, "Hey did you get everything?" we have to check your route say, "AIRMETs are in effect along your route for Mountain Obscuration and Turbulence, do you already have those AIRMETs?" Then lets say there is a runway closed at your destination, we have to let you know about that, and of course if there is a Temporary Flight Restriction anywhere near the route, we have to ask if you have that. It does not matter whether or not you ask for any of this, it's required on every contact.

Some savvy pilots have discovered a magic phrase to eliminate most of that. On initial call up they state, "We have all the adverse conditions and NOTAMs for the route." We love to hear that, it sure makes our job easier, but don't say that unless it's true. Even if you make such a statement, we will still advise you if there have been changes recently enough that you most likely could not have already received the updated information.

You should also be aware that weather advisories and adverse conditions do not mean the same thing. Adverse conditions include additional items beyond just weather advisories, so be sure to say you have all the adverse conditions, not just weather advisories, if you are trying to eliminate the 20 question thing.

Weather advisories are forecast hazardous weather conditions which are issued in the form of: Alert Weather Watches (AWWs), Convective SIGMETs (WSTs), SIGMETs (WSs), AIRMETs (WAs) and Center Weather Advisories (CWAs).

Adverse conditions are harder to define but definitely include all weather advisories plus other items as well. It includes any meteorological or aeronautical condition reported or forecast that might influence the pilot to alter the proposed flight. This can include almost anything such as; fronts, thunderstorm activity, IFR conditions, icing, turbulence, airport closures, runway closures, air traffic delays, temporary flight restrictions (TFRs), etc.

Guidelines for Use of FPL Messages for Domestic IFR Flights

Purpose

These guidelines provide key points to remember when filing a Domestic IFR flight plan using FAA Form 7233-4, International Flight Plan(PDF). A Domestic Flight is defined as one which is conducted wholly within U.S. Domestic airspace (i.e., the conterminous 48 states, Alaska, Hawaii and Puerto Rico), and does not enter international or foreign airspace at any point during the flight.  International airspace includes oceanic airspace controlled by FAA ARTCCs at Oakland, New York and Anchorage.

These guidelines supplement, but do not replace, information contained in the FAA ICAO Flight Planning Interface Reference Guide(PDF), and are consistent with detailed specifications for messages contained in ICAO Doc. 4444 (as amended) except as noted herein.

Acronyms

Filing Guidelines for Domestic FPLs

FPL with Minimum Required Information & No Remarks

Domestic FP IAW FAA Form 7233-1:
FF KZJXZQZX
232352 KGAITTTD
TTT2352230 FP TTT001 B722/W 475 TLH P0310 340
TLH..SZW.J41.VUZ.HLI1.MEM/0101

Equivalent FPL IAW FAA Form 7233-4:
FF KZJXZQZX
232352 KGAITTTD
(FPL-TTT001-IS
-B722/M-SW/C
-KTLH0310 
-N0475F340 DCT SZW J41 VUZ HLI1
-KMEM0101
-0)

FP/FPL Comparison Example: FPL with Optional Message Number (Field 3b) & Remarks (RMK)

Domestic FP IAW FAA Form 7233-1:
FF KZJXZQZX
231110 KTULTTTD
TTT1110010 FP TTT002 A320/Q 463 MCO P1225 360
MCO..CTY..SZW..MCB..UIM..TXO..ABQ..PGS.TYSSN1.LAS/0412 :NRP

Equivalent “PRESENT” FPL IAW FAA Form 7233-4: (Prior to ICAO Doc 4444, Amendment 1)
FF KZJXZQZX 
231110 KTULTTTD
(FPLTTT/KZJX010-TTT002-IS
-A320/M-SDIGRW/SJ
-KMCO1225
-K0463F360 DCT CTY DCT SZW DCT MCB DCT UIM DCT TXO DCT ABQ DCT PGS
 TYSSN1
-KLAS0412
-RMK/NRP)

Equivalent “NEW” FPL IAW FAA Form 7233-4: (After ICAO Doc 4444, Amendment 1)
FF KZJXZQZX 
231110 KTULTTTD
(FPLTTT/KZJX010-TTT002-IS
-A320/M-SADE3J2FIGRW/SU2
-KMCO1225
-K0463F360 DCT CTY DCT SZW DCT MCB DCT UIM DCT TXO DCT ABQ DCT PGS
 TYSSN1
-KLAS0412
-PBN/D2S1 NAV/GBAS RMK/NRP)

Filing Guidelines for Change (CHG), Delay (DLA) & Cancellation (CNL) Messages

Filing guidelines for CHG, DLA and CNL messages can be found at FAA ICAO Flight Planning Interface Reference Guide(PDF).

Guidelines for receipt of automatic acknowledgement (ACK) and/or rejection (REJ) messages for ICAO compatible messages can be found at Acceptance/Rejection of Domestic ICAO Messages. The link includes examples of ACK, CNL, CHG, DLA and REJ messages, and a chart outlining REJ error messages, their causes and suggested resolutions.

• Addressee – Domestic FPLs should ONLY be addressed to the U.S. Domestic departure ARTCC/FIR.  FPLs addressed to subsequent FIRs, including the destination FIR, may be rejected and may cause duplicate flight plans to be stored in ATC systems.
• Item 3, Message Type – An Optional Message Number (Field 3b) can be used to specify a 3-letter NADIN address where the filer would like acknowledgement and/or rejection messages sent. Please see Acceptance/Rejection of Domestic ICAO Messages for detailed instructions.
• Item 7, Aircraft Identification – If the ACID starts with a number, the FPL will be rejected by U.S. systems.  If this occurs, contact the Flight Data Unit at the ARTCC to which the flight plan was sent and request assistance. FAA is working to address this issue.
• Item 8, Field 8a, Flight Rules – IAW FAAO 7110.10, Appendix A, ICAO Flight Plans, Item 8(PDF): insert the following:

  "I"           For Instrument Flight Rules (IFR);

  Note:  Although U.S. en route facilities may provide limited services (i.e. flight following) to VFR aircraft on a workload permitting basis, they do not provide the full range of services (e.g. weather briefings, Search and Rescue, etc.) provided by the FSS system.  Operators are required to file an IFR flight plan for portions of the flight that will be conducted under IFR.  It is also strongly recommended that operators file a VFR flight plan directly with an FSS, or other appropriate filing service, for any portion of the flight that will be conducted under VFR (Ref. AIM Section 5-1-4).  This will ensure that operators will receive VFR Search and Rescue Protection.

• Item 8, Field 8b, Type of Flight – IAW FAAO 7110.10, insert one of the following:

  "S"	Scheduled air service;
  "N"	Non-scheduled air transport operation;
  "G"	General aviation;
  "M"	Military; or
  "X"	Other than any of the above categories.

• Item 9, Field 9c, Wake Turbulence Category – WTC information is required in an FPL; consult ICAO Document 8643 if you do not know the approved ICAO WTC for your aircraft. The ICAO WTC categories are:

  "H"	Heavy – Greater than 300,000 lbs. maximum certificated take-off weight
  "M"	Medium – Between 15,000 and 300,000 lbs. maximum certificated take-off weight
  "L"	Light – Less than 15,000 lbs. maximum certificated take-off weight

• Fields 13a & 16a, Departure/Destination Aerodrome – File a 4-letter LOCID whenever available, as described in FAA Order (FAAO) 7350.8, Location Identifiers, Section 1.4.1.(PDF)

  For airports located within the 48 contiguous United States, convert a 3-letter LOCID by prefixing it with a “K” .

  Example:  Montgomery County Airpark (GAI) would convert to “KGAI”

  If the assigned LOCID contains a digit, or a LOCID has not been assigned for the airport, or the LOCID is unknown:

  Insert “ZZZZ” as the departure/destination aerodrome in Fields 13a/16a, as appropriate, and then...

  For a departure aerodrome, insert “DEP/” in Field 18, followed by the airport identifier/location

  Examples:  DEP/T23   DEP/TCC233016

  For a destination aerodrome, insert “DEST/” in Field 18, followed by the airport identifier/location

  Examples:  DEST/T23  DEST/TCC233016

• Item 15, Field 15b, Level – The following non-ICAO altitude formats are permissible in Field 15b of a Domestic IFR FPL.  Do not use these formats in an international FPL:

  OTP –  “OTP/” followed by the requested altitude.

  Example:  OTP/125

  Block Altitude – in the format “dddBddd” where the first “ddd” is the lowest altitude in the block and the second “ddd” is the highest altitude in the block

  Example:  210B290

• Item 15, Field 15c, Route – The following non-ICAO route elements are permissible in Field 15c for Domestic FPL.  Do not use these formats in an international FPL:

  Delay at a fix may be requested using the format “FIX/Dh+mm”

  Example:  KORRY/D0+25

  Coded Route Re-entry Indicator using the format “Route+Rd”

  Example:  IR107+R1

  Note:  Do not use these formats in an international FPL.

• Field 18, Other Information

  Although the ERAS will accept any Field 18 indicator(s) defined in ICAO Doc 4444, many of these indicators are not required when filing a U.S. Domestic FPL.  The following indicators are never required in a domestic FPL.  If an operator conducts both domestic and international flights and wishes to file consistently, it is acceptable to include these elements:

  • PBN/
  • COM/
  • DAT/
  • SUR/
  • DOF/
  • EET/
  • SEL/
  • OPR/
  • ORGN/
  • PER/
  • ALTN/
  • RALT/
  • TALT/
  • RIF/
  • CODE/

   

  Notes- When ADS-B is implemented, expect SUR/ and CODE/ to become required elements for domestic FPLs.

  General rules for Field 18 are the same as described in the ICAO Flight Planning Interface Reference Guide:

  • Insert a -0 if there is no information to file in Field 18
  • Use a hyphen only as a field delimiter; never use a hyphen as part of the text in Field 18
  • Use an oblique stroke only as part of an indicator; never as part of the text in Field 18
  • Use only indicators defined in the PANS-ATM; in a regional supplementary procedures (Doc. 7030) or in an Aeronautical Information Publication (AIP).

  The following indicators should be used as necessary in an FPL for a domestic United States flight:

  STS/	Include one (or) more of the reasons for special handling listed in ICAO Doc 4444, amendment 1, as described in the ICAO Flight Planning Interface Reference Guide.
  NAV/	Include RNAV capability information as described in the ICAO Flight Planning Interface Reference Guide.  This information is also available in the United States AIP and on the internet at: RNAV Requirements
  DEP/	File the departure point when ‘ZZZZ’ has been inserted in Field 13a.  Follow the instructions in the ICAO Flight Planning Interface Reference Guide.
  DEST/	File the destination when ‘ZZZZ’ has been inserted in Field 16a.  Follow the instructions in the ICAO Flight Planning Interface Reference Guide.
  IRMK/	Use IRMK/FRC to indicate when a Full Route Clearance must be delivered to the pilot.  Any information filed in IRMK/ will be displayed at the departure center only.  IRMK/ is a non-standard indicator, documented in the United States AIP.
  REG/	File the aircraft registration number if flying in RVSM airspace, per the North American (NAM) Regional Supplementary Procedures (Doc. 7030).
  TYP/	File the aircraft type when ZZZZ is filed in Field 09a.  Follow the instructions in the ICAO Flight Planning Interface Reference Guide.
  DLE/	File a delay at a fix as described in the PANS-ATM.  Note: For a domestic flight, it is possible to file a delay directly on a fix in Field 15c as described above.

Satellite Navigation - WAAS - Structure

Wide Area Augmentation System - Program Structure

To develop and field a system as complex as the Wide Area Augmentation System, there are a variety of underlying supporting activities.

The WAAS program consists of several functional areas:

• WAAS Research and Development - Focuses on ionospheric issues, antenna development to mitigate multi-path, Alaska connectivity, and the support of the WAAS Integrity and Performance Panel (WIPP). The National Satellite Test Bed (NSTB) enables a major part of R&D work.
• WAAS System Engineering -Provide oversight of the WAAS prime contractor's work to ensure that all aspects of the system engineering discipline are being met.
• WAAS System Architecture - Review and monitor the overall WAAS concept to ensure that WAAS is being properly implemented.
• WAAS Software Engineering - Review CDRLs and software-related contract deliverables from the prime contractor (Raytheon) to ensure appropriate S/W development procedures are being followed, including RTCA DO-178B.
• WAASWIPP Support - Guide development of S/W integrity monitors for WAAS. Co-chaired by FAA and Stanford University.
• WAAS Test and Evaluation - Ensure that WAAS testing is adequate and complete.
• WAAS System Security - Ensure entities without proper authorization cannot utilize or compromise the WAAS.
• WAAS Transition and Field Support - Ensure all supporting efforts are completed to move WAAS from R&D, through acquisition, and into an operational system.
• WAASGEOSAT Acquisition - Ensure the adequate number of geostationary satellites to provide required coverage and availability.
• WAAS Process Improvement/integrated Capability Maturity Model - enhance processes and continuous improvement of these processes related to the WAAS program.
• WAAS Risk Management - Identify, analyze categorize, mitigate, and track WAAS-related risks.
• WAAS Configuration Management - Ensure all WAAS components, both hardware and software, are managed and maintained in an appropriate manner and in accordance to FAA requirements.
• WAAS Contracts/Finance - Manage the prime contractor's cost, schedule, and performance; and review all deliverables.
• WAAS Business Management - Support and manage the WAAS budget process.
• WAAS Planning/Program Documentation - Develop and maintain strategic planning documents and Acquisition Management System (AMS) documents required by the AMS process.

The FAAWAAS Project Team is responsible for the development and acquisition of the WAAS; however, to ensure a smooth and successful transition of the WAAS into the FAA's other lines of business and into the National Airspace System, there are several other FAA organizations involved in the development and acquisition of the WAAS.

These other FAA organizations include:

• ASU-240 (FAA Quality Assurance Division) - These are FAA personnel located on-site at Raytheon Corporation to ensure that Raytheon's products meets their quality and reliability contractual obligations to the FAA.
• AOP-1000 (FAANAS In-Service Management) - These are FAA personnel who support the Deployment Planning Process, Standard Operating Procedures, and WAAS Operations and Maintenance Plan.
• ASU-200 (FAA Quality Assurance Division) - These are FAA personnel who provide part-time support onsite at Raytheon Corporation to review software development activities.
• AND-720 (FAA Navigation Systems Implementation) - These are FAA personnel who support fielding activities, such as the commissioning and deployment planning process involved in the Transition and Field Support portion of the WAAS project.
• AND-702 (FAA Navigation Systems Engineering) - These are the FAA personnel who provide policy oversight on system engineering functions, such as security, configuration management, GPS Modernization, and participation in the Interagency GPS Executive Board (IGEB).
• AOS-240 (FAA National Airways Systems Engineering Division Operational Support Directorate) - These are the FAA personnel located at the FAA Mike Monroney Aeronautical Center in Oklahoma City, Oklahoma, and represent the concerns of system maintainers once the system is fielded. Support activities include software support activity, OT&E shakedown, technical instruction books (TIB), ESTS Tools, maintenance technical handbooks, and operational CM, and safety assurance.
• AIR-130 (FAA Aircraft Certification Service) - These are FAA headquarter personnel who set requirements based on FAA certification criteria to ensure the WAAS is safe to use by aircraft operating in the National Airspace System. Support activities include requirements documentation, safety assurance, and RTCA and GNSSP support.
• AFS-430 (FAA Flight Technologies Requirements) - This branch represents the pilot/user community.