Operations

Soliciting and handling PIREPs in accordance with the provisions of FAA Order JO 7110.65, Air Traffic Control, paragraph 2-6-2, PIREP Solicitation and Dissemination.

Reviewing SIGMET, AIRMET, and CWA to determine the required distribution, and disseminating SIGMET, AIRMET and/or CWA information in accordance with the following:

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

Disseminate selective SIGMET, AIRMET, and CWA information on a need-to-know basis in accordance with the provisions of FAA Order JO 7110.65, paragraph 2-6-6, Hazardous Inflight Weather Advisory.

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

If an operational need to exceed these limitations exists, ATC submits an Expanded Service Volume (ESV) request IAW 8260.19, with a description of the flight procedure requiring it. Flight inspection must validate the ESV.

The air traffic manager must refer to FAA Order JO 7110.118, Land and Hold Short Operations (LAHSO).

Technical questions concerning LAHSO may be addressed to the Operations Support Group; or, in turn, to Mission Support, Policy, AJV-P, via 9-AJV-P-HQ-Correspondence@faa.gov.

The ATM must:

Determine an operational need exists before conducting LUAW operations.

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

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

Local procedures for conducting these operations.

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

The consolidation and staffing of positions.

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

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

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

The reported visibility must be 2 miles or more.

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

Weather conditions, time of day, for example, prevailing light conditions.

Fleet mix.

Traffic volume; complexity restrictions.

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

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

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

The OS/CIC position should not be combined with any other position.

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

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

The runway is used as a departure-only runway.

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

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

At least 90 days before planned implementation, ATMs must submit the local directive outlining this operation to the appropriate Service Area Director of Air Traffic Operations for approval. The appropriate Service Area Director of Air Traffic Operations must be notified of any proposed operational changes (for example, a change to the runway or taxiway for conducting LUAW operations).

ATMs must submit operational need for LUAW and a facility directive to the appropriate Service Area Director of Air Traffic Operations for approval. ATMs must maintain a copy of the approval correspondence from the appropriate Service Area Director of Air Traffic Operations.

The appropriate Service Area Director of Air Traffic Operations must ensure an annual review of LUAW operations. The results of this review must be forwarded to and archived by the Service Area Director of Air Traffic Operations.

Prepare a facility directive at each facility and enter into an LOA between the concerned facilities. At a minimum, the LOA must include:

Required equipment to conduct the operation.

Clear definition of the specific runway configurations and flows for the operation.

Ceiling and visibility requirements.

Missed approach instructions, where applicable.

A requirement that the aircraft type and intentions be made known to all controllers providing visual separation under these procedures.

Procedures for OS/CIC personnel to:

Accomplish coordination between all concerned facilities prior to conducting and upon termination of the specified operation,

Assess the operation during equipment failures.

Terminate the operation when not permitted due to weather conditions.

Ensure that all personnel receive initial, and when appropriate, recurrent/annual refresher training.

Document the operation in a Letter to Airmen and publish it on the Federal NOTAM System (FNS) website.

Submit an operational needs request along with an update adding tower-applied visual separation procedures to their facility directives. These documents must be approved by the appropriate Air Traffic Services Service Area Director prior to implementation.

ATMs must maintain a copy of the approval correspondence.

Air traffic managers at airports where the taxi route between runway centerlines is 1,300 feet or less must submit a request to the appropriate Service Area Director of Air Traffic Operations for approval before authorizing multiple runway crossings.

The request must address the specific locations where multiple runway crossings will be authorized. This must only include locations where the intervening taxi route is 1,300 feet or less between runway centerlines.

Facilities must keep a copy of the approval correspondence issued by the appropriate Service Area Director of Air Traffic Operations.

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

The Service Area Director of Air Traffic Operations must conduct an annual audit of multiple runway crossing operations authorized in their areas. The audit must ensure compliance with all applicable taxi procedures identified in FAA Order JO 7110.65 paragraph 3-7-2. The audit should include a review of all runway incursions attributable to multiple runway crossing clearances and all necessary documentation required above.

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

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

Ensure training for all operational personnel is completed and documented.

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

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

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

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

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

Weather less than 2 SM visibility - departure only runway.

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

Use of the term “full length.”

Use of the term “shortened.”

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

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

The airport owner/operator and ATM must plan and coordinate any temporary authorization for the use of a taxiway as a runway. The ATM must notify the General Manager and the OSG once these discussions have started.

The OSG must assist the General Manager and ATM for use of the planned authorization. This includes but is not limited to OSG coordination with Flight Standards Service.

Authorization for an operating airport traffic control tower to use a taxiway as a runway is limited to VFR weather conditions, sunrise to sunset, for same runway separation (SRS) Category I and II aircraft only, per FAA Order JO 7360.1, Aircraft Type Designators. Any proposal for an authorization outside of these limitations requires additional coordination with Airports Division, Flight Standards Service, and/or the OSG, as well as submission of a waiver request per Chapter 1 of this order.

Upon receipt of written authorization from the airport owner/operator to temporarily use a taxiway as a runway, and any supporting documentation to include the OE/AAA determination letter (if any), the ATM must notify the General Manager and the OSG.

The General Manager must review the written authorization and determine if it should be forwarded, with documentation, to the Service Area Director of Air Traffic Operations.

The ATM must ensure actions necessary for operational safety, both before and during the temporary use period, are taken (e.g., safety risk management, Letter to Airmen, and/or NOTAM). The length of time necessary for the parties to take these actions will vary based on operational complexity and airport considerations.

Authorization from the Service Area Director of Air Traffic Operations must not exceed one year from the effective date. An extension may be granted for an additional period up to one year to complete arrangements to return to normal operations.

The ATM must timely notify the General Manager of any need for an extension, but no later than 30 days prior to expiration of the authorization. If at the end of a 24‐month period from the initial authorization the taxiway is still needed as a runway, additional justification and a new request for authorization must be initiated by the ATM.

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

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

Airspace constraints.

Field elevation.

Fleet mix.

Airport layout.

Traffic flow(s).

Local weather.

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

Facilities must give consideration, at a minimum, to the following factors:

Operational position configuration.

Communication and/or control transfer.

Runway configuration.

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

Wake turbulence.

Weather conditions.

Type of approach (instrument or visual).

Where facilities vector aircraft conducting go‐arounds or missed approaches below the minimum altitude for instrument operations, facility directives including LOAs, where applicable, must include:

Authorized headings or range of headings from each runway end to be used for vectoring aircraft conducting missed approaches/go‐arounds until reaching the MVA/MIA. Authorized headings must be evaluated by the Service Center FPT if newly designated, and when changes are made; and

The display of those prominent obstacles on a video map, consistent with the assigned flight path, that influence the determination of the authorized headings. Prominent obstacles, as defined in the Pilot/Controller Glossary, can be determined with the assistance of the Service Center FPT. When no prominent obstacles are identified, the facility directive must include a statement of this determination.

A statement that air traffic is responsible for terrain and obstruction avoidance when vectoring aircraft, not on a published procedure below the MVA/MIA during climbout, and are assumed to climb at the minimum climb gradient of 200 feet/NM.

Non‐intersecting Converging Runway Operations (CRO):

ATMs must develop procedural mitigations if non‐intersecting CRO operations are conducted and a 1 NM extension of the runway centerline crosses the centerline of the other runway or the 1 NM extension of a runway crosses the 1 NM extension of another runway. A facility directive must:

Specify procedures to ensure that an arrival that executes a go‐around does not conflict with a departure off the non‐intersecting converging runway. (See FIG 10-3-2 and FIG 10-3-3.)

Specify procedures to ensure that an arrival that executes a go‐around does not conflict with an arrival to the non‐intersecting converging runway. (See FIG 10-3-4.)

Define technological tools that assist with locally developed procedures, where applicable.

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

A facility may be permitted to conduct independent non‐intersecting CRO without the use of mitigations for runway pairs in subparagraph c1 above when:

A safety analysis and/or simulation modeling is conducted for the non‐intersecting CRO runway pair and the arrival/departure configuration meets the FAA target level of safety. For example, SCIA (see paragraph 10-4-12) or Dependent Converging Instrument Approaches (DCIA) (see FAA Order JO 7110.110) implementation may serve as an alternative to developing mitigations under subparagraph c1 above.

Runway configurations and operational constraints for which these provisions are applied must be specified in a facility directive.

All non‐intersecting CRO procedures under subparagraph c above must be approved by the Director, Strategic Operations, Headquarters, AJT-1.

The ATM must review facility go‐around/missed approach and/or non‐intersecting CRO procedures on an annual basis and revise as necessary.

Create radar video map overlays that depict the initial departure tracks from each affected runway end.

Develop and administer initial controller training for ELSO. Annual proficiency training on local ELSO procedures are required.

Include in the facility Standard Operating Procedures or a Letter of Agreement with a satellite tower, that the OM/OS/CIC assess the feasibility of continuing ELSO when wind conditions dictate that aircraft cannot consistently fly the intended RNAV track. This is due to the detrimental effects of a strong cross wind component affecting initial departure tracks.