Services

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.

Assign ATIS responsibilities to a specific position of operation. These must include updating ATIS messages and disseminating current messages to pertinent positions of operation.

Before transmitting, the voice and/or text message must be reviewed to ensure content is complete and accurate.

The specialist preparing a voice recording must ensure:

The speech rate is not excessive.

The enunciation is of the highest quality.

Each part of the message is easily understood.

When appropriate, voice/text must be cross‐checked to ensure the message content is the same.

At airports with runway and/or taxiway construction, facilities must ensure ATIS message content is complete, accurate, and contains the proper information related to runway closures and available length (feet). When staffing permits, ATIS messages(s) with runway and/or taxiway construction must be reviewed by the OS/CIC to ensure message content is correct.

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.

A LOA must be established between facilities designating the ATIS codes which will be used by each facility.

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.

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.

Keep messages as brief and as concise as possible. The optimum duration will be obtained by using an average speech rate.

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.

During the hours of non‐operation, part‐time towers that have ATIS capabilities should record for continuous broadcast the following information:

The local tower hours of operation.

ASOS/AWOS frequency.

The appropriate common traffic advisory frequency (CTAF).

The frequency for operating radio controlled approach lights.

The FAA facility and frequency for additional information.

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.

The ATM must determine the mode of PDC operation. Prior to use of the “AUTO" mode, facilities must establish procedures to immediately detect and promptly correct any data transmitted in error.

Facilities must not transmit clearance information through the use of “auto” mode 2 hours prior to closing, in cases where the facility is part‐time.

Facilities must establish procedures to disable the automatic sending of clearances prior to closing and include clearance void time instructions.

The ATM must establish a facility directive for transmitting automated clearances. The directive must contain local procedures and responsibilities for processing clearances and must include the following:

Procedures to review clearances for accuracy and route integrity. Include procedures for correcting information prior to transmitting and/or to verbally correct information that has changed or been transmitted in error.

Procedures for issuing Departure Procedures (DP), Standard Instrument Departure (SID) procedures, climb‐out procedures, altitude information, departure frequencies, and other air traffic control information in accordance with FAA Order JO 7110.65, Air Traffic Control, Chapter 14, Data Link Communications.

Responsible positions and procedures to ensure that all applicable clearance information, in accordance with FAA Order JO 7110.65, Air Traffic Control, is conveyed to the pilot either via Selectable Fields or verbal communication.

Local procedures for use of Selectable Fields in accordance with FAA Order JO 7110.65, Air Traffic Control, Chapter 14, Data Link Communications.

Procedures for monitoring and reporting routes, which are routinely generated by automation, that differ from the filed route (indicated with plus signs on flight progress strip) to the facility POC TAS, who will report to the appropriate ARTCC POC as necessary.

Only include information that is not contrary to that in an assigned SID and necessary for a facility specific operation. Once transmitted, if any clearance information changes or if it is contrary to the information in an assigned SID, that information must be issued verbally.

Do not imply or use terms such as “cleared as filed" or “as filed" in a PDC automated clearance.

Only standard contractions found in FAA Order JO 7340.2, Contractions, must be used in populating Selectable Fields.

Procedures for operating in “AUTO" mode, when applicable.

Facilities must not transmit clearance information through the use of “auto” mode 2 hours prior to closing, in cases where the facility is part‐time.

Establish procedures to disable the automatic sending of clearances prior to closing and include clearance void time instructions.

A Letter to Airmen (LTA) outlining the services being provided by PDC must be issued for a minimum of 2 years following commissioning of the system.

The LTA should include facility‐specific limitations, flight plan requirements, or restrictions that would reject PDCs.

The LTA must direct applicants who request to participate in PDC to contact Terminal Data Link System (TDLS) Second Level Engineering Team, AJW-17, at AMC-ATOW-TDLS-Support@faa.gov.

Procedures to review all clearances, including initial and revised clearances for accuracy and route integrity.

Procedures for correcting errors via voice if unable to use CPDLC.

Procedures for issuing DPs, SIDs, climb‐out procedures, altitude information, departure frequencies, and other air traffic control information in accordance with FAA Order JO 7110.65, Air Traffic Control, Chapter 14, Data Link Communications.

Procedures for accomplishing coordination prior to transmitting revised clearances.

Procedures for ensuring acknowledgment of WILCO, UNABLE, and STANDBY for revised clearances.

Procedures for handling all flight deck responses.

Procedures for handling controller alerts, errors, and timeouts.

Responsible positions and procedures to ensure that all applicable clearance information in accordance with FAA Order JO 7110.65, Air Traffic Control, is conveyed to the pilot either via verbal communication or CPDLC.

Procedures for operating in “AUTO" mode, when applicable.

Facilities must not transmit clearance information through the use of “auto” mode 2 hours prior to closing, in cases where the facility is part‐time.

Establish procedures to disable the automatic sending of clearances prior to closing and include clearance void time instructions.

Complete the TDLS Application Specialist Course #50085001 prior to editing adaptations at the Maintenance TDLS Menu (MTM) Console.

Configure air traffic components of TDLS, incorporate air traffic operational data, monitor data and configurations to ensure accuracy and currency, make adjustments to TDLS as required, and maintain the TDLS adaptation for currency and optimum usability.

Share responsibility and coordinate with the Technical Operations (TO) TDLS System Administrator(s) as necessary.

Receive reports and monitor routes, which are routinely generated by automation, that differ from the filed route (indicated with plus signs on flight progress strip). Investigate likely causes of multiple, repeated occurrences. Report the findings to appropriate ARTCC DCL POC.

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:

Coordinate the proposed procedures with the airport users.

Inform System Safety and Procedures, when procedures are implemented.

Include the following in pretaxi procedures:

The procedures are not mandatory.

The pilot calls CD or GC not more than 10 minutes before proposed taxi time.

The IFR clearance or the delay information should be issued at the time of initial callup.

When the IFR clearance is issued on CD frequency, the aircraft is changed to GC for taxi clearance.

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.

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.

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.

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.

Develop notification procedures for aircraft unable to transmit without engine(s) running.

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.

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.

Approach control and LC positions use separate frequencies.

ATC service to IFR flights is not affected.

Use of the procedure will not hinder the operation of VFR aircraft by requiring excessive routing or spacing.

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.

Where possible, radio contact points and the routes between them and the airport are different from those used by IFR flights.

Pilot participation is encouraged rather than required, and compliance with the procedures is not made mandatory.

VFR aircraft practicing instrument approaches at the approach control's primary airport(s) must be provided IFR separation in accordance with FAA Order JO 7110.65, Air Traffic Control, Chapter 4, Section 8. The primary airport is the airport from which approach control service is provided, except for remoted facilities where the ATM will designate the primary airport(s). The primary airport(s) must be specified in a facility directive.

ATMs must evaluate those airports where basic radar service is available for determining where IFR separation to VFR aircraft conducting practice instrument approaches will be provided. The ATM must consider the impact on operations and service requirements when determining the airports that will receive this additional service.

The ATM must issue a Letter to Airmen (LTA) advising the users of airports where IFR separation is provided for VFR aircraft conducting practice instrument approaches. The LTA must specify which facility will handle the aircraft practicing instrument approaches and include the appropriate frequencies. Airport(s) where this service is provided must be specified in a facility directive.

Where a facility directive requires the application of IFR separation to VFR aircraft practicing instrument approaches, IFR separation must be provided in accordance with FAA Order JO 7110.65, Chapter 4, Section 8.

Temporary conditions (e.g., available staffing, equipment operating status, VIP movement, TFRs, or unusual operations) may impact a facility's ability to provide practice instrument approach services. Facilities may elect to suspend practice instrument approaches when a temporary condition exists.

At airports with a nonapproach control tower, or an airport with a Flight Service Station (FSS) that provides Local Airport Advisory (LAA), procedures for handling VFR aircraft conducting practice instrument approaches must be included in an LOA, if applicable.

Simultaneous independent approaches may be conducted when:

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.

Triple parallel approaches may be conducted when:

Parallel runway centerlines are at least 3,900 feet apart; or

Parallel runway centerlines are at least 3,000 feet apart, a 2.5º to 3.0º offset approach to both outside runways; or

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.

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.

At locations with high update rate surveillance capable of update rates of 1.2 seconds or faster, and where fusion display mode is utilized, simultaneous independent approaches may be conducted under the following conditions:

Dual parallel runway centerlines are at least 3,100 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.

Triple parallel runway centerlines are at least 3,100 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, and 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 3,100 feet.

A surveillance update rate of at least 1.2 seconds is required for monitoring the no transgression zone (NTZ) when conducting simultaneous independent approaches to the runway centerline spacing (RCLS) provided in this paragraph.

Instrument approach procedures are annotated with “simultaneous approach authorized.”

Equipment required to maintain communication, navigation, and surveillance systems is operational with the glide slope exception as noted below.

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, Strategic Operations, AJT-1, 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:

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.

The ATC facility must notify Technical Operations personnel of the glide slope outage.

The ATC facility must notify arriving pilots that the glide slope is out of service and that the Chart Note stating “LNAV Procedure NA during simultaneous operations” is NOTAMed not applicable. This can be accomplished via the ATIS broadcast.

When informed of a full ILS or glideslope outage, ATC facilities that conduct simultaneous approaches must include in a facility directive to notify the Flight Procedure NOTAM center at 405-954-8260 to issue a NOTAM for the RNAV (GPS) approach for the runway with the outage. The NOTAM informs users to disregard the LNAV procedure NA chart note. The facility must also inform the Flight Procedure NOTAM center to cancel the NOTAM when appropriate.

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.

Controllers must be trained and provided annual refresher training concerning the application of these procedures.

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.

Any loss of separation or break out associated with operations under a contingency plan for glide slope out or RNAV approaches to LNAV minimums must be reported to the Director, Strategic Operations, AJT-1.

The facility must have radar coverage down to the decision altitude or minimum descent altitude, as applicable.

Approaches must be terminated to the runway without a glide slope or RNAV approach to LNAV minima whenever the reported visibility is below the straight‐in localizer or RNAV approach to LNAV minimum for that runway.

Any required equipment for the approach with the glide slope out of service must be operational, such as DME or VORTAC.

Simultaneous approaches with the glide slope unusable must be discontinued after 29 days unless granted a Letter of Authorization by AOV. (See Appendix 4.)

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.

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:

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).

Ensure approved EoR approach pairings comply with the EoR procedure criteria identified in FAA Order 8260.3, Chapter 16.

Obtain authorization from the Service Area Director of Air Traffic Operations for the approved instrument approach pairings.

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.

Simultaneous independent approaches towidely-spaced parallel runways without final monitors may be conducted when:

Instrument approach procedures are annotated with “Simultaneous Approach Authorized.”

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.

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.

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.

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.

Separate radar and local control positions are established for each final approach course.

Record the time the operation begins and ends on the facility log.

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.

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.

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.

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

The ATM must:

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.

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

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.

Prepare a staff study which includes:

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

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

Daily time periods during which the procedure would be applied.

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

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

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.

The OSG must coordinate the procedure with the appropriate Flight Standards Group within the Office of Safety Standards.

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

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.

The requirements for conducting SCIA operations to converging runways are:

Operational air traffic control radar.

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).

Non‐intersecting final approach segments.

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

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

Published missed approach procedures diverge by at least 45 degreesand the associated primary TERPS surfaces do not overlap.

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.

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

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.

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.

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.

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

The runway configurations to be used during SCIA operations,

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

Coordination requirements,

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

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

Only straight-in approaches must be made.

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

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.

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.

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).

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, Strategic Operations, AJT-1 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.

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.

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.)

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.

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.

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.

The following requirements must be met for conducting SOIA:

All PRM, FMA, ILS, LDA with glideslope, distance measuring equipment, and communications frequencies must be fully operational.

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.

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.

Facility directives must define the position responsible for providing the minimum applicable longitudinal separation between aircraft on the same final approach course.

Dual local control positions, while not mandatory, are desirable.

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.

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):

When runways are at least 2,500 feet apart, there are no wake turbulence requirements between aircraft on adjacent final approach courses.

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.

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, Strategic Operations, AJT-1, pursuant to an AFS safety assessment. A request for a safety assessment must be submitted to the Director, Strategic Operations, AJT-1, 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.

All applicable wake turbulence advisories must be issued.

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.

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, Strategic Operations, AJT-1, for appropriate action. The statement of operational need should identify any required site‐specific procedures.

Aircraft call sign.

Aircraft type.

Time across the threshold.

Time clear of the runway.

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.