[PDF] FAA JO 7210.3Z, Facility Operation and Administration

ORDER

JO 7210.3Z

Air Traffic Organization Policy Effective Date: December 10, 2015 SUBJ: Facility Operation and Administration This order provides direction and guidance for the day-to-day operation of facilities and offices under the administrative jurisdiction of the Federal Aviation Administration's Air Traffic Organization. All concerned personnel shall familiarize themselves with the provisions about their responsibilities.

When a situation arises that is not adequately covered, exercise good judgment.

This order consists of the following parts: a. Part 1 contains information generally applicable to two or more types of facilities.

b. Parts 2, 3, and 4 contain instructions unique to center, terminal, or flight service facilities.

c. Part 5 contains information applicable to traffic management systems.

d. Part 6 contains regulatory information concerning waivers, authorizations, exemptions, and flight restrictions.

e. Part 7 provides the overview concerning System Operations Security, Strategic and Tactical Operations, which are further delineated in FAA Order JO 7610.4, Special Operations.

Distribution: ZAT-721, ZAT-464 Initiated By: AJV-0 Vice President, System Operations Services JO 7210.3Z DIRECTIVE NO

RECORD OF CHANGES

SUPPLEMENTS SUPPLEMENTS CHANGE CHANGE TO OPTIONAL TO OPTIONAL BASIC BASIC FAA Form 1320 − 5 (6 − 80) USE PREVIOUS EDITIONS JO 7210.3Z 12/10/15

Explanation of Changes

Basic

Direct questions through appropriate facility/service center office staff

to the office of primary responsibility (OPR)

a. 1 − 2 − 4. ABBREVIATIONS 17 − 18 − 4. RESPONSIBILITIES 2–2 − 6. SIGN IN / OUT AND ON / OFF As the transition from HOST to En Route Automa- PROCEDURES tion Modernization (ERAM) nears completion, guid- 3–1 − 1. BASIC EQUIPMENT ance from FAA Order 7210.630C is being 3–1 − 2. PERIODIC MAINTENANCE incorporated into FAA Order 7210.3.

3–6 − 7. PREARRANGED b. 1 − 2 − 4. ABBREVIATIONS COORDINATION 3–5 − 1. NAVAID MONITORING 4–3 − 8 . AUTOMATED INFORMATION 9–2 − 1. GENERAL TRANSFER (AIT) 10–3 − 6. ILS / MLS HEIGHT / DISTANCE Chapter 6, Section 7, User Request LIMITATIONS Evaluation Tool (URET) 10–4 − 10. PRECISION RUNWAY 8 − 1 − 1. TRANSITION PROCEDURES MONITOR - SIMULTANEOUS OFFSET 8–2 − 1. SINGLE SITE COVERAGE INSTRUMENT APPROACHES STAGE A OPERATIONS Due to the decommissioning of the Microwave 8–2 − 2. ADAPTED ALTIMETER Landing System (MLS), all such references have SETTINGS been deleted.

8–2 − 4. CONFLICT ALERT FUNCTION c. 1 − 2 − 4. ABBREVIATIONS PARAMETERS 4 − 6 − 5. PREPARATION OF FAA FORM 8–2 − 5. MODE C INTRUDER (MCI) 7230-4 ALERT PARAMETERS 6 − 9 − 2. FACILITY MANAGER 8–2 − 6. E - MSAW ADAPTATION RESPONSIBILITIES 8–2 − 7. WAIVER TO INTERIM 10 − 4 − 8. SIMULTANEOUS WIDELY − ALTITUDE REQUEST SPACED PARALLEL OPERATIONS 8–2 − 8. REQUIREMENTS FOR ERAM 11 − 3 − 2. DATA RETENTION DATA BLOCK CHANGES WITHOUT 11 − 9 − 3. MONITOR ALERTS AND COORDINATION ENSURE CORRECTIVE ACTION 8–2 − 9. ERAM HOLD INFORMATION 17 − 5 − 4. RESPONSIBILITIES FACILITY DIRECTIVES RERQUIREMENTS 17 − 5 − 14. TARMAC DELAY 8–2 − 10. ERAM SPECIAL ACTIVITY OPERATIONS AIRSPACE ( SAA ) ADAPTATION 20 − 2 − 2. TACTICAL OPERATIONS 8–2 − 11. ERAM HOLDING PATTERN SECURITY ADAPTATION 8–2 − 12. ERAM MASTER TOOLBAR This change ensures all references to FAA Order MAP BUTTON LABEL 7210.56, QARs, and “Q” entries are removed.

8 − 2 − 13. LOCAL INTERMIN ALTITUDE Additionally, the language is updated to reflect FAA 11 − 2 − 6 . AUTOMATIC ACQUISITION / Order 7210.632, Air Traffic Organization Occur- TERMINATION AREAS rence Reporting; FAA Order 7210.633, Air Traffic 11 − 8 − 6. AUTOMATIC ACQUISITION / Organization Quality Assurance Program (QAP); TERMINATION AREAS and FAA Order 7210.634, Air Traffic Organization 17 − 9 − 6. ATCSCC PROCEDURES (ATO) Quality Control.

E of C − 1 Explanation of Changes JO 7210.3Z 12/10/15 d. 2 − 1 − 30. OPPOSITE DIRECTION approaches. It consolidates the provisions of closely OPERATIONS spaced parallel approach paragraphs into a new articulation for which dual and triple simultaneous This change prescribes guidance for facilities in the independent approaches can be conducted and application of Opposite Direction Operations.

accounts for a new chart note annotation on approach e. 2 − 3 − 3. REQUIREMENTS charts. New language that was coordinated between AOV and AJT concerning glide slope outages in This change updates guidance regarding air traffic excess of 29 days now requires a Letter of operational familiarization and currency Authorization from AOV, and includes a revised requirements.

Appendix 4. This content was not processed and f. 2 − 6 − 6. RELIEF PERIODS published in 2014 as expected and is incorporated in this change. Additionally, this change accounts for A NOTE has been added to sub-paragraph a to the use of FUSION when conducting final monitor expand on the application of breaks.

activities, and corrects the names of responsible g. 3 − 4 − 4. HANDLING RECORDER TAPES, offices in headquarters due to the recent DATs, OR DALR STORAGE re-organization.

3 − 4 − 5. VSCS DATA RETENTION l. 10 − 4 − 7. SIMULTANEOUS This change provides for a uniform standard of 45 INDEPENDENT CLOSE PARALLEL days for retention of audio by removing certain APPROACHES-HIGH UPDATE RADAR NOT exceptions that currently exist. This change also REQUIRED updates the reference source for data retention 10 − 4 − 8. SIMULTANEOUS periods.

WIDELY-SPACED PARALLEL OPERATIONS h. 3 − 6 − 7. PREARRANGED This change removes the provisions concerning COORDINATION simultaneous close parallel approaches-high update 6 − 5 − 4. REMARKS DATA radar not required. Additionally, this change 6 − 6 − 5. MESSAGE CONTENT reorganizes the content of Paragraph 10-4-8, relocates the paragraph into its logical location, This change adds a new weight class designated as accounts for new chart note annotations on “super.” Simultaneous Approach charts, and removes i. 3 − 8 − 5. ESTABLISHING DIVERSE irrelevant monitoring provisions.

VECTOR AREA/S (DVA) m. 18 − 1 − 6. ISSUANCE OF CERTIFICATE This change adds language that specifically includes OF WAIVER OR AUTHORIZATION (FAA aircraft conducting missed approaches or go-arounds FORM 7711-1) to utilize a DVA, and requires the air traffic manager This change updates the requirement for waiver to include the conditions to follow in their facility renewals for aerobatic practice areas (APA) from 6 to directives. The TERPS order will also be revised to a maximum of 36 months.

reflect this allowance.

n. Appendix 3. AIR CARRIER AIRCRAFT j. 10 − 3 − 14. GO-AROUND/MISSED FOR AIR TRAFFIC ACTIVITY APPROACH OPERATIONS COUNT This change describes the conditions where an This change amends the list of air carrier aircraft type independent safety analysis specific to Converging designators and removes the reference to an organiza- Runway Operations could provide the equivalent tion that no longer exists.

level of safety and improve efficiency.

k. 10 − 4 − 6. SIMULTANEOUS o. Appendix 4. GLIDESLOPE OUTAGE INDEPENDENT APPROACHES WAIVER REQUEST This change incorporates the latest Flights Standards This change revises the waiver request worksheet for Service (AFS) guidance concerning centerline facilities with glide slope outages after 29 days to a spacing in the conduct of simultaneous parallel request for a Letter of Authorization worksheet.

E of C − 2 Explanation of Changes JO 7210.3Z 12/10/15 p. Entire Publication Additional editorial/format changes were made where necessary. Revision bars were not used because of the insignificant nature of these changes.

E of C − 3 Explanation of Changes JO 7210.3Z 12/10/15

Table of Contents

Part 1.

Chapter 1. General

Section 1. Introduction Paragraph Page 1 − 1 − 1. PURPOSE OF THIS ORDER 1 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1 − 1 − 2. AUDIENCE 1 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1 − 1 − 3. WHERE TO FIND THIS ORDER 1 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1 − 1 − 4. WHAT THIS ORDER CANCELS 1 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1 − 1 − 5. EXPLANATION OF CHANGES 1 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1 − 1 − 6. SUBMISSION CUTOFF AND EFFECTIVE DATES 1 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . .

1 − 1 − 7. DELIVERY DATES 1 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1 − 1 − 8. RECOMMENDATIONS FOR PROCEDURAL CHANGES 1 − 1 − 1 . . . . . . . . . . . . . . . . . . . .

1 − 1 − 9. CONSTRAINTS GOVERNING SUPPLEMENTS AND PROCEDURAL DEVIATIONS 1 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1 − 1 − 10. SAFETY MANAGEMENT SYSTEM (SMS) 1 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1 − 1 − 11. REFERENCES TO FAA NON − AIR TRAFFIC ORGANIZATION 1 − 1 − 2 . . . . . . . . . . . . . .

1 − 1 − 12. DISTRIBUTION 1 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 2. Order Use 1 − 2 − 1. POLICY 1 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1 − 2 − 2. ANNOTATIONS 1 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1 − 2 − 3. WORD MEANINGS 1 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1 − 2 − 4. ABBREVIATIONS 1 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 2. Administration of Facilities

Section 1. General 2 − 1 − 1. INTERREGIONAL REQUIREMENTS 2 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 2. FACILITY STANDARD OPERATING PROCEDURES DIRECTIVE 2 − 1 − 1 . . . . . . . . . . . .

2 − 1 − 3. POSITION/SECTOR BINDERS 2 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 4. REFERENCE FILES 2 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 5. RELEASE OF INFORMATION 2 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 6. CHECKING ACCURACY OF PUBLISHED DATA 2 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 7. AIR TRAFFIC SERVICE DURING PLANNED AND UNPLANNED OUTAGES 2 − 1 − 3 . .

2 − 1 − 8. HANDLING BOMB THREAT INCIDENTS 2 − 1 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 9. HANDLING MANPADS INCIDENTS 2 − 1 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 10. AIRPORT EMERGENCY PLANS 2 − 1 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 11. EXPLOSIVES DETECTION K − 9 TEAMS 2 − 1 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 12. INTERSECTION TAKEOFFS 2 − 1 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 13. AIRCRAFT IDENTIFICATION PROBLEMS 2 − 1 − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 14. APPROACH CONTROL CEILING 2 − 1 − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 15. AUTHORIZATION FOR SEPARATION SERVICES BY TOWERS 2 − 1 − 6 . . . . . . . . . . . .

2 − 1 − 16. BIRD HAZARDS 2 − 1 − 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 17. PROHIBITED/RESTRICTED AREAS AND STATIONARY ALTRVS 2 − 1 − 7 . . . . . . . . . .

i Table of Contents 12/10/15 JO 7210.3Z Paragraph Page 2 − 1 − 18. WASHINGTON, DC, SPECIAL FLIGHT RULES AREA (DC SFRA)/ ATC SECURITY SERVICES 2 − 1 − 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 19. AIRPORT TRAFFIC PATTERNS 2 − 1 − 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 20. OBSTACLE IDENTIFICATION SURFACES, OBSTACLE FREE ZONES, RUNWAY SAFETY AREAS, AND CLEARWAYS 2 − 1 − 9 . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 21. FACILITY IDENTIFICATION 2 − 1 − 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 22. DISPOSITION OF OBSOLETE CHARTS 2 − 1 − 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 23. OUTDOOR LASER DEMONSTRATIONS 2 − 1 − 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 24. COMBINE/RECOMBINE AN ATCT/TRACON 2 − 1 − 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 25. SUBMISSION OF AIR TRAFFIC CONTROL ASSIGNED AIRSPACE (ATCAA) DATA 2 − 1 − 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 26. SUBMISSION OF SUA AND PAJA FREQUENCY INFORMATION 2 − 1 − 10 . . . . . . . . . . .

2 − 1 − 27. REPORTING UNAUTHORIZED LASER ILLUMINATION OF AIRCRAFT 2 − 1 − 10 . . . .

2 − 1 − 28. SUSPICIOUS AIRCRAFT/PILOT ACTIVITIES 2 − 1 − 11 . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 29. REPORTING DEATH, ILLNESS, OR OTHER PUBLIC HEALTH RISK ON BOARD AIRCRAFT 2 − 1 − 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 30. OPPOSITE DIRECTION OPERATIONS 2 − 1 − 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 1 − 31. SPECIAL INTEREST SITES 2 − 1 − 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 2. Responsibilities 2 − 2 − 1. LEGAL LIABILITIES OF PERSONNEL 2 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 2 − 2. JOB REQUIREMENTS 2 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 2 − 3. POSITION RESPONSIBILITY 2 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 2 − 4. DUTY FAMILIARIZATION AND THE TRANSFER OF POSITION RESPONSIBILITY 2 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 2 − 5. OPERATING INITIALS 2 − 2 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 2 − 6. SIGN IN/OUT AND ON/OFF PROCEDURES 2 − 2 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 2 − 7. CIRNOT HANDLING 2 − 2 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 2 − 8. GENOT HANDLING 2 − 2 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 2 − 9. PERSONNEL BRIEFINGS REGARDING AIR TRAFFIC BULLETIN ITEMS 2 − 2 − 5 . . . .

2 − 2 − 10. LAW ENFORCEMENT INFORMATION 2 − 2 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 2 − 11. PERSONNEL BRIEFINGS REGARDING ORDER CHANGES 2 − 2 − 5 . . . . . . . . . . . . . . .

2 − 2 − 12. SYSTEMS MANAGEMENT OF VSCS EQUIPMENT 2 − 2 − 6 . . . . . . . . . . . . . . . . . . . . . .

2 − 2 − 13. REPORTING EQUIPMENT TROUBLE 2 − 2 − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 2 − 14. FACILITY DIRECTIVES REPOSITORY (FDR) 2 − 2 − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 3. Air Traffic Familiarization/Currency Requirements for En Route/Terminal/System Operations Facilities 2 − 3 − 1. GENERAL 2 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 3 − 2. APPLICATION 2 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 3 − 3. REQUIREMENTS 2 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 3 − 4. DIFFERENTIAL 2 − 3 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 3 − 5. TRACKING 2 − 3 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 4. Hours of Duty 2 − 4 − 1. SERVICE HOURS 2 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 4 − 2. TIME STANDARDS 2 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 4 − 3. TIME CHECKS 2 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 4 − 4. STATUS OF SERVICE 2 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 5. Watch Coverage − Flight Service Stations 2 − 5 − 1. BASIC WATCH SCHEDULES 2 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ii Table of Contents JO 7210.3Z 12/10/15 Paragraph Page 2 − 5 − 2. DESIGNATING WATCH SUPERVISION COVERAGE 2 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . .

2 − 5 − 3. AREA SUPERVISION 2 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 5 − 4. RELIEF PERIODS 2 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 5 − 5. OVERTIME DUTY 2 − 5 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 5 − 6. HOLIDAY STAFFING 2 − 5 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 5 − 7. CONSOLIDATING POSITIONS 2 − 5 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 5 − 8. SUPERVISORS HOURS OF DUTY 2 − 5 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 5 − 9. FACILITY COMPLEMENTS 2 − 5 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 5 − 10. CONTROLLER − IN − CHARGE (CIC) TRAINING 2 − 5 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 6. Watch Supervision − Terminal/En Route 2 − 6 − 1. WATCH SUPERVISION 2 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 6 − 2. WATCH SUPERVISION ASSIGNMENTS 2 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 6 − 3. CONTROLLER − IN − CHARGE (CIC) DESIGNATION 2 − 6 − 2 . . . . . . . . . . . . . . . . . . . . . . .

2 − 6 − 4. CONTROLLER − IN − CHARGE (CIC) SELECTION PROCESS 2 − 6 − 2 . . . . . . . . . . . . . . . . .

2 − 6 − 5. CONSOLIDATING POSITIONS 2 − 6 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 6 − 6. RELIEF PERIODS 2 − 6 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 6 − 7. BASIC WATCH SCHEDULE 2 − 6 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 6 − 8. OVERTIME DUTY 2 − 6 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 6 − 9. HOLIDAY STAFFING 2 − 6 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 6 − 10. ADMINISTRATIVE HOURS OF DUTY 2 − 6 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 6 − 11. FACILITY COMPLEMENTS 2 − 6 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 6 − 12. CONSOLIDATING TOWER/TRACON FUNCTIONS 2 − 6 − 4 . . . . . . . . . . . . . . . . . . . . . . .

2 − 6 − 13. SINGLE PERSON MIDNIGHT OPERATIONS 2 − 6 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 7. Appearance and Security 2 − 7 − 1. PERSONNEL APPEARANCE 2 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 7 − 2. QUARTERS APPEARANCE 2 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 7 − 3. BULLETIN BOARDS 2 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 7 − 4. FOOD AND BEVERAGES 2 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 7 − 5. FACILITY SECURITY 2 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 7 − 6. SUSPICIOUS ACTIVITIES 2 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 7 − 7. COOPERATION WITH LAW ENFORCEMENT AGENCIES 2 − 7 − 1 . . . . . . . . . . . . . . . . . .

2 − 7 − 8. FACILITY VISITORS 2 − 7 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 7 − 9. SECURITY OF JOINT − USE RADAR DATA 2 − 7 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 8. Medical 2 − 8 − 1. GENERAL 2 − 8 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 8 − 2. MEDICAL CLEARANCE REQUIREMENTS 2 − 8 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 8 − 3. SPECIAL MEDICAL EVALUATIONS 2 − 8 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 8 − 4. SPECIAL CONSIDERATION 2 − 8 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 8 − 5. USE OF DRUGS AND SEDATIVES 2 − 8 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 8 − 6. RESTRICTED DRUGS 2 − 8 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 8 − 7. BLOOD DONORS 2 − 8 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 8 − 8. USE OF ALCOHOL AND OTHER DRUGS 2 − 8 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 8 − 9. MEDICAL STATUS DETERMINATIONS ON FG − 2154s 2 − 8 − 2 . . . . . . . . . . . . . . . . . . . . .

Section 9. Weather/Visibility 2 − 9 − 1. BACKUP/AUGMENTATION OF WEATHER OBSERVATIONS 2 − 9 − 1 . . . . . . . . . . . . . . .

iii Table of Contents 12/10/15 JO 7210.3Z Paragraph Page 2 − 9 − 2. RECEIPT AND DISSEMINATION OF WEATHER OBSERVATIONS 2 − 9 − 1 . . . . . . . . . . .

2 − 9 − 3. LIMITED AVIATION WEATHER REPORTING STATION (LAWRS) HOURS OF OPERATION 2 − 9 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 9 − 4. NONAVIATION WEATHER SERVICE 2 − 9 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 9 − 5. NATIONAL WEATHER RECORDS CENTER 2 − 9 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 9 − 6. VISIBILITY CHARTS 2 − 9 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 9 − 7. SITING CRITERIA FOR VISUAL WEATHER OBSERVATIONS 2 − 9 − 2 . . . . . . . . . . . . . .

2 − 9 − 8. RUNWAY VISUAL VALUE (RVV) AND RUNWAY VISUAL RANGE (RVR) EQUIPMENT 2 − 9 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 9 − 9. SPECIFIC AREA MESSAGE ENCODING (SAME) WEATHER RADIOS 2 − 9 − 3 . . . . . . .

Section 10. Wind/Altimeter Information 2 − 10 − 1. WIND INSTRUMENT SENSORS 2 − 10 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 10 − 2. WIND INDICATOR CROSS CHECK 2 − 10 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 10 − 3. ALTIMETER REQUIREMENTS 2 − 10 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 10 − 4. COMPARISON CHECKS 2 − 10 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 − 10 − 5. DELIVERY OF ALTIMETER SETTING TO ARTCC 2 − 10 − 2 . . . . . . . . . . . . . . . . . . . . . . .

2 − 10 − 6. BROADCAST DENSITY ALTITUDE ADVISORY 2 − 10 − 2 . . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 3. Facility Equipment

Section 1. General 3 − 1 − 1. BASIC EQUIPMENT 3 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 1 − 2. PERIODIC MAINTENANCE 3 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 1 − 3. NATIONAL AIRSPACE SYSTEM (NAS) CHANGES 3 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . .

3 − 1 − 4. TRAFFIC LIGHTS, GATES, AND SIGNALS 3 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 1 − 5. CLEANING INSTRUMENT COVERS 3 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 1 − 6. ENGINE GENERATOR TRANSFER PROCEDURES FOR ANTICIPATED POWER FAILURE 3 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 2. Use of Communications 3 − 2 − 1. RESPONSIBILITY 3 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 2 − 2. AUTHORIZED MESSAGES NOT DIRECTLY ASSOCIATED WITH AIR TRAFFIC SERVICES 3 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 2 − 3. USE OF OTHER THAN FAA COMMUNICATIONS CIRCUITS 3 − 2 − 1 . . . . . . . . . . . . . . .

3 − 2 − 4. FBI USE OF FAA FREQUENCIES 3 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 2 − 5. AERONAUTICAL ADVISORY STATIONS (UNICOM/MULTICOM) 3 − 2 − 2 . . . . . . . . . . .

Section 3. Communications Procedures 3 − 3 − 1. SERVICE “F” COMMUNICATIONS 3 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 3 − 2. TELEPHONE COMMUNICATIONS 3 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 3 − 3. MONITORING FREQUENCIES 3 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 3 − 4. EMERGENCY FREQUENCIES 121.5 AND 243.0 MHz 3 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . .

3 − 3 − 5. BATTERY − POWERED TRANSCEIVERS 3 − 3 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 3 − 6. FACILITY STATUS REPORT 3 − 3 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 3 − 7. TESTING EMERGENCY LOCATOR TRANSMITTERS 3 − 3 − 2 . . . . . . . . . . . . . . . . . . . . .

3 − 3 − 8. VSCS FREQUENCY BACKUP 3 − 3 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 3 − 9. VSCS RECONFIGURATIONS 3 − 3 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 3 − 10. VTABS (VSCS TRAINING AND BACKUP SYSTEM) 3 − 3 − 3 . . . . . . . . . . . . . . . . . . . . . .

iv Table of Contents JO 7210.3Z 12/10/15 Section 4. Recorders Paragraph Page 3 − 4 − 1. USE OF RECORDERS 3 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 4 − 2. ASSIGNMENT OF RECORDER CHANNELS 3 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 4 − 3. CHECKING AND CHANGING RECORDING EQUIPMENT 3 − 4 − 2 . . . . . . . . . . . . . . . . . .

3 − 4 − 4. HANDLING RECORDER TAPES, DATs, OR DALR STORAGE 3 − 4 − 2 . . . . . . . . . . . . . . .

3 − 4 − 5. VSCS DATA RETENTION 3 − 4 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 5. Navigational Aids 3 − 5 − 1. NAVAID MONITORING 3 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 5 − 2. SYSTEM COMPONENT MALFUNCTIONS 3 − 5 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 5 − 3. PROCESSING GPS ANOMALY REPORTS 3 − 5 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 5 − 4. ORIGINATING NOTAMs CONCERNING NAVAIDs 3 − 5 − 2 . . . . . . . . . . . . . . . . . . . . . . . .

Section 6. Radar Use 3 − 6 − 1. COMMISSIONING RADAR FACILITIES 3 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 6 − 2. RADAR USE 3 − 6 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 6 − 3. ATC RADAR BEACON SYSTEM DECODER CONTROL BOX CHECKS 3 − 6 − 2 . . . . . . .

3 − 6 − 4. MONITORING OF MODE 3/A RADAR BEACON CODES 3 − 6 − 2 . . . . . . . . . . . . . . . . . . .

3 − 6 − 5. RADAR TARGET SIZING 3 − 6 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 6 − 6. TERMINAL DIGITAL RADAR SYSTEM AND DISPLAY SETTINGS 3 − 6 − 3 . . . . . . . . . .

3 − 6 − 7. PREARRANGED COORDINATION 3 − 6 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 6 − 8. OPERATIONAL GUIDANCE FOR FUSION 3 − 6 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 7. Video Maps 3 − 7 − 1. TOLERANCE FOR RADAR FIX ACCURACY 3 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 7 − 2. RADAR MAPPING STANDARDS 3 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 7 − 3. DISPLAY MAP DATA 3 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 7 − 4. INTENSITY 3 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 7 − 5. COMMON REFERENCE POINTS 3 − 7 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 8. Other Displays 3 − 8 − 1. MINIMUM VECTORING ALTITUDE CHARTS (MVAC) FOR FACILITIES PROVIDING TERMINAL APPROACH CONTROL SERVICES 3 − 8 − 1 . . . . . . . . . . . .

3 − 8 − 2. MINIMUM VECTORING ALTITUDE CHARTS (MVAC) PREPARATION (TERMINAL/MEARTS) 3 − 8 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3 − 8 − 3. ALTITUDE ASSIGNMENTS TO S/VFR AND VFR AIRCRAFT 3 − 8 − 4 . . . . . . . . . . . . . . .

3 − 8 − 4. EMERGENCY OBSTRUCTION VIDEO MAP (EOVM) 3 − 8 − 4 . . . . . . . . . . . . . . . . . . . . . .

3 − 8 − 5. ESTABLISHING DIVERSE VECTOR AREA/S (DVA) 3 − 8 − 7 . . . . . . . . . . . . . . . . . . . . . . .

Section 9. Color Displays − Terminal 3 − 9 − 1. COLOR USE ON ATC DISPLAYS 3 − 9 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 4. Correspondence, Conferences, Records, and

Reports

Section 1. General 4 − 1 − 1. CORRESPONDENCE STANDARDS 4 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 1 − 2. SIGNATURE 4 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

v Table of Contents 12/10/15 JO 7210.3Z Paragraph Page 4 − 1 − 3. SERVICE AREA REVIEW 4 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 1 − 4. CORRESPONDENCE REGARDING POLICY/PROCEDURES 4 − 1 − 1 . . . . . . . . . . . . . . . .

4 − 1 − 5. IRREGULAR OPERATION 4 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 1 − 6. PRELIMINARY ENVIRONMENTAL REVIEW 4 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 2. User Coordination/Conferences/Publicity 4 − 2 − 1. LOCAL CONFERENCES 4 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 2 − 2. PILOT EDUCATION 4 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 2 − 3. PUBLISHED ITEMS 4 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 2 − 4. COORDINATION OF ATC PROCEDURES 4 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 3. Letters of Agreement (LOA) 4 − 3 − 1. LETTERS OF AGREEMENT 4 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 3 − 2. APPROPRIATE SUBJECTS 4 − 3 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 3 − 3. DEVELOPING LOA 4 − 3 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 3 − 4. REVIEW BY SERVICE AREA OFFICE 4 − 3 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 3 − 5. APPROVAL 4 − 3 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 3 − 6. ANNUAL REVIEW/REVISIONS 4 − 3 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 3 − 7. CANCELLATION 4 − 3 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 3 − 8. AUTOMATED INFORMATION TRANSFER (AIT) 4 − 3 − 6 . . . . . . . . . . . . . . . . . . . . . . . . .

Section 4. Application 4 − 4 − 1. OPERATIONS UNDER EXEMPTIONS FROM SECTION 3 OF APPENDIX D TO PART 91 SURFACE AREAS OF CLASS B AND CLASS C AIRSPACE WITHIN WHICH SPECIAL VFR WEATHER MINIMUMS ARE NOT AUTHORIZED FOR FIXED − WING AIRCRAFT 4 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . .

4 − 4 − 2. USE OF AIRCRAFT CALL SIGNS 4 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 4 − 3. RUNWAY SUPERVISORY UNITS (RSU) 4 − 4 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 5. Other Correspondence 4 − 5 − 1. LETTERS OF PROCEDURES 4 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 5 − 2. LETTERS TO AIRMEN 4 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 5 − 3. DISPOSITION OF VOLCANIC ACTIVITY REPORTING (VAR) FORMS 4 − 5 − 2 . . . . . . .

Section 6. Records 4 − 6 − 1. FACILITY RECORDS MANAGEMENT 4 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 6 − 2. COLLECTION OF OPERATIONAL DATA 4 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 6 − 3. FORMS PREPARATION 4 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 6 − 4. FAA FORM 7230 − 4, DAILY RECORD OF FACILITY OPERATION 4 − 6 − 1 . . . . . . . . . . . .

4 − 6 − 5. PREPARATION OF FAA FORM 7230 − 4 4 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 6 − 6. FAA FORM 7230 − 10, POSITION LOG 4 − 6 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 6 − 7. AUTOMATED POSITION SIGN ON/OFF 4 − 6 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 6 − 8. TIME AND ATTENDANCE (T&A) RECORDING 4 − 6 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 7. Reports 4 − 7 − 1. MONTHLY REPORTS 4 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 7 − 2. DELAY REPORTING 4 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 7 − 3. SYSTEM IMPACT REPORTS 4 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 7 − 4. UNIDENTIFIED FLYING OBJECT (UFO) REPORTS 4 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . .

vi Table of Contents JO 7210.3Z 12/10/15 Section 8. Freedom of Information Act (FOIA) Paragraph Page 4 − 8 − 1. ACCIDENT/INCIDENT RECORDINGS 4 − 8 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 8 − 2. REQUESTS TO PRESERVE TAPE OR DAT UNDER FOIA 4 − 8 − 1 . . . . . . . . . . . . . . . . . . .

4 − 8 − 3. COMPUTER DATA 4 − 8 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4 − 8 − 4. FEES 4 − 8 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 5. Special Flight Handling

Section 1. Presidential Aircraft 5 − 1 − 1. ADVANCE COORDINATION 5 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 1 − 2. THE PRESIDENT, VICE PRESIDENT, AND EXEC1F AIRCRAFT MONITORING 5 − 1 − 2 5 − 1 − 3. USE OF FAA COMMUNICATIONS CIRCUITS 5 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 1 − 4. SECURITY OF INFORMATION 5 − 1 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 1 − 5. MOVEMENT INFORMATION 5 − 1 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 1 − 6. COORDINATION 5 − 1 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 1 − 7. RESCUE SUPPORT AIRCRAFT 5 − 1 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 2. FAA Aircraft 5 − 2 − 1. IDENTIFYING DEPARTMENT OF TRANSPORTATION (DOT) AND FAA FLIGHTS 5 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 2 − 2. FLIGHT INSPECTION AIRCRAFT 5 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 2 − 3. HIGH ALTITUDE INSPECTIONS 5 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 2 − 4. RESEARCH AND DEVELOPMENT FLIGHTS 5 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 3. DOE and Other Aircraft 5 − 3 − 1. DEPARTMENT OF ENERGY (DOE) FLIGHTS 5 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 3 − 2. IDENTIFICATION OF SPECIAL DOE FLIGHTS 5 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 3 − 3. NOTIFICATION OF DOE REPORTED ACCIDENT/UNREPORTED AIRCRAFT 5 − 3 − 1 .

5 − 3 − 4. ATMOSPHERE SAMPLING FOR NUCLEAR CONTAMINATION 5 − 3 − 1 . . . . . . . . . . . . .

5 − 3 − 5. DUE REGARD OPERATIONS 5 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 3 − 6. WEATHER RECONNAISSANCE FLIGHTS 5 − 3 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 3 − 7. OPEN SKIES TREATY AIRCRAFT PRIORITY FLIGHTS (F and D) 5 − 3 − 3 . . . . . . . . . . .

Section 4. Other Flight Requests 5 − 4 − 1. REQUESTS FOR DEVIATION FROM TRANSPONDER REQUIREMENTS 5 − 4 − 1 . . . . .

5 − 4 − 2. CROP DUSTER/ANTIQUE AIRCRAFT 5 − 4 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 4 − 3. FLIGHT TEST OPERATIONS 5 − 4 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 4 − 4. SANCTIONED SPEED RECORDS 5 − 4 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 4 − 5. CERTIFYING RECORD ATTEMPTS 5 − 4 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 4 − 6. PHOTOGRAMMETRIC FLIGHTS 5 − 4 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 − 4 − 7. AEROBATIC PRACTICE AREAS 5 − 4 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Part 2. AIR ROUTE TRAFFIC CONTROL CENTERS

Chapter 6. En Route Operations and Services

Section 1. General 6 − 1 − 1. AREAS OF OPERATION 6 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

vii Table of Contents 12/10/15 JO 7210.3Z Paragraph Page 6 − 1 − 2. SECTORS 6 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 1 − 3. SECTOR CONFIGURATION 6 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 1 − 4. AREAS OF SPECIALIZATION 6 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 1 − 5. OPERATING POSITION DESIGNATORS 6 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 1 − 6. FLIGHT PROGRESS STRIP USAGE 6 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 1 − 7. DISPLAY OF TRAFFIC MANAGEMENT ADVISOR (TMA) INFORMATION 6 − 1 − 2 . . .

Section 2. Sector Information Binders 6 − 2 − 1. EN ROUTE CONTROLLER TEAM CONCEPT 6 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 2 − 2. EN ROUTE SECTOR INFORMATION BINDER 6 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 3. Operations 6 − 3 − 1. HANDLING OF SIGMETs, CWAs, AND PIREPs 6 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 3 − 2. RECEIPT OF NOTAM DATA 6 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 3 − 3. REVIEW AIRSPACE STRUCTURE 6 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 3 − 4. DATA COMMUNICATION 6 − 3 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 3 − 5. CHANGES TO MTR AND MOA PUBLISHED ACTIVITY SCHEDULES 6 − 3 − 2 . . . . . . .

Section 4. Services 6 − 4 − 1. ADVANCE APPROACH INFORMATION 6 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 4 − 2. MINIMUM IFR ALTITUDES (MIA) 6 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 4 − 3. SPECIAL USE FREQUENCIES 6 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 4 − 4. PRACTICE INSTRUMENT APPROACHES 6 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 5. Stored Flight Plan Program 6 − 5 − 1. CRITERIA 6 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 5 − 2. IMPLEMENTATION AND COORDINATION 6 − 5 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 5 − 3. PREPARATION AND MAINTENANCE OF BULK STORE FILE 6 − 5 − 2 . . . . . . . . . . . . . .

6 − 5 − 4. REMARKS DATA 6 − 5 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 6. Air Carrier Computer Interface Program 6 − 6 − 1. GENERAL 6 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 6 − 2. FACILITY RESPONSIBILITIES 6 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 6 − 3. CRITERIA FOR PARTICIPATION 6 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 6 − 4. FORMAT CONVENTIONS 6 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 6 − 5. MESSAGE CONTENT 6 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 7. En Route Decision Support Tool (EDST) 6 − 7 − 1. GENERAL 6 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 7 − 2. FRONT − LINE MANAGER − IN − CHARGE RESPONSIBILITIES 6 − 7 − 1 . . . . . . . . . . . . . . .

6 − 7 − 3. OPERATIONs MANAGER − IN − CHARGE RESPONSIBILITIES 6 − 7 − 1 . . . . . . . . . . . . . . .

6 − 7 − 4. FACILITY MANAGER RESPONSIBILITIES 6 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 7 − 5. EDST AIRSPACE CONFIGURATION ELEMENTS 6 − 7 − 2 . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 7 − 6. STANDARD USE OF AUTOMATED FLIGHT DATA MANAGEMENT 6 − 7 − 2 . . . . . . . . .

6 − 7 − 7. EDST OUTAGES 6 − 7 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 7 − 8. RESTRICTIONS INVENTORY AND EVALUATION 6 − 7 − 3 . . . . . . . . . . . . . . . . . . . . . . . .

6 − 7 − 9. TRAFFIC COUNTS AND DELAY REPORTING 6 − 7 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 7 − 10. COMPUTER DATA RETENTION 6 − 7 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

viii Table of Contents JO 7210.3Z 12/10/15 Paragraph Page 6 − 7 − 11. WAIVER TO INTERIM ALTITUDE REQUIREMENTS 6 − 7 − 3 . . . . . . . . . . . . . . . . . . . . .

6 − 7 − 12. TRANSFER OF POSITION RESPONSIBILITY 6 − 7 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 8. Ocean21 6 − 8 − 1. GENERAL 6 − 8 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 8 − 2. OPERATIONAL SUPERVISOR − IN − CHARGE RESPONSIBILITIES 6 − 8 − 1 . . . . . . . . . . .

6 − 8 − 3. ERROR REPAIR POSITION RESPONSIBILITIES 6 − 8 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 8 − 4. FACILITY MANAGER RESPONSIBILITIES 6 − 8 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 8 − 5. TRANSFER OF POSITION 6 − 8 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 8 − 6. OCEAN21 CHANNEL CHANGEOVERS 6 − 8 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 8 − 7. OUTAGES 6 − 8 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 8 − 8. CONTROLLER PILOT DATA LINK COMMUNICATIONS 6 − 8 − 2 . . . . . . . . . . . . . . . . . . .

Section 9. Reduced Vertical Separation Minimum (RVSM) 6 − 9 − 1. GENERAL 6 − 9 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 9 − 2. FACILITY MANAGER RESPONSIBILITIES 6 − 9 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 9 − 3. OPERATIONS MANAGER − IN − CHARGE RESPONSIBILITIES 6 − 9 − 2 . . . . . . . . . . . . . . .

6 − 9 − 4. FRONT − LINE MANAGER − IN − CHARGE/CONTROLLER − IN − CHARGE RESPONSIBILITIES 6 − 9 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 9 − 5. NON − RVSM REQUIREMENTS 6 − 9 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 9 − 6. EQUIPMENT SUFFIX AND DISPLAY MANAGEMENT 6 − 9 − 2 . . . . . . . . . . . . . . . . . . . . .

6 − 9 − 7. MOUNTAIN WAVE ACTIVITY (MWA) 6 − 9 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 9 − 8. WAKE TURBULENCE AND WEATHER RELATED TURBULENCE 6 − 9 − 3 . . . . . . . . . .

6 − 9 − 9. SUSPENSION OF RVSM 6 − 9 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 10. En Route Information Display System (ERIDS) 6 − 10 − 1. GENERAL 6 − 10 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6 − 10 − 2. REQUIREMENTS 6 − 10 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 7. En Route Data

Section 1. Performance Checks 7 − 1 − 1. RADAR PERFORMANCE CHECKS 7 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7 − 1 − 2. SPECIAL RADAR ACCURACY CHECKS 7 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 2. Deficiencies 7 − 2 − 1. DEFICIENCIES IN SYSTEM 7 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7 − 2 − 2. AMPLITRON OR PARAMETRIC AMPLIFIER FAILURE 7 − 2 − 1 . . . . . . . . . . . . . . . . . . . .

7 − 2 − 3. ELECTRONIC ATTACK (EA) 7 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 8. NAS En Route Automation

Section 1. General 8 − 1 − 1. TRANSITION PROCEDURES 8 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 − 1 − 2. ALTRV FLIGHT DATA PROCESSING 8 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 − 1 − 3. COMPUTER DATA RETENTION 8 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 2. Procedures 8 − 2 − 1. THREE MILE OPERATIONS 8 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ix Table of Contents 12/10/15 JO 7210.3Z Paragraph Page 8 − 2 − 2. ADAPTED ALTIMETER SETTINGS 8 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 − 2 − 3. ADAPTATION OF EXTERNAL ALTIMETER SETTINGS 8 − 2 − 1 . . . . . . . . . . . . . . . . . . . .

8 − 2 − 4. CONFLICT ALERT FUNCTION PARAMETERS 8 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 − 2 − 5. MODE C INTRUDER (MCI) ALERT PARAMETERS 8 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . .

8 − 2 − 6. E − MSAW ADAPTATION 8 − 2 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 − 2 − 7. WAIVER TO INTERIM ALTITUDE REQUIREMENTS 8 − 2 − 2 . . . . . . . . . . . . . . . . . . . . . .

8 − 2 − 8. REQUIREMENTS FOR ERAM DATA BLOCK CHANGES WITHOUT COORDINATION 8 − 2 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 − 2 − 9. ERAM HOLD INFORMATION FACILITY DIRECTIVE REQUIREMENTS 8 − 2 − 2 . . . . .

8 − 2 − 10. ERAM SPECIAL ACTIVITY AIRSPACE (SAA) ADAPTATION 8 − 2 − 2 . . . . . . . . . . . . . .

8 − 2 − 11. ERAM HOLDING PATTERN ADAPTATION 8 − 2 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 − 2 − 12. ERAM MASTER TOOLBAR MAP BUTTON LABEL 8 − 2 − 2 . . . . . . . . . . . . . . . . . . . . . .

8 − 2 − 13. LOCAL INTERIM ALTITUDE 8 − 2 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 3. Displays 8 − 3 − 1. DIGITAL MAP VERIFICATION 8 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 − 3 − 2. DATA DISPLAY FOR BLOCK ALTITUDE FLIGHTS 8 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . .

8 − 3 − 3. SELECTED ALTITUDE LIMITS 8 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 − 3 − 4. AUTOMATED WEATHER DISPLAY STATUS 8 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 9. Facility Statistical Data, Reports, and Forms

Section 1. Operational Count Data 9 − 1 − 1. IFR AIRCRAFT HANDLED 9 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 − 1 − 2. CATEGORIES OF OPERATIONS 9 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 − 1 − 3. CRITERIA FOR IFR AIRCRAFT HANDLED COUNT 9 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . .

9 − 1 − 4. MILITARY AIRCRAFT MOVEMENTS 9 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 − 1 − 5. USE OF AUTOMATED COUNTS 9 − 1 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 − 1 − 6. FAA FORM 7230 − 14, ARTCC OPERATIONS DAILY SUMMARY 9 − 1 − 3 . . . . . . . . . . . . .

9 − 1 − 7. INSTRUCTIONS FOR COMPLETING FAA FORM 7230 − 14 9 − 1 − 3 . . . . . . . . . . . . . . . . . .

9 − 1 − 8. DISTRIBUTION AND AMENDMENT 9 − 1 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 2. Instrument Approach Data 9 − 2 − 1. GENERAL 9 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 − 2 − 2. INSTRUMENT APPROACHES 9 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 − 2 − 3. AIRPORTS REPORTED 9 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 − 2 − 4. FAA FORM 7230 − 16, APPROACH DATA WORKSHEET 9 − 2 − 1 . . . . . . . . . . . . . . . . . . . .

9 − 2 − 5. FAA FORM 7230 − 12, INSTRUMENT APPROACHES MONTHLY SUMMARY 9 − 2 − 1 . .

9 − 2 − 6. DISTRIBUTION AND AMENDMENT 9 − 2 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9 − 2 − 7. FORWARD COPY TO ADJACENT SERVICE AREA 9 − 2 − 2 . . . . . . . . . . . . . . . . . . . . . . . .

Section 3. Other Reports and Forms 9 − 3 − 1. FAA FORM 7210 − 8, ELT INCIDENT 9 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Part 3. TERMINAL AIR TRAFFIC CONTROL

FACILITIES

Chapter 10. Terminal Operations, Services, and Equipment

Section 1. General 10 − 1 − 1. OPERATING POSITION DESIGNATORS 10 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

x Table of Contents JO 7210.3Z 12/10/15 Paragraph Page 10 − 1 − 2. TOWER/RADAR TEAM CONCEPTS 10 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 1 − 3. MILITARY ATC BOARDS 10 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 1 − 4. SECTIONAL AERONAUTICAL AND TERMINAL AREA CHARTS 10 − 1 − 1 . . . . . . . . . .

10 − 1 − 5. AREAS OF NONVISIBILITY 10 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 1 − 6. SELECTING ACTIVE RUNWAYS 10 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 1 − 7. USE OF ACTIVE RUNWAYS 10 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 1 − 8. PROCEDURES FOR OPENING AND CLOSING RUNWAYS 10 − 1 − 4 . . . . . . . . . . . . . . . .

10 − 1 − 9. FLIGHT PROGRESS STRIP USAGE 10 − 1 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 1 − 10. LOW VISIBILITY OPERATIONS 10 − 1 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 1 − 11. MOBILE CONTROL TOWERS 10 − 1 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 1 − 12. PARTICIPATION IN LOCAL AIRPORT DEICING PLAN (LADP) 10 − 1 − 5 . . . . . . . . . . .

10 − 1 − 13. PRECISION OBSTACLE FREE ZONE (POFZ) 10 − 1 − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 2. Position Binders 10 − 2 − 1. POSITION DUTIES AND RESPONSIBILITIES 10 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 2 − 2. TOWER/RADAR TEAM POSITION BINDERS 10 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 3. Operations 10 − 3 − 1. SIGMET AND PIREP HANDLING 10 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 3 − 2. WIND INSTRUMENTS AT APPROACH CONTROL FACILITIES 10 − 3 − 1 . . . . . . . . . . . .

10 − 3 − 3. LOW LEVEL WIND SHEAR/MICROBURST DETECTION SYSTEMS 10 − 3 − 1 . . . . . . . .

10 − 3 − 4. RELAY OF RVV/RVR VALUES 10 − 3 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 3 − 5. ADVANCE APPROACH INFORMATION 10 − 3 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 3 − 6. ILS HEIGHT/DISTANCE LIMITATIONS 10 − 3 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 3 − 7. LAND AND HOLD SHORT OPERATIONS (LAHSO) 10 − 3 − 2 . . . . . . . . . . . . . . . . . . . . . .

10 − 3 − 8. LINE UP AND WAIT (LUAW) OPERATIONS 10 − 3 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 3 − 9. TAKEOFF CLEARANCE 10 − 3 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 3 − 10. MULTIPLE RUNWAY CROSSINGS 10 − 3 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 3 − 11. AIRPORT CONSTRUCTION 10 − 3 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 3 − 12. CHANGE IN RUNWAY LENGTH DUE TO CONSTRUCTION 10 − 3 − 5 . . . . . . . . . . . . . .

10 − 3 − 13. APPROACHES TO PARALLEL RUNWAYS 10 − 3 − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 3 − 14. GO − AROUND/MISSED APPROACH 10 − 3 − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 3 − 15. EQUIVALENT LATERAL SPACING OPERATIONS (ELSO) 10 − 3 − 7 . . . . . . . . . . . . . . . .

Section 4. Services 10 − 4 − 1. AUTOMATIC TERMINAL INFORMATION SERVICE (ATIS) 10 − 4 − 1 . . . . . . . . . . . . . . .

10 − 4 − 2. PRETAXI CLEARANCE PROCEDURES 10 − 4 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 4 − 3. GATE HOLD PROCEDURES 10 − 4 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 4 − 4. ADVISORY SERVICE TO ARRIVING VFR FLIGHTS 10 − 4 − 2 . . . . . . . . . . . . . . . . . . . . . .

10 − 4 − 5. PRACTICE INSTRUMENT APPROACHES 10 − 4 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 4 − 6. SIMULTANEOUS INDEPENDENT APPROACHES 10 − 4 − 3 . . . . . . . . . . . . . . . . . . . . . . . .

10 − 4 − 7. SIMULTANEOUS WIDELY − SPACED PARALLEL OPERATIONS 10 − 4 − 4 . . . . . . . . . . .

10 − 4 − 8. SIMULTANEOUS CONVERGING INSTRUMENT APPROACHES 10 − 4 − 5 . . . . . . . . . . .

10 − 4 − 9. PRECISION RUNWAY MONITOR − SIMULTANEOUS OFFSET INSTRUMENT APPROACHES 10 − 4 − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 4 − 10. REDUCED SEPARATION ON FINAL 10 − 4 − 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 4 − 11. MINIMUM IFR ALTITUDES (MIA) 10 − 4 − 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 5. Terminal Radar 10 − 5 − 1. SHUTDOWN OF PAR ANTENNAS 10 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

xi Table of Contents 12/10/15 JO 7210.3Z Paragraph Page 10 − 5 − 2. RADAR DISPLAY INDICATORS 10 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 5 − 3. FUNCTIONAL USE OF CERTIFIED TOWER RADAR DISPLAYS 10 − 5 − 1 . . . . . . . . . . .

10 − 5 − 4. ASR PERFORMANCE CHECKS 10 − 5 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 5 − 5. DEFICIENCIES IN SYSTEM 10 − 5 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 5 − 6. RADAR TOLERANCES 10 − 5 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 5 − 7. RECOMMENDED ALTITUDES FOR SURVEILLANCE APPROACHES 10 − 5 − 3 . . . . . . .

10 − 5 − 8. ASDE PERFORMANCE CHECKS 10 − 5 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 6. Airport Lighting 10 − 6 − 1. GENERAL 10 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 6 − 2. OPERATION OF LIGHTS WHEN TOWER IS CLOSED 10 − 6 − 1 . . . . . . . . . . . . . . . . . . . .

10 − 6 − 3. INCOMPATIBLE LIGHT SYSTEM OPERATION 10 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 6 − 4. APPROACH LIGHT SYSTEMS 10 − 6 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 6 − 5. VISUAL APPROACH SLOPE INDICATOR (VASI) SYSTEMS 10 − 6 − 3 . . . . . . . . . . . . . . .

10 − 6 − 6. PRECISION APPROACH PATH INDICATOR (PAPI) SYSTEMS 10 − 6 − 3 . . . . . . . . . . . . . .

10 − 6 − 7. RUNWAY AND TAXIWAY LIGHTS 10 − 6 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 6 − 8. RUNWAY FLOODLIGHTS 10 − 6 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 6 − 9. RUNWAY EDGE LIGHTS ASSOCIATED WITH MEDIUM APPROACH LIGHT SYSTEM/RUNWAY ALIGNMENT INDICATOR LIGHTS 10 − 6 − 4 . . . . . . . . . .

10 − 6 − 10. RUNWAY STATUS LIGHTS (RWSL) 10 − 6 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 7. Airport Arrival Rate (AAR) 10 − 7 − 1. PURPOSE 10 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 7 − 2. POLICY 10 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 7 − 3. DEFINITIONS 10 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 7 − 4. RESPONSIBILITIES 10 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 7 − 5. CALCULATING AARs 10 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 7 − 6. OPERATIONAL AARs 10 − 7 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 11. National Programs

Section 1. Terminal VFR Radar Services 11 − 1 − 1. PROGRAM INTENT 11 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 − 1 − 2. IMPLEMENTATION 11 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 − 1 − 3. TRSA 11 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 − 1 − 4. CLASS C AIRSPACE 11 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 − 1 − 5. CLASS B AIRSPACE 11 − 1 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 2. Automated Terminal Tracking Systems (ATTS) 11 − 2 − 1. OPERATIONAL USE 11 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 − 2 − 2. DATA ENTRIES 11 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 − 2 − 3. DISPLAY DATA 11 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 − 2 − 4. USE OF MODIFY AND QUICK LOOK FUNCTIONS 11 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . .

11 − 2 − 5. AUTOMATION PROGRAM CHANGES 11 − 2 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 − 2 − 6. AUTOMATIC ACQUISITION/TERMINATION AREAS 11 − 2 − 2 . . . . . . . . . . . . . . . . . . . . .

11 − 2 − 7. MINIMUM SAFE ALTITUDE WARNING (MSAW), CONFLICT ALERT (CA), AND MODE C INTRUDER (MCI) 11 − 2 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 − 2 − 8. MAGNETIC VARIATION OF VIDEO MAPS/GEO MAPS AT ARTS FACILITIES 11 − 2 − 3 11 − 2 − 9. MSAW DTM CARTOGRAPHIC CERTIFICATION, UPDATES, AND RECOMPILATION 11 − 2 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

xii Table of Contents JO 7210.3Z 12/10/15 Paragraph Page 11 − 2 − 10. DIGITAL MAP VERIFICATION 11 − 2 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 3. Data Recording and Retention 11 − 3 − 1. DATA RECORDING 11 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 − 3 − 2. DATA RETENTION 11 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 − 3 − 3. FAULT LOG 11 − 3 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 4. TPX − 42 11 − 4 − 1. OPERATIONAL USE 11 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 − 4 − 2. LOW ALTITUDE ALERT SYSTEM (LAAS) 11 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 5. Charted VFR Flyway Planning Chart Program 11 − 5 − 1. DEFINITION 11 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 − 5 − 2. CRITERIA 11 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 − 5 − 3. RESPONSIBILITIES 11 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 6. Helicopter Route Chart Program 11 − 6 − 1. POLICY 11 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 − 6 − 2. DEFINITION 11 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 − 6 − 3. CRITERIA 11 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 − 6 − 4. RESPONSIBILITIES 11 − 6 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 7. Terminal Area VFR Route Program 11 − 7 − 1. POLICY 11 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 − 7 − 2. DEFINITION 11 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 − 7 − 3. CRITERIA 11 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 − 7 − 4. RESPONSIBILITIES 11 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 8. Standard Terminal Automation Replacement System (STARS) 11 − 8 − 1. OPERATIONAL USE 11 − 8 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 − 8 − 2. DATA ENTRIES 11 − 8 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 − 8 − 3. DISPLAY DATA 11 − 8 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 − 8 − 4. USE OF STARS QUICK LOOK FUNCTIONS 11 − 8 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 − 8 − 5. AUTOMATION PROGRAM CHANGES 11 − 8 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 − 8 − 6. AUTOMATIC ACQUISITION/TERMINATION AREAS 11 − 8 − 2 . . . . . . . . . . . . . . . . . . . . .

11 − 8 − 7. MINIMUM SAFE ALTITUDE WARNING (MSAW) AND CONFLICT ALERT (CA) 11 − 8 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 − 8 − 8. MAGNETIC VARIATION OF VIDEO MAPS/GEO MAPS AT STARS FACILITIES 11 − 8 − 3 11 − 8 − 9. MSAW DTM CARTOGRAPHIC CERTIFICATION, UPDATES, AND RECOMPILATION 11 − 8 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 − 8 − 10. DIGITAL MAP VERIFICATION 11 − 8 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 − 8 − 11. MODE C INTRUDER (MCI) ALERT PARAMETERS 11 − 8 − 3 . . . . . . . . . . . . . . . . . . . . . .

11 − 8 − 12. OPERATIONAL MODE TRANSITION PROCEDURES 11 − 8 − 4 . . . . . . . . . . . . . . . . . . . .

11 − 8 − 13. RADAR SELECTION PROCEDURES 11 − 8 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 − 8 − 14. MULTI − SENSOR RADAR OPERATIONS 11 − 8 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 − 8 − 15. SINGLE SITE COVERAGE ATTS OPERATIONS 11 − 8 − 5 . . . . . . . . . . . . . . . . . . . . . . . . .

Section 9. Safety Logic Systems Front − Line Manager/CIC Procedures 11 − 9 − 1. SYSTEM OPERATION 11 − 9 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

xiii Table of Contents 12/10/15 JO 7210.3Z Paragraph Page 11 − 9 − 2. ENSURE STATUS 11 − 9 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 − 9 − 3. MONITOR ALERTS AND ENSURE CORRECTIVE ACTION 11 − 9 − 2 . . . . . . . . . . . . . . . .

11 − 9 − 4. RAIN CONFIGURATION 11 − 9 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 − 9 − 5. LIMITED CONFIGURATION 11 − 9 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 − 9 − 6. WATCH CHECKLIST 11 − 9 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 10. VFR Waypoint Chart Program 11 − 10 − 1. POLICY 11 − 10 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 − 10 − 2. DEFINITION 11 − 10 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 − 10 − 3. CRITERIA 11 − 10 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11 − 10 − 4. RESPONSIBILITIES 11 − 10 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 12. Facility Statistical Data, Reports, and Forms

Section 1. General Information 12 − 1 − 1. GENERAL 12 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

12 − 1 − 2. COUNTING METHODS 12 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

12 − 1 − 3. QUESTIONS OR CHANGES 12 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

12 − 1 − 4. SUMMARY OF STATISTICAL REPORTS AND FORMS 12 − 1 − 1 . . . . . . . . . . . . . . . . . . . .

12 − 1 − 5. CATEGORIES OF OPERATIONS 12 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 2. Itinerant Operations 12 − 2 − 1. TABULATION 12 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 3. Local Operations 12 − 3 − 1. TABULATION 12 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 4. Overflight Operation 12 − 4 − 1. TABULATION 12 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 5. Amending and Reviewing Data 12 − 5 − 1. AMENDED OPSNET DATA 12 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

12 − 5 − 2. ANALYSIS AND REVIEW 12 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Part 4. FLIGHT SERVICE STATIONS

Chapter 13. Flight Service Operations and Services

Section 1. General 13 − 1 − 1. OPERATING POSITION DESIGNATORS 13 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13 − 1 − 2. TEMPORARY FSS 13 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13 − 1 − 3. FLIGHT PLAN AREA 13 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13 − 1 − 4. ICSS INTRODUCTORY ANNOUNCEMENT 13 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 2. Position/Service Information Binders 13 − 2 − 1. RESPONSIBILITY 13 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

xiv Table of Contents JO 7210.3Z 12/10/15 Paragraph Page 13 − 2 − 2. BOUNDARIES 13 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13 − 2 − 3. POSITIONS/SERVICES 13 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 3. Operations 13 − 3 − 1. AIRPORT CONDITION FILE 13 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13 − 3 − 2. LANDING AREA STATUS CHECKS 13 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13 − 3 − 3. AIRPORT SEARCH ARRANGEMENTS 13 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13 − 3 − 4. LIAISON VISITS 13 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13 − 3 − 5. DUTIES 13 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13 − 3 − 6. TIE − IN NOTAM RESPONSIBILITY 13 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 4. Services 13 − 4 − 1. PREFILED FLIGHT PLANS 13 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13 − 4 − 2. PRACTICE INSTRUMENT APPROACHES 13 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13 − 4 − 3. OPERATION OF AIRPORT LIGHTS 13 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13 − 4 − 4. RUNWAY EDGE LIGHTS ASSOCIATED WITH MEDIUM APPROACH LIGHT SYSTEM/RUNWAY ALIGNMENT INDICATOR LIGHTS 13 − 4 − 1 . . . . . . . . . .

13 − 4 − 5. LOCAL AIRPORT ADVISORY (LAA)/REMOTE AIRPORT ADVISORY (RAA)/ REMOTE AIRPORT INFORMATION SERVICE (RAIS) 13 − 4 − 1 . . . . . . . . . . . . . . . . . .

13 − 4 − 6. AUTOMATIC FLIGHT INFORMATION SERVICE (AFIS) − ALASKA FSSs ONLY 13 − 4 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13 − 4 − 7. TRANSMISSION OF MESSAGES FROM AIRPORT INSPECTORS 13 − 4 − 3 . . . . . . . . . . .

Chapter 14. Aviation Meteorological Services and Equipment

Section 1. General 14 − 1 − 1. FAA − NWS AGREEMENT 14 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14 − 1 − 2. CERTIFICATES OF AUTHORITY 14 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14 − 1 − 3. LIAISON WITH AVIATION INTERESTS 14 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14 − 1 − 4. TELEPHONE LISTINGS 14 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14 − 1 − 5. MINIMUM WEATHER EQUIPMENT 14 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14 − 1 − 6. SUPPLY − SUPPORT 14 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14 − 1 − 7. NWS OPERATIONS MANUAL 14 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 2. Pilot Weather Briefing 14 − 2 − 1. BRIEFING RESPONSIBILITY 14 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14 − 2 − 2. WEATHER CHART DISPLAY 14 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14 − 2 − 3. TELEVISION EQUIPMENT 14 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14 − 2 − 4. FSS − WSO/WFO ADJOINING 14 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14 − 2 − 5. FSS − WSO/WFO NOT ADJOINING 14 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14 − 2 − 6. FLIGHT PLANNING DISPLAY 14 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14 − 2 − 7. FLIGHT PLANNING FORMS 14 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14 − 2 − 8. MILITARY TRAINING ACTIVITY 14 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14 − 2 − 9. TRANSFER OF BRIEFERS 14 − 2 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 3. En Route Flight Advisory Service (EFAS) 14 − 3 − 1. GENERAL 14 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14 − 3 − 2. FLIGHT WATCH AREA (FWA) 14 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

xv Table of Contents 12/10/15 JO 7210.3Z Paragraph Page 14 − 3 − 3. SYSTEM CONFIGURATION 14 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14 − 3 − 4. HOURS OF OPERATION 14 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14 − 3 − 5. STAFFING 14 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14 − 3 − 6. NATIONAL WEATHER SERVICE (NWS) SUPPORT 14 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . .

14 − 3 − 7. EQUIPMENT 14 − 3 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14 − 3 − 8. TRAINING 14 − 3 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14 − 3 − 9. CERTIFICATION 14 − 3 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14 − 3 − 10. RECERTIFICATION REQUIREMENTS 14 − 3 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14 − 3 − 11. QUALIFICATION AND SELECTION 14 − 3 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 4. Broadcasts 14 − 4 − 1. STATION BROADCASTS 14 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14 − 4 − 2. COORDINATE WITH WEATHER FORECAST OFFICE (WFO) (ALASKA ONLY) 14 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14 − 4 − 3. COMMERCIAL BROADCAST STATIONS 14 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14 − 4 − 4. REDUCING RECORDED WEATHER INFORMATION SERVICES 14 − 4 − 1 . . . . . . . . . . .

Chapter 15. Equipment

Section 1. General 15 − 1 − 1. RESPONSIBILITY 15 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

15 − 1 − 2. AIRCRAFT ORIENTATION PLOTTING BOARD 15 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . .

15 − 1 − 3. ADDITIONAL TELEPHONE SERVICE 15 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

15 − 1 − 4. ORDERING OVERLAYS 15 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

15 − 1 − 5. LEASED EQUIPMENT SUPPLIES 15 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 2. Frequencies 15 − 2 − 1. VOR AND VORTAC VOICE CHANNELS 15 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

15 − 2 − 2. UHF EN ROUTE CHANNEL 15 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 16. Facility Statistical Data, Reports, and Forms

Section 1. General Information 16 − 1 − 1. FORM USAGE 16 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

16 − 1 − 2. TOTAL FLIGHT SERVICES FORMULA 16 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 2. Aircraft Contacted 16 − 2 − 1. AIRCRAFT CONTACTED 16 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

16 − 2 − 2. LOCAL AIRPORT ADVISORY (LAA)/REMOTE AIRPORT ADVISORY (RAA)/ REMOTE AIRPORT INFORMATION SERVICE (RAIS) 16 − 2 − 1 . . . . . . . . . . . . . . . . . .

16 − 2 − 3. RADIO CONTACTS 16 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 3. Flight Plan Count 16 − 3 − 1. FLIGHT PLAN COUNT 16 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

16 − 3 − 2. ADDITIONAL ITEMS 16 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

16 − 3 − 3. FLIGHT PLAN CHANGE EN ROUTE 16 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

16 − 3 − 4. FLIGHT PLAN FORMS 16 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 4. Pilot Briefing Count 16 − 4 − 1. PILOT BRIEFING COUNT 16 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

xvi Table of Contents JO 7210.3Z 12/10/15 Paragraph Page 16 − 4 − 2. RETENTION OF FORMS CONTAINING PILOT BRIEFING (“PB”) DATA 16 − 4 − 1 . . . . .

Section 5. Other Reports and Information 16 − 5 − 1. COMPLETION OF MONTHLY ACTIVITY RECORD 16 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . .

16 − 5 − 2. EFAS MONTHLY REPORT 16 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

16 − 5 − 3. DISTRIBUTION AND AMENDMENT 16 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

16 − 5 − 4. MESSAGE TRAFFIC NUMBER RECORD 16 − 5 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

16 − 5 − 5. UNANNOUNCED MILITARY AIRCRAFT ARRIVALS 16 − 5 − 2 . . . . . . . . . . . . . . . . . . . . .

Section 6. FSS Printing of Lists and Tallies (Model 1 Full Capacity) 16 − 6 − 1. PRINTING OF LISTS 16 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

16 − 6 − 2. PRINTING OF TRANSACTIONS INVOLVING LIST UPDATES 16 − 6 − 1 . . . . . . . . . . . . .

16 − 6 − 3. FLIGHT PLAN LOG PRINTING 16 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

16 − 6 − 4. PREFLIGHT BRIEFING LOG PRINTING 16 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

16 − 6 − 5. IN − FLIGHT CONTACT LOG PRINTING 16 − 6 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

16 − 6 − 6. TALLIES PRINTING 16 − 6 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

16 − 6 − 7. FLIGHT PLAN PRINTING 16 − 6 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

16 − 6 − 8. DISABLED SYSTEM COMPONENT PRINTING 16 − 6 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 7. FSS Lists, Logs, and Tallies (OASIS) 16 − 7 − 1. RECORDING OF FLIGHT INFORMATION 16 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

16 − 7 − 2. MANAGEMENT OF LISTS AND LOGS 16 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

16 − 7 − 3. TALLIES PRINTING 16 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Part 5. TRAFFIC MANAGEMENT SYSTEM

Chapter 17. Traffic Management National, Center, and

Terminal

Section 1. Organizational Missions 17 − 1 − 1. TRAFFIC MANAGEMENT SYSTEM MISSION 17 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 1 − 2. DAVID J. HURLEY AIR TRAFFIC CONTROL SYSTEM COMMAND CENTER (ATCSCC) 17 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 1 − 3. TRAFFIC MANAGEMENT UNIT (TMU) MISSION 17 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . .

Section 2. Organizational Responsibilities 17 − 2 − 1. AIR TRAFFIC TACTICAL OPERATIONS PROGRAM 17 − 2 − 1 . . . . . . . . . . . . . . . . . . . . .

17 − 2 − 2. SERVICE CENTER OPERATIONS SUPPORT GROUP 17 − 2 − 1 . . . . . . . . . . . . . . . . . . . . .

17 − 2 − 3. ATCSCC 17 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 2 − 4. FIELD FACILITIES 17 − 2 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 3. Line of Authority 17 − 3 − 1. ATCSCC 17 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 3 − 2. ARTCC 17 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 3 − 3. TERMINAL 17 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 4. Supplemental Duties 17 − 4 − 1. TELEPHONE CONFERENCES 17 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

xvii Table of Contents 12/10/15 JO 7210.3Z Paragraph Page 17 − 4 − 2. SPECIAL INTEREST FLIGHTS 17 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 4 − 3. ANALYSIS 17 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 4 − 4. OPERATIONS MANAGER (OM) SUPPORT 17 − 4 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 4 − 5. DIVERSION RECOVERY 17 − 4 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 4 − 6. VOLCANIC ASH 17 − 4 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 5. Coordination 17 − 5 − 1. COORDINATION 17 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 5 − 2. COMMUNICATION 17 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 5 − 3. DOCUMENTATION 17 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 5 − 4. RESPONSIBILITIES 17 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 5 − 5. STATIC COORDINATION 17 − 5 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 5 − 6. EN ROUTE INTRA − FACILITY COORDINATION 17 − 5 − 4 . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 5 − 7. TERMINAL INTER − FACILITY COORDINATION 17 − 5 − 4 . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 5 − 8. NATIONAL TRAFFIC MANAGEMENT LOG (NTML) 17 − 5 − 4 . . . . . . . . . . . . . . . . . . . . .

17 − 5 − 9. NTML FACILITY CONFIGURATION REQUIREMENTS 17 − 5 − 4 . . . . . . . . . . . . . . . . . . .

17 − 5 − 10. NTML PROCEDURES 17 − 5 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 5 − 11. PROCESSING REQUESTS FOR REROUTES AND RESTRICTIONS FOR FACILITIES WITH NTML 17 − 5 − 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 5 − 12. DELAY REPORTING 17 − 5 − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 5 − 13. ELECTRONIC SYSTEM IMPACT REPORTS 17 − 5 − 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 5 − 14. TARMAC DELAY OPERATIONS 17 − 5 − 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 6. Traffic Management Initiatives 17 − 6 − 1. GENERAL 17 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 6 − 2. BACKGROUND 17 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 6 − 3. POLICY 17 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 6 − 4. TYPES OF TMIs 17 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 6 − 5. EXCEPTION 17 − 6 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 6 − 6. TMI DATA 17 − 6 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 6 − 7. TMI APPROVAL AUTHORITY 17 − 6 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 6 − 8. PROCESSING TMI 17 − 6 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 6 − 9. FIELD FACILITY RESPONSIBILITIES FOR TMIs 17 − 6 − 2 . . . . . . . . . . . . . . . . . . . . . . . .

17 − 6 − 10. ATCSCC RESPONSIBILITIES FOR TMI 17 − 6 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 6 − 11. TMIs WITHIN ARTCC AREA OF JURISDICTION 17 − 6 − 3 . . . . . . . . . . . . . . . . . . . . . . . .

17 − 6 − 12. TMIs OF 10 MIT OR LESS 17 − 6 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 6 − 13. EN ROUTE SEQUENCING PROGRAM (ESP) IMPLEMENTATION 17 − 6 − 3 . . . . . . . . .

17 − 6 − 14. TMIs OF 25 MIT OR GREATER 17 − 6 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 6 − 15. CAPPING AND TUNNELING 17 − 6 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 7. Flow Evaluation Area (FEA) and Flow Constrained Area (FCA) 17 − 7 − 1. GENERAL 17 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 7 − 2. DEFINITIONS 17 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 7 − 3. RESPONSIBILITIES 17 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 7 − 4. PROCEDURES 17 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 7 − 5. ARTCC TO ARTCC COORDINATION 17 − 7 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 7 − 6. RESPONSIBILITIES 17 − 7 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 7 − 7. PROCEDURES 17 − 7 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 8. Monitor Alert Parameter 17 − 8 − 1. PURPOSE 17 − 8 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

xviii Table of Contents JO 7210.3Z 12/10/15 Paragraph Page 17 − 8 − 2. IMPLEMENTATION PROCEDURES 17 − 8 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 8 − 3. RESPONSIBILITIES 17 − 8 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 8 − 4. ANALYSIS REQUIREMENTS 17 − 8 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 8 − 5. RESOLVING RECURRING SECTOR LOADING ISSUES 17 − 8 − 2 . . . . . . . . . . . . . . . . . . .

Section 9. Ground Delay Programs 17 − 9 − 1. POLICY 17 − 9 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 9 − 2. GENERAL 17 − 9 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 9 − 3. BACKGROUND 17 − 9 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 9 − 4. DEFINITIONS 17 − 9 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 9 − 5. VARIABLES IN GDPs 17 − 9 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 9 − 6. ATCSCC PROCEDURES 17 − 9 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 9 − 7. ARTCC PROCEDURES 17 − 9 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 9 − 8. TERMINAL PROCEDURES 17 − 9 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 9 − 9. AMENDING EDCTs 17 − 9 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 9 − 10. CANCELLATION PROCEDURES 17 − 9 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 9 − 11. DOCUMENTATION 17 − 9 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 9 − 12. USER OPTIONS 17 − 9 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 9 − 13. VFR FLIGHTS 17 − 9 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 10. Airspace Flow Programs (AFP) 17 − 10 − 1. GENERAL 17 − 10 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 10 − 2. POLICY 17 − 10 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 10 − 3. RESPONSIBILITIES 17 − 10 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 10 − 4. PROCEDURES 17 − 10 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 11. Collaborative Trajectory Options Program (CTOP) 17 − 11 − 1. GENERAL 17 − 11 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 11 − 2. POLICY 17 − 11 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 11 − 3. DEFINITIONS 17 − 11 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 11 − 4. ATCSCC PROCEDURES 17 − 11 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 11 − 5. ARTCC PROCEDURES 17 − 11 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 11 − 6. TERMINAL PROCEDURES 17 − 11 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 11 − 7. AMENDING EDCTs 17 − 11 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 11 − 8. CANCELLATION PROCEDURES 17 − 11 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 11 − 9. DOCUMENTATION 17 − 11 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 12. Ground Stop(s) 17 − 12 − 1. POLICY 17 − 12 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 12 − 2. GENERAL 17 − 12 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 12 − 3. LOCAL GROUND STOP(S) 17 − 12 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 12 − 4. NATIONAL GROUND STOP(S) 17 − 12 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 12 − 5. CANCELLATION PROCEDURES 17 − 12 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 12 − 6. DOCUMENTATION 17 − 12 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 13. Special Traffic Management Programs 17 − 13 − 1. SPECIAL EVENT PROGRAMS 17 − 13 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 13 − 2. COORDINATION 17 − 13 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 13 − 3. IMPLEMENTATION 17 − 13 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

xix Table of Contents 12/10/15 JO 7210.3Z Paragraph Page 17 − 13 − 4. AIRPORT RESERVATION OFFICE 17 − 13 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 14. Severe Weather Management 17 − 14 − 1. GENERAL 17 − 14 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 14 − 2. DUTIES AND RESPONSIBILITIES 17 − 14 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 15. Severe Weather Avoidance Plan (SWAP) 17 − 15 − 1. GENERAL 17 − 15 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 15 − 2. RESPONSIBILITIES 17 − 15 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 16. Preferred IFR Routes Program 17 − 16 − 1. GENERAL 17 − 16 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 16 − 2. RESPONSIBILITIES 17 − 16 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 16 − 3. DEVELOPMENT PROCEDURES 17 − 16 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 16 − 4. COORDINATION PROCEDURES 17 − 16 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 16 − 5. PROCESSING AND PUBLICATION 17 − 16 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 17. North American Route Program 17 − 17 − 1. PURPOSE 17 − 17 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 17 − 2. RESPONSIBILITIES 17 − 17 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 17 − 3. PROCEDURES 17 − 17 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 17 − 4. REPORTING REQUIREMENTS 17 − 17 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 17 − 5. USER REQUIREMENTS 17 − 17 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 18. Coded Departure Routes 17 − 18 − 1. PURPOSE 17 − 18 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 18 − 2. DEFINITION 17 − 18 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 18 − 3. POLICY 17 − 18 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 18 − 4. RESPONSIBILITIES 17 − 18 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 18 − 5. CDR DATA FORMAT 17 − 18 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 18 − 6. PROCEDURES 17 − 18 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 19. Route Advisories 17 − 19 − 1. PURPOSE 17 − 19 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 19 − 2. POLICY 17 − 19 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 19 − 3. EXPLANATION OF TERMS 17 − 19 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 19 − 4. ROUTE ADVISORY MESSAGES 17 − 19 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 19 − 5. RESPONSIBILITIES 17 − 19 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 19 − 6. PROCEDURES 17 − 19 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 20. Operations Plan 17 − 20 − 1. PURPOSE 17 − 20 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 20 − 2. DEFINITION 17 − 20 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 20 − 3. RESPONSIBILITIES 17 − 20 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 20 − 4. PROCEDURES 17 − 20 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 21. National Playbook 17 − 21 − 1. PURPOSE 17 − 21 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

xx Table of Contents JO 7210.3Z 12/10/15 Paragraph Page 17 − 21 − 2. POLICY 17 − 21 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 21 − 3. DEFINITION 17 − 21 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 21 − 4. RESPONSIBILITIES 17 − 21 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 21 − 5. NATIONAL PLAYBOOK DATA FORMAT 17 − 21 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 21 − 6. PROCEDURES 17 − 21 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 22. Traffic Management (TM) Support of Non − Reduced Vertical Separation Minima (RVSM) Aircraft 17 − 22 − 1. PURPOSE 17 − 22 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 22 − 2. POLICY 17 − 22 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 22 − 3. DEFINITIONS 17 − 22 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 22 − 4. EXCEPTED FLIGHTS 17 − 22 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 22 − 5. OPERATOR ACCESS OPTIONS 17 − 22 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 22 − 6. DUTIES AND RESPONSIBILITIES 17 − 22 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 23. Contingency Plan Support System (CPSS) 17 − 23 − 1. PURPOSE 17 − 23 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 23 − 2. DEFINITION 17 − 23 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 23 − 3. RESPONSIBILITIES 17 − 23 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 23 − 4. PROCEDURES 17 − 23 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 24. Route Test 17 − 24 − 1. PURPOSE 17 − 24 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 24 − 2. DEFINITION 17 − 24 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 24 − 3. POLICY 17 − 24 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 24 − 4. RESPONSIBILITIES 17 − 24 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 25. Traffic Management Advisor (TMA) 17 − 25 − 1. PURPOSE 17 − 25 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 25 − 2. DEFINITIONS 17 − 25 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 25 − 3. RESPONSIBILITIES 17 − 25 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 26. Weather Management 17 − 26 − 1. GENERAL 17 − 26 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 26 − 2. BACKGROUND 17 − 26 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 26 − 3. POLICY 17 − 26 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17 − 26 − 4. RESPONSIBILITIES 17 − 26 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Part 6. REGULATORY INFORMATION

Chapter 18. Waivers, Authorizations, and Exemptions

Section 1. Waivers and Authorizations 18 − 1 − 1. PURPOSE 18 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

18 − 1 − 2. POLICY 18 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

18 − 1 − 3. RESPONSIBILITIES 18 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

18 − 1 − 4. PROCESSING CERTIFICATE OF WAIVER OR AUTHORIZATION (FAA FORM 7711 − 2) REQUESTS 18 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

xxi Table of Contents 12/10/15 JO 7210.3Z Paragraph Page 18 − 1 − 5. PROCESSING CERTIFICATE OF WAIVER OR AUTHORIZATION RENEWAL OR AMENDMENT REQUESTS 18 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . .

18 − 1 − 6. ISSUANCE OF CERTIFICATE OF WAIVER OR AUTHORIZATION (FAA FORM 7711 − 1) 18 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

18 − 1 − 7. RETENTION OF CERTIFICATES OF WAIVER OR AUTHORIZATION 18 − 1 − 2 . . . . . . .

18 − 1 − 8. WAIVER, AUTHORIZATION OR DENIAL PROCEDURE 18 − 1 − 3 . . . . . . . . . . . . . . . . . .

18 − 1 − 9. CANCELLATION OF WAIVERS AND AUTHORIZATIONS 18 − 1 − 3 . . . . . . . . . . . . . . . . .

Section 2. Elimination of Fixed − Wing Special Visual Flight Rules Operations 18 − 2 − 1. PURPOSE 18 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

18 − 2 − 2. POLICY 18 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

18 − 2 − 3. RESPONSIBILITIES 18 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 3. Current Authorizations and Exemptions from Title 14, Code of Federal Regulations 18 − 3 − 1. AUTHORIZATIONS AND EXEMPTIONS FROM TITLE 14, CODE OF FEDERAL REGULATIONS (14 CFR) 18 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

18 − 3 − 2. AUTHORIZATION AND EXEMPTION REQUESTS 18 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . .

Section 4. Parachute Jump Operations 18 − 4 − 1. NONEMERGENCY PARACHUTE JUMP OPERATIONS 18 − 4 − 1 . . . . . . . . . . . . . . . . . . . .

Section 5. Moored Balloons, Kites, Unmanned Rockets, and Unmanned Free Balloons/Objects 18 − 5 − 1. MOORED BALLOONS, KITES, UNMANNED ROCKETS, AND UNMANNED FREE BALLOONS/OBJECTS 18 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . .

18 − 5 − 2. DERELICT BALLOONS/OBJECTS 18 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Chapter 19. Temporary Flight Restrictions

Section 1. General Information 19 − 1 − 1. PURPOSE 19 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19 − 1 − 2. AUTHORITY 19 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19 − 1 − 3. REASONS FOR ISSUING A TFR 19 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19 − 1 − 4. TYPES OF TFRs 19 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19 − 1 − 5. TFR NOTAM CONTENT 19 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19 − 1 − 6. TFR INFORMATION 19 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19 − 1 − 7. TFRs OUTSIDE OF THE UNITED STATES AND ITS TERRITORIES 19 − 1 − 1 . . . . . . . . .

19 − 1 − 8. TFR QUESTIONS 19 − 1 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 2. Temporary Flight Restrictions in the Vicinity of Disaster/Hazard Areas (14 CFR Section 91.137) 19 − 2 − 1. PURPOSE 19 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19 − 2 − 2. RATIONALE 19 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19 − 2 − 3. SITUATIONS FOR RESTRICTIONS 19 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19 − 2 − 4. REQUESTING AUTHORITIES 19 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19 − 2 − 5. ISSUING TFRs 19 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19 − 2 − 6. DEGREE OF RESTRICTIONS 19 − 2 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

xxii Table of Contents JO 7210.3Z 12/10/15 Paragraph Page 19 − 2 − 7. RESPONSIBILITIES 19 − 2 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19 − 2 − 8. REVISIONS AND CANCELLATIONS 19 − 2 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 3. Temporary Flight Restrictions in National Disaster Areas in the State of Hawaii (Section 91.138) 19 − 3 − 1. PURPOSE 19 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19 − 3 − 2. REQUESTING AUTHORITIES 19 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19 − 3 − 3. DEGREE OF RESTRICTIONS 19 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19 − 3 − 4. DURATION OF RESTRICTIONS 19 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 4. Emergency Air Traffic Rules (14 CFR Section 91.139) 19 − 4 − 1. PURPOSE 19 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19 − 4 − 2. REQUESTING AUTHORITIES 19 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19 − 4 − 3. ISSUING TFRs 19 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19 − 4 − 4. DEGREE OF RESTRICTIONS 19 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 5. Flight Restrictions in the Proximity of the Presidential and Other Parties (14 CFR Section 91.141) 19 − 5 − 1. PURPOSE 19 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19 − 5 − 2. REQUESTING AUTHORITIES 19 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19 − 5 − 3. ISSUING TFRs 19 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19 − 5 − 4. DEGREE OF RESTRICTIONS 19 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19 − 5 − 5. PROCEDURES 19 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 6. Flight Limitation in the Proximity of Space Flight Operations (14 CFR Section 91.143) 19 − 6 − 1. PURPOSE 19 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19 − 6 − 2. REQUESTING AUTHORITIES 19 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19 − 6 − 3. DEGREE OF RESTRICTIONS 19 − 6 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 7. Management of Aircraft Operations in the Vicinity of Aerial Demonstrations and Major Sporting Events (14 CFR Section 91.145) 19 − 7 − 1. PURPOSE 19 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19 − 7 − 2. POLICY 19 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19 − 7 − 3. RESPONSIBILITIES 19 − 7 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19 − 7 − 4. RELATED DOCUMENTS 19 − 7 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19 − 7 − 5. COORDINATION 19 − 7 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19 − 7 − 6. SPECIAL TRAFFIC MANAGEMENT PROGRAM GUIDELINES 19 − 7 − 3 . . . . . . . . . . . .

19 − 7 − 7. PROCESS FOR TFRs 19 − 7 − 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19 − 7 − 8. REVISIONS AND CANCELLATIONS 19 − 7 − 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 8. Special Security Instructions (14 CFR Section 99.7) 19 − 8 − 1. PURPOSE 19 − 8 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19 − 8 − 2. REQUESTING AUTHORITIES 19 − 8 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19 − 8 − 3. DEGREE OF RESTRICTIONS 19 − 8 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19 − 8 − 4. DEFINITIONS 19 − 8 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 9. Security Notice (SECNOT) 19 − 9 − 1. POLICY 19 − 9 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

xxiii Table of Contents 12/10/15 JO 7210.3Z Paragraph Page 19 − 9 − 2. PURPOSE 19 − 9 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19 − 9 − 3. RESPONSIBILITIES 19 − 9 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Part 7. SYSTEM OPERATIONS SECURITY

Chapter 20. Operations Security, Strategic and Tactical

Section 1. Organizational Missions 20 − 1 − 1. SYSTEM OPERATIONS SECURITY MISSION 20 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . .

20 − 1 − 2. STRATEGIC OPERATIONS SECURITY MISSION 20 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . .

20 − 1 − 3. TACTICAL OPERATIONS SECURITY MISSION 20 − 1 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 2. Organizational Responsibilities 20 − 2 − 1. STRATEGIC OPERATIONS SECURITY 20 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20 − 2 − 2. TACTICAL OPERATIONS SECURITY 20 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20 − 2 − 3. FIELD FACILITIES 20 − 2 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Section 3. Line of Authority 20 − 3 − 1. SYSTEM OPERATIONS SECURITY 20 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20 − 3 − 2. AIR TRAFFIC SECURITY COORDINATOR (ATSC) 20 − 3 − 1 . . . . . . . . . . . . . . . . . . . . . . .

Section 4. Supplemental Duties 20 − 4 − 1. DOMESTIC EVENTS NETWORK (DEN) 20 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20 − 4 − 2. PRESIDENTIAL/UNITED STATES SECRET SERVICE (USSS) SUPPORTED VIP MOVEMENT 20 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20 − 4 − 3. SPECIAL INTEREST FLIGHTS (SIFs) 20 − 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20 − 4 − 4. CONTINUITY OF OPERATIONS AND CONTINUATION OF GOVERNMENT (COOP/COG) 20 − 4 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20 − 4 − 5. CLASSIFIED OPERATIONS 20 − 4 − 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20 − 4 − 6. INTELLIGENCE ANALYSIS AND COMMUNICATION 20 − 4 − 2 . . . . . . . . . . . . . . . . . . . .

Section 5. Coordination 20 − 5 − 1. COORDINATION 20 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20 − 5 − 2. COMMUNICATION AND DOCUMENTATION 20 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . .

20 − 5 − 3. RESPONSIBILITIES 20 − 5 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Appendices

Appendix 1. Air Carrier Contact for the Distribution of Incident Reports Appendix 1 − 1 . . . . . . . . . . . . . . . .

Appendix 2. Air Carrier Points of Contact for Aircraft Identification Problems Appendix 2 − 1 . . . . . . . . . . .

Appendix 3. Air Carrier Aircraft for Air Traffic Activity Operations Count Appendix 3 − 1 . . . . . . . . . . . . . .

Appendix 4. Glide Slope Outage Waiver Request Appendix 4 − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Index

Index I − 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

xxiv Table of Contents

JO 7210.3Z 12/10/15

Part 1. BASIC

Chapter 1. General

Section 1. Introduction

1 − 1 − 1. PURPOSE OF THIS ORDER 1 − 1 − 4. WHAT THIS ORDER CANCELS

FAA Order 7210.3Y, Facility Operation and

This order provides instructions, standards, and

Administration, dated April 3, 2014, and all changes

guidance for operating and managing air traffic

to it are canceled.

facilities.

a. Part 1 contains information generally

1 − 1 − 5. EXPLANATION OF CHANGES

applicable to two or more options.

The significant changes to this order are identified in

the Explanation of Changes page(s). It is advisable to

b. Part 2, Part 3, and Part 4 prescribe instructions

retain the page(s) throughout the duration of the basic

unique to each discipline: order.

1. Air Route Traffic Control Centers (ARTCC).

1 − 1 − 6. SUBMISSION CUTOFF AND

2. Terminal Air Traffic Control Facilities.

EFFECTIVE DATES

3. Flight Service Stations.

This order and its changes are scheduled to be

published to coincide with AIRAC dates.

c. Part 5 prescribes the instructions for traffic

management applicable to the David J. Hurley Air

Publication Schedule

Traffic Control System Command Center

(ATCSCC), center, and terminal facilities. Basic or Cutoff Date for Effective Date

Change Submission of Publication

d. Part 6 is regulatory information concerning

JO 7210.3Z 6/25/15 12/10/15

waivers, authorizations, exemptions, and flight

Change 1 12/10/15 5/26/16

restrictions.

Change 2 5/26/16 11/10/16

e. Part 7 provides the overview concerning

Change 3 11/10/16 4/27/17

System Operations Security, Strategic and Tactical

Operations, which are further delineated in FAAO

JO 7210.75 4/27/17 10/12/17

JO 7610.4, Special Operations. Part 7 explains Air

Traffic’s role in the security realm, military activities,

1 − 1 − 7. DELIVERY DATES

and other events which have impact on facilities and

the NAS.

If an FAA facility has not received the order/changes

at least 30 days before the above effective dates, the

facility must notify its service area office distribution

1 − 1 − 2. AUDIENCE

officer.

This order applies to all ATO personnel and anyone

1 − 1 − 8. RECOMMENDATIONS FOR

using ATO directives.

PROCEDURAL CHANGES

The responsibility associated with processing and

1 − 1 − 3. WHERE TO FIND THIS ORDER

coordinating revisions to this order is delegated to the

Director, Air Traffic Procedures, AJV-8.

This order is available on the FAA Web site at

http://faa.gov/air_traffic/publications and http://em- a. Personnel should submit recommended ployees.faa.gov/tools_resources/orders_notices/. changes in procedures to facility management.

Introduction 1 − 1 − 1 JO 7210.3Z 12/10/15

b. Recommendations from other sources should 1 − 1 − 10. SAFETY MANAGEMENT SYSTEM

be submitted through appropriate FAA, military, or (SMS)

industry/user channels.

Every employee is responsible to ensure the safety of

c. Proposed changes must be submitted

equipment and procedures used in the provision of

electronically to the Air Traffic Procedures

services within the National Airspace System (NAS).

Correspondence Mailbox at

Risk assessment techniques and mitigations, as

9–AJV − 8 − HQ − Correspondence@faa.gov. The

appropriate, are intended for implementation of any

submission should include a description of the

planned safety significant changes within the NAS,

recommended change,and the proposed language to

as directed by FAA Order 1100.161, Air Traffic

be used in the order.

Safety Oversight. Direction regarding the Safety

d. Procedural changes will not be made to this

Management System (SMS) and its application can

order until the operational system software has been

be found in the FAA Safety Management System

adapted to accomplish the revised procedures. Manual and FAA Order 1100.161. The Safety

Management System will be implemented through a

1 − 1 − 9. CONSTRAINTS GOVERNING

period of transitional activities. (Additional informa-

SUPPLEMENTS AND PROCEDURAL

tion pertaining to these requirements and processes

DEVIATIONS

can be obtained by contacting the service area

a. Exceptional or unusual requirements may

offices.)

dictate procedural deviations or supplementary

procedures to this order. The written approval of the

1 − 1 − 11. REFERENCES TO FAA NON − AIR

Vice President of System Operations Services must

TRAFFIC ORGANIZATION

be obtained prior to issuing a supplemental or

When references are made to regional office

procedural deviation to this order which decreases the

organizations that are not part of the ATO (i.e.,

level, quality, or degree of service required by this

Communications Center, Flight Standards, Airport

order.

offices, etc.), the facility should contact the FAA

b. Prior approval by the following appropriate

region where the facility is physically located − not

military headquarters is required for subsequent

the region where the facility’s Service Area office is

interface with the Federal Aviation Administration

located.

(FAA) if military operations or facilities are involved.

(See TBL 1 − 1 − 1.)

1 − 1 − 12. DISTRIBUTION

TBL 1 − 1 − 1 Military Headquarters

This order is distributed to selected offices in

Washington headquarters, Service Area offices, Branch Address

regional offices, the William J. Hughes Technical

U.S. Air Force HQ AFFSA/A3A

Center, the Mike Monroney Aeronautical Center, all

7919 Mid − America Blvd

air traffic field facilities, international aviation field

Suite 300 Oklahoma City, OK 73135 offices, and interested aviation public.

U.S. Army Director USAASA (MOAS − AS) 9325 Gunston Road Suite N − 319 Ft. Belvoir, VA 22060 − 5582 U.S. Navy Department of the Navy Chief of Naval Operations (N885F) 2000 Navy Pentagon Washington, DC 20350 − 2000 Introduction 1 − 1 − 2 JO 7210.3Z 12/10/15

Section 2. Order Use

1 − 2 − 1. POLICY e. “Shall not” or “must not” means a procedure is

prohibited.

This order prescribes information necessary to

effectively operate and administer air traffic service f. Singular words include the plural, and plural

facilities. When a conflict arises between its

words include the singular.

provisions and those in other agency issuances,

supervisors must request clarification from their

1 − 2 − 4. ABBREVIATIONS

respective En Route and Oceanic Operations Area,

Terminal Operations Area or Flight Services

As used in this order, the following abbreviations

Operations Area Office. In the event a conflict arises

have the meanings indicated: (See TBL 1 − 2 − 1.)

between instructions in this order and the terms of a

TBL 1 − 2 − 1

labor union contract, supervisors must abide by the

ABBREVIATIONS contract.

Abbreviation Meaning

1 − 2 − 2. ANNOTATIONS

AAR . . . . . . . . . . . Airport arrival rate ACD . . . . . . . . . . . ARTS Color Displays

Revised, new, or reprinted pages will be marked as

ACDO . . . . . . . . . . Air Carrier District Office follows: ACE − IDS . . . . . . . ASOS Controller Equipment − Information

a. The change number and the effective date are

Display System printed on each revised or additional page.

ACID . . . . . . . . . . Aircraft identification ADC . . . . . . . . . . . Aerospace Defense Command

b. A reprinted page not requiring a change is

ADIZ . . . . . . . . . . Air defense identification zone reprinted in its original form.

ADL . . . . . . . . . . . Aggregate demand list

c. Bold vertical lines in the margin of the text mark

ADR . . . . . . . . . . . Airport departure rate

the location of substantive procedural, operational, or

ADS − A . . . . . . . . . Automatic Dependant Surveillance − Addressable

policy changes; e.g., when material affecting the

performance of duty is added, revised, or deleted. ADS − B . . . . . . . . . Automatic Dependent Surveillance − Broadcast

d. Statements of fact of a prefatory or explanatory

A/FD . . . . . . . . . . . Airport/Facility Directory

nature relating to directive material are set forth as

AFP . . . . . . . . . . . . Airspace Flow Program notes.

AFRES . . . . . . . . . Air Force reserve AFTN . . . . . . . . . . Aeronautical fixed telecommunications

e. If a facility has not received the order/changes

network

at least 30 days before the above effective dates, the

AIDC . . . . . . . . . . ATS Interfacility Data Communications

facility must notify its service area office distribution

AIM . . . . . . . . . . . Aeronautical Information Manual officer.

AIRAC . . . . . . . . . Aeronautical Information Regulation and Control

1 − 2 − 3. WORD MEANINGS

AIT . . . . . . . . . . . . Automated information transfer ALD . . . . . . . . . . . Available landing distance As used in this order: ALS . . . . . . . . . . . Approach light system

a. “Shall” or “must” means a procedure is

ALTRV . . . . . . . . . Altitude reservation mandatory.

AMASS . . . . . . . . Airport Movement Area Safety System APREQ . . . . . . . . . Approval request b. “Should” means a procedure is recommended.

ARFF . . . . . . . . . . Airport rescue and fire fighting

c. “May” and “need not” mean a procedure is

ARINC . . . . . . . . . Aeronautical Radio, Inc.

optional.

ARO . . . . . . . . . . . Airport Reservations Office ARP . . . . . . . . . . . Airport reference point

d. “Will” indicates futurity, not a requirement for

ARSR . . . . . . . . . . Air route surveillance radar application of a procedure.

Order Use 1 − 2 − 1 JO 7210.3Z 12/10/15 Meaning Meaning Abbreviation Abbreviation ART . . . . . . . . . . . ATO Resource Tool CONUS . . . . . . . . Continental/Contiguous/Conterminous United States ARTCC . . . . . . . . . Air route traffic control center COO . . . . . . . . . . . Chief Operating Officer ARTS . . . . . . . . . . Automated radar terminal system COTC . . . . . . . . . . Computer operator terminal console ASDE . . . . . . . . . . Airport surface detection equipment CPDLC . . . . . . . . . Controller Pilot Data Link Communications ASDE − X . . . . . . . . Airport Surface Detection Equipment System − Model X CTRD . . . . . . . . . . Certified Tower Radar Display ASF . . . . . . . . . . . . Airport stream filters CTA . . . . . . . . . . . Controlled times of arrival ASI . . . . . . . . . . . . Altimeter setting indicator CWA . . . . . . . . . . . Center weather advisory ASOS . . . . . . . . . . Automated Surface Observing System CWSU . . . . . . . . . ARTCC Weather Service Unit ASP . . . . . . . . . . . . Arrival sequencing program DAS . . . . . . . . . . . Delay assignment ASPM . . . . . . . . . . Aviation System Performance Metrics DASI . . . . . . . . . . . Digital altimeter setting indicator ASR . . . . . . . . . . . Airport surveillance radar DCCWU . . . . . . . . ATCSCC Weather Unit AT . . . . . . . . . . . . . Air Traffic DEDS . . . . . . . . . . Data entry display system ATA . . . . . . . . . . . Air traffic assistant DME . . . . . . . . . . . Distance measuring equipment ATC . . . . . . . . . . . Air traffic control DOD . . . . . . . . . . . Department of Defense ATCAA . . . . . . . . . Air traffic control assigned airspace DOE . . . . . . . . . . . Department of Energy ATCRBS . . . . . . . . Air traffic control radar beacon system DOT . . . . . . . . . . . Department of Transportation ATCS . . . . . . . . . . Air traffic control specialist DP . . . . . . . . . . . . . Instrument Departure Procedure ATCSCC . . . . . . . . David J. Hurley Air Traffic Control System DRT . . . . . . . . . . . Diversion Recovery Tool Command Center DSP . . . . . . . . . . . . Departure sequencing program ATCT . . . . . . . . . . Airport traffic control tower DTM . . . . . . . . . . . Digital terrain maps ATIS . . . . . . . . . . . Automatic terminal information service DVA . . . . . . . . . . . Diverse vector area ATM . . . . . . . . . . . Air Traffic Manager DVRSN . . . . . . . . Diversion ATO . . . . . . . . . . . Air Traffic Organization E − MSAW . . . . . . . En Route Minimum Safe Altitude Warning ATOP . . . . . . . . . . Advanced Technologies and Oceanic EASL . . . . . . . . . . Existing automation service level Procedures EBUS . . . . . . . . . . Enhanced Backup Surveillance System ATREP . . . . . . . . . Air Traffic representative EDCT . . . . . . . . . . Expect departure clearance time ATTS . . . . . . . . . . Automated Terminal Tracking Systems EDST . . . . . . . . . . En Route Decision Support Tool AWC . . . . . . . . . . . Aviation Weather Center EFAS . . . . . . . . . . En route flight advisory service AWIS . . . . . . . . . . Automated weather information service EI . . . . . . . . . . . . . Early Intent AWOS . . . . . . . . . . Automated Weather Observing System ELT . . . . . . . . . . . . Emergency locator transmitter BAASS . . . . . . . . . Bigelow Aerospace Advanced Space Studies EOVM . . . . . . . . . Emergency obstruction video map CA . . . . . . . . . . . . Conflict alert EPIC . . . . . . . . . . . El Paso Intelligence Center CAP . . . . . . . . . . . Civil Air Patrol ERIDS . . . . . . . . . En Route Information Display System CARF . . . . . . . . . . Central Altitude Reservation Function ESL . . . . . . . . . . . . Emergency service level CARTS . . . . . . . . . Common ARTS ESP . . . . . . . . . . . . En Route sequencing program CAS . . . . . . . . . . . Civil Aviation Security FAA . . . . . . . . . . . Federal Aviation Administration CCFP . . . . . . . . . . Collaborative Convective Forecast Product FCA . . . . . . . . . . . Flow Constrained Area CCSD . . . . . . . . . . Collaborative Constraint Situation Display FDEP . . . . . . . . . . Flight data entry and printout CD . . . . . . . . . . . . Clearance delivery FDIO . . . . . . . . . . . Flight data input/output CDM . . . . . . . . . . . Collaborative decision making FEA . . . . . . . . . . . Flow Evaluation Area CDR . . . . . . . . . . . Coded Departure Route(s) FIAO . . . . . . . . . . . Flight inspection area office CDR . . . . . . . . . . . Continuous Data Recording FLM . . . . . . . . . . . Front − Line Manager CERAP . . . . . . . . . Combined center/RAPCON FOIA . . . . . . . . . . . Freedom of information act CFR . . . . . . . . . . . Code of Federal Regulations FOUO . . . . . . . . . . For Official Use Only CIC . . . . . . . . . . . . Controller − in − charge FP . . . . . . . . . . . . . Flight plan CIRNOT . . . . . . . . Circuit Notice FPL . . . . . . . . . . . . Full performance level COB . . . . . . . . . . . Close of business FRD . . . . . . . . . . . Fixed Radial Distance Order Use 1 − 2 − 2 JO 7210.3Z 12/10/15 Meaning Meaning Abbreviation Abbreviation FSA . . . . . . . . . . . . Flight schedule analyzer MEARTS . . . . . . . Micro En Route Automated Radar Tracking System FSDO . . . . . . . . . . Flight Standards district office METAR . . . . . . . . Aviation Routine Weather Report FSL . . . . . . . . . . . . Full service level MIA . . . . . . . . . . . Minimum IFR altitude FSM . . . . . . . . . . . Flight Schedule Monitor MIAWS . . . . . . . . . Medium Intensity Airport Weather System FSS . . . . . . . . . . . . Flight service station MIT . . . . . . . . . . . . Miles − in − trail FW . . . . . . . . . . . . Flight watch MOA . . . . . . . . . . . Military operations area FWA . . . . . . . . . . . Flight watch area MOCA . . . . . . . . . Minimum obstruction clearance altitude FWCS . . . . . . . . . . Flight watch control station MOR . . . . . . . . . . . Mandatory Occurrence Report GA . . . . . . . . . . . . General aviation MOU . . . . . . . . . . . Memorandum of understanding GC . . . . . . . . . . . . Ground control MSL . . . . . . . . . . . Mean sea level GDP . . . . . . . . . . . Ground delay program(s) MTI . . . . . . . . . . . . Moving target indicator GENOT . . . . . . . . General notice MTR . . . . . . . . . . . Military training route GI . . . . . . . . . . . . . General information message MVA . . . . . . . . . . . Minimum vectoring altitude GS . . . . . . . . . . . . . Ground stop(s) NAA . . . . . . . . . . . National aeronautical association HIRL . . . . . . . . . . . High intensity runway lights NADIN . . . . . . . . . National airspace data interchange network HRPM . . . . . . . . . . Human Resource Policy Manual NAR . . . . . . . . . . . National Automation Request IAFDOF . . . . . . . . Inappropriate Altitude for Direction of Flight NAS . . . . . . . . . . . National Airspace System ICAO . . . . . . . . . . International Civil Aviation Organization NASA . . . . . . . . . . National Aeronautics and Space ICR . . . . . . . . . . . . Integrated Collaborative Rerouting Administration ICSS . . . . . . . . . . . Integrated communication center NASE . . . . . . . . . . National Airway Systems Engineering IDS . . . . . . . . . . . . Information Display System NAVAID . . . . . . . . Navigational aid IFR . . . . . . . . . . . . Instrument flight rules NCIC . . . . . . . . . . National crime information center IFSS . . . . . . . . . . . International flight service station NFDC . . . . . . . . . . National Flight Data Center ILS . . . . . . . . . . . . Instrument landing system NFDD . . . . . . . . . . National Flight Data Digest INS . . . . . . . . . . . . Immigration and Naturalization Service NHOP . . . . . . . . . . National hurricane operations plan IR . . . . . . . . . . . . . IFR MTR NM . . . . . . . . . . . . Nautical mile ITWS . . . . . . . . . . Integrated Terminal Weather System NNCC . . . . . . . . . . National Network Control Center LAA . . . . . . . . . . . Local airport advisory NOAA . . . . . . . . . National Oceanic and Atmospheric Administration LAAS . . . . . . . . . . Low altitude alert system LADP . . . . . . . . . . Local Airport Deicing Plan NOM . . . . . . . . . . . National Operations Manager LAHSO . . . . . . . . . Land and hold short operations NORAD . . . . . . . . North American Aerospace Defense Command LAWRS . . . . . . . . Limited aviation weather reporting station NOS . . . . . . . . . . . National Ocean Service LC . . . . . . . . . . . . . Local control NOTAM . . . . . . . . Notice to Airmen LLWAS . . . . . . . . . Low level wind shear alert system NRP . . . . . . . . . . . North American Route Program LLWAS NE . . . . . . Low Level Wind Shear Alert System Network Expansion NTML . . . . . . . . . . National Traffic Management Log LLWAS − RS . . . . . Low Level Wind Shear Alert System NTMO . . . . . . . . . National Traffic Management Officer Relocation/Sustainment NTSB . . . . . . . . . . National Transportation Safety Board LLWS . . . . . . . . . . Low Level Wind Shear NWS . . . . . . . . . . . National Weather Service LOA . . . . . . . . . . . Letter of agreement NWSOP . . . . . . . . National winter storm operations plan LOGT . . . . . . . . . . Log/tally print time OASIS . . . . . . . . . Operational and Supportability MA . . . . . . . . . . . . Monitor alert Implementation System MALS/RAIL . . . . . Medium approach light system and runway OM . . . . . . . . . . . . Operations Manager alignment indicator lights OPR . . . . . . . . . . . Office of primary responsibility MAPPS . . . . . . . . . Management Association for Private OS . . . . . . . . . . . . . Operations Supervisor Photogrammetric Surveyors OSIC . . . . . . . . . . . Operations Supervisor − in − Charge MCI . . . . . . . . . . . Mode C intruder P − ACP . . . . . . . . . Prearranged coordination procedures MDM . . . . . . . . . . Main display monitor PAR . . . . . . . . . . . Precision approach radar MEA . . . . . . . . . . . Minimum en route IFR altitude Order Use 1 − 2 − 3 JO 7210.3Z 12/10/15 Meaning Meaning Abbreviation Abbreviation PB . . . . . . . . . . . . . Pilot briefing SWAP . . . . . . . . . . Severe weather avoidance plan PCS . . . . . . . . . . . . Power Conditioning System T&A . . . . . . . . . . . Time and attendance PDC . . . . . . . . . . . Pre − Departure Clearance TAC . . . . . . . . . . . Terminal area chart PIC . . . . . . . . . . . . Pilot − in − command TACAN . . . . . . . . . Tactical air navigation aid PIREPS . . . . . . . . . Pilot reports TCA . . . . . . . . . . . Tactical Customer Advocate POC . . . . . . . . . . . Point of Contact TCAS . . . . . . . . . . Traffic alert collision and avoidance system PVD . . . . . . . . . . . Planned view display TCDD . . . . . . . . . . Tower cab digital display RA . . . . . . . . . . . . Radar Associate TDLS . . . . . . . . . . Terminal Data Link System RAA . . . . . . . . . . . Remote Airport Advisory TDW . . . . . . . . . . . Terminal display workstation RADLO . . . . . . . . Regional air defense liaison officer TDWR . . . . . . . . . Terminal Doppler weather radar RAIL . . . . . . . . . . . Runway alignment indicator lights TEC . . . . . . . . . . . Tower en route control RAIS . . . . . . . . . . . Remote Airport Information Service TELCON . . . . . . . Telephone Conference RAPCON . . . . . . . Radar approach control facility (USAF) TEL − TWEB . . . . . Telephone − transcribed weather broadcast RATCF . . . . . . . . . Radar Air Traffic Control Facility associated TERPS . . . . . . . . . Terminal instrument procedures with the United States Navy TFMS . . . . . . . . . . Traffic Flow Management System RCAG . . . . . . . . . . Remote communications air ground facility TFR . . . . . . . . . . . . Temporary flight restriction RCC . . . . . . . . . . . Rescue coordination center TIBS . . . . . . . . . . . Terminal information broadcast system RMT . . . . . . . . . . . Route Management Tool TM . . . . . . . . . . . . Traffic management ROC . . . . . . . . . . . Regional operations center TMC . . . . . . . . . . . Traffic management coordinator ROG . . . . . . . . . . . Route Options Generation TMI . . . . . . . . . . . . Traffic management initiatives ROT . . . . . . . . . . . Runway occupancy time TMU . . . . . . . . . . . Traffic management unit RSU . . . . . . . . . . . Runway supervisory unit TRACAB . . . . . . . Terminal radar approach control in tower cab RVR . . . . . . . . . . . Runway visual range TRACON . . . . . . . Terminal radar approach control RVV . . . . . . . . . . . Runway visibility value TRSA . . . . . . . . . . Terminal Radar Service Area SAA . . . . . . . . . . . Special activity airspace TSD . . . . . . . . . . . Traffic situation display SAMS . . . . . . . . . . Special Use Airspace Management System TWEB . . . . . . . . . . Transcribed weather broadcast SATCOM . . . . . . . Satellite Communication(s) UFO . . . . . . . . . . . Unidentified flying object SAWS . . . . . . . . . . Stand Alone Weather System UHF . . . . . . . . . . . Ultrahigh frequency SDP . . . . . . . . . . . . Surveillance Data Processing UPT . . . . . . . . . . . User Preferred Trajectory SE . . . . . . . . . . . . . Systems engineer USAF . . . . . . . . . . United States Air Force SIA . . . . . . . . . . . . Status information area USN . . . . . . . . . . . United States Navy SID . . . . . . . . . . . . Standard Instrument Departure UTC . . . . . . . . . . . Coordinated universal time SIGMET . . . . . . . . Significant meteorological information VAR . . . . . . . . . . . Volcanic activity report SMGCS . . . . . . . . . Surface movement guidance and control VASI . . . . . . . . . . . Visual approach slope indicator system VCE . . . . . . . . . . . VSCS/Console Equipment SMO . . . . . . . . . . . System Management Office VEARS . . . . . . . . . VSCS Emergency Access Radio System SMR . . . . . . . . . . . Surface Movement Radar VFR . . . . . . . . . . . Visual flight rules SOP . . . . . . . . . . . . Standard operating procedure VHF . . . . . . . . . . . Very high frequency SP . . . . . . . . . . . . . Support Specialist(s) VMC . . . . . . . . . . . Visual meteorological conditions SPECI . . . . . . . . . . Nonroutine (Special) Aviation Weather VOR . . . . . . . . . . . Omnidirectional VHF navigational aid Report VORTAC . . . . . . . Collocated VOR and TACAN navigational STARS . . . . . . . . . Standard terminal automation replacement aid system VR . . . . . . . . . . . . VFR MTR STMC . . . . . . . . . . Supervisor Traffic Management Coordinator VSCS . . . . . . . . . . Voice Switching and Control System STMCIC . . . . . . . . Supervisory Traffic Management Coordinator − in − Charge VTABS . . . . . . . . . Voice switching and control system training and backup system STMP . . . . . . . . . . Special traffic management program SUA . . . . . . . . . . . Special use airspace WARP . . . . . . . . . . Weather and Radar Processing SVFR . . . . . . . . . . Special visual flight rules Order Use 1 − 2 − 4 JO 7210.3Z 12/10/15 Meaning Abbreviation WC . . . . . . . . . . . . Weather coordinator WFO . . . . . . . . . . . Weather Forecast Office WINGS . . . . . . . . . Weather Information and Navigational Graphics System WMSCR . . . . . . . . Weather Message Switching Center Replacement WSD . . . . . . . . . . . Web Situation Display WSO . . . . . . . . . . . Weather Service Office WSP . . . . . . . . . . . Weather System Processor Order Use 1 − 2 − 5

JO 7210.3Z 12/10/15

Chapter 2. Administration of Facilities

Section 1. General

NOTE − 2 − 1 − 1. INTERREGIONAL REQUIREMENTS Information related to subscribing for alerts regarding upcoming changes to instrument flight procedures is a. An air route traffic control center (ARTCC) is available at the Instrument Flight Procedures Informa- responsible to an En Route and Oceanic Operations tion Gateway: https://www.faa.gov/air_traffic/ Area Office. Terminal and Flight Services facilities flight_info/aeronav/procedures/ located within an ARTCC operational area must REFERENCE − comply with the En Route and Oceanic Operations FAAO JO 7210.3, Para 2-1-6, Checking Accuracy of Published Data Area Office directives governing interfacility FAAO JO 7210.3, Para 4-1-1, Correspondence Standards FAAO JO 7210.3, Para 4-3-3, Developing LOA operational requirements. Although these facilities FAAO JO 7210.3, Para 4-3-6, Annual Review/Revisions are not under its administrative jurisdiction, the En Route and Oceanic Operations Area Office respons- 2 − 1 − 3. POSITION/SECTOR BINDERS ible for the administration of the ARTCC must provide these directives to the appropriate facilities in Air traffic managers must develop and maintain ARTCC operational areas. These facilities must binders for each position/sector within the facility. In coordinate directly on mutual procedural or addition to the above, this must include a supervisor operational requirements. position binder. The supervisor position binder should address procedures which will enhance b. When resolution of procedural or operational controller performance in areas such as scanning, problems is not possible or when the En Route and coordination, use of proper phraseology, and Oceanic Operations Area Office directives are proficiency/remedial training. The binders must incompatible with those published by the adminis- contain as a minimum, but not be limited to, the tratively responsible area office, the facility must information listed in the En Route, Terminal, Flight notify its own Terminal Operations Area or Flight Service Option Specific Guidelines. The binder must Services Operations Area Office for resolution.

contain information that is necessary for the safe and efficient operation of each position/sector, including examples and formats where appropriate. A copy of 2 − 1 − 2. FACILITY STANDARD OPERATING each binder must be in a location easily accessible by each position/sector. Data may be stored and PROCEDURES DIRECTIVE displayed via electronic means on Information The air traffic manager must issue a Standard Display Systems (IDS) where available. Air traffic Operating Procedures (SOP) Directive. The directive managers in terminal facilities may determine the must specify, as a minimum, the required procedures need for individual binders for associated/coordinat- for maintaining a safe and efficient operation and the or positions.

jurisdictional boundaries for each operational position/sector.

2 − 1 − 4. REFERENCE FILES Air traffic managers must maintain current sets of a. Review SOPs at least annually and update as orders, facility directives, Letters of Agreement necessary. Examine current SOPs for practices and/or (LOA), aeronautical charts, pertinent International procedures that are no longer required. Review Civil Aviation Organization (ICAO) documents and includes both content and relevance that achieve full related publications so that they may be readily operational efficiency and customer flexibility.

available for operational use and study by facility b. Review and, if necessary, update SOPs when personnel. Also, the air traffic manager must new or revised instrument flight procedures are maintain reference materials at appropriate work published or pertinent national procedures are areas. These materials must consist of pertinent implemented or changed. directives, agreements, emergency and overdue General 2 − 1 − 1 JO 7210.3Z 12/10/15 aircraft procedures, and a location listing of airports (c) Except for requests received from any within the area of responsibility including runway United States Government agency or law enforce- alignment, lighting, surface, and length as a ment organization, the agency employee must enter minimum. Current telephone numbers of user into the facility Daily Record of Facility Operation, companies/organizations identifying the source who FAA Form 7230 − 4, a record of the request, including: has the capability of contacting no radio (NORDO) (1) The information obtained under sub- aircraft may also be listed. Air traffic managers must paras b3(a) and b3(b) above; and determine the applicability of other materials to be (2) A summary of any information included.

provided to the requestor, including the flight number NOTE − or registration number of the aircraft in question.

The air traffic manager will ensure that the user list is kept current.

(d) For requests received from any United States Government agency or law enforcement organization, the only information entered into the 2 − 1 − 5. RELEASE OF INFORMATION local facility log must be that called for by a. It is FAA policy to make factual information subpara b3(a) above, with a brief notation as to available to persons, properly and directly concerned, whether the request was granted or not.

except information held confidential for good cause.

4. If the request is from an individual and it is b. Except as provided in this and other FAA determined that the request, if granted, would not orders, or when specifically authorized to do so by the further aviation safety or efficiency, the employee Secretary of Transportation or the Administrator, no must deny the request and may inform the requester agency employee must release information from any that information may be sought under the Freedom of National Airspace System (NAS) database regarding Information Act (FOIA). A FOIA request should be the position, altitude, heading, flight plan, origina- filed in writing with the FOIA Officer, ARC − 40, tion or destination of a single aircraft (“Flight Track 800 Independence Avenue, S.W., Washington, DC Data”) upon the oral request of an individual outside 20591, or by email to 7 − AWA − ARC − FOIA@faa.

of the FAA.

gov.

1. No request for Flight Track Data must be 5. If it cannot be ascertained whether the granted unless it is first determined that the request is purpose of the request, if from an individual, is in being made in the interest of aviation safety or furtherance of aviation safety or efficiency, or if from efficiency, or for an official purpose by a United a United States Government agency or law States Government agency or law enforcement enforcement organization, is for an official purpose, organization with respect to an ongoing investiga- the agency employee must contact facility manage- tion.

ment for guidance. If local management is unable to determine whether or not a request should be granted, 2. No Flight Track Data on aircraft conducting the official should contact the Quality Assurance military, law enforcement, presidential, or other Investigator on − call in Washington headquarters. En sensitive flights must be released except as Route and Oceanic Operations, Terminal Operations, operationally required to assist such flights.

and Flight Services Operations Area Offices may 3. Each request must be handled in the elect to process after − hour requests through the following manner: appropriate Service Area office Quality Assurance on − call specialist.

(a) The agency employee must positively identify the requestor by name, organization or affiliation, and point − of − contact (including a 2 − 1 − 6. CHECKING ACCURACY OF telephone call − back number). PUBLISHED DATA (b) The agency employee must inquire about Air traffic managers and air traffic representatives the purpose of the request so as to determine whether (ATREPs) must, upon receipt of official publications, the request is being made in the interest of aviation review data pertaining to their facilities and areas of safety or efficiency, or for an official purpose. concern to ensure accuracy and completeness. When General 2 − 1 − 2 JO 7210.3Z 12/10/15 pertinent national procedures or local instrument 2 − 1 − 8. HANDLING BOMB THREAT flight procedures are created or changed, review INCIDENTS facility standard operating procedures (SOPs) Air Traffic facilities must establish procedures to directives, position/sector binders, reference files, carry out their functions in accordance with and/or letters of agreement (LOAs) and initiate FAAO 1600.6, Physical Security Management corrections as required.

Program. The following provisions must be NOTE − incorporated into facility plans: Information related to subscribing for alerts regarding a. All air traffic facilities must notify the upcoming changes to instrument flight procedures is respective regional operations center and other available at the Instrument Flight Procedures Informa- appropriate Service Area office element when a bomb tion Gateway: https://www.faa.gov/air_traffic/ threat occurs.

flight_info/aeronav/procedures/ REFERENCE − b. All personnel in the facility will be advised FAAO JO 7210.3, Para 2-1-2, Facility Standard Operating Procedures when a bomb threat has been received and of Directive pertinent information regarding the bomb threat.

FAAO JO 7210.3, Para 4-3-3, Developing LOA FAAO JO 7210.3, Para 4-3-6, Annual Review/Revisions c. The decision to evacuate a facility will be made by the air traffic manager or his/her designee.

2 − 1 − 7. AIR TRAFFIC SERVICE DURING d. If the decision is made to evacuate and air safety PLANNED AND UNPLANNED OUTAGES is not a factor, immediately release nonessential personnel, instruct aircraft to contact the appropriate Facilities must develop and maintain guidelines to facility designated in the facility contingency plan, provide continuity of required services during advise adjacent facilities as appropriate (ARTCCs planned (for example, radar out for maintenance, should advise the ATCSCC of pending evacuation), frequency out for repair) or unplanned outages (for broadcast that the facility is being evacuated, and example, power failures, natural disasters).

evacuate the building.

a. For planned outages, facilities must maintain a e. If the decision is made to evacuate and air safety checklist that provides guidance on approving is a factor, immediately release nonessential shutdowns. This checklist should be maintained at an personnel, resolve traffic conflicts (aircraft on radar operational manager’s position (for example, OMIC vectors should be cleared to resume normal desk, FLM desk). Facilities should consider the navigation), instruct aircraft to contact the appropri- following for inclusion on the checklist: ate facility designated in the facility contingency plan, advise adjacent facilities (ARTCCs should 1. Traffic volume and complexity.

advise the ATCSCC), broadcast that the facility is 2. Weather .

being evacuated, and evacuate the building as rapidly as personnel can be released. The appropriate actions 3. Alternate means of providing air traffic should be accomplished quickly to minimize services.

personnel exposure. Further, the air traffic manager or his/her designee will determine which personnel 4. Procedures to notify affected facilities when will remain on duty until the traffic situation is planned outage begins and ends.

resolved. Personnel designated to perform this 5. Other information related to the planned function normally will be selected from the outage, as appropriate.

supervisory ranks or persons volunteering temporary services. To be effective this action should be planned b. Facilities must develop and maintain in advance. There are various ways in which this can operational plans for unplanned outages that provide be accomplished. One simple method is that at the continuity of services to the extent dictated by the beginning of each watch, supervisors will plan their outage (for example, power failures, fire, flood, watch coverage should the need to evacuate arise.

storm damage, breakdown of critical system components, facility wide outages). The plans must f. The evacuation plans will also include recall be in accordance with JO 1900.47. procedures.

General 2 − 1 − 3 JO 7210.3Z 12/10/15 g. Consideration should be given to establishing b. Air traffic managers must establish procedures an alternate site to provide limited flight service or to ensure the dissemination of level 2 or 3 airport air traffic and approach control services. MANPADS alerts via ATIS and/or controller − to − pi- lot transmissions. Report MANPADS threat/attack/ h. During bomb threat situations, facility air post − event activity until notified otherwise by FAA traffic managers or their designees should exercise national headquarters.

discretion regarding admittance of visitors to their REFERENCE − facilities.

FAAO JO 7110.65, Para 2 − 9 − 3, Content.

FAAO JO 7110.65, Para 10 − 2 − 13, MANPADS Alert.

i. Facilities will take action to increase the security whenever such action is feasible. Measures to protect administrative and operational areas and equipment 2 − 1 − 10. AIRPORT EMERGENCY PLANS rooms should be taken. FAAO 1600.6, Physical a. Operational instructions covering airport emer- Security Management Program, provides additional gency service at airports served by an ATCT and/or guidance for the protection of agency facilities, FSS must be issued by the air traffic manager (the installations, equipment, etc. Examples are: ATCT manager at airports with both facilities) in the 1. Increase security forces and measures.

form of a LOA. Procedures and/or LOAs for alerting airport emergency equipment at other public − use 2. Ensure that facilities are kept tidy so that airports served by the ATCT and/or FSS must also be out − of − place articles can be easily detected. This developed, if deemed appropriate.

concept should be emphasized to all personnel including contractors and their employees.

NOTE − Facility managers or their designee should meet with 3. Room or area monitors can be assigned to Airport Rescue and Fire Fighting (ARFF) personnel on “look over” the area at frequent intervals for an annual basis to review the local airport emergency suspicious objects. In this regard, air traffic personnel service LOA and the effectiveness of local procedures.

assigned temporary administrative duties would be REFERENCE − given building warden responsibilities. FAA Advisory Circular AC 150/5210 − 7C, Aircraft Rescue and Fire Fighting Communications.

REFERENCE − FAAO JO 7210.3, Para 2 − 8 − 2, Medical Clearance Requirements.

b. Responsibility for the prompt dispatch of equipment upon alert notice by the FAA ATCT or the 4. Outside areas should be kept as neat as FSSs is the joint responsibility of the airport possible. Landscaping should, if possible, be done in management and the emergency equipment operator.

a manner that will not enhance clandestine activities.

The amount of equipment and number of personnel j. Although it is envisioned that the foregoing will responding to the emergency will be determined by be accomplished within existing resources, planning the equipment operator and should be kept to the (including budgeting) should be initiated to establish minimum required. After receiving the alert and the a secure environment.

route to be taken, the personnel operating the equipment are responsible for handling the emer − k. Release information on bomb threat incidents gency.

in accordance with the procedures established in current directives. Where no applicable procedures c. Procedures for alerting airport emergency have been established, all information must be treated equipment, including additional equipment which as “For Official Use Only.” may be located off the airport, must consist only of: 1. Stating the nature and the location of the 2 − 1 − 9. HANDLING MANPADS INCIDENTS emergency by means of a signalling system; e.g., a siren and/or telephone. When required, the tower a. Air traffic managers must coordinate with must indicate the route to be taken by the emergency federal, local, and other law enforcement agencies, as equipment. FSSs must not specify such routes.

needed, to develop notification and contingency plans during a threat or attack from Man − Portable Air 2. Specifying, when required, the category of Defense Systems (MANPADS). alert applicable to the emergency.

General 2 − 1 − 4 JO 7210.3Z 12/10/15 3. Initiating the alert when, in the opinion of any Assistance Administration to make available an of the following, a potential or actual emergency explosives detection K − 9 team. ATC facilities must exists: take the following actions should they receive an aircraft request for the location of the nearest (a) The FAA specialists on duty.

explosives detection K − 9 team: (b) The pilot of the aircraft concerned.

a. The facility will relay the pilot’s request to the (c) The operator of the aircraft or his/her FAA Washington Operations Center, AEO − 100, representative.

telephone: commercial (202) 267 − 3333; ETN 521 − 0111; or DSN 851 − 3750 providing the aircraft’s (d) A representative of the airport manage- identification and position.

ment.

b. AEO − 100 will provide the facility with the d. Alert Phases: Operations personnel may nearest location. The facility will have AEO − 100 categorize local alerts if the category or phase standby while the information is relayed to the pilot.

designations have been coordinated locally and agreed to. It may be desirable for emergency c. After it has been determined that the aircraft equipment to be alerted on a standby or ready basis wishes to divert to the airport location provided, the by use of a two − phase or three − phase alert system, air traffic facility will ascertain estimated arrival time but keep these actions as inconspicuous as possible and advise AEO − 100. AEO − 100 will then notify the without impairing efficiency. A three − phase alert appropriate airport authority at the diversion airport.

may be set up as follows: In the event the K − 9 team is not available at this airport, AEO − 100 will relay this information to the 1. Alert I: Indicating an aircraft approaching air traffic facility providing them with the secondary the airport is in minor difficulty; e.g., feathered location. ATC will then relay this to the pilot propeller, oil leak, etc. The emergency equipment and concerned for appropriate action.

crews would standby at the equipment house for further instructions.

2. Alert II: Indicating an aircraft approaching 2 − 1 − 12. INTERSECTION TAKEOFFS the airport is in major difficulty; e.g., engine on fire, Air traffic managers at ATCTs and at FSS facilities faulty landing gear, no hydraulic pressure, etc. This that provide LAA will prepare an airport diagram could mean emergency equipment would proceed to showing intersection takeoff information as follows: a predetermined location (end of runway, etc.) to await development of the potential emergency.

a. Indicate the actual remaining runway length from each intersection; round all actual measure- 3. Alert III: Indicating an aircraft involved in ments “down” to the nearest 50 − feet. Obtain an accident on or near the airport and emergency measurements from an authentic source and record equipment should proceed immediately to the scene.

them on the diagram.

e. After alerting the emergency equipment, notify NOTE − only the local aircraft operator or his/her representat- Some airports publish “declared distances” for a ive and the airport management.

particular runway. These are published in the Airport NOTE − Facility Directory (A/FD) or the Aeronautical Informa- Airport management is responsible for notifying other tion Publication (AIP), and there is no requirement that agencies or personnel.

facility personnel be made aware of them. These distances REFERENCE − are a means of satisfying airport design criteria and are Advisory Circular AC 150/5210 − 7C, Airport Rescue and Fire Fighting intended to be used by pilots and/or operators for preflight Communications.

performance planning only. There are no special markings, signage, or lighting associated with declared distances, and they do not limit the actual runway 2 − 1 − 11. EXPLOSIVES DETECTION K − 9 available for use by an aircraft. Therefore, they cannot be TEAMS used for any air traffic control purpose. If pilots inquire At many of our major airports a program has been about the existence of declared distances, refer them to the established by the FAA and the Law Enforcement A/FD or the AIP.

General 2 − 1 − 5 JO 7210.3Z 12/10/15 b. If the airport authority requests that certain Management, when two or more designated call signs intersection takeoffs be denied, so indicate on the are found to be phonetically similar or difficult to diagram. pronounce and are causing a flight identification problem.

EXAMPLE − /NO TKOFF/ d. The designated facility officer must maintain a record of actions taken and provide feedback to c. Indicate any access points to a runway from operations supervisors. That record should include: which an intersection takeoff may be made.

1. Date/time of occurrence.

2. Location (e.g., RUS VORTAC, sector 90, 2 − 1 − 13. AIRCRAFT IDENTIFICATION PROBLEMS Shannon Airport).

3. Call signs involved in the occurrence.

To alleviate any potential misunderstandings of aircraft identifications caused by duplicate, phonetic- 4. Date occurrence is reported by facility.

ally similar − sounding, or hard to distinguish 5. Office/person that facility contacted.

registration numbers or call signs operating in the same area, facility managers must ensure that 2 − 1 − 14. APPROACH CONTROL CEILING operations supervisors report those occurrences to a The airspace ceiling of areas within which approach facility officer and that the following actions be control service is provided should not exceed taken.

10,000 feet AGL. Exceptions require a staff study a. Scheduled air carrier aircraft: When two or and specific approval of the Vice President of System more air carriers with duplicate flight numbers or Operations Services.

phonetically similar − sounding call signs operate NOTE − within 30 minutes of each other at the same airport Although en route ATS is a center function, terminal or within the same sector and cause an identification facilities may be expected to provide some en route problem on a recurring basis, request that the flight service. There are some areas in which a center may not identification numbers be changed by: have adequate radar coverage or resources, and in these areas it may be necessary to expand the terminal airspace NOTE − to provide service. Conversely, at locations with nonradar Recurrent situations would be aircraft proceeding approach control facilities, centers may have radar primarily the same direction through the same sectors coverage,and better service would be provided if some three or more times a week, at least two weeks out of four approach control airspace is recalled to the center. At consecutive weeks.

certain locations, the center may be able to absorb all the 1. In the case of carriers listed in Appendix 2, airspace of a nonradar approach control. The Area Directors of En Route and Oceanic Operations and Air Carrier Points of Contact for Aircraft Terminal Operations must weigh all factors and provide Identification Problems, contact the appropriate optimum resolutions.

airline office or officer.

2. If other than one of the carriers listed in 2 − 1 − 15. AUTHORIZATION FOR Appendix 2, contact the operator or the chief pilot of SEPARATION SERVICES BY TOWERS the carrier concerned.

a. Nonapproach control towers, not equipped with a tower radar display, may be authorized to provide b. Military aircraft : Contact base operations of the appropriate separation between consecutive depar- departure airport and request that action be taken to tures based upon time or diverging courses, and have the flight identifications changed when between arrivals and departures, provided: duplicate, phonetically similar, or hard to distinguish call signs are causing a flight identification problem.

1. A LOA exists with the IFR facility having If additional assistance is required, immediately control jurisdiction which authorizes the separation advise the military representative assigned to the responsibilities and prescribes the procedures to be Service Area office.

used; c. Civil aircraft other than air carrier: Advise 2. The agreement has been approved by the Mission Support Services, Aeronautical Information Area Director of Terminal Operations; and General 2 − 1 − 6 JO 7210.3Z 12/10/15 3. There is no delegation of airspace to the b. Ensure that coordination will be accomplished tower. with airport management for the possible issuance of NOTAMs when flocks of birds roost on the runways.

b. Towers equipped with certified tower radar NOTE − displays (CTRD) may be authorized to provide It is the responsibility of airport management to issue any separation services in accordance with para 10 − 5 − 3, such NOTAMs.

Functional Use of Certified Tower Radar Displays.

c. Participate in local bird hazard programs when c. An authorization for towers to provide established by airport management.

separation services other than those prescribed in subparas a and b must be supported by a staff study 2 − 1 − 17. PROHIBITED/RESTRICTED prepared by the authorizing facility or the Terminal AREAS AND STATIONARY ALTRVS Operations Service Area office which addresses at FAA Order JO 7110.65, Air Traffic Control, least: prescribes separation requirements from special use, 1. The proposed procedures. ATC-assigned airspace, and stationary ALTRVs. In recognition of the fact that prohibited/restricted areas 2. Operational benefits.

and stationary ALTRVs may be established for 3. Operational impact.

security reasons or to contain hazardous activities not directly involving aircraft operations, provision is 4. Why the IFR facility is unable to provide an made for exempting these areas from vertical and equal or superior level of service without the radar separation minima if the areas have been delegation.

identified by facility management. The intent in 5. Improved services to users.

prescribing separation requirements from special use, ATC-assigned airspace, and stationary ALTRVs 6. Additional radar training.

is to establish a buffer between nonparticipating 7. The measures taken to ensure that the local aircraft and aircraft operations inside special use, controller’s ability to satisfy the FAA’s air traffic ATC assigned airspace, and stationary ALTRVs. As responsibilities regarding aircraft operating on the such, the buffer serves as an extra safety margin in runways or within the surface area is not impaired.

consideration of possible operational, procedural, or equipment variances. Application of the separation 8. On − site spares, maintenance support/restora- prescribed in FAA Order JO 7110.65 is not tion requirements.

considered necessary whenever the 9. Savings and/or additional costs.

prohibited/restricted airspace and stationary ALTRV does not contain aircraft operations because these 10. The number of additional people required.

areas typically provide an internal buffer based upon d. The staff study must, following the Terminal the exact type of activity taking place. In making a Operations Service Area review and concurrence, be determination to exempt specific areas, air traffic forwarded to Terminal Services through System facility managers must be guided by the following: Operations Planning, and System Safety and a. Determine the exact nature of prohibited/ Procedures for approval. System Operations Plan- restricted area and stationary ALTRV utilization ning will coordinate with all affected Technical through direct liaison with the using agency.

Operations Services Area Service Directors prior to finalizing their comments and recommendations.

b. Coordinate with the Service Area office during the analysis of area utilization.

2 − 1 − 16. BIRD HAZARDS c. The following types of activity are examples of restricted area utilization which often will not require The air traffic manager of the ATCT must establish application of separation minima: procedures to: 1. Explosives detonation.

a. Ensure that any reported bird strikes or trend 2. Ground firing of various types.

toward an increase in bird activity on or around the airport served by the ATCT are reported to airport 3. Aircraft operations associated with the above management. in a safety, observer, or command and control General 2 − 1 − 7 JO 7210.3Z 12/10/15 capacity only; i.e., the aircraft is not directly engaging c. Facility manager must: in activity for which the airspace was designated and 1. Designate in a facility directive which is operating visual flight rules (VFR).

existing position(s) and frequencies will be utilized to provide Security Services when required and the d. If area utilization varies between aircraft transition procedures from the ATC operational operations and other types of activity as described status to the Security Services Position.

above, do not exempt the area from separation requirements unless a significant operational advant- 2. Ensure that contingency plan parent and age can be obtained.

support procedures are updated regarding operational capability level (OCL) changes that affect Special e. Restricted airspace with the same number but Security Areas.

different letter suffixes are considered to be separate restricted areas. However, treat these types as one NOTE − restricted area for the purpose of identifying areas for The requirement to establish an ATC Security Services exemption from separation requirements in order to Position in addition to ATC operating position does not by simplify application of separation minima unless a itself constitute a need for additional staffing nor is its purposes intended to justify or deny facility staffing needs.

significant operational advantage can be obtained.

d. When the Security Services position and the ATC Operating position are both staffed, detailed 2 − 1 − 18. WASHINGTON, DC, SPECIAL position responsibilities must be defined in the FLIGHT RULES AREA (DC SFRA)/ATC facility directive.

SECURITY SERVICES NOTE − ATC security services are designed to support the Airspace sectorization and the workload associated with national security mission of the FAA and other the normal use of that airspace may degrade the ability of agencies. A designated security services position has an ATC operation position to provide security services.

When this occurs, pilots must be held outside of the area responsibility for the purpose of security service.

security services area in accordance with FAAO JO Such positions do not have airspace jurisdiction and 7110.65 para 9 − 2 − 1, Aircraft Carrying Dangerous are not ATC operational positions for purposes Materials, subpara b2.

beyond the scope of this section, for example, transfer of control, communications, point − out, etc.

1. When an ATC Security Services Position is not separately staffed, the appropriate ATC operating a. The FLM/CIC must report all instances of loss position responsible for that airspace will assume the of radio communication, intermittent transponder or security service responsibilities.

transponder/Mode C failure, the inability to security 2. Requests for ATC services to VFR aircraft track aircraft, and other unusual IFR/VFR flight information to the Domestic Events Network (DEN) operating within the designated area to enter positive through the appropriate lines of communication. controlled airspace must be issued by the appropriate radar position in accordance with FAAO JO 7110.65, Some examples are, but are not limited to; suspicious Air Traffic Control, and other applicable directives.

activities, deviation from assigned course/altitude, or other equipment malfunction that may cause an e. Adjacent Airport Operations aircraft to operate in an unexpected manner. Relay all known information regarding the aircraft.

1. Aircraft that will enter the designated airspace after departing controlled airports within or b. ATC Security Services Position: ATC Security adjacent to security areas must be provided security Services Position is responsible for providing ATC services by the appropriate ATC facility having security services as defined. This position does not jurisdiction over the affected airspace. Procedures for provide air traffic control IFR separation or VFR handling this situation must be covered in a Letter of flight following services, but is responsible for Agreement (LOA) or facility directive as appropriate.

providing security services in an area comprising airspace assigned to one or more ATC operating 2. Aircraft departing uncontrolled airports sectors and as such, normal airspace jurisdictional within security areas must be handled using constraints do not apply. procedures contained in a NOTAM or rule General 2 − 1 − 8 JO 7210.3Z 12/10/15 designating the area where ATC security services are areas and other surfaces must be protected. These required. procedures must be included in a facility directive and the signage at the intended hold position must be consistent with the phraseology identified in FAA Order JO 7110.65, Paragraph 3-7-2, Taxi and Ground 2 − 1 − 19. AIRPORT TRAFFIC PATTERNS Movement.

a. The Area Directors of Terminal Operations are d. ATMs must consult with the airport authority, the focal point to review traffic patterns. Traffic Flight Standards, Airports, and the Regional Runway patterns at airports without an operating control Safety Program Manager (RSPM) when developing tower should be established in accordance with proposed solutions and establishing local proced- Advisory Circular, AC 90 − 66, Recommended ures. The RSPM will assist the ATM, as needed, in Standard Traffic Patterns and Practices for initiating contact with Flight Standards and Airports.

Aeronautical Operations at Airports without Operating Control Towers.

REFERENCE − P/CG Term – Approach Hold b. FAAO JO 7400.2, Procedures for Handling Airspace Matters, will be the source for handling 2 − 1 − 21. FACILITY IDENTIFICATION technical matters pertaining to the establishment or the revision of traffic patterns.

a. Service Area Directors are the focal point to review/approve requests for waivers for facility identification changes in FAAO JO 7110.65, Air 2 − 1 − 20. OBSTACLE IDENTIFICATION Traffic Control, para 2 − 4 − 19, Facility Identification, SURFACES, OBSTACLE FREE ZONES, subparas a, b, and c, and FAAO JO 7110.10, Flight RUNWAY SAFETY AREAS, AND Services, para 14 − 1 − 14, Facility Identification, CLEARWAYS subparas a, b, and c. If the waiver request is approved, the Service Area Director must ensure that all a. Facility air traffic managers must monitor aeronautical publications are changed to reflect the planned airport construction projects, work with the new identification, and that a Letter to Airmen is regional airports office and the airport manager in published notifying the users of the change.

determining the need to modify any taxi routes normally used, and request notification from the b. Service Area Directors must forward a copy of airport manager when adequate signage and marking the approval to System Operations Services.

are completed on the new/different taxi routes, while ensuring that local procedures provide protected airspace from adjacent, nonintersecting runways and 2 − 1 − 22. DISPOSITION OF OBSOLETE taxiways where simultaneous use could create CHARTS hazards for arriving and departing aircraft. These a. Obsolete charts may only be disposed of by procedures must be reviewed whenever new runways destroying, including recycling, or by giving to flight or taxiways are programmed or whenever new/differ- schools and other training institutions where the ent aircraft are scheduled to provide service to the charts are to be used only for training in the airport.

classroom. Under no circumstances should obsolete b. Ensure that aircraft on the ground do not charts be given to pilots or the general public, penetrate marked Obstacle Identification Surfaces, regardless if they are marked obsolete or not.

Obstacle Free Zones, Runway Safety Areas, or b. There are hundreds of changes that appear on Clearways, or other airspace designed to provide each new edition of a chart. When pilots are given protection for departures and arrivals.

obsolete charts they are not aware of critical changes c. At locations where potential for conflict exists, that have occurred. Further, the use of such a chart take action to rectify the situation by developing could result in a Code of Federal Regulations (CFR) proposed solutions and establishing local procedures violation or an accident which would have serious to define conditions when the approach and departure legal implications for the agency.

General 2 − 1 − 9 JO 7210.3Z 12/10/15 2 − 1 − 23. OUTDOOR LASER amended, the attachment should show just the changed information rather than the full legal description.

DEMONSTRATIONS c. A sectional aeronautical chart depicting the a. The Area Directors of Terminal Operations final boundaries of the proposed area, including any Service s are the focal point for reviewing/approving subdivisions.

requests for outdoor laser demonstrations.

d. Any other information that should be con- b. FAAO JO 7400.2, Procedures for Handling sidered by FAA headquarters.

Airspace Matters, is the source for processing NOTE − outdoor laser demonstration requests.

ATCAA descriptive data will normally be submitted 9 weeks prior to the requested/required airspace effective 2 − 1 − 24. COMBINE/RECOMBINE AN date.

ATCT/TRACON 2 − 1 − 26. SUBMISSION OF SUA AND PAJA Prior to consideration for any ATCT/TRACON to FREQUENCY INFORMATION combine or recombine, a detailed staff study will be required from the facility explaining the benefit to the The Aeronautical Information Services maintain a agency and the customer. After the Terminal national database of Special Use Airspace (SUA) and Operations Service Area office review, the staff study Parachute Jump Area (PAJA) controlling sector must be forwarded to the Director of Terminal contact information. The database is used to publish Planning. A decision to combine or recombine an frequencies for pilots to obtain status information for ATCT/TRACON will require coordination with the SUAs and PAJAs. Facility managers should ensure ATO Chief Operating Officer.

that the following information is forwarded to Aeronautical Information Services: 2 − 1 − 25. SUBMISSION OF AIR TRAFFIC a. Contact frequencies for existing SUAs and CONTROL ASSIGNED AIRSPACE (ATCAA) PAJAs within your area of jurisdiction.

DATA b. Any changes to contact frequencies for existing SUAs and PAJAs within your area of jurisdiction.

Submit data on all ATCAAs used on a continuing/ constant basis, and any subsequent changes to the c. Contact frequencies for any new SUAs or ATCAA database to System Operations Security and PAJAs within your area of jurisdiction.

System Operations Airspace and Aeronautical Information Management for the purpose of updating 2 − 1 − 27. REPORTING UNAUTHORIZED the Special Use Airspace Management System LASER ILLUMINATION OF AIRCRAFT (SAMS) and Aeronautical Information System.

Include the following as applicable: All FAA Air Traffic Control facilities, Federal Contract Towers and Flight Service Stations must a. An En Route and Oceanic Operations Area report unauthorized laser illumination incidents Office transmittal memorandum containing a brief through the Domestic Events Network (DEN), overview of the ATCAA, and/or changes to, FAA providing the following information: headquarters, System Operations Security and System Operations Airspace and Aeronautical a. UTC date and time of event.

Information Management. Summarize the ATCAAs b. Call Sign, or aircraft registration number.

or any amendments made to ATCAAs including additional changes, etc. c. Type of aircraft.

d. Nearest major city.

b. A separate attachment that contains a descrip- tion of the area to include latitude/longitude points, e. Altitude.

boundaries, altitudes, times, controlling agency, f. Location of event (e.g., latitude/longitude using agency, and any other relative information.

and/or Fixed Radial Distance (FRD)).

NOTE − g. Brief description of the event.

If only part of the description of an existing area is being General 2 − 1 − 10 JO 7210.3Z 12/10/15 h. Any other pertinent information. 3. The initial report to a U.S. ATC facility may be passed from a prior ATC facility along the route of flight.

NOTE − b. Once notification of an in − flight death, illness, Facilities without direct access to the DEN should forward the information through the Washington and/or other public health risk is provided by an ATC Operations Center Complex (WOCC) to the DEN.

facility, the DEN Air Traffic Security Coordinator must ensure the Centers for Disease Control and REFERENCE − FAAO JO 7110.65, Para 2 − 9 − 3, Content Prevention (CDC) Emergency Operations Center FAAO JO 7110.65, Para 10 − 2 − 14, Unauthorized Laser Illumination of (EOC) receives the following information: Aircraft,.

1. Call sign.

2 − 1 − 28. SUSPICIOUS AIRCRAFT/PILOT 2. Number of suspected cases of illness on ACTIVITIES board.

Facility air traffic managers must ensure that 3. Nature of the illness or other public health processes are in place to direct prompt notification to risk, if known.

the DEN of any suspicious aircraft/pilot activities as 4. Number of persons on board.

prescribed in FAA Order JO 7610.4, paragraph 7 − 3 − 1. 5. Number of deaths, if applicable.

6. Departure airport.

2 − 1 − 29. REPORTING DEATH, ILLNESS, OR 7. Arrival airport.

OTHER PUBLIC HEALTH RISK ON BOARD 8. Estimated time of arrival.

AIRCRAFT 9. Pilot’s intent (for example, continue to a. When an air traffic control facility is advised of destination or divert).

a death, illness, and/or other public health risk, the following information must be forwarded to the 10. Any request for assistance (for example, a DEN: need for emergency medical services to meet aircraft at arrival).

1. Call sign .

REFERENCE − FAAO JO 7110.65, Para 10 − 2 − 19, REPORTING DEATH, ILLNESS, OR 2. Number of suspected cases of illness on OTHER PUBLIC HEALTH RISK ON BOARD AIRCRAFT board.

3. Nature of the illness or other public health 2 − 1 − 30. OPPOSITE DIRECTION risk, if known.

OPERATIONS 4. Number of persons on board. Opposite Direction Operations consists of IFR/VFR Operations conducted to the same or parallel runway 5. Number of deaths, if applicable.

where an aircraft is operating in a reciprocal direction of another aircraft arriving, departing, or conducting 6. Pilot’s intent (for example, continue to an approach.

destination or divert).

REFERENCE − 7. Any request for assistance (for example, FAAO JO 7110.65, Para 1-2-2, Course Definitions needing emergency medical services to meet the a. Each facility must: aircraft at arrival).

1. Determine the operational feasibility of NOTE − conducting opposite direction operations.

1. If the ATC facility is not actively monitoring the DEN or does not have a dedicated line to the DEN, they must 2. At a minimum, develop the opposite call into the DEN directly via (202) 493 − 4170.

direction operations procedures necessary to accommodate aircraft that have an operational need 2. Except in extraordinary circumstances, such as a situation requiring ATC intervention, follow − on coordin- or receiving operational priority.

ation regarding the incident will not involve ATC REFERENCE − frequencies. FAAO JO 7110.65, Para 2-1-4, Operational Priority General 2 − 1 − 11 JO 7210.3Z 12/10/15 b. For aircraft receiving IFR services that are taken to ensure that control instructions are issued to conducting opposite direction operations to the same protect the integrity of the cutoff points.

runway, facility directives must: d. At a minimum, the following must be considered when developing cutoff points: 1. Define minimum cutoff points identified by distance or fixes between: 1. Aircraft performance.

(a) An arrival and a departure.

2. Type of approach.

(b) An arrival and an arrival.

3. Operational position configuration.

2. Specify that use of Visual Separation is not 4. Runway configuration.

authorized, except at those unique locations that are 5. Weather conditions.

operationally impacted by terrain and when issued a Letter of Authorization by the Service Area Director 6. Existing facility waivers.

of Operations.

e. For aircraft receiving IFR services that are 3. Require traffic advisories to both aircraft. conducting opposite direction operations to parallel runways regardless of the distance between EXAMPLE − centerlines, facility directives must: OPPOSITE DIRECTION TRAFFIC (distance) MILE FINAL, (type aircraft). OPPOSITE DIRECTION 1. Ensure that a turn away from opposing traffic TRAFFIC DEPARTING RUNWAY (number), (type is issued when opposing traffic is inside the cutoff aircraft). OPPOSITE DIRECTION TRAFFIC, points defined in b1 for the other runway.

(position), (type aircraft).

2. Specify that use of Visual Separation is 4. Require the use of a memory aid.

authorized once a turn away from opposing traffic is 5. Prohibit opposite direction same runway issued.

operations with opposing traffic inside the applicable REFERENCE − cutoff point unless an emergency situation exists. FAAO JO 7110.65, Para 7-2-1, Visual Separation 3. Require traffic advisories to both aircraft.

6. Specify the position/facility responsible for ensuring compliance with cutoff points between EXAMPLE − aircraft conducting opposite direction operations. OPPOSITE DIRECTION TRAFFIC (distance) MILE FINAL, (type aircraft). OPPOSITE DIRECTION 7. Contain the following minimum TRAFFIC DEPARTING RUNWAY (number), (type coordination requirements: aircraft). OPPOSITE DIRECTION TRAFFIC, (position), (type aircraft).

(a) Define the facility/position that is 4. Require the use of a memory aid.

responsible for initiating coordination.

5. Contain the following minimum (b) All coordination must be on a recorded coordination requirements: line and state “Opposite Direction.” Initial coordination must include call sign, type, and arrival (a) Define the facility/position that is or departure runway.

responsible for initiating coordination.

c. The cutoff points established under (b) All coordination must be on a recorded subparagraph b1 must ensure that required lateral line and state “Opposite Direction.” Initial separation exists: coordination must include call sign, type, and arrival or departure runway.

1. When a departing aircraft becomes airborne and has been issued a turn to avoid conflict; or (c) At those locations that routinely conduct Opposite Direction Operations due to noise 2. When the first aircraft has crossed the runway abatement at night and when issued a Letter of threshold for opposite direction arrivals.

Authorization by the Service Area Director of 3. If the conditions in subparagraphs c1 and c2 Operations, the provisions of paragraph e5 above are are not met, facility directives must require action be not required.

General 2 − 1 − 12 JO 7210.3Z 12/10/15 f. For VFR aircraft that are conducting opposite 2 − 1 − 31. SPECIAL INTEREST SITES direction operations to same or parallel runways, a. Supervisory/CIC personnel receiving any facility directives must contain procedures requiring reports or information regarding unusual aircraft the use of the following, including but not limited to: activities in the vicinity of special interest sites such 1. Ensuring departing VFR aircraft are issued a as nuclear power plants, power plants, dams, turn to avoid conflict with opposing IFR/VFR traffic. refineries, etc., must immediately notify local law enforcement authorities of these reports/information 2. Traffic advisories to both aircraft.

and notify the overlying air traffic facility of any of 3. State the phrase “opposite direction” if these reports and the action taken. Supervisory/CIC personnel may receive reports/information from the coordination is required.

Nuclear Regulatory Commission or other sources.

4. Memory Aids.

b. Air traffic facilities must promptly advise the g. All facility directives and letters of agreement Domestic Events Network (DEN) of any actions addressing opposite direction operations must be taken in accordance with this paragraph.

approved by the Service Area Director of Operations.

c. Individual facilities must determine which REFERENCE − special interest sites, if any, should be displayed on FAAO JO 7110.65, Para 3-8-4, Simultaneous Opposite Direction Operation maps, charts, and video displays.

General 2 − 1 − 13 JO 7210.3Z 12/10/15

Section 2. Responsibilities

on at a position, the instructor is responsible for all 2 − 2 − 1. LEGAL LIABILITIES OF activity at that position.

PERSONNEL b. Anytime an operational area is operated with a. Guidelines for representing Federal employees one air traffic control specialist (ATCS), the named in tort claims are promulgated by the following procedure must be followed: Prior to Department of Justice (28 CFR Part 50).

leaving the operational area, for any reason, the b. When warranted, disciplinary action must be ATCS must advise all applicable facilities (tower, taken without regard to possible adverse effects on approach control, and/or center) that they are leaving the FAA position in subsequent lawsuits, enforce- the operational area and must advise the same ment proceedings, or similar actions. facility/facilities upon return. Leaving the operational area should only be done during periods c. In the case of an accident or incident resulting when the controller is not responsible for any aircraft.

in a National Transportation Safety Board (NTSB) or a military investigation or hearing, it may be 2 − 2 − 4. DUTY FAMILIARIZATION AND THE necessary to delay disciplinary action until the TRANSFER OF POSITION determination of the investigation or hearing. This is RESPONSIBILITY done only to ensure that all facts are known before final action is taken. The determination in such a. Air traffic managers must determine which investigations must not be used as a basis for sectors or positions require “duty familiarization” for initiating disciplinary action.

each shift and must provide a facility directive which specifies all sources of operational information which must be read and/or discussed as a part of the 2 − 2 − 2. JOB REQUIREMENTS familiarization. Familiarizations should be sched- Each person must be familiar with the duties and uled within an 8 − hour shift to the extent possible.

responsibilities of his/her own position, those of b. Air traffic managers must determine which his/her subordinates, if applicable, and to a limited sectors or positions must maintain operational extent, with those of his/her immediate supervisor.

continuity through a transfer of position responsibil- Each specialist, when designated, must supervise and ity and must: assist in training other specialists as appropriate.

1. Review each sector or position and provide a tailored checklist which lists the equipment and the 2 − 2 − 3. POSITION RESPONSIBILITY operational conditions which are likely to be a factor a. Air traffic managers must ensure that only one at that position. Checklists must be reviewed certified air traffic controller is signed on and annually to ensure the sector/position checklist items responsible for each open position, to include are current.

consolidated positions, at any given time. At the (a) Items which should be included on the ATCSCC, the national traffic management officer checklist, if relevant, are: (NTMO), national traffic management specialist − in − charge (NTMSIC), and national traffic management (1) STATUS INFORMATION AREA/S.

specialist (NTMS) work as a team in order to (2) EQUIPMENT: NAVAIDs, Radar(s), accomplish the traffic management goals of an entire Radios, Automated Weather Observing Systems, etc.

operational area. Due to the management functional- (3) AIRPORT CONDITIONS/STATUS.

ity involved in overseeing the NAS, more than one NTMO, NTMSIC, and/or NTMS can be signed on (4) AIRPORT ACTIVITIES; e.g., snow and responsible for an open and/or consolidated removal, vehicles on runway, etc.

control position.

(5) ALTIMETER/TRENDS.

NOTE − (6) WEATHER/TRENDS.

When a developmental and an instructor are both signed Responsibilities 2 − 2 − 1 JO 7210.3Z 12/10/15 (7) FLOW CONTROL. (8) VFR advisory aircraft.

(9) Aircraft standing by for service.

(8) SPECIAL ACTIVITIES; e.g., restricted/warning areas in use, airshows, flight (10) Coordination agreements with other checks, new procedures, etc.

positions.

(9) S P E C I A L I N S T R U C T I O N S / (11) Special problems, requests, or RESTRICTIONS; e.g., due to adjacent position instructions.

training, nonstandard staffing/configuration, etc.

(e) Air traffic managers may increase the (10) STAFFING.

number of items and/or the level of detail of the position relief checklists as they deem necessary.

(11) TRAINING IN PROGRESS.

2. To the extent possible, provide a SIA/s from (12) VERBALLY STATE RUNWAY which specialists may obtain the operational STATUS; unavailable, closed, occupied.

information relevant to the position being worked.

(13) P E RT I N E N T O P E R AT I O N A L The SIA/s may consist of a single or any combination NOTAMs, UNLESS PREVIOUSLY COVERED.

of informational sources where status information can be recorded and displayed. These areas may NOTE − Air traffic managers at facilities equipped with automated include, but not be limited to, facility/area/position NOTAM systems must designate those systems as the status boards, weather status boards, “hot item” primary source of NOTAM information.

binders, clip board information sheets, and desig- nated areas for written notes.

(14) Non − RVSM aircraft operations.

3. Designate, through a facility directive, the (15) COMMUNICATION STATUS and position/s having responsibility for the accuracy of TRAFFIC.

the various items contained on the SIA/s. The (b) The checklist for a specific position need designated position/s should be the focal point for the not include those items which are incorporated into type of status information for which they are the Status Information Area/s used by that position.

responsible and, except for the accuracy of written notes located at the position, should not be a (c) Status Information Area/s (SIA), when specialist having primary and direct responsibility available, must be the first item listed on the position for the provision of service or separation to aircraft.

checklist.

c. To the maximum extent practicable the position (d) When traffic is included on the position relief briefing must be recorded.

checklist, it must be the last item listed. When relevant to the position, include the following d. Specialists manning the positions identified sub − items under the traffic heading so that they will under subpara 2 − 2 − 4b, requiring the maintenance of not be inadvertently overlooked: operational continuity, must conduct a position relief briefing in accordance with FAAO JO 7110.65, Air (1) Special Activity Aircraft; e.g., aircraft Traffic Control, Appendix D, Standard Operating operating in a special use area/airspace, helicopters Practice (SOP) for the Transfer of Position on prescribed routes, etc.

Responsibility, or FAAO JO 7110.10, Flight (2) Point out aircraft.

Services, para 1 − 3 − 3, Duty Familiarization and Transfer of Position Responsibility.

(3) Holding aircraft.

e. Responsibilities: (4) Primary targets with no associated alphanumerics.

1. The specialist being relieved must be responsible for ensuring that any pertinent status (5) Aircraft handed off but still in the information of which he/she is aware is relayed to the airspace.

relieving specialist and is either: (6) Aircraft released but not yet airborne.

(a) Accurately displayed on the SIA/s for (7) Nonradar operations. which he/she has responsibility, or Responsibilities 2 − 2 − 2 JO 7210.3Z 12/10/15 (b) Relayed to the position having the ERAM/NTML/FSS to sign on positions for position responsibility for accurately displaying that status preference settings; however, these information. systems/programs must not be used for official time and attendance nor position times. Duplicate paper 2. The relieving specialist must be responsible logs for sign in/out of the shift and on and off for ensuring that any unresolved questions pertaining positions must not be utilized during normal daily to the operation of the position are resolved prior to operations.

accepting responsibility for the position.

a. FAA operations managers − in − charge (OMIC)/ 3. The relieving specialist and the specialist front − line managers (FLM)/supervisory traffic man- being relieved must share equal responsibility for the agement coordinators (STMC)/national operations completeness and the accuracy of the position relief managers (NOM)/national traffic management of- briefing.

ficers (NTMO)/controllers − in − charge (CIC) of the NOTE − watch are responsible for ensuring the accuracy of the The sharing of this responsibility means that the specialist personnel log for time and attendance (T&A) being relieved is obligated to provide a complete, recording. T&A information must be entered into and accurate briefing, and the relieving specialist is obligated maintained within the ATO Resource Tool (ART) to ensure that a briefing takes place and is to his/her total system approved.

satisfaction.

1. The facility air traffic manager must ensure 4. The specialists engaged in a position relief that procedures are in place so that operational must conduct the relief process at the position being schedules are entered correctly into ART.

relieved unless other procedures have been estab- lished and authorized by the facility air traffic 2. Employees must use ART to sign in and out manager. of their shifts.

(a) Sign in for a shift must be accomplished 2 − 2 − 5. OPERATING INITIALS no later than the shift assigned time unless the OS/STMC/NTMO/CIC and/or OMIC has approved a. Specialists must be assigned two − letter operat- leave at the start of the assigned shift. Sign in, using ing initials to identify the employee for record the assigned shift start time, may occur up to 15 purposes. When all combinations of letters are minutes before an employee’s assigned shift. Earning depleted, duplicate initials may be assigned to of, and signing in for, Time Outside Shift time at the personnel working in different areas of specializa- beginning of an assigned shift must receive approval tion.

by the OS/STMC/NTMO/CIC or OMIC prior to b. Unless signatures are specifically requested, earning or recording it into Cru − X/ART.

use assigned operating initials for all operating NOTE − forms, interphone contacts, marking of recorder Shift/Core hour changes must be in accordance with local tapes, and other records.

and national policy. Earning Time Outside Shift (overtime, credit hours, etc.) must be approved by the c. A current file of assigned initials must be OS/STMC/NTMO/CIC or OMIC prior to entering it into maintained.

Cru − X/ART or working it.

(b) In situations where it is known in advance 2 − 2 − 6. SIGN IN/OUT AND ON/OFF that employees will not report to the facility, such as PROCEDURES when attending an all day meeting outside the facility, The following is applicable to all FAA air traffic facilities should enter the employee’s shift in the facilities, but does not apply to FAA contract schedule as an Other Duty Code.

facilities.

(c) Sign out must be accomplished at the end Cru-X/ART is the official time and attendance system of an employee’s assigned shift. Sign out using the for both signing in/out for a shift and on and off assigned shift end time may be accomplished no positions, not paper logs nor Common ARTS/ earlier than 15 minutes prior to the end of the shift, or ERAM/NTML/FSS or other Agency or local no later than 15 minutes after the end of the assigned programs. Facilities may use Common ARTS/ shift. Any Time Outside Shift at the end of an Responsibilities 2 − 2 − 3 JO 7210.3Z 12/10/15 assigned shift, or leave, must first receive 2 − 2 − 7. CIRNOT HANDLING OS/STMC/NTMO/CIC or OMIC approval prior to A CIRNOT initiated by WMSCR/NNCC must be earning/using and recording such time in Cru X/ART.

transmitted to all circuit users.

3. The supervisor/CIC position relief briefing a. WMSCR/NNCC must maintain a record of all check list must include: CIRNOTs and forward a hard copy to FAA Headquarters, Terminal Safety and Operations (a) T&A status, Support by the most expeditious means available.

(b) Other Duties, b. FSS air traffic managers must provide CIRNOTs to the Terminal Operations Service Area (c) Time Outside Shift (TOS) requests/ap- office and/or other field facilities upon request.

provals, and c. CIRNOTs should be retained at the receiving (d) Leave requests/approvals.

facility for 120 days.

NOTE − NOTE − Upon signing on position the OMIC/FLM/STMC/NOM/ The most expeditious means is transmitting the CIRNOT NTMO/CIC assumes full responsibility of all check list via facsimile, telephone, mail, electronic mail, etc.

items including those identified above.

4. It is the employee’s responsibility to notify 2 − 2 − 8. GENOT HANDLING the OMIC/FLM/STMC/NOM/NTMO/CIC of the A GENOT initiated by headquarters ATO organiza- watch of any changes to “Other Duty” shifts. For tions, requiring distribution to air traffic facilities, example, an employee is outside of the facility on must be transmitted to all Service Area offices, Flight another duty and requests a day of sick leave.

Service Stations (FSS), and ARTCCs.

5. In the event of electronic system failure, a. Terminal Operations Service Area office must scheduled system outage, or facility evacuation, the distribute GENOTs to the following using the most paper FAA Form 7230 − 10, “Position Log,” must be expeditious means available: used to indicate position responsibility. When the 1. FAA contract and non − Federal towers.

ART system has been restored or the facility reoccupied, the facility must ensure that all data 2. FAA military ATREPS assigned to the collected with the paper FAA Form 7230 − 10’s is service area.

entered into ART. In instances where the data cannot NOTE − be entered into ART, the paper FAA Form 7230 − 10’s The most expeditious means is transmitting the GENOT must be retained in accordance with document via facsimile, telephone, mail, electronic mail, etc.

retention guidance.

b. The FSS must distribute the GENOT to all FAA b. The Cru − X/ART electronic logs must be used field facilities addressed, except ARTCCs, within to indicate responsibility at all operational positions their designated areas as determined by the respective and for supervisory traffic management coordinator − Service Area office using the most expeditious means in − charge (STMCIC), operations supervisor − in − available.

charge (OSIC), traffic management REFERENCE − coordinator − in − charge (TMCIC), and CIC functions.

FAAO JO 7210.3, Para 2 − 2 − 8a2 Note.

It is the responsibility of the relieved controller to c. Terminal Hub facilities distribute all GENOTs enter the correct change of position responsibility in plain language format to all non − Federal and time in Cru − X/ART. In situations where there is no contract ATCTs which are located within their Hub relieved controller, such as when opening a position, Area. The GENOT must be distributed in the most the person opening the position is responsible for expeditious means available.

entering the correct position time or notifying the REFERENCE − supervisor/STMC/CIC of the position opening time.

FAAO JO 7210.3, Para 2 − 2 − 8a2 Note.

The supervisor/STMC/NTMO/CIC must then enter that time into Cru − X/ART. d. Air traffic managers at all facilities must: Responsibilities 2 − 2 − 4 JO 7210.3Z 12/10/15 1. Disseminate GENOT information to con- (e) *EF − ARTCC and FSS; etc.

cerned facility personnel. The content of the message 2. The option/s for which briefings are will dictate the priority of the distribution.

recommended but not required will follow the 2. Ensure that all employees with a need to option/s for which briefings are required, separated know are thoroughly briefed on the change prior to by a slash; i.e., /*T/E, indicates that for the en route performing their duties.

option the briefing is recommended.

3. Ensure that the appropriate entry is made in c. Solicit suggested Air Traffic Bulletin items, the employee’s Training and Proficiency Record, having operational/procedural impact from facility Form 3120 − 1.

personnel at regular personnel or crew briefings; evaluate and forward those considered appropriate for Service Area office review. Service area offices 2 − 2 − 9. PERSONNEL BRIEFINGS must evaluate and forward to System Safety REGARDING AIR TRAFFIC BULLETIN Procedures those proposals considered significant ITEMS and national in scope.

The Air Traffic Bulletin is a means of communication between headquarters and field facilities. It is 2 − 2 − 10. LAW ENFORCEMENT routinely published and distributed quarterly. In INFORMATION addition, special issues are published and distributed as necessary. It is not a directive, nor is it to Law enforcement information; e.g., aircraft identific- implement new procedures. Its intent is to transmit ation, flight schedules, flight operations, procedures, “reminders” concerning proper application of aircraft lookouts, etc., is of great value to drug procedures and other instructions. To provide traffickers and others attempting to circumvent the continuity of communication, facility air traffic law. Although law enforcement information is managers must: normally unclassified, it is considered to be a. Ensure that the facility is on the distribution list inherently sensitive, of a confidential nature, and is to be handled on a “For Official Use Only” (FOUO) for the Air Traffic Bulletin. Any corrections/addi- tions/deletions should be directed thru the regional basis. Facility air traffic managers must ensure that distribution officer. such information is safeguarded from disclosure in accordance with FAAO 1600.2, Safeguarding b. Ensure that Air Traffic Bulletin items with Controls and Procedures for Classified National operational/procedural impacts are verbally dis- Security Information and Sensitive Information, cussed/briefed with facility personnel. These brief- whether the information is physically marked with ings must take place within 30 days after receipt of the FOUO term or not. “Safeguarded from the bulletin. Once the briefings are given, a notation disclosure” includes precaution against oral disclos- must be inserted in each individual’s FAA Form ure, prevention of visual access, and precaution 3120 − 1, including the certification signature against unauthorized release, gratuitously or in provided by the staff specialist/supervisor and the response to a specific request.

employee’s initials.

1. The option/s for which a briefing is required 2 − 2 − 11. PERSONNEL BRIEFINGS will be indicated by an asterisk followed by one or REGARDING ORDER CHANGES more letter designators; i.e.: Air traffic managers must ensure that facility air (a) *T − Tower, combined tower/approach traffic personnel are verbally briefed on changes to control; FAAO JO 7110.65, Air Traffic Control, FAAO (b) *R − TRACON; JO 7210.3, Facility Operation and Administration, and FAAO JO 7110.10, Flight Services, and other (c) *F − FSS; appropriate directives, that have operational/proced- (d) *E − ARTCC (En Route); ural significance.

Responsibilities 2 − 2 − 5 JO 7210.3Z 12/10/15 2 − 2 − 12. SYSTEMS MANAGEMENT OF unit to ensure repository entry functions are VSCS EQUIPMENT discharged effectively.

2. The Vice President for Terminal Services Air traffic facility managers must determine which must develop processes within the service unit to VSCS console equipment (VCE) positions require ensure repository entry functions are discharged tailored checklists. The checklist must include as a effectively.

minimum, the configuration map in use and the specific position eligibility/capability (classmark) 3. The Vice President for System Operations adapted to maintain operational continuity. Services must administer user functions and develop processes within the service unit to ensure repository entry functions are discharged effectively.

2 − 2 − 13. REPORTING EQUIPMENT 4. The Vice President for Operations Planning TROUBLE Services must administer system functions, provide Equipment trouble reports are normally delivered by access to the internet mirror site, and oversee the site air traffic personnel to Technical Operations Control operation and maintenance.

Center personnel in person or by telephone. Locally 5. The Vice President for Safety Services developed procedures that are agreed to jointly by the oversees compliance.

air traffic and Technical Operations managers may be b. Facility Managers must: used for trouble reporting. In the absence of locally developed procedures, the following must apply: 1. Ensure that current LOAs, SOPs and FOs are Trouble reports must specify the facility, sector and posted to the repository site.

position affected and include a brief description of the 2. Ensure that new and revised LOAs, SOPs and problem. In addition: FOs are posted to the repository site before the a. For air/ground communications problems, the effective date of the document.

frequency or frequencies affected must be specified.

3. Establish an internal administrative process EXAMPLE − to ensure the posting, completeness, and accuracy of “Atlanta Sector 66R side 123.4 no transmit.” their facility’s documents.

b. For air/ground communications problems, the 4. Ensure Classified, Contractor Propriety, and For Official Use Only information, is removed or calling and the called locations must be specified.

excluded from posted documents.

EXAMPLE − “Seattle Sector 46D side hot line to Salt Lake City is not 5. Ensure that all outdated and cancelled working.” documents are removed from the FDR database.

c. District Managers must: 2 − 2 − 14. FACILITY DIRECTIVES 1. Assist in the posting of documents, required REPOSITORY (FDR) in b1 and 2 above, for facilities that do not have FAA intranet access or automation capability.

The Facility Directives Repository (FDR) provides a centralized, automated web − based library for FAA 2. Establish an administrative process to ensure employees to access all Letters of Agreement (LOA), facility compliance.

Standard Operating Procedures (SOP), and FAA 3. Ensure Classified, Contractor Propriety, and Facility Orders (FO) for Air Traffic Facilities For Official Use Only information, is removed or throughout the National Airspace System.

excluded from posted documents.

NOTE − d. Safety/Quality Assurance Offices must ensure Directive information for Flight Service Stations (LOAs, facility compliance with posting LOAs, SOPs and SOPs, FOs) will only be required for those located in FOs in the repository site in facility evaluation Alaska.

checklists.

a. The Vice President’s responsibility includes: e. The repository database is an intranet site within 1. The Vice President for En Route and Oceanic the FAA automation network firewall at https://loa.- Services must develop processes within the service faa.gov.

Responsibilities 2 − 2 − 6 JO 7210.3Z 12/10/15 1. Personnel with access to the FAA intranet 5. Facility/District managers are the approving may view documents without the need for a log − in or authority for user account privileges for their user account. facilities.

2. Personnel external to the firewall may view (a) Users must complete an electronic documents on a mirrored internet site with registration page on the site to request access.

authorization by an FAA sponsor. Access to the mirror site requires a User ID and password that are (b) The Facility/District manager will be valid for the period necessary to execute the notified via an email message when a user makes a sponsored activity. Contact information and instruc- request for account privileges. Approval must be tions are available on the internet site.

made via the automated privilege link.

3. Personnel responsible for maintaining the (c) Users will be notified of their approval by facility’s documents must register with the site to e − mail.

establish a user account.

4. A facility may have up to three user accounts. (d) Direct problems or questions to the User information is located in the user manual on the facility point of contact identified on the facility site’s homepage. homepage in the repository.

Responsibilities 2 − 2 − 7 JO 7210.3Z 12/10/15

Section 3. Air Traffic Familiarization/Currency

Requirements for En Route/Terminal/System Operations

Facilities

2 − 3 − 1. GENERAL 1. Number of positions required to maintain currency.

a. It is the responsibility of the employees (a) ATCSs, TMCs, NTMSs, developmental identified in Paragraph 2 − 3 − 2, Application, to work specialists (ATCS/TMC/NTMS) and ATAs must in conjunction with their supervisors to ensure they maintain currency on all operational/control posi- adhere to the requirements of this section.

tions on which certified.

b. Facility managers must develop procedures for (b) First-level supervisors (OS, FLM, tracking and reporting currency for those employees STMC, NTMO) and support specialists (who identified in subparagraph 2-3-2b.

maintain currency) must maintain currency on a minimum of two operational/control positions.

2 − 3 − 2. APPLICATION (c) TMCs/STMCs required to maintain a. Air traffic managers, assistant managers, currency on operational positions within the traffic executive officers, staff managers, operations management unit (TMU), and control positions managers, support managers, traffic management outside the TMU (dual currency), must maintain officers and support specialists, who as a condition of currency on a minimum of two operational/control employment are not required to maintain currency, positions outside the TMU.

must maintain familiarity with control room NOTE − operations to perform their required duties in an 1. Operational/control positions are: Local and/or efficient manner.

Ground (Tower), Satellite Radar, Departure Radar, Arrival Radar and/or Final Radar (TRACON), Radar b. Air traffic control specialists (ATCS), traffic Position, Radar Associate Position and/or Non Radar (En management coordinators (TMC), national traffic Route).

management specialists (NTMS), developmental 2. TMC/STMCs at ATCSCC (Command Center) are specialists (ATCS/TMC/NTMS), first − level required to maintain currency on all positions.

supervisors (including facility managers who also 2. The following minimum time must be met serve as first − level supervisors), operations each calendar month: a minimum of one hour per supervisors (OS), front line managers (FLM), position is required; time working combined supervisory traffic management coordinators (STMC), national traffic manager officers (NTMO), positions satisfies the requirement for each of the combined positions. Time working the assistant and air traffic assistants (ATA) are required to meet controller, flight data, and clearance delivery position currency requirements in order to perform their duties. is counted for flight service stations (FSS) and air traffic assistants only.

NOTE − 2 − 3 − 3. REQUIREMENTS Hand-off, Tracker, CAB/TRACON coordinator, Final Monitor, FLM/FLMIC, and managerial (in-charge) a. Familiarization . The methods used for positions do not have a currency requirement and time personnel identified in Paragraph 2 − 3 − 2a, spent working those positions is not counted.

Application, to maintain familiarization must be specified in a local facility directive.

(a) ATCSs, Developmental (Dev) ATCSs, and ATAs.

b. Currency . Personnel must rotate through all positions on which they maintain currency each (1) TERMINAL. Radar/tower operational/ calendar month. Additionally, they must meet the control positions: A minimum of eight hours tower following requirements: and eight hours radar. If certified in only one area of Air Traffic Familiarization/Currency Requirements for En Route/Terminal/System Operations 2 − 3 − 1 Facilities JO 7210.3Z 12/10/15 operation (tower or radar), a minimum of 16 hours is York TRACON (N90), Potomac TRACON (PCT), required. Northern California TRACON (NCT), and Southern California TRACON (SCT) are required to maintain (2) EN ROUTE, FSS, and ATAs. A currency only within the TMU. All other TMCs/ minimum of 16 hours on operational/control STMCs are required to maintain dual currency.

positions is required.

(1) TERMINAL. Radar/tower operational/ (b) TMCs, NTMSs, and developmental control positions: a minimum of four hours tower and TMCs/NTMS are required to maintain operational/ four hours radar. If certified in only one area of control position currency as follows: a minimum of operation (tower or radar), a minimum of 8 hours is 16 hours on operational/control positions.

required.

(c) Support specialists who maintain cur- (2) EN ROUTE. A minimum of eight hours rency.

on operational/control positions is required.

(1) TERMINAL. Radar/tower operational/ (3) TMC/STMC optional. Staffing and control positions: a minimum of four hours tower and workload permitting, TMCs/STMCs not required to four hours radar. If certified in only one area of maintain dual currency may elect to maintain dual operation (tower or radar), a minimum of eight hours currency. Dual currency is not subject to the is required.

provisions of Paragraph 2-3-4; Differential.

(2) EN ROUTE/ATCSCC. A minimum of (g) Airport Surveillance Radar (ASR) eight hours on operational/control positions is approaches (where published): three each calendar required.

quarter, one of which must be a no-gyro. Radar (d) FLMs/OSs (including facility managers simulation may be used to satisfy these requirements.

who also serve as first-level supervisors).

3. Time spent performing on-the-job-training (1) TERMINAL. Radar/tower operational/ (OJT) instruction as an OJT instructor is not counted control positions (excluding the FLM/FLMIC toward operational/control position currency.

position): a minimum of four hours tower and four 4. Time spent receiving OJT on combined hours radar. If certified in only one area of operation positions, where the employee is certified on some of (tower or radar), a minimum of eight hours is the combined positions, is not counted toward required.

operational/control position currency.

(2) EN ROUTE, FSS. A minimum of eight hours on operational/control positions (excluding 5. Time spent performing certification skills managerial (in-charge) positions) is required. checks, operational skills assessments, skills checks, over-the-shoulders, etc., is not counted toward (e) STMCs/NTMOs are required to maintain operational/control position currency.

operational/control position currency as follows: a NOTE − minimum of eight hours on operational/control Initial operational/control position certification positions excluding managerial (in-charge) posi- completed in a month meets the requirements for that tions.

position for that month. Individuals recertified in a month (f) Dual Currency. TMCs/STMCs at all Air must meet currency requirements for that month Route Traffic Control Centers (ARTCC) and at New regardless of the day of recertification.

Air Traffic Familiarization/Currency Requirements for En Route/Terminal/System Operations 2 − 3 − 2 Facilities JO 7210.3Z 12/10/15 TBL 2 − 3 − 1 2 − 3 − 4. DIFFERENTIAL Currency Requirements To qualify for currency differential as outlined in the Total Operational/ Air Traffic Control Revitalization Act , personnel Minimum Position Control Position Currency must be certified and maintain currency on at least Currency Requirements two positions excluding clearance delivery and flight ATCS/Developmental Min 16 hours/month 16 hours data positions.

ATCSTMC/ Min 1 hr per position Developmental TMC FSS Specialist/Dev FSS Spec NTMS/Dev 2 − 3 − 5. TRACKING NTMS/ATA a. Operational/control position currency time Support Specialist (if Min 8 hours/month 8 hours maintaining currency) Min 1 hr per position must be documented in accordance with processes Min 2 positions described in Paragraph 2-2-6, Sign In/Out and FLM/OS Min 8 hours/month 8 hours On/Off Procedures, and tracked.

STMC/NTMO Min 1 hr per position FSS OS Min 2 positions b. Air traffic managers must document, in a TMC - Dual Currency Within TMU: 24 hours facility directive, a quality control process to ensure Min 16 hours/month Min 1 hr per position that personnel who do not meet currency require- ments in a calendar month do not work an Outside TMU: Min 8 hours/month operational/control position prior to recertification in Min 1 hr per position accordance with FAA Order JO 3120.4, Air Traffic Min 2 positions Technical Training.

STMC – Dual Within TMU: 16 hours Currency Min 8 hours/month Min 1 hr per position Min 2 positions Outside TMU: Min 8 hours/month Min 1 hr per position Min 2 positions Air Traffic Familiarization/Currency Requirements for En Route/Terminal/System Operations 2 − 3 − 3 Facilities JO 7210.3Z 12/10/15

Section 4. Hours of Duty

2 − 4 − 1. SERVICE HOURS b. Facilities are exempt from performing time checks if they meet the following requirements: ATC must be exercised and EFAS provided during 1. The facility clocks are digital.

published hours of operation. Early opening or late closing may be occasionally necessary to accommod- 2. The clocks are tied to the direct coded time ate traffic which may otherwise divert or cancel its source on the multi − channel recorder, any one of the operation because air traffic control is not available listed standard frequency and time radio stations or at the airport. Good judgment, based on known or other time generating device.

observed traffic, must be exercised when deciding to REFERENCE − extend operating hours.

FAAO JO 6670.4, Maintenance of MultiChannel Recorder Equipment, Chapter 4.

2 − 4 − 2. TIME STANDARDS 2 − 4 − 4. STATUS OF SERVICE Use Coordinated Universal Time (UTC) in all Part − time facilities must establish procedures for operational activities. The word “local” or the time opening and closing their facilities. The procedures zone equivalent must be used to denote local when must be coordinated with the facility having IFR local time is given during radio and telephone jurisdiction and must include, as a minimum, the communications. When written, a time zone following: designator is used to indicate local time, e.g., “0205M” (Mountain). The local time may be based a. Broadcast an announcement upon resuming/ on the 24 − hour clock system. The day begins 0000 terminating service on appropriate frequencies. This and ends 2359. The term “ZULU” may be used to broadcast must include, as a minimum, a statement denote UTC. In general, operational forms will be that indicates ATC service and the airspace class of recorded in UTC and administrative forms recorded service being resumed or terminated, e.g, “[Time] in local time.

Waukesha Tower is terminating Class Delta services Class E/G Airspace now in effect.” 2 − 4 − 3. TIME CHECKS b. At locations where neither a tower nor FSS continues service or the FSS does not have lighting a. Facilities without a direct coded time source controls/approach aid monitoring capability, do the must, at 8 − hour intervals, obtain an accurate time following as appropriate: check from ARTCC/s equipped with coded time source or from any one of the following standard 1. Include, in the termination broadcast, the frequency and time radio stations: status of the airport and essential components; e.g., Navigational Aids (NAVAIDs), airport and approach 1. WWV, Fort Collins, Colorado, on 2.5, 5, 10, lighting, weather, NOTAMs concerning NAS, and 20, and 25 MHz, which broadcasts continuously field conditions.

except 45 to 49 minutes after each hour. The telephone number for WWV is (303) 499 − 7111.

2. If there is an approach procedure for the airport, inform the facility having IFR jurisdiction of 2. WWVH, Kekaha, Kauai, Hawaii, on 2.5, 5, the information determined appropriate in subpara 10, 15 and 20 MHz, which broadcasts continuously b1. This information need not be forwarded when the except 15 to 19 minutes after each hour.

sector controller advises no arriving traffic.

3. CHU, Ottawa, Canada, on 3.33, 7.34, and c. At the time of closure, the facility having IFR 14.670 MHz, which broadcasts continuously on all jurisdiction must inform all inbound flights with frequencies.

which it has communications and which will use any 4. U.S. Naval Observatory, Washington, D.C., of the components associated with the airport of the telephone number (202) 762 − 1401. information received from the part − time facility.

Hours of Duty 2 − 4 − 1 JO 7210.3Z 12/10/15 d. If a collocated FSS operates when the tower is closed, pertinent flight data must be exchanged before the tower opens/closes.

Hours of Duty 2 − 4 − 2 JO 7210.3Z 12/10/15

Section 5. Watch Coverage − Flight Service Stations

2 − 5 − 1. BASIC WATCH SCHEDULES 1. Evaluating employee performance.

2. Recommending selections, promotions, a. Facility air traffic managers are responsible for awards, disciplinary actions, and separations.

preparing watch schedules for their facilities. These schedules must take into account normal traffic flow 3. Explaining and gaining support of employees thereby permitting the posting of a continuing for management policies and goals.

rotational schedule for an indefinite period of time.

4. Counseling employees on their performance Facility management is responsible for appropriate ratings.

consultation with local unions.

5. Monitoring presidential aircraft movement.

b. Facility air traffic managers must, to the NOTE − maximum extent possible, establish overlapping A supervisor is considered available for watch shifts thereby providing an opportunity for personnel supervision when he/she is physically present in the to accomplish a majority of briefings without need operational area and is able to perform the primary duties for overtime assignment.

of the supervisory function. If the supervisor leaves the operational area, or is engaged in an activity which may c. Facility air traffic managers must ensure that air interfere with or preclude the performance of watch traffic control specialists (ATCS) assigned to a supervision duties, then a CIC must be designated.

position of operation: 2 − 5 − 3. AREA SUPERVISION 1. Do not work more than 6 consecutive days.

OSs primary function is the supervision of their area 2. Do not work more than a 10 − hour day.

and assistance to specialists. It is particularly 3. Have an off − duty period of at least 8 hours important that supervisors carefully monitor current between watches.

and anticipated sector activity to ensure that available controller staffing is deployed at optimal efficiency.

Managers/supervisors must be responsible for 2 − 5 − 2. DESIGNATING WATCH managing the operational environment with a goal SUPERVISION COVERAGE toward eliminating distractions in the operational a. Efficient air traffic services require supervision environment. Managers must, to the extent practic- of each watch regardless of the number of people able, avoid scheduling supervisors for nonoperation- assigned.

al duties during periods of known heavy traffic.

b. At facilities where a specialist stands a watch 2 − 5 − 4. RELIEF PERIODS alone, responsibility for the overall operation of the facility during the watch becomes a part of his/her a. Facility air traffic managers must use all duties.

available qualified personnel to provide relief periods. First priority should be given to providing a c. When two or more specialists are on duty and no reasonable amount of time away from the position of supervisory personnel are available (see Note), one operation for meals. Additionally, time for such specialist who is fully qualified and rated in the things as briefings and training should be made by assigned operational area must be designated by the rotating work assignments among qualified employ- facility air traffic manager as CIC for that watch.

ees.

Specialists so designated may be required to perform specialist duties in addition to those associated with b. Supervisors in charge are responsible for watch supervision. The CIC designation must be knowing the whereabouts of employees to ensure rotated among qualified specialists. Persons so their operational availability. Supervisors are also designated perform the full range of duties associated responsible for ensuring that relief periods are with watch supervision. Watch supervision by itself applied in such a manner as to maximize the usage of does not justify a higher grade; i.e., the CIC does not personnel and to promote the efficiency of the perform supervisory duties, such as: agency.

Watch Coverage − Flight Service Stations 2 − 5 − 1 JO 7210.3Z 12/10/15 c. Relief period, i.e., break, is defined by the 2 − 5 − 9. FACILITY COMPLEMENTS Comptroller General as being a “brief” rest period Facility air traffic managers will be currently that may be assigned by the agency. While no specific informed by the Service Area office of their timeframe is placed on the duration of relief periods, authorized facility personnel complements. The supervisors and managers will be held accountable to authorized complement will always be the end − of − ensure that breaks are of a reasonable duration.

year employment ceiling authorization. Circum- d. Supervisors must not condone or permit stances may result in the establishment of a individuals to sleep while on duty. Any such instance complement different from that provided in workload must be handled in accordance with Human Resource formulas.

Policy Manual (HRPM), Standards of Conduct.

2 − 5 − 10. CONTROLLER − IN − CHARGE (CIC) 2 − 5 − 5. OVERTIME DUTY TRAINING Facility air traffic managers must ensure that a. Prior to being designated as CIC, specialists overtime duty is equitably distributed among all must have been facility/area rated/certified for eligible employees who desire it. Retain overtime 6 months, except as provided in paragraph 2 − 6 − 3c.

duty records for 12 months.

The specialist must also have completed an agency − approved and established CIC training 2 − 5 − 6. HOLIDAY STAFFING course for the assigned option (that is, En Route CIC, a. Facility air traffic managers must ensure that the Course 55072; National Flight Service CIC, Course scheduled staffing is adjusted on holidays to a level 55025; or Terminal CIC, Course 55073). The consistent with the anticipated workload. Applica- Director of Flight Services Operations may issue a tion of this policy is not intended to result in a facility waiver for the 6 months criteria where a more immediate assignment is indicated. Upon receipt of standardized holiday staffing schedule for all holidays. Holiday staffing schedules may vary for a waiver from the Director of Flight Services individual holidays since the traffic in a particular Operations the facility manager can then issue area cannot always be expected to be the same for individual waivers to the 6 months requirement on a case − by − case basis. Waivers to facilities will be for each holiday.

1 year with renewals based on the result of a yearly b. Prior to establishing work schedules for a evaluation by the region.

Federal holiday, facility air traffic managers must: NOTE − 1. Consider the previous year’s traffic statistics In facilities that use CICs to provide midwatch coverage, for each holiday.

all facility/area rated/certified specialists that provide such coverage must complete an agency − approved and 2. Check, as appropriate, with local sources (Air established CIC training course for the assigned option as National Guard, USN, USAF Reserves, local flying described above, within 30 days of final certification/rat- schools, fixed base operators, etc.) for information ing.

concerning anticipated activity.

b. Specialists that have completed the CIC course, who have performed CIC duties, and who 2 − 5 − 7. CONSOLIDATING POSITIONS subsequently transfer to another facility must be Assign personnel to positions as required by activity, required to complete those portions of the course that equipment, and facility function. Positions may be are specific to the new facility before assuming CIC consolidated in consideration of activity and the duties, except as provided in paragraph 2 − 6 − 3. They qualifications of the personnel involved.

must not be required to fulfill the 6 months experience requirement at the new facility.

2 − 5 − 8. SUPERVISORS HOURS OF DUTY c. Upon completion of the CIC course, record an Hours of duty of facility air traffic managers and entry noting this in the specialist’s Training and administrative staffs should conform with the duty Proficiency Record, FAA Form 3120 − 1, section 3, or hours of their respectice Service Area office. TRAX, Automated Training Record.

Watch Coverage − Flight Service Stations 2 − 5 − 2 JO 7210.3Z 12/10/15

Section 6. Watch Supervision − Terminal/En Route

2 − 6 − 1. WATCH SUPERVISION (b) Non-operationally needed items and equipment.

a. Watch supervision requires maintaining situ- (c) When activities or tasks that are not time ational awareness (defined below) of traffic activity critical or operationally necessary become distracting and operational conditions in order to provide timely to the operation, watch supervision must take steps to assistance to specialists and that ensure available defer or relocate these activities or tasks.

resources are deployed for optimal efficiency. Watch supervision may be performed by a manager, 12. Administrative duties must not be accom- supervisor, or controller − in − charge (CIC). The plished to the detriment of any operational duty.

objectives and tasks of watch supervision must be NOTE − specified in a facility directive, which is focused on Individuals medically disqualified or taking medically operational requirements. The directive must specify, disqualifying substances must not be assigned watch as a minimum, the required tasks for maintaining a supervision duties, in accordance with para 2 − 8 − 6, safe and efficient operation. These tasks must Restricted Drugs.

include, but are not limited to: b. In the role of watch supervision, a CIC must 1. The requirement to provide guidance and perform these duties in accordance with management direction, with the following exceptions: goals for the shift.

1. Evaluating and counseling employees on 2. Monitoring/managing traffic volume/flow.

their performance.

3. Position assignments.

2. Recommending selections, promotions, 4. Position relief.

awards, disciplinary actions, and separations.

5. Training assignments. 3. Site Coordinator for drug or alcohol testing.

NOTE − 6. Processing leave requests (e.g., leave approv- On − the − spotcorrections are not considered an evaluation al).

of performance and are required as part of CIC duties.

7. Configuring/monitoring/reporting equip- ment status.

2 − 6 − 2. WATCH SUPERVISION ASSIGNMENTS 8. Data collection and reporting.

a. Efficient air traffic services require watch 9. Monitoring presidential aircraft and report- supervision regardless of the number of people ing security requirements.

assigned. Facilities must establish local procedures for watch supervision assignments.

10. Situational awareness is defined as a continuous extraction of environmental information, b. Where authorized, when two or more opera- integration of this information with previous tions managers are assigned to the shift, one must be knowledge to form a coherent mental picture, and the designated as the Operations Manager in Charge use of that picture in directing further perception and (OMIC). The OMIC is responsible for the anticipating future events. Simply put, situational day − to − day, shift by shift, management of the control awareness means knowing what is going on around room operation.

you.

c. When two or more supervisory traffic manage- 11. Management of the operational environ- ment coordinators (STMC) are on duty, one must be ment with a goal toward eliminating distractions of: assigned as supervisory traffic management coordin- ator − in − charge (STMCIC).

(a) Non-operationally-related activities or tasks that are distracting, such as controller schedule d. When two or more operations supervisory or leave bidding. personnel are on duty in an operational area (for Watch Supervision − Terminal/En Route 2 − 6 − 1 JO 7210.3Z 12/10/15 example, radar room, tower, ARTCC area, etc.), one 3. Be selected by the air traffic manager or must be assigned as in charge. his/her designee.

NOTE − 4. Successfully complete CIC training.

These “in charge” personnel may be called OSIC, front b. Specialists who have been designated as a CIC line manager − in − charge (FLMIC), or other names and subsequently transfer to another facility are not designated by the facility manager.

required to fulfill the requirement of subpara 2 − 6 − 3a1 e. When two or more specialists are on duty and no at the new facility; however, they must meet all other supervisory personnel are available, one specialist prerequisites.

who is fully qualified and rated in the assigned c. In facilities that use CICs to provide midwatch operational area must be designated as CIC to coverage, specialists that provide such coverage must perform the watch supervision duties.

be designated as a CIC only for the purpose of NOTE − providing midwatch coverage upon facility/area In combined radar/tower facilities, when there’s a tower certification and completion of the local CIC training CIC and TRACON CIC, one must be designated as the course. Air traffic managers must ensure the local overall controller − in − char ge (OCIC).

CIC training course is completed within 30 days of f. At facilities where a specialist stands a watch facility/area certification/rating.

alone, the responsibility for watch supervision NOTE − becomes part of his/her duties.

In combined radar/tower facilities, specialists who are certified in the tower cab may be designated as CIC in the g. Personnel performing watch supervision duties tower, provided all of the above prerequisites are met.

may be required to perform operational duties in addition to watch supervision duties. The perform- 2 − 6 − 4. CONTROLLER − IN − CHARGE (CIC) ance of operational duties should be done on a limited SELECTION PROCESS basis such as during periods of low activity.

a. All eligible employees who meet the prerequis- h. An individual is considered available for watch ites of subparas 2 − 6 − 3a1 and 2 must be considered for supervision when he/she is physically present in the selection as CIC. Air traffic managers, when operational area and is able to perform the primary determining facility requirements for CICs, must duties of the function. If the supervisor/CIC leaves consider the following: the operational area or is engaged in an activity which 1. Facility operational needs.

will interfere with or preclude the performance of watch supervision duties, then another qualified 2. Scheduling concerns.

individual must be designated to supervise the watch.

3. Staffing concerns.

4. Special events.

2 − 6 − 3. CONTROLLER − IN − CHARGE (CIC) DESIGNATION 5. Other issues.

b. When facility requirements are established, air a. Prior to being designated as a CIC, specialists traffic managers may designate a panel to forward must meet the following prerequisites: recommendations for CIC candidates to the 1. Have been certified for 6 months in the designated selecting official. A facility may have one area/facility CIC duties to be performed. (The recommendation panel for each area of specializa- Director of En Route and Oceanic Operations Area tion.

Office or Terminal Operations Service Area Office c. The recommendation panel must consider the may issue a facility waiver for the 6 month following knowledge, skills, and abilities (KSA) in requirement where a more immediate assignment is reviewing each candidate. These KSAs must include needed. Waivers to facilities will be for 1 year, with but are not limited to: renewals based on the result of a yearly evaluation by the area office director.)

1. Problem solving and analytical ability.

2. Be operationally current. 2. Planning and organizing.

Watch Supervision − Terminal/En Route 2 − 6 − 2 JO 7210.3Z 12/10/15 3. Decisiveness. also responsible for ensuring that breaks are of a reasonable duration.

4. Judgement.

NOTE − 5. Communication skill. Breaks to recuperate are provided to enable employees to engage in activities necessary to rejuvenate themselves in 6. Interpersonal skill.

order to effectively manage fatigue.

d. The recommendation panel must forward its b. Personnel performing watch supervision duties recommendations to the air traffic manager or his/her are responsible for knowing the whereabouts of designee. Written feedback must be provided to the employees to ensure their availability for position selecting official for all candidates not recommended assignments.

including dissenting opinions.

c. Personnel performing watch supervision duties must not condone or permit individuals to sleep e. Candidates who are not selected to be a CIC, during any period duties are assigned. Any such upon request, must be advised of the reasons for instance must be handled in accordance with nonselection. If applicable, specific areas the applicable Agency policy and the applicable employee needs to improve must be identified.

collective bargaining agreement.

Employees may request assistance from their immediate supervisor in developing options to 2 − 6 − 7. BASIC WATCH SCHEDULE improve the identified areas.

a. Facility watch schedules must take into account NOTE − These provisions do not apply to midwatch CIC coverage. normal traffic flow, thereby permitting the posting of a continuing schedule for an indefinite period of time.

Facility management is responsible for ensuring 2 − 6 − 5. CONSOLIDATING POSITIONS watch schedules are in accordance with collective a. Assign personnel to positions as required by bargaining agreements.

activity, equipment, and facility function. Positions b. Air traffic control specialists whose primary may be consolidated in consideration of activity and duties are those directly related to the control and the qualifications of the personnel involved.

separation of aircraft must meet the following criteria: b. To the extent staffing resources permit, and where the position is established, the tower associate 1. Do not work more than 10 operational hours (local assist) position must be staffed. This position in a shift.

is considered essential to the operational integrity and 2. Hours worked before a shift, whether safety levels required to minimize the potential for operational or not, will count as operational hours.

surface errors and land-over incidents. Nonlocal control functions must not be consolidated/combined 3. All work beyond 10 hours must be at the local control position except during periods of nonoperational.

significantly reduced traffic levels.

4. Have at least an 8 − hour break from the time work ends to the start of any shift, except as follows: c. When conducting line up and wait (LUAW) operations, local control position must not be (a) Employees are required to have a consolidated/combined with any other non − local minimum of 9 consecutive hours off duty preceding control position.

the start of a day shift. For purposes of this paragraph only, a day shift is generally defined as a shift where REFERENCE − FAAO JO 7210.3, Para 10 − 3 − 8, Line Up and Wait (LUAW) Operations the majority of hours fall between 7:00 a.m. and 4:00 p.m.

2 − 6 − 6. RELIEF PERIODS (b) This requirement applies to all shift changes, swaps, and overtime to include scheduled, a. Personnel performing watch supervision duties call − in, and holdover assignments.

are responsible for ensuring that breaks are administered in an equitable manner and applied so 5. Have an off − duty period of at least 12 hours as to promote the efficiency of the agency. They are following a midnight shift. (A midnight shift is Watch Supervision − Terminal/En Route 2 − 6 − 3 JO 7210.3Z 12/10/15 defined as a shift in which the majority of hours are 2. Check, as appropriate, with local sources (Air worked between 10:30 p.m. and 6:30 a.m.) National Guard, USN, USAF Reserves, local flying schools, fixed base operators, etc.), for information 6. If an employee is assigned more than two (2) concerning anticipated activity.

consecutive ten (10) hour midnight shifts, all of the consecutive ten (10) hour midnight shifts require a 2 − 6 − 10. ADMINISTRATIVE HOURS OF 2100L (Non flex) start time.

DUTY 7. Ten (10) hour midnight shifts are limited to Hours of duty of facility air traffic managers and no more than four (4) in any six (6) day period.

administrative staffs should conform with the duty 8. No day shift may immediately precede a ten hours of their respective service area office.

(10) hour midnight shift.

9. Eight (8) hour midnight shifts may be 2 − 6 − 11. FACILITY COMPLEMENTS extended by no more than one (1) hour per single Facility air traffic managers will be currently shift.

informed by the service area office of their authorized 10. A 0530L start time or later is required when facility personnel complements. The authorized working an eight (8) hour day shift prior to an eight complement will always be the end − of − year (8) hour midnight shift. Employees may not flex to an employment ceiling authorization. Circumstances earlier start time than 0530L. may result in the establishment of a complement different from that provided in workload formulas.

11. Do not work more than six shifts without taking a regular day off.

2 − 6 − 12. CONSOLIDATING 12. Authorized leave, compensatory time used, TOWER/TRACON FUNCTIONS and credit hours used are considered hours of work.

a. At facilities where both tower and radar/non- 13. These criteria apply to shift adjustments, radar approach control services are provided, the air including the exchange of shifts and/or days off and traffic manager must ensure, to the maximum extent the change of shifts and/or days off.

possible, that these functions are not consolidated during non − midwatch operations unless unforeseen 2 − 6 − 8. OVERTIME DUTY circumstances or emergency situations arise which would preclude compliance with this paragraph.

Facility air traffic managers must ensure that b. During midwatch operations (where the overtime duty is equitably distributed among all majority of hours fall between 10:30 p.m. and eligible employees who desire it. Retain overtime duty records for 12 months. 6:30 a.m.) when traffic permits, all functions may be consolidated for meals or breaks.

2 − 6 − 9. HOLIDAY STAFFING c. Air traffic managers must ensure that no less than two fully-certified and current operational a. Facility Air Traffic Managers must ensure that personnel are assigned to midnight shift, unless no the scheduled staffing is adjusted on holidays to a such personnel are available for assignment.

level consistent with the anticipated workload.

Application of this policy is not intended to result in 2 − 6 − 13. SINGLE PERSON MIDNIGHT a standardized holiday staffing schedule for all OPERATIONS holidays. Holiday staffing schedules may vary for individual holidays since the traffic in a particular a. In order to ensure that a receiving controller is area cannot always be expected to be the same for prepared to accept an aircraft, coordination between each holiday.

facilities/operational areas must be accomplished either manually via landline, or positively b. Prior to establishing work schedules for a acknowledged via automation, (for example, Federal holiday, facility air traffic managers must: acceptance of the handoff by keystroke entry), when 1. Consider the previous year’s traffic statistics an operational area is operated with one ATCS for each holiday. between the hours of 0000L to 0500L.

Watch Supervision − Terminal/En Route 2 − 6 − 4 JO 7210.3Z 12/10/15 1. Coordination procedures during the time period are to be placed into local SOP or LOAs between defined in paragraph a can be suspended during facilities.

periods of increased of traffic. An increase of traffic NOTE − may include, but is not limited to, the following: Automated coordination cannot be hand-offs that do not include human interaction.

(a) Late night SWAP events.

b. In the event there is no response from the (b) Military movement/exercises .

facility/operational area with which coordination is (c) Multiple arrivals/departures in a short period attempted, immediate action must be taken to of time.

determine the status of the unresponsive controller 2. The coordination procedures do not supersede and begin appropriate notification.

existing requirements in FAA Order JO 7110.65.

c. When operations permit, it is expected that 3. Facilities must have local procedures to be used functions will be consolidated to facilitate breaks in during the hours identified above. Such procedures up/down facilities during midnight shifts.

Watch Supervision − Terminal/En Route 2 − 6 − 5 JO 7210.3Z 12/10/15

Section 7. Appearance and Security

2 − 7 − 1. PERSONNEL APPEARANCE 2 − 7 − 6. SUSPICIOUS ACTIVITIES FAA personnel must report suspicious activities to Personnel must maintain a neat, clean, businesslike the nearest law enforcement agency, FBI, airport appearance during working hours. Personal groom- manager, aircraft operator, or any combination ing and clothing must be appropriate to the conduct thereof as appropriate. These activities include, but of Government business.

are not limited to, unauthorized use of aircraft, tampering with aircraft or other property around 2 − 7 − 2. QUARTERS APPEARANCE airports or FAA facilities, placing packages or other objects in unusual locations, and performing in a The appearance of each air traffic facility must reflect manner that is suspect of malice. Do not attempt to the high standards of the agency at all times. Facility delay, detain, or question suspects, but do attempt to air traffic managers must ensure that adequate keep the person or persons under surveillance until janitorial services are provided.

law enforcement representatives arrive.

2 − 7 − 3. BULLETIN BOARDS 2 − 7 − 7. COOPERATION WITH LAW ENFORCEMENT AGENCIES Air traffic bulletin boards should only display material authorized by the facility air traffic manager a. FAA personnel must cooperate in every or his/her designee.

reasonable way with law enforcement agencies.

Theft of aircraft and use of aircraft for illegal purposes have complicated the task of the Federal law 2 − 7 − 4. FOOD AND BEVERAGES enforcement agencies. The FBI and Department of Homeland Security (DHS) have requested the FAA Food and beverages may be permitted in the to assist them by furnishing information of operating quarters at the discretion of the facility air suspicious activities regarding use of aircraft.

traffic manager.

b. Any inquires from airport managers, aircraft owners, or others to initiate an alert message must be 2 − 7 − 5. FACILITY SECURITY directed to the El Paso Intelligence Center(EPIC).

a. Facility air traffic managers are responsible for EPIC is interfaced with the National Crime the security of operating quarters and must use Information Center (NCIC), which gives them access appropriate agency directives for guidance in to any stolen aircraft report entered by law maintaining this security. This is not applicable to enforcement agencies. FAA facilities must not pilot briefing areas in flight service stations except volunteer to relay this information to EPIC.

when the FSS is collocated with an ARTCC.

Assistance must be limited to providing the EPIC phone number, (915) 564 − 2220, or advising the b. When an ARTCC and a FSS are collocated, a inquiring party to go through normal law enforce- LOA must be implemented to define the respective ment channels.

areas of security responsibility assigned to each facility. c. Reports of suspected human trafficking must be reported on the Domestic Events Network (DEN). If REFERENCE − the ATC facility is not actively monitoring the DEN FAAO JO 7210.3, Subpara 4 − 3 − 2e, Appropriate Subjects.

or does not have a dedicated line to the DEN, they c. Facility air traffic managers must determine that must immediately report the above referenced adequate locks or other suitable devices are installed activity on the DEN via (202) 493 − 4170.

and operated so as to ensure security control over NOTE − access to operating quarters.

“Blue Lightning” is a code word used by the DEN and law d. In no case must ARTCC buildings be used as enforcement agencies to refer to human trafficking public fallout shelters.

activities.

Appearance and Security 2 − 7 − 1 JO 7210.3Z 12/10/15 2 − 7 − 8. FACILITY VISITORS 3. Personnel are or will be available to conduct an escorted tour.

a. Persons interested in the services and facilities b. Foreign national visits must be handled in provided by air traffic should be encouraged to visit accordance with current directives.

facilities for familiarization. The facility air traffic manager or a designated representative may 2 − 7 − 9. SECURITY OF JOINT − USE RADAR authorize these visits if: DATA 1. The presence of visitors does not interfere Personnel involved in a joint − use radar environment with the operation of the facility.

must be familiar with the provisions of directives 2. There is no breach of security directives. concerning the security of joint − use radar.

Appearance and Security 2 − 7 − 2 JO 7210.3Z 12/10/15

Section 8. Medical

2 − 8 − 1. GENERAL productive work and the capability of the employee to do the work.

The following explains methods and procedures for e. Employees who possess a current medical ensuring that employees engaged in the actual control clearance are responsible to comply with all of air traffic meet the medical requirements of the restrictions, limitations, or cancellations of the Office of Personnel and Management Qualification certificate applicable to the performance of ATC Standards as outlined by FAAO 3930.3, Air Traffic duties.

Control Specialist Health Program, and Title 14 CFR Part 65 and Part 67. The Regional Flight Surgeon/Assistant Regional Flight Surgeon (herein- 2 − 8 − 3. SPECIAL MEDICAL EVALUATIONS after referred to as Flight Surgeon) will perform In some cases, the Flight Surgeon may require required examinations or review reports of medical additional medical information to determine if the examinations and ancillary tests to make a medical requirements are met and will provide determination as to whether medical requirements information to facility officials to arrange appoint- are met. Supervisors should obtain the medical ments for special medical evaluations. Results of opinion of the Flight Surgeon concerning any these evaluations will be forwarded to the Flight employee whose medical condition appears ques- Surgeon by the consultant physician.

tionable; details of the problem should be presented to the Flight Surgeon for an evaluation and 2 − 8 − 4. SPECIAL CONSIDERATION determination in accordance with FAAO 3930.3.

a. Personnel required to possess a current medical clearance may be granted special consideration if at 2 − 8 − 2. MEDICAL CLEARANCE any time it is determined that medical requirements REQUIREMENTS are not met. Each case must be considered on an individual basis. The Flight Surgeon in coordination a. Personnel actively engaged in the separation with the Service Area Director will make a and control of air traffic, including Traffic determination on which management officials may Management Coordinators (TMCs) must possess a base administrative action.

current medical clearance. ATCSs assigned to FSSs in Alaska are also required to be evaluated under and b. The Service Area Director must document all meet the requirements of FAAO 3930.3.

special consideration determinations and forward copies to System Operations and Safety, System b. If the facility air traffic manager determines that Safety and Procedures.

the permanent staff/support specialist (SP) must be operationally qualified, then the employee must 2 − 8 − 5. USE OF DRUGS AND SEDATIVES possess a current medical clearance.

The following policy must apply in regard to the use c. Employees who do not engage in ATC need not of drugs and sedatives: be medically cleared; however, if any employee is required to infrequently operate a control position, a. Personnel may be assigned to their regular they must possess a current medical clearance.

positions of operation within ARTCCs, terminal facilities, FSSs, even though they are taking d. The Flight Surgeon in consultation with facility innocuous medication, such as aspirin derivatives, officials may make a determination that although vitamin preparations, nose drops, skin ointments, and medical requirements are met, an ATCS should be routine immunizations.

temporarily restricted from actual ATC duties. An employee temporarily prohibited from ATC duties b. Personnel taking either regular or prolonged because of required medication or other questionable antihistamines may be assigned to positions of medical status may be assigned to temporary operation provided individual special considerations administrative duties dependent upon availability of are obtained. These special considerations may be Medical 2 − 8 − 1 JO 7210.3Z 12/10/15 granted on a permanent basis after it has been the Flight Surgeon after consultation with the determined by the Flight Surgeon that there are no supervisor on a case − by − case basis.

deleterious effects of the antihistamine or the condition for which it is being used.

2 − 8 − 7. BLOOD DONORS Personnel must not be assigned to traffic control 2 − 8 − 6. RESTRICTED DRUGS duties until at least 12 hours have elapsed after blood donation.

a. Personnel ordinarily assigned to an operating position, including those who have direct supervision of the specialists within the facility, must not use the 2 − 8 − 8. USE OF ALCOHOL AND OTHER types of drugs listed below within a 24 − hour period DRUGS before assumption of duty: Standards of conduct for FAA employees regarding 1. Sedative type drugs.

the use of intoxicants are contained in Human Resource Policy Manual (HRPM), Standards of 2. Tranquilizers.

Conduct. In addition to conforming to those 3. Any drugs, such as but not limited to standards, FG − 2152s and FG − 2154s must not antihypertensive agents or duodenal ulcer medica- perform ATC functions (including FG − 2154 duties) tions, which have an effect on the central or or directly supervise personnel performing these autonomic nervous system.

functions within 8 hours after partaking in intoxicants.

4. Any other drug and/or medication likely to affect the alertness, judgment, vision, equilibrium, or 2 − 8 − 9. MEDICAL STATUS state of consciousness.

DETERMINATIONS ON FG − 2154s b. When the employee is advised by a physician that adequate treatment of an ailment will require use FG − 2154s, Air Traffic Assistants (ATAs), are not of the types of drugs or medication referred to above, subject to FAAO 3930.3, Air Traffic Control the employee must not perform control duties. If the Specialist Health Program, and 14 CFR Part 65 and period of required treatment by these types of drugs Part 67; however, FG − 2154s, because of the or medication is anticipated by the physician to importance of their duties, will have a medical exceed 2 weeks (especially if prolonged or permanent opinion rendered on their abilities to perform the job.

treatment is indicated), the supervisor should This opinion would be requested when the promptly obtain the opinion of the Flight Surgeon employee’s medical condition appears questionable concerning the continued utilization of the employee. or when the individual is taking certain medication.

The medical determination as to continued operation- For the purpose of securing these opinions, para al duty by an ATCS on medication will be made by 2 − 8 − 5 through para 2 − 8 − 8 apply to FG − 2154s.

Medical 2 − 8 − 2 JO 7210.3Z 12/10/15

Section 9. Weather/Visibility

2 − 9 − 1. BACKUP/AUGMENTATION OF Weather Information System (AWIS) locations are WEATHER OBSERVATIONS not required to acknowledge receipt of observations.

c. The addition or deletion of a weather reporting a. Facilities where air traffic personnel provide location must be coordinated through the appropriate backup/augmentation of automated weather observa- Service Area office, for forwarding to System Safety tions, or take manual observations, must use and Procedures. System Safety and Procedures must FAAO 7900.5, Surface Weather Observing − initiate the required actions for additions and/or METAR, as the basic source of guidance for deletions to the national data base. When adding new completion of observations.

weather reporting locations, include a statement that: b. In an automated weather environment, ele- 1. An aviation requirement exists.

ments of automated weather observations may be 2. The observers are/have been certified by the used for operational purposes (i.e., wind and NWS.

altimeter).

3. No other observation exists in the surface c. Specialists responsible for providing backup/ area, if applicable.

augmentation of automated weather observations, or manual observations, must be certified by the 4. Identifies the hours that the data will be National Weather Service (NWS).

available if less than 24 hours, i.e., 0800Z − 2300Z.

REFERENCE − 5. Identify what facility will be responsible for FAAO JO 7210.3, Para 14 − 1 − 2, Certificates of Authority.

observation entry into the system.

d. AWOS towers with LAWRS certified controll- 2 − 9 − 2. RECEIPT AND DISSEMINATION OF ers should use the AWOS operator interface device WEATHER OBSERVATIONS (OID) to generate a manual hourly METAR/SPECI observation. If AWOS is able to provide METAR/ a. Facility air traffic managers must establish a SPECI observations (for example, FAA AWOS − C) means by which the receipt of weather observations and allows augmentation and backup entries, the are immediately known to facility personnel AWOS may be used the same as ASOS/Automated responsible for dissemination to other facility Weather Sensor System (AWSS).

functions and that these functions are made aware of changes as they are posted. In addition, facility 2 − 9 − 3. LIMITED AVIATION WEATHER managers must establish procedures through the REPORTING STATION (LAWRS) HOURS OF facility SOP that will ensure all positions of operation OPERATION receive and acknowledge any change in reportable visibility value when the tower has the responsibility Facility air traffic mangers must submit to System for visibility reporting. This may be accomplished by Operations Airspace and Aeronautical Information means of an alerting device, location of weather Management office the hours of operation with the receiving equipment at positions so that any change date that the facility commences participation in the of data is recognized, or any other means which may LAWRS program and any changes thereafter in the be best suited to the facility work environment.

hours of participation.

b. To the extent possible, facility air traffic 2 − 9 − 4. NONAVIATION WEATHER SERVICE managers must establish procedures to acknowledge receipt of weather observations. Where possible, Facilities must not enter into agreements with any establish an agreement with the appropriate weather person or office, including fixed − base operators, to source to share the responsibility for ensuring the provide weather data for property protection receipt of the observation. Automated Surface purposes. The FAA must not be responsible for Observing System(s) (ASOS), Automated Weather providing weather information unless it is directly Observing System(s) (AWOS), and Automatic related to the actual or intended operation of aircraft.

Weather/Visibility 2 − 9 − 1 JO 7210.3Z 12/10/15 Personnel must not encourage nor solicit non − avi- 2 − 9 − 7. SITING CRITERIA FOR VISUAL ation weather activity. Refer requests for this type of WEATHER OBSERVATIONS weather information to the nearest WSO.

To give a proper indication of weather conditions in the areas of aircraft approaches, landings, and 2 − 9 − 5. NATIONAL WEATHER RECORDS takeoffs, the site from which visual weather CENTER observations are made should ideally be the Airport Reference Point (ARP). If this is not practical, the site Refer requests for surface weather observations from must be as close to the ARP as practical. Except in non − aviation sources; e.g., requests from insurance unusual circumstances, it should be no more than 2 companies for weather data relative to storm damage, miles from that point. The site must also have an to the National Weather Records Center, essentially unobstructed view of: Environmental Data Service, Federal Building, Asheville, N.C., 28801.

a. The most frequently used instrument runway and its final approach area; and 2 − 9 − 6. VISIBILITY CHARTS b. At least half of each quadrant of the natural horizon.

a. Where facilities provide backup/augmentation of automated weather observations, or manual 2 − 9 − 8. RUNWAY VISUAL VALUE (RVV) observations, the facility air traffic manager will AND RUNWAY VISUAL RANGE (RVR) select a designee that will prepare and maintain EQUIPMENT visibility charts in accordance with the following: a. FAA is responsible for checking and 1. Prepare a chart(s) or list(s) for daytime and determining the operational status of RVV/RVR nighttime visibility markers. At local discretion, systems. Air traffic personnel must report all actual visibility markers may be depicted on separate or suspect RVV/RVR malfunctions to Technical daytime and nighttime charts or on a daytime/night- Operations Control Center personnel who are time combination chart. Panoramic photographs responsible for: marked with distances and cardinal compass points may also be used.

1. All checks and adjustments to the RVV/RVR systems.

2. Daytime/Nighttime combination charts must use the following legend for each marker: 2. Determining the operational usability of all portions of the systems in accordance with applicable performance criteria in FAAO JO 6560.8, Maintenance of Runway Visual Range (RVR) Equipment, or other appropriate RVR equipment instruction books.

3. Reporting immediately to authorized visibil- ity observing personnel obvious error between information derived from the system and actual observed visibility conditions at the transmissometer 3. Each marker used must be identified and its site.

distance from the observation point noted. Include NOTE − the height of the marker if it is for estimating heights Technical Operations personnel are not visibility of clouds and obscuring phenomena.

observers. However, obvious errors or differences which are easily apparent to them will be reported to the 4. Mapping programs, aircraft/vehicles, GPS visibility observer and the instrument − derived informa- and/or surveying equipment are all valid methods to tion should not be used.

develop visibility charts.

b. Air traffic personnel must also: b. The air traffic manager must conduct an annual review and approve the visibility charts, lists, or 1. Verify accuracy with other displays in the photos to ensure their accuracy. facility when any meter and/or readout malfunction Weather/Visibility 2 − 9 − 2 JO 7210.3Z 12/10/15 is suspected. Upon determining that at least one (a) RVV / mile or RVR 2,400 feet.

display is operating properly, accomplish internal (b) The lowest authorized landing minimum coordination to disseminate the current correct for the runway of concern.

reading to all operating positions needing the information.

2 − 9 − 9. SPECIFIC AREA MESSAGE ENCODING (SAME) WEATHER RADIOS 2. Notify the local weather observing facility immediately when malfunctioning of all airport TERMINAL traffic control tower (ATCT) and terminal radar SAME Radios must only be used to provide weather approach control (TRACON) displays for the runway information for occupants of Terminal facilities. This of concern is indicated or suspected. Upon equipment is not certified for the purpose of verification of malfunction, request the weather providing weather or any other aviation − related observing facility to furnish RVV or RVR values for information and therefore must not be used for any that runway. During such conditions, weather aviation − related purpose.

observing personnel will relay RVV or RVR information to tower personnel as long as equipment a. SAME Radios must not be used in lieu of at the weather observing facility is known to be pre − existing emergency evacuation procedures or operating correctly and, in the case of RVR, when the FAA certified sources of aviation related weather high intensity runway lights (HIRL) are on setting 3 data.

or higher. RVR values provided during the b. SAME Radios must only be programmed for malfunction will be based on a setting of 5 unless the the specific county/territory of the facility.

control tower has specifically requested data for a lower light setting. The weather observing facility c. The following must be affixed to the SAME will provide the RVR or RVV at the time of Weather Radio so as to be visible: “This equipment notification that the traffic control facility readouts is not certified for the purpose of providing weather are inoperative. It will also provide notification as or any other aviation − related information and soon as possible when the values decrease to become therefore must not be used for any aviation − related equal to or less than, or increase to equal or exceed: purpose.” Weather/Visibility 2 − 9 − 3 JO 7210.3Z 12/10/15

Section 10. Wind/Altimeter Information

2 − 10 − 1. WIND INSTRUMENT SENSORS 2 − 10 − 3. ALTIMETER REQUIREMENTS a. At least two aneroid altimeter setting indicators Air traffic managers must designate in a facility (ASI) or one ASI and a traceable pressure standard are directive which wind sources must be used for required in a TRACON, radar approach control operational purposes.

(RAPCON), terminal radar approach control in tower a. Towers equipped with LLWAS may use direct cab (TRACAB), combined center/RAPCON dial or LLWAS wind information for weather (CERAP), radar ATC facility (USN) (RATCF), tower observations, except where automated wind informa- cab, and a FSS that takes weather observations and/or tion is available.

provides LAA. When two or more facilities (or a NWS commissioned/certified automated weather b. Approach control facilities may use direct dial, observing system) are located on the same airport, the LLWAS, or automated display wind information for requirement may be reduced to one aneroid ASI per operational purposes.

facility. Aircraft altimeters must not be used in c. FSSs must use direct dial or automated reporting altimeter settings.

display wind information for operational purposes.

NOTE − 1. Stand alone RADAR approach control facilities d. Other exceptions must be referred to the (TRACON, RAPCON, RATCF, CERAP) not associated Manager of System Safety and Procedures for with a control tower are only required to maintain approval.

altimeter settings for those airports under their jurisdiction.

2. A digital ASI (DASI) system is considered as one 2 − 10 − 2. WIND INDICATOR CROSS CHECK aneroid ASI instrument for the purpose of this paragraph.

All FAA facilities having an associated NWS office b. At locations with commissioned ASOS or or military weather station using the same sensing commissioned dual transducer AWOS units, the equipment must compare wind direction and speed ASOS/AWOS becomes the pressure standard. If the indicator readings at the beginning of each work day ASOS/AWOS is inoperative, a Stand Alone Weather with those of the NWS or military weather station, System (SAWS) or DASI may be considered as the keeping in mind that the NWS wind direction pressure standard.

equipment are oriented to true north. Apply the magnetic variation to ensure a correct reading.

2 − 10 − 4. COMPARISON CHECKS Coordinate the time of the cross − check and the a. Facilities equipped only with aneroid instru- associated procedures with the meteorologist − in − ments: charge or other appropriate officer. Wind instrument 1. Compare the reading of each aneroid errors must be handled as follows: instrument (ASI) daily and each nonpressure a. If an FAA wind direction indicator is out of standard digital instrument (DASI) monthly with the tolerance with other indicators on the same sensor by altimeter setting issued by an associated facility 5 degrees, or if the wind speed indicator reveals a having a traceable pressure standard located either on disparity of plus or minus 5 knots, notify the the airport or within the distances set forth in subparas appropriate maintenance personnel immediately for d and e.

corrective action.

2. When the differences between the two b. If the indicators show an error of over 10 altimeter settings exceeds 0.05 in. Hg. at nonpreci- degrees or 10 knots, the equipment must be sion approach locations or 0.02 in. Hg. at precision considered inoperative. In this case, obtain further approach locations, remove the instrument from wind information from other properly functioning service and notify Technical Operations personnel.

wind instruments in the tower, local FSS, the NWS, When all ASI instruments in the facility are found to or military weather office. Notify the appropriate exceed the tolerances, report the altimeter setting as maintenance personnel of all outages. missing.

Wind/Altimeter Information 2 − 10 − 1 JO 7210.3Z 12/10/15 3. When the difference is less than the 3. The difference in elevation does not exceed tolerances specified in subpara 2 above, the value (+ 100 feet at precision approach locations and 200 feet or − ) is applied as the correction factor to determine at all other locations.

the operational altimeter setting.

4. The station’s temperature at both locations must be within 30 degrees Fahrenheit of the standard (a) On dial − type display ASIs, post the atmosphere temperature for the station’s elevation.

correction factor directly on the face of the instrument. Use the same comparison procedures and NOTE − The following formula may be used to determine the determine the correction factor for each instrument in standard atmosphere temperature for station elevation: the facility.

T = Standard Temperature is 59  F (b) On digital ASI (DASI) systems, post the correction factor on or near the display/s. Local H = Field Elevation.

facility procedures may be developed in coordination 0.0036 Standard Atmospheric Temperature change with the associated airway facilities office to adjust per foot.

the DASI to display the corrected altimeter setting.

H x 0.0036 = Standard Temperature for station el- b. Facilities equipped with aneroid instruments evation.

and a traceable pressure standard: EXAMPLE − 1. Tower A field elevation 600 feet: 600 x 0.0036 = 1. Make two comparisons at least 6 hours apart, 2.16  F of change, is rounded to 2  F.

but not more than 8 hours, on the same day of the 59  F − 2  F = 57  F standard temperature for Tower A week. Enter all comparison data on the appropriate adjusted for elevation.

form. Every week, determine the mean of the 10 last 2. Tower B field elevation 700 feet: 700 x 0.0036 = comparisons, and use this figure as the posted 2.52  F of change, is rounded to 3  F.

correction to apply to the reading of the ASI.

59  F − 3  F = 56  F standard temperature for Tower B 2. Additional comparison procedures are de- adjusted for elevation.

scribed in handbooks applicable to the facility.

If both sites are between ± 30  F {87  F and 27  F for c. At locations with commissioned ASOS or Tower A and 86  F and 26  F for Tower B} a comparison commissioned dual transducer AWOS units, the check is appropriate for temperature.

ASOS/AWOS becomes the pressure standard.

5. Do not use altimeter setting values from Compare the reading of each aneroid ASI to the aneroid instruments when the difference exceeds pressure standard daily and each digital ASI  0.02 in. Hg. at precision approach locations or (SAWS/DASI) monthly. In the event of a failure of  0.05 in. Hg. at all other locations.

the pressure standard instruments, a comparison must e. A traceable pressure standard is required for be made within 36 hours. Tolerances and posting routine altimeter setting comparison checks at all procedures are contained in subparas a2 and a3.

facilities that exceed the requirements of subpara d d. At locations not served by a weather reporting station, make a comparison against an adjacent 2 − 10 − 5. DELIVERY OF ALTIMETER weather service office, commissioned dual trans- SETTING TO ARTCC ducer AWOS or ASOS systems, a FSS or a LAWRS ARTCCs having a requirement for interphone facility having a traceable pressure standard.

delivery of altimeter settings, or changes of report, 1. At locations where precision approaches are must make arrangements with FSS/terminals for conducted, the weather reporting station is not more delivery to associated sector/s.

than 10 NM away, and at both locations the wind speed is 12 knots or less with no gusts above 15 knots.

2 − 10 − 6. BROADCAST DENSITY ALTITUDE ADVISORY 2. At all other locations the distance must not exceed 25 NM, and at both locations the wind speed Terminal and FSS facilities at airports with field must be 15 knots or less with no gusts above 20 knots. elevations of 2,000 feet MSL or higher must Wind/Altimeter Information 2 − 10 − 2 JO 7210.3Z 12/10/15 broadcast a density altitude advisory to departing TBL 2 − 10 − 1 BROADCAST APPLICABILITY general aviation (GA) aircraft whenever the temperature reaches a certain level. These broadcasts Broadcast Advisory must be made on ground control (GC), clearance Field Elevations (MSL) When delivery (CD), airport advisory, transcribed weather Temperature is broadcast (TWEB, Alaska only), or automatic 2,000 to 2,999 85  F and higher terminal information service (ATIS) as appropriate.

3,000 to 3,999 80  F and higher Use the following table to determine broadcast 4,000 to 4,999 75  F and higher applicability: (See TBL 2 − 10 − 1.)

5,000 to 5,999 70  F and higher 6,000 to 6,999 65  F and higher 7,000 and higher 60  F and higher Wind/Altimeter Information 2 − 10 − 3

JO 7210.3Z 12/10/15

Chapter 3. Facility Equipment

Section 1. General

3 − 1 − 1. BASIC EQUIPMENT facility’s daily watch checklist (for example, ASOS, RVR, LLWAS, etc.).

a. The basic operating equipment for ARTCCs NOTE − consists of flight progress boards, radar displays, For facilities using certified systems, these comparisons communications, and automation equipment. At are performed by technical operations personnel.

facilities utilizing Ocean21, additional equipment 4. Air traffic facilities that use electronic IDS consists of Air Traffic Situation Displays and Auxiliary Displays. This equipment is arranged in must ensure that all displayed information is current.

individual units called sectors and laid out in Facilities must ensure that any information with a scheduled expiration is removed from the controller accordance with master plans maintained in the En Route and Oceanic Service Area offices. Air traffic display at the time of expiration. If the system is managers may recommend changes to these plans. capable of automatically removing expired informa- tion, it must be configured to do so.

b. The basic operating equipment for terminals consists of a control desk, frequency control panel, c. The basic operating equipment for FSSs consist weather instruments, recorders and, as required, of radio and landline communications equipment, flight progress boards, pilot briefing equipment, “data communication,” radar, and automation equipment arranged in many different configurations recorders, “data communication” equipment, dis- according to the type of facility and generally plays of aeronautical and meteorological informa- tion, direction − finding equipment, aircraft conforming to master plans maintained in Terminal orientation plotting boards, “orientation, direction − Service Area offices. Air traffic managers may recommend changes to these plans. finding equipment and aircraft orientation” arranged according to master plans maintained in Flight 1. At terminal facilities where certified informa- Service Area offices. Air traffic managers may tion display system (IDS) equipment is installed, the recommend changes to these plans.

IDS must be the display source for the time, DASI, RVR, wind (including wind shear ribbon display 3 − 1 − 2. PERIODIC MAINTENANCE terminals), and weather data from ASOS, AWOS, SAWS, etc.

a. Requests from Technical Operations personnel TBL 3 − 1 − 1 for approval to shut down air traffic system Certified and Uncertified Systems components for periodic maintenance are forwarded to the air traffic facility having approval authority.

Uncertified Certified b. If conditions prevent approval of the shutdown Systems Atlanta ACE − IDS at the time requested, the OMIC/OSIC should Information Display cooperate fully and work with Technical Operations System 4 (IDS − 4) personnel in arranging an alternative time. Ordinar- ily, shutdowns of air traffic system components NAS IDS (NIDS) should be planned to occur during the hours of least 2. If all control positions are using a certified traffic activity regardless of the time of day.

IDS, no more than one legacy display for each type NOTE − (DASI, RVR, etc.) may remain in the tower and/or The OMIC/OSIC should coordinate with System TRACON for back − up purposes.

Operations Traffic Management in determining alternate times.

3. Facilities that use uncertified IDS must ensure the information is cross − checked with the c. When a NAVAID shutdown will affect another actual source for accuracy in accordance with the facility’s operation, the facility having approval General 3 − 1 − 1 JO 7210.3Z 12/10/15 authority must coordinate with other facilities any severe storm activity approaching the facility.

concerned. The STMCIC or OSIC must advise the OMIC.

b. At facilities without an operational power 3 − 1 − 3. NATIONAL AIRSPACE SYSTEM conditioning system (PCS), the STMCIC or OSIC (NAS) CHANGES must coordinate with the SE or other appropriate When programs are initiated which will result in Technical Operations supervisor to determine a inauguration, commissioning, alteration, or decom- mutually acceptable time to change to/from generator missioning of NAS components (NAVAIDs, facilit- power.

ies, services, etc.), supervisors must ensure, to the NOTE − extent practicable, that effective dates coincide with 1. Air traffic and Technical Operations personnel are the U.S. 56 − day cycle effective dates for charting required to monitor weather reports and radar to publications.

determine when severe storm activity is approaching a facility. At least 30 minutes prior to the estimated arrival 3 − 1 − 4. TRAFFIC LIGHTS, GATES, AND of a severe storm in the area of a facility, maintenance SIGNALS personnel will start engine generators at facilities as Air traffic personnel must not operate traffic lights, indicated in appropriate agency directives. (These gates, signals, or similar devices for restricting or include the Facilities Master File; FAAO JO 6030.31, National Airspace System Failure Response; FAAO preventing transit of persons or vehicles between 6980.5, Engine Generator Transfer Procedures for airport movement areas and other on/off airport areas, Anticipated Power Failure; local contingency/emergency or to control vehicular traffic on streets, highways, plans, or any other directives pertaining to restoration of rail, or other similar areas when traffic thereon may services.) This 30 − minute start − up requirement does not be incompatible with aircraft operations. The control apply at facilities where at least one of the following of such traffic is the responsibility of airport conditions exists: management or other appropriate authorities.

a. The facility has an operational PCS.

3 − 1 − 5. CLEANING INSTRUMENT COVERS Air traffic managers must ensure that personnel use b. Maintenance personnel are not on duty at the time action is required.

a moist cloth when cleaning glass or plastic instrument covers to preclude the creation of static c . Air traffic has remote control of the engine charges.

generators.

NOTE − 2. After coordinating with air traffic , Technical FSS OASIS facilities should exercise caution in the Operations must (depending on the type of auxiliary handling of flat panel monitors. Do not touch the screen power system) either place the facility on generator with any object, including hands. Damage to the screen power or place the generator on the loadbank until the will occur. Detailed instructions for the care of the storm activity has left the area. (The change back to monitors can be found in the WINGS Systems Users commercial power will be made at the coordinated time.)

Guide.

3. It is important to note that at facilities with an operational PCS, no action other than the initial storm 3 − 1 − 6. ENGINE GENERATOR TRANSFER notification is required since the transfer to generator PROCEDURES FOR ANTICIPATED POWER power occurs automatically with no power interruption FAILURE when commercial power fails.

REFERENCE − a. STMCIC or OSIC at terminal facilities and FAAO JO 6030.31, National Airspace System Failure Response; ARTCCs must inform the systems engineer (SE) or FAAO 6980.5, Engine Generator Transfer Procedures for Anticipated other appropriate Technical Operations supervisor of Power Failure.

General 3 − 1 − 2 JO 7210.3Z 12/10/15

Section 2. Use of Communications

3 − 2 − 1. RESPONSIBILITY Such messages may be authorized on FAA radio communications channels. They may be handled by The air traffic manager is responsible for taking air traffic specialists or the individuals making the action to detect, prevent, and report: request. The latter may be given access to facilities to personally issue such messages provided (See a. Obscene, indecent, or profane language used on FAAO 6050.32, Spectrum Management Regulations any means of communications (e.g., voice frequen- and Procedures): cies, Satellite Communication(s) (SATCOM), Con- troller Pilot Data Link Communications (CPDLC)).

a. Control instructions must not be issued.

b. False, deceptive, or phantom controller com- b. Transmission can be interrupted when required munications to an aircraft or controller. The to continue ATC services.

following must be accomplished when false or REFERENCE − deceptive communications occur: Advisory Circular AC 150/5210 − 7C, Airport Rescue and Fire Fighting Communications.

1. Collect pertinent information regarding the incident.

3 − 2 − 3. USE OF OTHER THAN FAA 2. Notify the Regional Operations Center COMMUNICATIONS CIRCUITS (ROC) of the phantom controller situation and request a conference call with the Technical FAA personnel must be responsive to any State or Operations, System Management Office (SMO) local governmental agency offering to use their manager, the Spectrum Management Officer, the communications facilities for the relay of flight plan Service Area Director and the Security and information and to cooperate with such agencies in Hazardous Materials Division Manager.

developing procedures for relaying flight plan information to FAA facilities.

3. Report all relevant information pertaining to the incident on the telephone conference.

3 − 2 − 4. FBI USE OF FAA FREQUENCIES 4. Remove the voice tape from service at the normal tape change interval and record the pertinent Local FBI offices have been authorized to contact information on a cassette in accordance with FSSs and ATCTs to consummate local agreements FAAO 8020.11, subpara 76c, Retention of Original for emergency use of specific frequencies using FBI Voice Recordings.

transceiver equipment in hijacking situations. To c. Identification used on frequencies not assigned facilitate the handling of these requests, the guidelines set forth below must be followed (See or authorized by the FAA.

para 3 − 2 − 2, Authorized Messages Not Directly d. Willful or malicious interference with other Associated with Air Traffic Services): communications.

a. Selection of FSS and ATCT radio frequencies e. Remarks of a personal nature on any means of is flexible, but it must be from existing local communications (e.g., voice frequencies, SATCOM, assignments and approved by the air traffic manager CPDLC).

after coordination with the regional frequency management office.

3 − 2 − 2. AUTHORIZED MESSAGES NOT b. Selection of tower radio frequencies is flexible, DIRECTLY ASSOCIATED WITH AIR but it must be from existing local assignments and TRAFFIC SERVICES approved by the air traffic manager after coordination Occasions may arise when messages by a third party with the regional frequency management office.

pertaining to the safety of aircraft operation or the Requests for frequency between 121.60 and 121.90 preservation of life and/or property are necessary. MHz can be expected.

Use of Communications 3 − 2 − 1 JO 7210.3Z 12/10/15 3 − 2 − 5. AERONAUTICAL ADVISORY Relay of ATC information is limited to: STATIONS (UNICOM/MULTICOM) a. Takeoff, arrival, or flight plan cancellation times.

Pursuant to FCC Rules and Regulations, Part 87, Subpart C, UNICOM stations are not authorized for b. ATC clearances, provided there is a LOA ATC purposes other than the relay of certain ATC between the licensee of the advisory station and the information between the pilot and the controller. FAA facility.

Use of Communications 3 − 2 − 2 JO 7210.3Z 12/10/15

Section 3. Communications Procedures

3 − 3 − 1. SERVICE “F” COMMUNICATIONS 3 − 3 − 3. MONITORING FREQUENCIES a. Frequencies allocated to a facility must be Facility air traffic managers must establish proced- continuously monitored except: ures to provide interim communications in the event that local or long − line standard Service “F” fail.

1. ARTCCs need not monitor 121.5 and These must include the use of telephone conference 243.0 MHz if other ATC facilities monitor those circuits and the use of airline or other facilities.

frequencies in a given area.

2. FSSs equipped with ICSS equipment may 3 − 3 − 2. TELEPHONE COMMUNICATIONS reconfigure the ICSS to allow the temporary selection, muting, or rerouting of 121.5 and a. Answer public access telephones by stating the 243.0 MHz during the period of an interfering signal; facility’s name and type. The employee may state e.g., continuous emergency locator transmitter his/her name at his/her discretion. If, for any reason, (ELT), stuck mike, etc.

a caller specifically requests identification, the b. Facilities must establish procedures to ensure employee should provide his/her assigned operating that frequencies used on a shared basis; e.g., single initials in lieu of the actual name. Contract facilities frequency approach operations, are continuously must answer public access lines by stating the name monitored by one of the positions of operation.

of the service provider and type.

EXAMPLE − 3 − 3 − 4. EMERGENCY FREQUENCIES 121.5 ARTCC: (The facility’s name) Center; for example, “Washington Center.” AND 243.0 MHz FSS: (The facility’s name) Flight Service; for example, a. Air traffic facilities must have transmit and “Juneau Flight Service” or “(Service Provider Name) receive capability on emergency frequencies 121.5 Flight Service.” and 243.0 MHz as necessary to meet emergency ATCT: (The facility’s name) Tower; for example, “Atlanta Tower.” frequency network requirements.

Approach Control: (The facility’s name) Approach b. Normally, ARTCC emergency frequency cap- Control; for example, “Dulles Approach Control.” ability must be limited to the transmitter/receiver site b. Answer local airport, private exchange (PX), or nearest the ARTCC.

interdepartmental system type telephones as outlined c. At locations having more than one type of above, except omit the location name; e.g., Center, facility, such as a FSS and a tower, or a FSS, a tower, Tower, Flight Service, etc.

and an ARTCC, a common transmitter and receiver c. Where the public access telephone is recorded, may be shared where practicable. Where this is done, a beeper tone is not required. In place of the “beep” the transmitter must be equipped with a lockout tone, the FCC has substituted a mandatory device to avoid inadvertent interference between requirement that persons to be recorded must be facilities.

given notice that they are to be recorded and give d. When facilities are in proximity and no consent. This notice is given to the public through an derogation of services will result, transmit/receive entry in the Aeronautical Information Manual (AIM).

capability should not be provided for each facility.

Consent to the record is assumed by the individual The following requirements must be maintained: when placing the call to an operational facility.

1. Geographical area coverage must not be d. When equipment capabilities exist, every effort derogated.

should be made to conduct conversations with flight − crews or other appropriate persons regarding 2. Facilities without emergency frequency any aircraft accident, incident, and/or ATC services capability must have appropriate landlines for rapid on a recorded line. relay of emergency information.

Communications Procedures 3 − 3 − 1 JO 7210.3Z 12/10/15 e. The two emergency channels must not be FAAO 7900.2, Reporting of Electronic Navigation terminated on the same key in the transmitter − receiv- Aids and Communication Facilities Data to the er selector panels. Neither emergency frequency must NFDC. The following data must be reported (include be terminated with any other frequency. the RIS AT 7230 − 12 in the text): f. To preclude inadvertent use of these frequen- a. The date and time FAA assumes operation of or cies, a mechanical or other appropriate device must decommissions an operations center, message center, be provided which will require deliberate removal or data switching center, domestic or international bypass before any emergency frequency transmit key aeronautical fixed telecommunication network can be moved to the locked − operate position. (AFTN) “data communication circuit”, or interna- tional voice circuit.

g. UHF emergency frequency 243.0 MHz is installed in military aircraft using an override b. Change in the hours of operation of any of the arrangement. As a result, transmissions on this above and the effective date.

frequency are received by all military aircraft within c. Changes required in weather schedule publica- the transmitter’s area of coverage. Unnecessary tions and communications systems drawings.

emissions on this frequency derogate communica- tions on ATC frequencies and may interfere with valid emergency communications. Reduce transmis- 3 − 3 − 7. TESTING EMERGENCY LOCATOR sions on 243.0 MHz to the absolute minimum TRANSMITTERS consistent with safety.

a. The frequencies 121.6, 121.65, 121.7, 121.75, h. As a minimum, conduct two − way, ground − to − 121.8, 121.85, and 121.9 MHz are authorized to ELT air checks during low activity periods: test stations and for use in ELT exercises by the Air Force, Coast Guard, and other search and rescue 1. Once a week.

organizations. Coordination with regional frequency 2. Following equipment repairs.

management offices must be effected prior to activating the transmitter. Non − Federal assignments 3. Following Technical Operations mainten- must be obtained through the FCC.

ance checks.

b. Airborne ELT tests must not be authorized.

i. Control facilities should limit broadcasts on 243.0 MHz to the facility in the area of desired c. Aircraft operational testing of an ELT is coverage and must ensure that broadcasts are not authorized on 121.5 MHz and 243.0 MHz as follows: continued unnecessarily.

1. Tests should be no longer than three audio sweeps.

3 − 3 − 5. BATTERY − POWERED 2. If the antenna is removable, a dummy load TRANSCEIVERS should be substituted during test procedures.

Facilities equipped with battery − powered transceiv- 3. Tests must only be conducted the first 5 ers must ensure that they are maintained in a state of minutes of any hour.

readiness. Transceivers must be checked at least once a week.

d. Normally, there will be no interference on 121.5 MHz or 243.0 MHz as testing will be conducted in a screened or shielded room or test 3 − 3 − 6. FACILITY STATUS REPORT enclosure that will hold the self − contained ELT unit Facility air traffic managers must notify System with the antenna fully extended. If interference is Operations and Safety by message, attention noted, it must be brought to the attention of the repair Manager of System Safety and Procedures, with an station operator for corrective action. If the repair information copy to the appropriate Service Area station operator does not correct the fault and the office, of changes in the operational status of interference continues, make a verbal report to the communication facilities not covered by appropriate FSDO.

Communications Procedures 3 − 3 − 2 JO 7210.3Z 12/10/15 3 − 3 − 8. VSCS FREQUENCY BACKUP modate switching from VSCS to a VTABS operation.

These procedures must include, but not be limited to: a. Assign each “Radar Associate” position the identical frequencies as the “Radar” position except 1. Controllers must, in the event that VSCS where precluded by system hardware/software air/ground communications capabilities are lost, limitations or facility needs.

notify the operational supervisor and attempt to b. If the conditions of paragraph a cannot be met, access all air/ground resources through the VSCS via the frequencies needed to control each sector must be Main, Standby, and BUEC.

available at another position. This level of redundancy assures all A/G frequencies can readily 2. The operational supervisor must notify the be covered in the case of VCE outage.

operations manager − in − charge (OMIC) and consider combining sectors within the area before going to a 3 − 3 − 9. VSCS RECONFIGURATIONS VTABS operation. The VTABS system is designed wherein the entire facility must be switched over to a. Air traffic VSCS positions listed as “released to VTABS. Consider all alternatives before making the maintenance” must not be reconfigured unless prior transition to VTABS. If these resources are approval has been received from Technical Opera- unsuccessful, the OMIC must coordinate with the tions.

NOM to transition to VTABS.

b. When approval has been obtained and the reconfiguration action has been completed, return the 3. Operational supervisors must ensure the previously released position to Technical Operations VTABS sector map configurations are appropriate and continue to list the position as “released to for the operation.

maintenance,” or as directed by Technical Opera- tions.

4. Controllers must verify the appropriate NOTE − VTABS frequency mode; i.e., main, standby, or During the period that the VSCS position is listed as BUEC, for their operating position, since the VTABS “released to maintenance,” this procedure must be frequency selection will be in the same mode as when utilized whenever a reconfiguration to the position is it was last used.

required.

b. When a catastrophic loss of VSCS occurs and 3 − 3 − 10. VTABS (VSCS TRAINING AND transfer to a VTABS configuration becomes BACKUP SYSTEM) necessary, the OMIC must assure that the procedures a. Facility air traffic managers must ensure that established in para 2 − 1 − 7, Air Traffic Service (ATS) local procedures are developed which will accom- Continuity, are adhered to.

Communications Procedures 3 − 3 − 3 JO 7210.3Z 12/10/15

Section 4. Recorders

3 − 4 − 1. USE OF RECORDERS minimize requirements for spare parts, test equip- ment, and routine maintenance.

a. Air traffic facilities must record operational j. Recorders may be used to monitor any position communications to the maximum extent practicable.

for evaluation, training, or quality control purposes.

b. Record at each operating position to include all k. Air traffic managers should develop procedures data transmitted and/or received via radio, telephone, to ensure that frequencies are not recorded when VSCS, or automated means such as Mode S, Data facilities are officially closed.

Link, and satellite. Facility management must advise operating positions when the recording equipment associated with these positions is not operating or 3 − 4 − 2. ASSIGNMENT OF RECORDER otherwise unavailable for recording. Facility man- CHANNELS agement must then ensure that a written record, or a. Assign position recording channels in the equivalent, to the extent possible, is made for all IFR following order of priority: clearances.

1. ARTCCs: c. If combined positions are periodically split into individual positions, record them on separate (a) Radar controller.

channels when so used.

(b) Sector controller.

d. Supervisors must ensure that the proper (c) Radar handoff controller.

FAA/telephone company (TELCO) “jacks” are used to obtain the required recording at facilities with dual (d) Radio controller.

capability.

(e) Coordinator.

e. Use a separate channel on each recorder to (f) Supervisor.

record time at facilities with time − announce systems.

(g) Traffic Manager.

Where these systems have not been installed, a spare receiver tuned to a time transmitting station may be (h) Flight data.

used.

(i) Data systems coordinator.

f. Operational voice recorders must be provided a (j) Mission coordinator.

time source.

(k) AMIS controller.

g. Except as noted in para 3 − 4 − 2, Assignment of Recorder Channels, record with regard to the position 2. Terminals: in lieu of the function. All headset audio on a position (a) Arrival control.

must be recorded on a single channel. In facilities so equipped, all FAA − speaker audio must be recorded (b) Departure control.

on the “radio only” jack channel. If a “radio only” (c) Local control.

jack is not available, another channel may be used.

(d) Precision approach radar.

h. Reserve one channel of each recorder for recording time; except two channels must be reserved (e) Clearance delivery.

on the FA5394, 30 − channel recorder. If a coded time (f) Ground control.

source and a time code reader are available, record the coded time source in preference to voice time (g) Inbound flight data.

announcements. Recording more than one time (h) Outbound flight data.

source on any recorder is prohibited.

(i) Direction − finding.

i. Each FSS collocated with an ARTCC will use the center’s voice recorder system resources to (j) Supervisory.

Recorders 3 − 4 − 1 JO 7210.3Z 12/10/15 (k) Automatic terminal information services checking and changing recorder tapes, DATs, and (ATIS) − air traffic managers must designate a DALRs.

channel to record ATIS when a separate channel is not 2. Where recorders are convenient to operating available. Record the ATIS message once at the time quarters, air traffic personnel must perform recorder of preparation on the designated channel. Make a checks.

written record of each ATIS and retain for 15 days if c. If air traffic personnel check and change tapes, a recorded channel is not available.

DATs, or DALRs, the facility air traffic manager must 3. FSSs: ensure that personnel are trained in the proper methods to be used.

(a) Flight watch.

d. Recorder monitor operation checks on analog (b) Inflight.

voice recorder systems must be performed daily and (c) Preflight. must not exceed 26 hours between checks.

Procedures for monitoring operations in analog (d) Flight data.

recorders are described in FAAO JO 6670.4, Maintenance of Multichannel Recorder Equipment.

(e) Supervisory.

1. On a daily basis (not to exceed 26 hours), 4. ATCSCC: validate the Nicelog supervision window for alarms, (a) National Operations Manager (NOM).

and verify normal operation of equipment on digital audio tapes.

(b) National Traffic Management Officer (NTMO).

2. Indicate accomplishments of checks on FAA Form 7230 − 4, Facility Record of Operation.

(c) National Traffic Management Specialist (NTMS) operating position. e. At facilities using DALR: 1. On a daily basis (not to exceed 26 hours), b. You may use existing remaining spare validate the Castle Rock SNMPc window for the recording channels to record the primary radio alarms, and verify normal operation of the DALR frequencies of positions using the same priority system.

stated above.

2. Document the accomplishment of the check on FAA Form 7230 − 4, Facility Record of Operation.

3 − 4 − 3. CHECKING AND CHANGING RECORDING EQUIPMENT 3 − 4 − 4. HANDLING RECORDER TAPES, a. At En Route facilities and the ATCSCC, DATs, OR DALR STORAGE Technical Operations personnel must be responsible a. Place the following information on each reel or for checking and changing recorder tapes, digital DAT storage case before storage: audio tapes (DAT), and Digital Audio Legal Recorders (DALR). 1. The recorder number.

REFERENCE − 2. The date and the time UTC.

( Analog) FAAO JO 6670.4, Maintenance of Multichannel Recorder Equipment, 3. The initials of the person changing the reel.

or b. Retain the tapes or DATs for 45 days, and ensure the DALR .wav file is set to retain recordings for 45 (Digital) FAAO JO 6670.13, Maintenance of Digital Voice Recorder days, except: (DVR) Equipment and FAAO JO 6670.15, Maintenance of Digital Voice Recorder System Series II (DVR II) Equipment.

1. Accidents: Retain the tapes, DATs, or b. At terminal and flight service facilities: DALRs in accordance with FAAO JO 8020.16, Aircraft Accident and Incident Notification, Invest- 1. Where recorders are not convenient to igation and Reporting.

operating quarters, the facility air traffic manager and the Technical Operations local manager must 2. Incidents: Retain the tapes, DATs, or DALRs develop an agreement assigning the responsibility for in accordance with FAAO JO 8020.16, Aircraft Recorders 3 − 4 − 2 JO 7210.3Z 12/10/15 Accident and Incident Notification, Investigation, returned to service through the normal rotational and Reporting; and FAAO 1350.14, Records cycle. The printout data are considered a permanent Management. record and must be retained in accordance with aircraft accident/incident retention requirements.

3. Hijacking: Retain all relevant tapes, DATs, Reduction of the VSCS cassette, disc, and tape or DALRs of hijackings from the time communica- recordings to hard − copy format must be made at the tion commences with the aircraft until communica- earliest time convenient to the facility involved tion has terminated. After 3 years, contact System without derogating the ATC function and without Safety and Procedures for the release of the tapes, prematurely taking the VSCS out of ATC service. Do DATs, or DALRs. In every case, a release from not make these data and printouts a part of the System Safety and Procedures is required to return accident/incident package.

hijack tapes, DATs, or DALRs to service.

c. If a request is received to retain a specific data 4. Tarmac Delay: When a facility is notified recording and the data is available and contained on that an aircraft has or may have exceeded the VSCS cassette, disc, and/or tape, the VSCS cassette, “Three/Four-Hour Tarmac Rule,” retain voice disc, and/or tape must be retained in its entirety. If the recordings relevant to the event for 1 year.

data requested is contained on several different media (e.g., VSCS cassette, disc, and/or tape media), the facility may transfer all pertinent data to a common 3 − 4 − 5. VSCS DATA RETENTION media and label the media a Duplicate Original. After a. Retain the VSCS cassette, disc, and tape successful transfer, the original VSCS cassette, disc, recordings and data communications/console and/or tape may be returned to service through the typewriter printouts for 45 days unless they are normal rotational cycle. However, if a specific related to an accident/incident as defined in request is received to retain the original VSCS accordance with the FAA Records Disposition cassette, disc, and/or tape, the original VSCS Reference Table supporting FAA Order 1350.14, cassette, disc, and/or tape must be retained in its Records Management.

entirety.

b. If a request is received to retain the VSCS d. Treat the VSCS cassette, disc, tape, duplicate communications traffic listings and the system originals, and data communications/console type- configuration and/or mapping data following an writer printouts related to hijack aircraft the same as accident, the printout of the relative data will suffice, voice recorder tapes. (See para 3 − 4 − 4, Handling and the VSCS cassette, disc, and/or tape may then be Recorder Tapes or DATs).

Recorders 3 − 4 − 3 JO 7210.3Z 12/10/15

Section 5. Navigational Aids

3 − 5 − 1. NAVAID MONITORING 1. Aurally check the identification at the beginning of each watch.

When a facility is assigned responsibility for 2. Immediately notify the responsible military monitoring NAVAIDs, the air traffic manager must authority when an alarm is received.

issue monitoring instructions in a facility directive.

Notification procedures must be coordinated with the 3. Consider the aid inoperative when the alarm appropriate sector manager.

cannot be silenced and the identification cannot be NOTE − heard on the aural monitor.

Monitoring assignments are made by air traffic offices in NOTE − the Service Centers.

The military authority will issue NOTAMs for TACANs.

a. VOR/VORTAC: c. DME (to be monitored by the same facility that monitors the associated VOR, VORTAC, or ILS): 1. Aurally check the identification at the beginning of each watch.

1. Press the VOR/DME control oscillator level to the “Facility On” position at the beginning of each NOTE − Upon commissioning of 2nd generation (FA − 9996) VORs, watch.

aural monitoring is not required.

2. Record the check in accordance with subpara 2. Record the check in accordance with subpara 4 − 6 − 5h, Preparation of FAA Form 7230 − 4.

4 − 6 − 5h, Preparation of FAA Form 7230 − 4.

d. L/MF aids (to be monitored on a continuous 3. If a monitor Category 2 exists: basis): (a) Take appropriate action as indicated in 1. Check the identification at the beginning of FAAO JO 7110.65, Air Traffic Control, para 2 − 1 − 10, each watch.

NAVAID Malfunctions.

2. Record the check in accordance with subpara (b) Notify the ARTCC. 4 − 6 − 5h, Preparation of FAA Form 7230 − 4.

NOTE − e. NDB (class MH, class H, and class HH): 1. VORs, VORTACs, and TACANs have an automatic 1. Monitor continuously by automatic means course alignment and signal monitor (ACM). This the beacons used as IFR aids.

monitor is usually connected to a remote alarm. An automatic transfer and shutdown unit (ATU) is installed 2. Check the operation at least once each hour if as part of the ACM. When the ACM detects a malfunction, an automatic alarm is not available.

the ATU switches the range to a standby transmitter. If the f. ILS standby transmitter does not work properly, the ATU will shut down the facility.

1. Check the ILS monitor panel at the beginning 2. Monitoring of VOR test signals (VOT) is accomplished of each watch and record the system status in by a light or a buzzer monitor and is of local concern only.

accordance with subpara 4 − 6 − 5h, Preparation of 3. VOR and VORTAC monitor categories: FAA Form 7230 − 4.

2. Apply the procedures described in para a. Category 1: Alarm feature and identification heard 3 − 5 − 2, System Component Malfunctions, when at the control point.

there are indications that a component has failed.

b. Category 2: Monitor equipment failure and identi- 3. If you suspect that the indication is caused by fication not heard at the control point, but aircraft reports a control line or a control station monitor failure indicate that the facility is operating normally.

rather than a malfunction of the component itself, take appropriate action as indicated in FAAO JO c. Not constantly monitored by other than ACM and 7110.65, para 2 − 1 − 10, NAVAID Malfunctions. If a ATU.

malfunction is confirmed, discontinue use of the b. TACAN (joint − use airports): component involved.

Navigational Aids 3 − 5 − 1 JO 7210.3Z 12/10/15 NOTE − 3. Notify Technical Operations personnel in Not all ILS components are provided with remote monitor accordance with FAAO JO 6030.31, National and control lines (on/off capability). If the failure Airspace System Failure Response, and locally indication is caused by a control line or a control station developed procedures.

monitor failure, the Technical Operations technician must 4. Issue any necessary NOTAMs, and take other advise if that component will be restored to operation and the monitor status.

NOTAM related actions as appropriate.

g. Compass locators: REFERENCE − FAAO JO 7210.3, Para 3 − 5 − 1, NAVAID Monitoring.

FAAO 7930.2, Para 4 − 2 − 1, NOTAM Composition.

1. Monitor continuously by automatic means.

NOTE − 2. Check the operation at least once each hour if When Technical Operations personnel silence the an automatic alarm is not available.

monitoring system of any NAVAID, they will assume 3. If the provisions of subparas 1 or 2 above responsibility for the monitoring function.

cannot be met, the compass locator may be considered monitored if it is equipped with an 3 − 5 − 3. PROCESSING GPS ANOMALY automatic monitor and shutdown feature at the site.

REPORTS In this case responsibility for monitoring must not be Forward all information gathered as per FAAO assigned to the air traffic facility.

JO 7110.65, Air Traffic Control, subpara 2 − 1 − 10b, through the TMU to the ATCSCC and the local MCC.

3 − 5 − 2. SYSTEM COMPONENT NOTE − MALFUNCTIONS The NMCC in Warrenton, Virginia is the focal point for Take the following action when the alarm signal or a upward reporting and response coordination for all GPS report indicates an air traffic system component anomalies.

malfunction: 3 − 5 − 4. ORIGINATING NOTAMs a. Try to restore the aid to normal operation.

CONCERNING NAVAIDs b. If unable to restore it, discontinue its use and: Air traffic facilities having responsibility for 1. Notify the appropriate IFR control facility/ monitoring NAVAIDs must originate NOTAMs sector.

regarding their status unless otherwise directed by the 2. Notify the appropriate FSS as necessary. Service Area office.

Navigational Aids 3 − 5 − 2 JO 7210.3Z 12/10/15

Section 6. Radar Use

3 − 6 − 1. COMMISSIONING RADAR and must be accomplished in accordance with FAAO FACILITIES JO 7110.65, Air Traffic Control. If services are initially implemented on a “part − time” basis, the a. Electronic Commissioning: daily hours (preferably 8 hours or longer) must be specified in the aeronautical information message 1. Subsequent to the initial installation of an and the advertised services maintained during those ARSR/ASR system, the provisions of FAAO 8200.1, hours. The extent and types of service will be United States Standard Flight Inspection Manual, dependent upon operational requirements, personnel, para 215 must be satisfied prior to the electronic and equipment capabilities. The schedule of radar commissioning of the facility.

service implementation must be jointly determined 2. Major equipment modifications or major by the facility air traffic manager and the Service Area component changes to existing installations may office. Service Area office approval is required prior necessitate a special flight check to reaffirm that the to the implementation of each phase of radar service.

radar is continuing to meet the original commission- 3. A review of the existing LOA must be ing criteria. When such a change is made, the new accomplished to ensure that necessary changes are type equipment must be electronically commissioned made or that new agreements are consummated and in accordance with subpara 1 above.

approved prior to implementing any phase of radar 3. If ASR equipment cannot meet the surveil- traffic control. Airspace areas for which radar lance approach requirement during the flight check, terminal facilities have responsibility should include consider this phase of the flight check as secondary sufficient vector areas for: and commission the equipment for its primary (a) Positioning and spacing of arriving purpose of providing radar traffic control service.

aircraft en route to the airport from outer fixes or radar handoff points.

b. Operational Implementation: NOTE − 1. When a radar facility is to be commissioned, Normally, no less than two nor more than four outer fixes a 60 − day period of use (without the application of are used to serve a single approach course. These fixes are radar separation standards) should elapse between the normally located to permit simultaneous holding at the electronic commissioning date and the inauguration same altitude. When only one radar approach control of radar air traffic control service. This period will position is used, two outer fixes are optimum. If two radar permit controllers to gain experience in tracking, approach positions are available, four fixes are optimum.

vectoring, and identification. It will better ensure a (b) Spacing and control of departing aircraft full understanding of the equipment, procedures, and and aircraft executing missed approaches.

services to be provided. However, this 60 − day period (c) Positioning and spacing transitioning is not mandatory and may be reduced or eliminated aircraft.

provided NOTAM requirements can be satisfied and c. Notification Procedures: the Service Area office is assured that the intended service can be carried out in a safe and efficient 1. Issue an aeronautical information message manner.

for each location at least 30 days prior to and again immediately following implementation of radar ATC 2. Only one phase of service should be procedures containing the following: implemented at a time. A period of 30 to 60 days should elapse between the implementation of (a) Nature of service; e.g., departure, arrival, subsequent phases. For example, ARTCCs may en route.

initiate en route service on specific routes or within (b) Proposed or effective date.

specified areas; terminals may implement either (c) Specific airspace affected.

arrival or departure service 30 to 60 days prior to expanding to other areas/services. Advertised (d) Hours of service if less than 24 hours per services must be implemented on an all − aircraft basis day.

Radar Use 3 − 6 − 1 JO 7210.3Z 12/10/15 EXAMPLE − b. Approved terminal radar systems may also be BAKERSFIELD, CALIFORNIA, SURVEILLANCE used for: RADAR EXPECTED TO BE COMMISSIONED ON OR 1. Conducting precision or surveillance ap- ABOUT JUNE l5, 2004. RADAR AIR TRAFFIC CONTROL SERVICE USING RADAR SEPARATION proaches.

STANDARDS WILL BE APPLIED AS APPROPRIATE.

2. Formulation of clearances and control SERVICE WILL BE PROVIDED DAILY BETWEEN THE intructions based on runways and movement areas HOURS OF 1400 − 2300Z WITHIN 40 − MILE RADIUS OF observable on the ASDE.

BAKERSFIELD.

NOTE − 2. When an additional service is to be In accordance with FAAO JO 7110.65, Chapter 3, Airport implemented or a change in programmed areas of Traffic Control − Terminal, Section 6, Airport Surface application is made, issue an aeronautical informa- Detection Procedures.

tion message delineating that new service. Advance notice is desirable. However, it is not mandatory, and 3 − 6 − 3. ATC RADAR BEACON SYSTEM the aeronautical information message may be issued DECODER CONTROL BOX CHECKS concurrently with the inauguration of the extended radar service.

NOTE − Not Applicable to STARS.

3. When a change in ARSR/ASR equipment is made, issue an aeronautical information message if a Facility air traffic managers must ensure that radar modification to existing service will result and/or if controllers perform daily performance checks of the a break in service of more than 30 minutes will occur.

decoder control box as follows: 4. A copy of each of the memoranda/aeronautic- a. Each controller is responsible for determining al information message sent to System Operations on a day − to − day basis if the operation of his/her Airspace and Aeronautical Information Management decoder control box is satisfactory for ATC purposes.

Office for inclusion in the Notices to Airmen Decoder control box performance can be determined publication and/or the Airport/Facility Directory by checking all switches, thumbwheel code selectors, must be addressed to Manager of Publications, and selected channels to ensure that they are Manager of System Safety and Procedures, Manager functioning properly. The actual operation of each of Flight Services Administration, and the appropri- channel should be checked by decoding a known ate Service Area offices.

target sequentially on each channel and observing it on both double and single slash. Notify the OMIC/OSIC if a malfunction is observed.

3 − 6 − 2. RADAR USE b. OMICs/OSICs must make an entry on FAA a. Approved radar systems may be used for: Form 7230 − 4 of any malfunctions and report same to the Technical Operations personnel on duty.

1. Surveillance of aircraft to assure the effective use of airspace.

c. At sites equipped with automatic beacon decoders, such as ARTS and the TPX − 42, the radar 2. Vectoring aircraft to provide separation and beacon control decoder box need not be checked radar navigation.

daily. The requirements of subpara a above must be 3. Vectoring aircraft to final approach.

met as soon as possible after reverting to broadband beacon information.

4. Vectoring IFR aircraft to the airport of intended landing.

3 − 6 − 4. MONITORING OF MODE 3/A RADAR 5. Monitoring instrument approaches.

BEACON CODES 6. Providing radar traffic, weather, chaff, and a. Facility air traffic managers may assign bird activity information.

Mode 3/A codes to be monitored in addition to those 7. Providing assistance to pilots of aircraft in required by FAAO JO 7110.65, Air Traffic Control, distress. Chapter 5, Section 2, Beacon Systems.

Radar Use 3 − 6 − 2 JO 7210.3Z 12/10/15 b. A facility directive must be issued establishing 2. MEARTS normal weather setting positions facility standards for displaying required transponder when 3 − level weather is selected on the system replies in all available operational modes. control panel.

3. Normal weather setting positions when c. Where desirable, beacon targets may be 6 − level weather is selected on the system control displaced at a slightly greater range than their panel.

respective primary returns. When beacon displace- ment is elected, issue a facility directive specifying 4. Name, range/azimuth, altitude, and coordin- the standard relationship between primary returns ates of prominent obstructions.

and the beacon control slash of secondary returns.

5. Azimuth and range settings of moving target The maximum allowable beacon target displacement indicator (MTI) reflectors used for map alignment.

which may be specified by the facility air traffic manager is 1/4 mile for STARS and 1/2 mile applied 6. Permanent beacon target (Parrot) used for in 1/4 mile increments for all other facilities.

map alignment location.

b. The following display settings must be established in a facility directive, except for 3 − 6 − 5. RADAR TARGET SIZING MEARTS: a. Minimum target size for terminal radar systems 1. Weather/Radar Gate normal setting.

using terminal digital radar or full digital target 2. Position startup weather level settings.

symbols, except for MEARTS, must not be less than the minimum target size shown in Technical c. The air traffic manager and Technical Opera- Operations’ orders concerning the maintenance of tions SMO manager must prepare a local order terminal digital radar. The target symbol must be defining the procedures needed to protect the centered on the terminal digital radar/full digital antenna, shutdown the antenna, transfer power system type target presentation. between high and low voltage, and transfer from one channel to another channel.

NOTE − Target size is fixed in MEARTS regardless of range or data 3 − 6 − 7. PREARRANGED COORDINATION block character size.

a. Air traffic managers at radar facilities must b. When operating in FUSION, the minimum determine whether or not a clear operational benefit target size for Precision Approach Monitor (PAM) will result by establishing prearranged coordination operations and for the normal use of tower radar procedures (P − ACP). Such procedures would allow displays is 1,200 feet. The target symbol must be aircraft under one controller ’s jurisdiction to centered on the terminal digital radar/full digital penetrate or transit another controller’s airspace in a system type target presentation.

manner that assures approved separation without NOTE − individual coordination for each aircraft. When Increased separation required (ISR) will be required for reviewing existing P − ACPs, or contemplating the aircraft outside the range for PAM or other normal use of establishment of these procedures, consideration certified tower radar displays.

must be given to airspace realignment to preclude coordination/penetration of another operational position’s airspace. Prior to implementing a P − ACP, 3 − 6 − 6. TERMINAL DIGITAL RADAR negotiations should be accomplished locally and all SYSTEM AND DISPLAY SETTINGS affected personnel must be thoroughly trained in the application of the procedures.

a. The following system settings for the terminal digital radar/DVCP must be established in a facility b. When P − ACPs are established, a facility directive.

directive must be published. The directive must include, as a minimum: 1. Normal weather setting positions when 2 − level weather is selected on the system control 1. Requirement that the following are fully panel. operational.

Radar Use 3 − 6 − 3 JO 7210.3Z 12/10/15 (a) Terminal- ATTS feasible. The terminal Air Traffic Manager, or their designee, must decide if the fusion tracker is usable.

(b) En Route- SDP, FDP, and safety alert (CA, MCI, E-MSAW) processing.

1. If a decision is made to discontinue use of the fusion tracker at specific sectors or facility-wide, the 2. Procedures to be applied in the event that Air Traffic Manager, or their designee, must notify prearranged coordination procedures are not practic- Operations - Headquarters, AJT-2, through the able.

appropriate service area Director of Air Traffic 3. The position(s) authorized to penetrate the Operations.

protected airspace of an adjacent position.

2. The intent of this notification is to ensure the 4. Detailed responsibilities relating to P − ACP service area Director of Air Traffic Operations, for each position.

Operations-Headquarters, and the program office are 5. The requirement that two positions of aware of the operational status and are providing all operation cannot be authorized to penetrate each capable resources to return to Fusion operations at the other’s airspace simultaneously. affected position/facility.

6. Controllers who penetrate another control- 3. Fusion outages due to a planned radar ler’s airspace using P − ACP must display data block shutdown of short duration need not be reported.

information of that controller’s aircraft which must b. During radar outages, operational alternatives, contain, at a minimum, the position symbol and or contingency plans, must be developed and altitude information.

included in a facility directive that address 7. Controllers who penetrate another control- requirements when there is degradation in the Fusion ler’s airspace using P-ACP must determine whether environment due to sensor availability. The steps the lead aircraft requires wake turbulence separation must be pre-determined and may be implemented behind it.

facility-wide or sector specific.

REFERENCE − FAAO JO 7110.65, Para 5-5-4, Minima, subparagraph f.

1. Facilities should switch to single sensor mode if there are impacts to the efficiency of facility 8. Procedures to be applied for those modes of operations due to degradation in the sensor operation when the computer fails or is shut down, environment while operating in Fusion mode.

the beacon fails and only primary is available, and for nonbeacon aircraft or at automated facilities aircraft 2. Facilities should use single sensor mode in without an associated full data block.

airspace that is restricted to the use of one long-range REFERENCE − radar which can cause anomalies (for example, FAAO JO 7110.65, Para 5 − 4 − 10, Prearranged Coordination.

stitching or target jumping). Facilities should continue to operate in single sensor mode until 3 − 6 − 8. OPERATIONAL GUIDANCE FOR adequate ADS-B equipage levels are reached, an FUSION additional sensor is available, or it is determined by a. During normal operations, Fusion must be the management that an operational advantage is gained selected mode to the extent that it is operationally by remaining in Fusion.

Radar Use 3 − 6 − 4 JO 7210.3Z 12/10/15

Section 7. Video Maps

3 − 7 − 1. TOLERANCE FOR RADAR FIX f. Airway/route centerlines.

ACCURACY g. Boundaries (control, special use areas, terminal buffer areas, outer fix holding pattern airspace areas, Careful attention must be given during commission- no transgression zones, etc.).

ing flight checks of a radar to the accuracy of digital maps, video map plates, or overlays to ensure that the h. Handoff points.

plate or overlay markings meet specified require- i. Special use tracks (scramble, recovery, Instru- ments relative to permanent targets. In actual practice ment Departures, etc.).

an aircraft’s displayed position can be slightly in error with respect to its geographic position and still meet j. Obstructions.

the requirements of FAAO 8200.1, United States k. Prominent geographic features (islands, moun- Standard Flight Inspection Manual.

tains, etc.).

l. Map alignment indicators.

3 − 7 − 2. RADAR MAPPING STANDARDS m. Range accuracy marks.

The minimum radar mapping capability required for commissioning radar services is one of the following: n. Minimum vectoring altitudes in hundreds of feet; e.g., 23 − 2,300 ft., 100 − 10,000 ft.

a. Dual video mapper.

o. Airports immediately outside your area of b. Adequate map overlay.

jurisdiction that are: c. Single video mapper plus a map overlay.

1. Within airspace used to receive radar handoffs; and d. AN/GPA − 70 at USAF installations.

2. Depicted by the facility having jurisdiction e. AN/GPA − 91 at Navy installations.

over that airspace.

f. Computer − generated displays.

p. For sites equipped with STARS, facility air NOTE − traffic managers must specify in a facility directive Grease pencil markings, plastic tape, compass rose grid procedures for using optional maps.

lines, range marks, or other innovations must not be used in lieu of an adequate digital map, map overlay, or video q. Virtual intersection markings for non-intersect- map.

ing converging runways if the flight paths intersect within 1NM beyond the departure end of both runways.

3 − 7 − 3. DISPLAY MAP DATA NOTE − To reduce scope clutter and increase operational The intent of subparagraph o is to assist controllers in efficiency, limit data on display maps to the following making emergency airport recommendations when (except for subparagraph o, facility air traffic inflight emergencies occur near facility boundaries.

managers may delete items not required): There is no intent to establish criteria for airport depiction. However, insofar as facilities having jurisdic- a. Airports/heliports.

tion depict airports, then those same airports must be depicted on the adjacent facility’s video map.

b. Runway centerline extension and/or final approach course. REFERENCE − FAAO JO 7110.65, Para 10 − 2 − 15, Emergency Airport Recommendation.

REFERENCE − FAAO JO 7110.65, Para 5 − 9 − 1, Vectors to Final Approach Course.

3 − 7 − 4. INTENSITY c. Hospital emergency landing areas.

Set the intensity of the video map and the range marks d. NAVAIDs and fixes.

on the CTRD equipment at the minimum intensity e. Reporting points. that will provide the controller with the necessary Video Maps 3 − 7 − 1 JO 7210.3Z 12/10/15 information. Supervisory personnel must ensure that control services; e.g., handoff points, etc., between a usable intensity is maintained. adjacent facilities or between sectors within the facilities using different radar systems. Whenever possible, simultaneous flight checks should be 3 − 7 − 5. COMMON REFERENCE POINTS conducted of these radar systems. FAAO 8200.1, Facility air traffic managers must ensure the United States Standard Flight Inspection Manual, adequacy of common reference points on radar maps must be used in determining the appropriate where such points are used in providing air traffic tolerances.

Video Maps 3 − 7 − 2 JO 7210.3Z 12/10/15

Section 8. Other Displays

REFERENCE − 3 − 8 − 1. MINIMUM VECTORING ALTITUDE FAAO JO 7110.65, Para 5 − 5 − 4, Minima.

CHARTS (MVAC) FOR FACILITIES PROVIDING TERMINAL APPROACH 3 − 8 − 2. MINIMUM VECTORING ALTITUDE CONTROL SERVICES CHARTS (MVAC) PREPARATION (TERMINAL/MEARTS) Air traffic managers must determine the location and the method for the display of vectoring altitude charts Prepare a vectoring chart in accordance with the to provide controllers with the minimum vectoring criteria contained in FAA Order 8260.3, United altitudes as follows: States Standard for Terminal Instrument Procedures (TERPS).

a. Where the system is configured to display a. MVACs must be developed and maintained single radar sensors, provide: using the Sector Design and Analysis Tool (SDAT).

1. An MVAC that accommodates the largest Facility Managers may request assistance in the separation minima of all available sensors; or development and maintenance of their MVAC or request SDAT user support by soliciting the Mission 2. Unique MVACs that accommodate the Support Services, Geographic Services Group.

appropriate separation minima of each available MVACs developed in SDAT properly apply sensor.

obstruction clearance criteria required by FAA Order b. Where the system is configured to 8260.3. SDAT completes FAA Form 7210-9 and simultaneously display multiple radar sensors, automatically creates and sends the necessary data provide an MVAC that accommodates the largest files to Mission Support Services, ATC Products separation minima of all available sensors; or Group upon certification for subsequent radar video map creation. Facility correspondence to ATC c. Where the system is utilizing FUSION mode, Products regarding MVACs and video maps must be develop an MVAC that provides: accomplished via email to 1. Three-mile separation minima or more from 9-AJV-HQ-ATCPRODUCTS.

obstacles, except when applying the provision in NOTE − paragraph 3-8-1c2. The MVAC must depict obstacle MVAs are established without considering the flight − clearances, outward to the lateral limits of the checked radar coverage in the sector concerned. They are associated approach control airspace and an based on obstruction clearance criteria and controlled appropriate buffer outside the lateral approach airspace only. It is the responsibility of the controller to determine that a target return is adequate for radar control airspace boundaries. As a minimum, this may control purposes.

be accomplished by using the existing single-sensor MVAC for the predominant radar sensor; and b. At a minimum, the airspace considered for providing obstacle clearance information on MVA 2. Five − mile separation minima from obstacles charts must accommodate the facility’s delegated for use whenever the FUSION system cannot provide area of control as well as adjacent airspace where 3 − mile separation due to degraded status or system control responsibility is assumed because of early limitations.

handoff or track initiation.

d. At locations adding FUSION, provided the c. MVACs may be subdivided into sectors to gain facility uses existing MVA charts with 3 − mile buffers relief from obstacles that are clear of the area in which and an MVAC with 5 − mile buffers, additional charts flight is to be conducted. There is no prescribed limit do not need to be developed to support FUSION.

on the size, shape, or orientation of the sectors.

NOTE − d. Depict the sectors in relationship to true north Mission Support Services − Aeronautical Products, ATC from the antenna site.

Products Group should be contacted if assistance is e. Facility requests for reduced required required. (See FAAO 8260.3, United States Standard for obstruction clearance (ROC) in an area designated as Terminal Instrument Procedures (TERPS) Chapter 10.)

Other Displays 3 − 8 − 1 JO 7210.3Z 12/10/15 mountainous in accordance with 14 CFR, Part 95, and the ATC Products Group personnel for ROC Subpart B, must conform to the following reduction approval. Service Center Operations procedures: Support personnel must be the approving authority for ROC reduction criteria compliance with 1. Designated mountainous terrain must be paragraph e1(a) and (b) above. Previously approved evaluated for precipitous terrain characteristics and reductions in ROC justifications must be resubmitted the associated negative effects. Facility managers for approval during a facility’s recurring certification must use FAA Order 8260.3, paragraph 1720, as a process.

guide when considering ROC reductions in NOTE − designated mountainous areas. ROC reductions are Should a ROC reduction request be denied by Service not authorized where negative effects of precipitous Center Operations Support personnel, the manager may terrain are documented or known having followed the appeal the decision to Terminal Safety and Operations process contained in subparas e2 and 3 below. ROC Support for review.

reductions within designated mountainous areas are 4. In the advent of the development of an only authorized by complying with at least one of the automated precipitous terrain algorithm certified by following criteria: AFS, the automated method will be used in lieu of the REFERENCE − manual method described above.

FAA Order 8260.3, Appendix 1, Glossary Term, Precipitous Terrain.

5. Ensure MVA areas submitted for ROC (a) Where lower altitudes are required to reductions do not cover large geographical areas that achieve compatibility with terminal routes.

include locations that would not, individually, meet (b) To permit vectoring within the airport ROC reduction standards. In such cases, the ATC radar traffic pattern area for either a departure Products Group may work with the Service Center procedure, an instrument approach procedure, or a and the facility to design a sector that will pass the visual approach to an airport. Air traffic managers approval process for a particular approach/departure must define each airport’s radar traffic pattern area for route.

which ROC reductions are sought. These areas must 6. Whenever a ROC reduction is taken, the include sufficient maneuvering airspace necessary rationale/justification for taking the ROC reduction for ATC sequencing and spacing of traffic in the as defined in subparagraph e1 must be included in the vicinity of an airport.

MVAC package by facility managers.

2. Where mountainous terrain has been deemed 7. ROC reductions should only be requested precipitous by the air traffic facility, each ROC when there is a demonstrated operational need.

reduction request must include a query to an f. An assumed adverse obstacle (AAO) additive is independent data source, such as NASA’s Aviation required in areas not designated as mountainous Safety Reporting System to determine if any ground (ROC 1,000 feet) and in designated mountainous proximity warnings have been reported in the subject terrain areas when any ROC reduction is requested.

area. After completing the query, consider the g. Resultant MVAs may be rounded down to the facility’s history and experiences with turbulence at nearest 100-foot increment (those that are xx49 feet the minimum altitude requested. Avoid ROC or less), except in the following cases: reductions where reported ground proximity warnings relate to both existing MVA sector altitude 1. Any locations outside of the Contiguous ROC reductions and rapid terrain elevation changes.

United States.

ROC reduction requests in these areas may require 2. Where any part of an MVA Sector is more additional evaluation and review.

than 65 NM from the issued altimeter source.

REFERENCE − 3. When all of the following conditions are FAA Order 8260.3, Appendix 1, Glossary Term, Precipitous Terrain.

applicable: 3. The facility MVAC package must include a (a) the MVA Sector is within designated detailed account of the steps taken by the facility to mountainous areas by 14 CFR Part 95, determine if the sector will qualify for taking a ROC reduction in the sector. This data will be reviewed by (b) the terrain is deemed precipitous by the Service Center Operations Support Group (OSG) facility Air Traffic Management, Other Displays 3 − 8 − 2 JO 7210.3Z 12/10/15 (c) the previous 5 year average low h. Managers requesting to waive criteria temperature at the primary airport is documented to contained in FAA Order 8260.3, must submit FAA be less than the temperature shown in Table 3-8-1 for Form 8260-1, Flight Procedures/Standards Waiver in the amount of ROC reduction requested. Retain conjunction with the MVA project. This waiver form temperature documentation locally with approved will contain the criteria requested to be waived, with 7210-9. Use Table 3-8-1 to determine the extent of the operational need fully explained, and examples of mountainous terrain reduction permitted if rounding how the facility will achieve an equivalent level of down, based on the average low temperature. safety, if approved. The package will be sent to the Comply with the following process to determine the ATC Products Group through the Service Center average low temperature. OSG. Upon completion of the ATC Products Group review, the package will be forwarded to the Flight (1) Go to the National Climatic Data Procedure Implementation and Oversight Branch.

Center web site at www.NCDC.noaa.gov .

For the Flight Standards Waiver process, facility managers do not need to complete a Safety (2) Click on “Data Access” link on blue bar.

Management System evaluation. An electronic copy of the completed waiver package must be sent to (3) Click on “Land-Based Stations” on left Operations Headquarters Directorate, AJT-2, at column, then click “Climate Data Online.” 9-AJT-2-HQ-AirTrafficOperations.

(4) Click on “Search Tool” link.

i. MVAs must not be below the floor of controlled airspace and should provide a 300 − ft buffer above the (5) On the Search form, select Annual floor of controlled airspace. In some cases, this Summaries, and accept default fields, then enter application will result in an exceptionally high MVA primary airport identifier.

(for example, in areas where the floor of controlled airspace is 14,500 MSL). When operationally (6) Click on “Airport Name” on left side of required to vector aircraft in underlying Class G page.

(uncontrolled) airspace, 2 MVAs may be established.

The primary MVA must be based on obstruction (7) Scroll to bottom of page and select the clearance and the floor of controlled airspace. A year for review.

second, lower MVA that provides obstruction (8) Select each relevant year, and document clearance only may be established. The obstruction the Lowest Temperature for the year. This is the clearance MVA must be uniquely identified; for EMNT column, on the bottom row. Then calculate example, by an asterisk (*). Do not consider buffer the 5 − year average.

areas for controlled airspace evaluations.

j. If new charts prepared using SDAT create a ** Do not select Add to cart. All data is free if the significant impact on a facility’s operation, the internet proxy is set to AWA or AMC.

impact must be coordinated with Operations TBL 3 − 8 − 1 Headquarters Directorate, AJT-2, for joint ROC Reduction/Temperature Table coordination with System Operations.

Requested ROC Minimum Average Low NOTE − Reduction Temperature Significant impacts include changes to flight tracks for 100’ 40°C/40°F turbine − powered aircraft, multiple losses of cardinal 200’ 35°C/31°F altitudes, and/or reductions in airport arrival/departure 300’ 30°C/22°F rates.

400’ 25°C/13°F 500’ 20°C/4°F k. Air traffic managers may request to merge 600’ 15°C/5°F adjoining, like altitude MVA sectors that resulted 700’ 10°C/14°F from using differing design criteria provided the 800’ 5°C/23°F merged sectors are identified in the remarks on FAA 900’ 0°C/32°F Form 7210 − 9 and a statement is included with each 1000’ 7°C/45°F(2°C/36°F when affected sector that the merged sectors are for Radar MVA sector is within 35 NM of issued altimeter) Video Map (RVM) presentation only; for example, Other Displays 3 − 8 − 3 JO 7210.3Z 12/10/15 Sector B, B1, and B2 are to be merged in SDAT shape coordinated with and approved by,the Service Center files for RVM presentation only. OSG.

s. Air traffic managers must ensure that MVACs l. Air traffic managers must submit the request for are periodically reviewed for chart currency and MVACs to the appropriate Service Center OSG for simplicity and forwarded for certification to the ATC review. The Service Center OSG must then forward Products Group at least once every 2 years. Charts the requested MVAC to the ATC Products Group for must be revised immediately when changes affecting processing.

MVAs occur.

m. Each request must indicate the MVAC was accomplished in SDAT, stored in the SDAT 3 − 8 − 3. ALTITUDE ASSIGNMENTS TO S/VFR AND VFR AIRCRAFT repository and when necessary, include a statement regarding the issued altimeter settings being within Where procedures require altitude assignments to 65 NM of a rounded down sector and/or provides the S/VFR and VFR aircraft less than the established IFR 5 − year average cold temperature.

altitude or MVA, facility air traffic managers must determine the need and the method for displaying the n. Each request must include the SDAT generated appropriate minimum altitude information.

Form 7210-9 with the manager’s signature and point REFERENCE − of contact at the submitting facility. Form 7210-9 FAAO JO 7110.65, Para 7 − 5 − 4, Altitude Assignment.

must also be an electronic copy with the manager’s FAAO JO 7110.65, Para 7 − 8 − 5, Altitude Assignments.

signature, and imported into the MVA project file.

When applicable, each Form 7210-9 must include 3 − 8 − 4. EMERGENCY OBSTRUCTION VIDEO MAP (EOVM) explanations/justifications for ROC reduction requests. The MVA request with the 7210-9 will be a. An EOVM must be established at all terminal electronically forwarded to the OSG. When the radar facilities that have designated mountainous capability of electronic signatures is developed areas as defined in 14 CFR Part 95, Subpart B, within within SDAT, Form 7210-9 may be transmitted their delegated area of control and an available electronically between the facility, Service Center, channel in their video mappers. This map is intended and ATC Products Group in lieu of the paper process.

to facilitate advisory service to an aircraft in an SDAT will automatically store the approved MVAC emergency situation in the event an appropriate package in the National Airspace System Resource terrain/obstacle clearance minimum altitude cannot (NASR).

be maintained. (See FIG 3-9-1.)

NOTE − o. All facilities must notify the SDAT program Appropriate terrain/obstacle clearance minimum office personnel to complete the final submission altitudes may be defined as MIA, MEA, Minimum step of the project within the repository when sending Obstruction Clearance Altitude (MOCA), or MVA.

the MVAC request to the OSG.

b. Alternatives, such as combining existing maps, p. When more than one chart is used, prepare eliminating a lower priority map or, as a least those charts with the oldest review/certification desirable alternative, merging the EOVM with the date(s) first to help avoid lapses in annual MVA map, must be considered when necessary to review/certification requirements.

accommodate the EOVM.

q. New charts that result in significant operational c. EOVM Use: The EOVM must be used and the impacts must not be implemented by air traffic advisory service provided only when a pilot has managers until associated changes to facility declared an emergency or a controller determines that an emergency condition exists or is imminent directives, letters of agreement, and controller training are completed within a period not to exceed because of the inability of an aircraft to maintain the 6 − months from new chart certification. appropriate terrain/obstacle clearance minimum altitude/s.

r. Once a chart without significant operational d. EOVM Design: impacts has been approved, it must be implemented as soon as possible. MVAC installations projected to 1. The basic design of the EOVM must be more than 60 days from date of approval must be incorporate the following minimum features: Other Displays 3 − 8 − 4 JO 7210.3Z 12/10/15 (a) Base contour lines of the mountains with 2. All elevations identified on the EOVM must the highest peak elevation of each depicted mountain be rounded up to the next 100 − foot increment and plus 200 feet for natural low obstacle growth. expressed as MSL altitudes.

NOTE − (b) Highest elevations of adjacent To avoid unnecessary map clutter, the last two digits are topography; e.g., valleys, canyons, plateaus, flatland, not required.

etc., plus 200 feet, or water.

EXAMPLE − 2=200, 57=5700, 90=9000, 132=13200 (c) Prominent man − made obstacles; e.g., antennas, power plant chimneys, tall towers, etc., and e. EOVM Production: The preparation and their elevations.

procurement of the EOVM must be accomplished in accordance with FAAO 7910.1, Aeronautical Video (d) Satellite airports and other airports which Map Program.

could serve in an emergency.

f. EOVM Verification: The original EOVM (e) MVA if the EOVM must be merged with procurement package must be checked for adequacy the MVA map for the former to be accommodated.

and then coordinated with the Mission Support Services, Terminal Procedures and Charting Group (f) Other information deemed essential by the through the Service Area Operations Support Group, facility.

Flight Procedures Team (FPT) to verify the accuracy of its information. At least once every 2 years, the NOTE − EOVM must be reviewed for adequacy and To avoid clutter and facilitate maintenance, information coordinated with the Terminal Procedures and depicted on the EOVM should be restricted to only that which is absolutely essential. Charting Group through the FPT for accuracy.

Other Displays 3 − 8 − 5 JO 7210.3Z 12/10/15 FIG 3 − 8 − 1 EOVM Other Displays 3 − 8 − 6 JO 7210.3Z 12/10/15 3 − 8 − 5. ESTABLISHING DIVERSE VECTOR take − off minimums and (Obstacle) Departure AREA/S (DVA) Procedures in section C of the TPP for the DVA runway. If nothing is listed, or only obstacle notes a. DVAs may be established at the request of the appear, then a DVA is not necessary. If a DP appears, ATM and coordinated jointly with the appropriate development of a DVA becomes an option.

Service Area OSG and Mission Support Services, 2. If the location is not listed, query the NFDC Terminal Procedures and Charting Group for candidate airports within the facility’s area of Web site at http://nfdc.faa.gov, and select the Special jurisdiction. DVAs should be considered when an Procedures link to determine if a “special” instrument approach procedure exists at that airport/heliport. If obstacle(s) penetrates the airport’s diverse departure there is a special procedure, the Regional Flight obstacle clearance surface (OCS). The OCS is a 40:1 surface and is intended to protect the minimum climb Standards All Weather Office (AWO) can supply gradient. If there are no obstacle penetrations of this FAA Form 8260 − 15A for ODP information when requested by the facility.

surface, then standard takeoff minimums apply, obstacle clearance requirements are satisfied and free NOTE − vectoring is permitted below the MVA. When the If the TPP or AWO indicates IFR departures N/A for any OCS is penetrated, the Terminal Procedures and given runway, then a DVA is not authorized.

Charting Group procedural designer will develop an 3. If the ATM elects to request a DVA, use the obstacle departure procedure (ODP). An ODP may sample memorandum below as a guide (see FIG consist of obstacle notes, non − standard takeoff 3 − 9 − 2). Specify if the request is to establish, modify, minimums, a specified departure route, a steeper than or cancel a DVA. If modifying or canceling a DVA, normal climb gradient, or any combination thereof.

attach the memorandum that authorizes the current If an ODP is developed for a runway, it is a candidate DVA. The DVA request must include the following: for a DVA. The ATM should consider whether a DVA is desired and then consider if development would (a) Airport identifier.

provide operational benefits exceeding existing (b) Desired DVA runway(s).

practices. This is done after determining that sufficient radar coverage exists for any given airport (c) Requested DVA method. Specify a range with a published instrument approach. Where of operational headings by starting from the extreme established, reduced separation from obstacles, as left heading proceeding clockwise (CW) to the provided for in TERPS diverse departure criteria, will extreme right heading as viewed from the departure be used to vector departing aircraft or vector aircraft runway in the direction of departure (for example, conducting a missed approach/go-around, provided Runway 36, 330 CW 030), or isolate a penetrating the aircraft is within the confines of the DVA when obstacle(s) by identifying that obstacle(s) either by below the MVA. To assist in determining if obstacles DOF number or range/bearing from airport.

penetrate the 40:1 surface, ATMs may request the (d) Maximum Extent (Distance) from Depar- Terminal Procedures and Charting Group provide ture Runway.

them with a graphic depiction of any departure penetrations in addition to completing the following (e) Radar Type/Beacon Type. Provide wheth- steps: er the facility has an ASR − 9 with Mode S beacon system.

1. If the location is listed in the Terminal Procedure Publication (TPP) index, check the (f) Facility Hours of Operation.

Other Displays 3 − 8 − 7 JO 7210.3Z 12/10/15 FIG 3 − 8 − 2 Sample DVA Memo Other Displays 3 − 8 − 8 JO 7210.3Z 12/10/15 b. Forward DVA requests to the Terminal d. IFR aircraft climbing within a DVA must not be Procedures and Charting Group through the assigned an altitude restriction below the MVA.

appropriate Service Area OSG Manager. When leaving the confines of the DVA, ensure the aircraft reaches the MVA or has reported leaving the c. When a DVA is established, it will be altitude of the obstacle(s) for which the MVA was documented and provided to the facility by the created, climbing to an altitude at least 1,000 feet Terminal Procedures and Charting Group on FAA above the obstacle.

Form 8260 − 15D, Diverse Vector Area (DVA). The ATM must then prepare a facility directive describing procedures for radar vectoring IFR departures or for e. Headings must not be assigned beyond those authorized by the DVA prior to reaching the MVA.

aircraft conducting a missed approach/go-around Missed approach/go-around aircraft must not be below the MVA including : assigned headings until the aircraft passes the 1. Textual or graphical description of the limits threshold and the assigned heading is not in excess of of each airport’s DVA for each runway end.

30 ° left or right of the centerline heading of the 2. Where required, specific radar routes, runway for which the DVA was established.

depicted on the radar display, where radar vectors are provided to aircraft below the MVA.

f. Ensure all controllers are familiar with the 3. Free vectoring areas, in which random provisions of the facility directive before vectoring vectoring may be accomplished below the MVA. aircraft in accordance with DVA procedures.

Other Displays 3 − 8 − 9 JO 7210.3Z 12/10/15

Section 9. Color Displays − Terminal

3 − 9 − 1. COLOR USE ON ATC DISPLAYS 11. Predicted track line must be white.

Color use on terminal systems was developed jointly 12. Minimum separation line must be white.

with the Terminal Safety and Operations Support b. Whenever color is used to identify critical Office and the Terminal Automation Human Factors information it must be used with another method of Team. This section provides guidelines on the use of notification such as blinking.

color on ATC displays through a national standard for terminal air traffic displays. These guidelines are c. Cultural color conventions which cannot be intended to standardize the use of colors across the violated include red for danger and yellow for terminal systems. Any use outside these guidelines warning.

must be developed jointly with the Terminal Safety d. The color pure blue should not be used for text, and Operations Support Office, the appropriate small symbols, other fine details, or as a background Service Area Director, and the Terminal Automation color.

Human Factors Team. All use of color on ATC displays must fall within these guidelines, except for e. Ensure all colors that are used including text and MEARTS: symbols are presented in sufficient contrast.

a. Whenever color capabilities exist, the follow- f. Ensure no more than two colors are assigned to ing National Color Standard for Terminal Systems a single data block.

must be installed: g. Use of color in general should be kept to a 1. Background must be black.

minimum. When color is used to denote a specific meaning, e.g., yellow means caution, the number of 2. Point out identifier blinking or steady must be colors used on a single display must be no more than yellow.

six and should be constrained to the primary colors of 3. Compass Rose, range rings, maps A and B red, yellow, green, blue, orange, and cyan. The must be dim gray.

optimum number of colors used for coding should be 4. Coordination rundown list as follows: limited to four.

(a) Unsent must be green. h. The specific colors that are selected for a display must take into account the ambient (b) Unacknowledged must be blinking green.

environment and the capabilities of the specific (c) Acknowledged must be steady green.

monitor.

5. Geographic restriction border, fill, and text i. Any implementation of color is to be tested in must be yellow.

the context and environment to which it was designed.

6. Data blocks owned must be white.

j. Color use needs to be consistent across all of the 7. Limited or partial data blocks unowned must displays that a single controller will use.

be green.

k. Facility air traffic managers must make all 8. Search target symbol must be blue.

requests for any color changes to color baseline 9. Beacon target extent must be green.

through the Director, Terminal Safety and Operations 10. History trails must be blue. Support.

Color Displays − Terminal 3 − 9 − 1

JO 7210.3Z 12/10/15 Chapter 4. Correspondence, Conferences, Records,

and Reports

Section 1. General

4 − 1 − 1. CORRESPONDENCE STANDARDS traffic manager, acknowledge the correspondence and state that the answer will be prepared and Prepare and issue facility correspondence in forwarded by the Service Area office. Forward all accordance with: pertinent background material to the Service Area a. FAAO 1360.16, FAA Correspondence Policy, office with recommendations for further handling.

which prescribes basic correspondence standards.

4 − 1 − 5. IRREGULAR OPERATION b. FAAO 1320.1, FAA Directives System, which prescribes the procedures for issuing direction and If information or correspondence is received from an work information.

aviation agency indicating an irregular operation (exclusive of policy items) by a facility, the air traffic 4 − 1 − 2. SIGNATURE manager must investigate and reply to the agency within 3 administrative work days of receipt. If the air Correspondence addressed to organizations, busi- traffic manager cannot investigate and prepare a reply nesses, or individuals outside FAA must be signed within 3 days, or if the matter deals with policy items “Air Traffic Manager, Reno Flight Service Station,” outside his/her purview, he/she must forward a letter “Air Traffic Manager, Washington Center,” or “Air of acknowledgment. Send copies of all correspond- Traffic Manager, Denver Tower.” The authorized ence, instructions issued to prevent recurrence, and contractions for the facility names may be used on any information on any disciplinary action taken to correspondence addressed to any component of FAA; the service area office.

e.g., “Air Traffic Manager, Denver FSS.” 4 − 1 − 6. PRELIMINARY ENVIRONMENTAL 4 − 1 − 3. SERVICE AREA REVIEW REVIEW Forward copies of facility correspondence concern- In coordination with the Terminal Operations Area ing facility operating procedures to the Service Area Operations Air Traffic Environmental Protection office; e.g., letter to airmen normally sent to pilots, Specialist (EPS), facilities must conduct and airline companies, military commands or bases, and document a preliminary environmental review of fixed − base operators. This correspondence must be new or revised ATC procedures in accordance with reviewed and approved at the discretion of the FAAO 1050.1, Environmental Impacts: Policies and Service Area office prior to distribution. When Procedures, concurrent with initial airspace plan- information sent to users includes a change in ning. The facility’s review requires the documenta- operating procedures, facilities must establish an tion necessary to determine foreseeable noise effective date for implementing these operating impacts and controversies.

procedures at least 30 days after the date of distribution unless otherwise authorized by the a. Particular attention must be made to determine Service Area office.

whether procedures, either new or modified, will potentially impact noise sensitive areas as defined in 4 − 1 − 4. CORRESPONDENCE REGARDING FAAO 1050.1, Policies and Procedures for Consider- POLICY/PROCEDURES ing Environmental Impacts.

Air traffic managers may handle correspondence b. For air traffic modifications to procedures at or dealing with matters involving operating policy or above 3,000 feet (above ground level), the Air Traffic procedures directly with other agencies or services. If Noise Screening Procedure (ATNS) should be the matter is not within the jurisdiction of the air applied.

General 4 − 1 − 1 JO 7210.3Z 12/10/15 c. Modifications to procedures below 3,000 feet documentation must be retained in the facility with (above ground level) require additional analysis. copies of all documentation forwarded to the EPS.

Facilities must contact the EPS for further guidance. The directive resulting from the air traffic procedure must contain a statement that a preliminary d. If the preliminary environmental review environmental review has been accomplished and indicates that an Environmental Assessment or an that a Categorical Exclusion has been approved by Environmental Impact Statement is not required, the the responsible official.

General 4 − 1 − 2 JO 7210.3Z 12/10/15

Section 2. User Coordination/Conferences/Publicity

4 − 2 − 1. LOCAL CONFERENCES 4 − 2 − 4. COORDINATION OF ATC PROCEDURES a. Facility air traffic managers must call local conferences, as often as important local problems a. Coordination must be carried out with the warrant, for discussing and clarifying facility appropriate users prior to implementing or changing operational matters. Use discretion before making procedures which may have a significant effect on any policy commitments.

them or flight information publications. Users means the operators of aircraft; organizations representing 1. Following these conferences, take appropri- aircraft owners, operators, or pilots; individuals; the ate action within your jurisdiction.

DOD; aviation authorities; or other government 2. Send two copies of the minutes, or a agencies concerned with the safe, efficient operation summary, of each local conference to the appropriate of aircraft in the NAS.

Service Area office and one to each conference b. Procedures which will have a significant effect member.

on the users will be coordinated with them by means b. If a general conference is needed to discuss of correspondence, individual contacts, or a problems and subjects of a broader nature than those presentation at a meeting for the purpose of soliciting suitable for a local conference, forward such individual comments. When deemed appropriate, the recommendation to the appropriate Service Area advice and viewpoint of individual users will be office.

obtained prior to the development of a proposed change. When safety is not a factor, a minimum of 45 4 − 2 − 2. PILOT EDUCATION days should be afforded those responding to a request for comments.

Air traffic facilities should maintain an aggressive pilot education program whereby facility personnel c. No joint user meeting will be conducted for the provide briefings and conduct seminars for pilot purpose of seeking user consensus or agreement on groups. In addition to briefings on local airspace and an issue. Coordination does not mean or imply that procedures, information on national programs should unanimity of opinion must be reached nor does it be provided. Emphasis should be placed on mean that user concurrence is required.

operations within Class B and Class C airspace and d. Inter − facility coordination must be carried out, on the FSS Modernization Program. The following as appropriate, prior to coordination with the users. In are examples of the type of voluntary programs that addition, all other concerned FAA facilities and may be offered: offices must be informed prior to implementing these a. Operation Rain Check.

changes.

REFERENCE − FAAO 7230.16, Pilot Education Program − Operation Rain Check.

e. The final decision on whether a change is adopted as proposed, changed in light of the b. Operation Takeoff.

individual replies received, or not adopted rests with REFERENCE − the initiating office and will be based on an evaluation FAAO 7230.17, Pilot Education Program − Operation Takeoff.

of all pertinent factors. If significant objections to a c. Facility sponsored pilot/controller forums.

change are received, advise the Service Area office d. FSDO accident prevention safety meetings.

which will inform the Manager of Airspace and Rules, if deemed appropriate.

4 − 2 − 3. PUBLISHED ITEMS f. When a change is adopted, users will be afforded Items of publicity, either commendable or critical of sufficient time to prepare for the change prior to its FAA facilities, should be forwarded to the Service implementation. If a proposed change is not adopted, Area office. This includes newspaper clippings, an explanation of the decision will be forwarded to magazine articles, photographs, or copies of letters. the users.

User Coordination/Conferences/Publicity 4 − 2 − 1 JO 7210.3Z 12/10/15

Section 3. Letters of Agreement (LOA)

4 − 3 − 1. LETTERS OF AGREEMENT k. Establish aircraft radiotelephony call signs to be used by the tower and the local operators.

a. Air traffic managers must negotiate a LOA l. Define the responsibilities of the tower and the when operational/procedural needs require the airport management or other authority for movement cooperation and concurrence of other persons/ and nonmovement areas by precisely delineating the facilities/organizations. A LOA must be prepared loading ramps and parking areas under the when it is necessary to: jurisdiction of the airport management or other b. Supplement established operational/procedural appropriate authority. Facility air traffic managers instructions.

may, at their discretion, exclude from the movement area those portions of the airport surface normally c. Define responsibilities and coordination re- designated movement areas that are not visible from quirements.

the tower. Consideration must be given to the impact d. Establish or standardize operating methods.

this may have on the movement of ground traffic. The agreement may include the following: e. Specify special operating conditions or specific 1. Airport management or other appropriate air traffic control procedures.

authority must require, by agreement or regulation, f. Delegate responsibility for ATC service; e.g., all ground vehicles and equipment operators and approach control service, control boundary jurisdic- personnel to obtain tower approval prior to entry onto tion, and procedures for coordinating and controlling the airport movement area and comply with control aircraft where two or more airports have conflicting instructions issued to them while on that area. This traffic patterns or overlapping conflicting traffic includes those vehicles used to conduct pushback patterns.

operations and must require approval prior to moving aircraft/vehicles out of the loading ramps or parking g. Establish responsibilities for: areas onto the movement area.

1. Operating airport equipment.

2. Airport management or other appropriate authority may also require those aircraft which will 2. Providing emergency services.

not infringe upon the movement area but will impede 3. Exchange braking action reports with the ingress and egress to the parking area to contact the airport management. As a minimum, procedures tower for advisories prior to conducting pushback must provide for the prompt exchange of reports operations. State that information related to aircraft which indicate runway braking conditions have movement on the loading ramps or parking areas is deteriorated to “fair,” “poor,” or “nil” or have advisory in nature and does not imply control improved to “good.” responsibility.

4. Reporting operating limitations and hazards.

3. At those airports where vehicles not equipped with two − way radio are permitted by the airport h. Describe procedures that supplement those management or other appropriate authority to enter or contained in FAAO JO 7110.65, Air Traffic Control, cross the defined movement area at specific locations or FAAO JO 7110.10, Flight Services, to satisfy a without approval from the tower, enter into an LOA requirement of a military service.

with the airport management, or other appropriate REFERENCE − authority, specifying the conditions for such FAAO JO 7110.65, Para 1 − 1 − 10, Constraints Governing Supplements operations and include the clause as follows: “The and Procedural Deviations.

airport owner/operator covenants and expressly i. Define stereotyped flight plans used for special agrees that with regard to any liability which may operations, such as training flights or flight test arise from the operation within (area/areas), that party activities.

must be solely and exclusively liable for the j. Describe airspace areas required to segregate negligence of its own agents, servants, and/or special operations. employees, in accordance with applicable law, and Letters of Agreement (LOA) 4 − 3 − 1 JO 7210.3Z 12/10/15 that neither party looks to the other to save or hold it 1. Interfacility coordination for control of ADC harmless for the consequences of any negligence on aircraft.

the part of one of its own agents, servants, and/or 2. Delegation of responsibility for approach employees.” control services.

3. MTR procedures.

4 − 3 − 2. APPROPRIATE SUBJECTS j. Between a tower and another government Examples of subjects of LOAs are: agency: a. Between ARTCCs: 1. Simulated flameout procedures.

1. Radar handoff procedures.

2. Control of helicopter SVFR flights.

2. Interfacility coordination procedures.

3. Operation of aircraft − arresting barriers.

3. Delegation of responsibility for IFR control 4. MTR procedures.

jurisdiction.

k. Between a tower and/or FSS and an airport b. Between ATCTs: manager/aircraft operator at airports upon which the 1. Tower en route control service.

tower and/or FSS is located: 2. Interfacility coordination procedures.

1. Airport emergency service.

c. Between Flight Service Stations: Procedures 2. Operation of airport lighting.

for maintaining master flight plan files.

3. Reporting airport conditions, to include how d. Between an ARTCC and an ATCT: all PIREP braking action reports of “nil” and “poor” are to be immediately transmitted to the airport 1. Approach control service.

operator, and an agreement on actions by air traffic 2. Interfacility coordination procedures.

personnel for the immediate cessation of operations on runways subject to “nil” braking action reports.

3. Tower/center en route control service.

REFERENCE − e. Between an ARTCC and an FSS: Define areas Advisory Circular AC 150/5200 − 30C, Airport Winter Safety and Operations.

of security responsibility. (See para 2 − 7 − 5, Facility Security . ) 4. Control of vehicular traffic on airport movement areas.

f. Between an ATCT and an FSS: Operation of airport lighting. NOTE − The intent of these LOAs is to use them where airports g. Between an ARTCC or an approach control have standard routes that traverse movement areas on a facility and a nonapproach control tower, an FSS, an long term basis. These LOAs are not intended to allow airport manager, or a local operator: Special VFR short term operations, single situations, or “open − field” Operations. (See FIG 4 − 3 − 1.) clearances.

5. Operations under an exemption from Part 91, h. Between an ARTCC or an approach control Appendix D, Section 3, the surface area of Class B, facility and a nonapproach control tower: Class C, Class D, or Class E airspace within which 1. Authorization for separation services.

Special VFR weather minimums are not authorized.

2. Interfacility coordination procedures.

REFERENCE − Advisory Circular AC 150/5210 − 7C, Airport Rescue and Fire Fighting Communications.

3. Opposite direction operations procedures.

REFERENCE − l. Between a tower and/or FSS and an airport FAAO 7210.3, Para 2-1-30, Opposite Direction Operations.

manager/aircraft operator at airports upon which the i. Between an ARTCC and another government tower is located but the FSS is not: Reporting airport agency: runway conditions .

Letters of Agreement (LOA) 4 − 3 − 2 JO 7210.3Z 12/10/15 4 − 3 − 3. DEVELOPING LOA f. Attach charts or other visual presentations, when appropriate, to depict the conditions of the Air traffic managers must take the following action LOA.

when developing a LOA: (See FIG 4 − 3 − 1 and g. Coordinate with the Regional Flight Standards FIG 4 − 3 − 2.)

Division, All Weather Operations Program Manager if aircraft operations or pilot procedures will be a. Determine, through coordination, which FAA affected.

facility is principally responsible for processing the LOA.

h. Prepare a single supplement, if necessary, to augment the letter at a facility and attach it to the basic b. Confine the material in each agreement to a LOA. Do not repeat material from the basic LOA.

single subject or purpose.

i. After coordination, send two copies of the c. Describe the responsibilities and procedures proposed LOA, including supplements, to the service applicable to each facility and organization involved.

area office for approval if required.

Review pertinent national procedures or local instrument flight procedures and incorporate into the 4 − 3 − 4. REVIEW BY SERVICE AREA new LOA(s) as necessary.

OFFICE NOTE − a. The Service Area office must review the Information related to subscribing for alerts regarding proposed LOA, ensure coordination with other upcoming changes to instrument flight procedures is interested offices and affected user groups, as available at the Instrument Flight Procedures Informa- tion Gateway: https://www.faa.gov/air_traffic/ necessary, and approve the LOA if satisfactory.

flight_info/aeronav/procedures/ b. The Service Area office may, in writing, REFERENCE − delegate to air traffic managers, air traffic managers FAAO JO 7210.3, Para 2-1-2, Facility Standard Operating Procedures designees, ATREPs, or Region Air Defense Liaison Directive FAAO JO 7210.3, Para 2-1-6, Checking Accuracy of Published Data Officer (RADLOs) the authority to develop, FAAO JO 7210.3, Para 4-3-6, Annual Review/Revisions coordinate, approve, and implement LOAs except for: d. Delegate responsibility for control of IFR aircraft, where necessary, by taking the following 1. Those which prescribe procedures or minima action: contrary to those contained in FAAO JO 7110.65, Air Traffic Control, unless appropriate military authority 1. Describe the area within which responsibility has authorized application of reduced separation is delegated. The area may be depicted in chart form.

between military aircraft; or 2. Define the conditions governing use of the REFERENCE − FAAO JO 7110.65, Para 1 − 1 − 9, Procedural Letters of Agreement.

area. These include altitudes, routing configuration, and limitations or exceptions to the use of the 2. Those between an IFR facility and a tower to applicable airspace.

authorize the separation services prescribed in para 2 − 1 − 15, Authorization for Separation Services by 3. Specify the details of control procedures to be Towers, and para 10 − 5 − 3, Functional Use of used. These include clearance limits, reporting Certified Tower Radar Displays.

points, handoff points, and release points.

4. Identify clearance limits designated as 4 − 3 − 5. APPROVAL Instrument Approach Fixes when they are to be used Upon receipt of Service Area office approval, the air for holding aircraft.

traffic manager must: 5. Specify communications and coordination a. Prepare the LOA in final form incorporating the procedures.

Service Area office guidance.

e. Coordinate with other FAA facilities and b. Establish an effective date, acceptable to all military or civil organizations as appropriate. parties involved, that permits sufficient time for Letters of Agreement (LOA) 4 − 3 − 3 JO 7210.3Z 12/10/15 distribution and for participating facilities and user when new/revised instrument flight procedures are groups to familiarize personnel, revise directives, published or national procedures are implemented or flight charts, etc., and complete other actions. changed.

NOTE − c. Sign the LOA and obtain signatures of other Information related to subscribing for alerts regarding authorities as required.

upcoming changes to instrument flight procedures is available at the Instrument Flight Procedures Informa- d. Distribute copies of the signed LOA to each tion Gateway: https://www.faa.gov/air_traffic/ participating facility or organization, the Service flight_info/aeronav/procedures/ Area office, and other interested offices. Distribution REFERENCE − of supplements outside the facility is not required.

FAAO JO 7210.3, Para 2-1-2, Facility Standard Operating Procedures Directive e. Ensure that current, new, or revised LOA, FAAO JO 7210.3, Para 2-1-6, Checking Accuracy of Published Data Standard Operating Procedures (SOP), and FAA FAAO JO 7210.3, Para 4-3-3, Developing LOA Facility Orders (FO) are posted in the Facility b. Process revisions to LOAs and attachments or Directives Repository (FDR) before the effective supplements thereto as page replacements. Mark the date of the document.

revisions as follows: EXCEPTION. LOAs containing contingency plan 1. Place an asterisk or vertical line to the left of information must not be posted to the FDR. LOAs each new or revised paragraph or section to signify with such information must be posted to the National new material.

OCP database.

2. Identify page revisions by the “REV” REFERENCE − number, e.g., “REV 1,” and the effective date in the FAAO JO 7210.3, Para 2 − 2 − 14, Facility Directives Repository (FDR).

lower right hand corner of each revised page.

c. Coordinate revisions to a LOA in the same 4 − 3 − 6. ANNUAL REVIEW/REVISIONS manner and degree as for the original LOA.

a. Review LOAs at least annually and update as necessary. Examine current LOAs for practices 4 − 3 − 7. CANCELLATION and/or procedures that are no longer required.

Reviewing includes both content and relevance that After appropriate coordination with LOA signatories achieve full operational efficiency and customer and the Service Area, cancel any agreement which is flexibility. Review and, if necessary, update LOAs no longer applicable. Ensure that the FDR is updated.

Letters of Agreement (LOA) 4 − 3 − 4 JO 7210.3Z 12/10/15 FIG 4 − 3 − 1 Format for a Control Facility/FSS Letter of Agreement (Name) Center/Approach Control and (Name) FSS LETTER OF AGREEMENT EFFECTIVE: _____________________________________________ SUBJECT: Special VFR Operations within (Name) Airport Surface Area 1. PURPOSE: To provide operating procedures for Special VFR flight handling in the (name) surface area without individual coordination.

2. SCOPE: The procedures outlined herein are for use in the conduct of Special VFR operations within the (name) Airport surface area at or below _____ feet. These procedures are applicable only to aircraft equipped with functioning 2 − way radio in order to effect a recall when required by traffic or weather conditions.

3. RESPONSIBILITIES: Upon request by the (name) FSS, the Center/Approach Control Facility may authorize Special VFR operations in the (name) Airport surface area for specific periods of time. The Center/Approach Control Facility must retain the authority to withdraw the provi- sions of this agreement at any time.

4. PROCEDURES: a. Local Special VFR operations. The (name) FSS must not authorize more than one aircraft to operate simultaneously in the surface area unless pilots agree that they will maintain visual separation with other aircraft operating in the surface area.

b. IFR Arrivals and Departures. Special VFR operations must be controlled by the (name) Center/Approach Control during the fol- lowing periods: (1) From 10 minutes prior to the estimated time of arrival of an IFR aircraft over the approach fix until it is on the ground (IFR arrivals must not be cleared for an approach until the FSS confirms that there are no Special VFR operations in progress.)

(2) From 10 minutes prior to the estimated time of departure of an IFR aircraft until it departs the surface area.

c. Special VFR Arrivals and Departures: (1) The (name) FSS may authorize aircraft to enter, depart, or fly through the surface area when no Special VFR opera- tions are in progress. Authorization must be granted as outlined in 4a.

(2) Aircraft desiring to enter the surface area during times Special VFR operations are in progress must be instructed to maintain VFR conditions outside the surface area pending recall and landing of aircraft operating in the surface area.

d. Predesigned clearance phraseologies. To authorize Special VFR operations or to issue instructions or other messages pertinent thereto, the (name) FSS must use the following phraseology: (1) To authorize operations: A − T − C CLEARS (identification) TO ENTER/OUT OF/THROUGH (name) SURFACE AREA. MAINTAIN SPECIAL VFR CONDITIONS AT OR BELOW (altitude). REPORT LANDING COMPLETED/LEAVING SURFACE AREA, or A − T − C CLEARS (identification) TO OPERATE WITHIN (name) SURFACE AREA. MAINTAIN SPECIAL VFR CONDITIONS AT OR BELOW (altitude).

(2) To deny operations when visibility is less than one mile: VISIBILITY (value). A − T − C UNABLE TO ISSUE DEPARTURE/ENTRY CLEARANCE.

(3) To suspend operations: SPECIAL VFR AUTHORIZATION DISCONTINUED. RETURN TO AIRPORT OR DEPART SURFACE AREA.

ADVISE INTENTIONS ............ (after response), REPORT LANDING COMPLETED/LEAVING SURFACE AREA.

(4) To advise an aircraft to remain outside the surface area: A − T − C ADVISES (identification) TO MAINTAIN VFR OUTSIDE THE (name) SURFACE AREA PENDING ARRIVAL/RECALL/DEPARTURE OF SPECIAL VFR AIRCRAFT.

Air Traffic Manager, (Name) FSS Air Traffic Manager, (Name) ARTCC/Approach Control Letters of Agreement (LOA) 4 − 3 − 5 JO 7210.3Z 12/10/15 FIG 4 − 3 − 2 Format for an ARTCC/Air Division Letter of Agreement (Name) Air Route Traffic Control Center and (Name) Air Division LETTER OF AGREEMENT EFFECTIVE:______________________________________ SUBJECT: Inter − Facility Coordination for the Control of Aerospace Defense Command Interceptor Aircraft 1. PURPOSE: (List responsibility and describe necessary coordination.)

2. CANCELLATION: (As required.)

3. SCOPE: (Specify area, names, and types of facilities involved.)

4. RESPONSIBILITIES: (Specify.)

5. PROCEDURES: a. ATC Assigned Airspace. (List procedures to be followed for requesting and authorizing airspace, handling aircraft to and from the airspace, and notifying when no longer required.)

b. Transfer of Control. (Specify transfer procedures.)

c. Departure. (Specify required advanced time for filing flight plans. Outline additional items required in the flight plan; e.g., type of departure, CONAD control facility, and IND position number.)

d. En Route. (including information that ATC is responsible for effecting separation in assigned airspace whenever nonparticipating aircraft are cleared to operate within such airspace.)

e. Arrivals. (Outline handoff procedures and special instructions.)

f. General. (Self − explanatory.)

6. ATTACHMENTS (List, as required, items such as chart of ATC − assigned airspace areas, common reference/handoff points, etc.)

Air Traffic Manager, (Name) ARTCC Commander, (Name) Air Division (Title of other appropriate authority) 4 − 3 − 8. AUTOMATED INFORMATION directive, may issue the altitude change, if any.

TRANSFER (AIT) Additionally, facility AIT directives must require that any deviation from the specified procedure invalid- a. Radar identification, altitude, and en route ates the procedure for that situation and requires that fourth line control information approval may be verbal coordination be completed as per FAAO transferred via full data blocks without using JO 7110.65, Air Traffic Control, para 2 − 1 − 14, point − out procedures or verbal coordination. Air Coordinate Use of Airspace, para 2 − 1 − 15, Control traffic managers wishing to authorize the use of the Transfer, para 5 − 4 − 5, Transferring Controller AIT process must establish AIT procedures adapted Handoff, para 5 − 4 − 6, Receiving Controller Handoff, to local traffic situations and use the process only or para 5 − 4 − 7, Point Out. The following are general within the context of those specific procedures. These examples of the AIT process.

precoordinated procedures and the controller re- 1. Transfer of radar identification only: sponsibilities must be specifically defined in facility directives. EXAMPLE − Controller A initiates a transfer of radar identification to REFERENCE − controller B before the aircraft enters controller B’s FAAO JO 7110.65, Para 5 − 4 − 11, En Route Fourth Line Data Block airspace. Controller B accepts the transfer of radar Usage.

identification before the aircraft enters his/her airspace.

b. The controller who first transfers radar Controller B, traffic permitting, then initiates a transfer identification will also transfer aircraft communica- of radar identification to controller C before the aircraft tions. Either the transferring or the receiving enters controller C’s airspace. Controller A transfers controller, whoever is specified in a facility AIT aircraft communications to controller C before the Letters of Agreement (LOA) 4 − 3 − 6 JO 7210.3Z 12/10/15 aircraft enters controller C’s airspace and after observing that controller C has accepted the transfer of radar (b) Sector 63 must accept the transfer of radar identification. identification then display either an assigned or interim altitude in the data block.

2. Transfer of radar identification and altitude control: (c) Sector 63 must then initiate a transfer of radar EXAMPLE − identification to sector 23 before the aircraft enters 1. Controller A initiates a transfer of radar identification sector 23’s airspace.

to controller B; controller B accepts the transfer.

(d) Sector 20, after observing the assigned/interim Controller B amends either the interim or assigned altitude displayed in the data block and that a transfer of altitude in the data block to an altitude within his/her radar identification has been initiated to sector 23, must altitude stratum as prescribed in a facility directive.

then clear the aircraft to the appropriate altitude.

Controller B initiates a transfer of radar identification to controller C before the aircraft enters controller C’s (e) Sector 20 must transfer communications of the airspace. Controller A, after observing controller B aircraft to sector 23 before the aircraft enters sector 23’s initiate a transfer of radar identification to controller C, airspace and after observing sector 23’s acceptance of the clears the aircraft to the altitude displayed in the data transfer or radar identification.

block by controller B. Controller A, after observing that controller C has accepted the transfer of radar c. Due to system design, the transfer of data stored identification, transfers aircraft communication to in the fourth line of the DSR FDB will not be controller C before the aircraft enters controller C’s displayed to the controller when operating on the airspace.

backup system in EBUS only mode.

2. Controller C may clear the aircraft to the altitude 1. When switching from the primary system to displayed by controller B if so established in a facility AIT either mode of the backup system, ensure that the directive.

interfacility DSR fourth line data transfer is disabled.

2. When notified that an adjacent facility has 3. The following is an example of a transitioned from their primary system to either mode precoordinated AIT procedure which might be of the backup system, ensure that the interfacility written in a facility directive: DSR fourth line data transfer to that facility is EXAMPLE − disabled.

The following procedure is established for implementa- 3. After successfully completing the transition tion under the (AIT) process and is agreed to by the South and East areas. Aircraft departing ELP via J26 to ROW back to the primary system, coordinate a time to requesting FL 280 or above must be handled as follows: enable interfacility DSR fourth line data transfer.

4. The air traffic manager must ensure that these (a) Sector 20 must clear the aircraft to FL 270 within its procedures are incorporated into a Standard airspace and then initiate a transfer of radar identification to sector 63. Operating Procedure.

Letters of Agreement (LOA) 4 − 3 − 7 JO 7210.3Z 12/10/15

Section 4. Application

4 − 4 − 1. OPERATIONS UNDER will not conflict with call signs using three-letter EXEMPTIONS FROM SECTION 3 OF ICAO-approved designators.

APPENDIX D TO PART 91 SURFACE 2. Local call sign/telephony designators must AREAS OF CLASS B AND CLASS C not conflict with call signs and/or telephonies in use AIRSPACE WITHIN WHICH SPECIAL VFR by military aircraft and other aircraft that operate in WEATHER MINIMUMS ARE NOT the local area. All law enforcement call sign/tele- AUTHORIZED FOR FIXED − WING phony designators must be verified through System AIRCRAFT Operations Security (9-ATOR-HQ-IFOS@faa.gov).

Implement LOAs with operators whose operations 3. Local call signs are only used for communic- are conducted under an exemption to 14 CFR Part 91, ations and operations with local ATC facilities that Appendix D, Section 3. Letters of Agreement should are signatories on the LOA.

contain: 4. Local call signs are not used in filing flight a. The surface area within which exempted plans outside the local area designated in the LOA.

operations may be conducted; NOTE − Aircraft operators (for example, flight schools, aircraft b. The weather minimums required for the manufacturers, law enforcement, etc.) may request a operations; special call sign/telephony designator that would enable c. That visual reference to the surface is required; IFR flight operations outside the designated local area .

b. Special call sign/telephony designators are d. Sufficient details as to routes, altitudes, authorized and assigned by the FAA for government- communications, reporting points, etc. to facilitate al or other aircraft operations to enable special control of these operations; handling by ATC within the continental United e. Code names, if practical, for use in signifying to States. Special designators can be used for filing the pilot the details of each arrival and departure flight plans and may be issued for a designated area procedure; and of operation corresponding to the duration of an event or circumstances requiring special handling. Special f. Any additional data which the ATC facility designators are authorized by the following FAA believes necessary to accommodate operations.

offices: NOTE − 14 CFR Part 91, Appendix D, Section 3 lists specific 1. System Operations Security surface area locations in which FW/SVFR flight is (9-ATOR-HQ-IFOS@faa.gov) for federal, state, or prohibited. However, operators may petition for local governmental aircraft operators, including law exemptions from these prohibitions. An exemption may enforcement.

only be granted by an FAA Headquarter’s office (i.e., Vice 2. Aeronautical Information Management Preseident for Terminal Services, or the Administrator).

(AIM) (callsigns@faa.gov) for non- governmental aircraft operators, including flight schools.

4 − 4 − 2. USE OF AIRCRAFT CALL SIGNS REFERENCE − FAAO JO 7110.67 Special Aircraft Operations by Federal/State Law a. Local call sign/telephony designators are used Enforcement/Military Organizations and Special Activities only for local flight operations as specified in a letter of agreement (LOA) between the local air traffic c. ICAO three-letter designators are normally used for world-wide use and assigned by ICAO control (ATC) facility and the requesting aircraft (http://www.icao.int/3LD). Authorized ICAO operator. LOAs concerning the use of aircraft call signs by local flight operators must conform with the three-letter designators are published in FAA Order 7340.2 and ICAO Document 8585.

following standards: REFERENCE − 1. Local call signs must not be assigned a FAAO JO 7340.2 Contractions three-letter designator. This ensures local call signs AC 120-26 ICAO Aircraft Company Three-Letter Identifier and/or Application 4 − 4 − 1 JO 7210.3Z 12/10/15 Telephony Designator Assignments and U.S. Special Telephony/Call c. Coordination with the tower is accomplished Signs prior to changing to an alternate frequency.

ICAO Document 8585 Designators for Aircraft Operating Agencies, Aeronautical Authorities and Services d. The primary function of the RSU is to monitor arrivals and departures of designated military 4 − 4 − 3. RUNWAY SUPERVISORY UNITS aircraft.

(RSU) e. The RSU must not be used for ATC service except: Facility air traffic managers must ensure that the following items are included in a LOA with the local 1. In an emergency situation; or military authority when the operation of a military 2. At undergraduate pilot training/pilot instruct- RSU has been directed by the military commander.

or training (UPT/PIT) locations to UPT/PIT aircraft a. Qualification requirements of personnel operat- for preventive control purposes.

ing the RSU.

f. Radio silence must be maintained at all times b. A continuous monitor of the appropriate tower unless actual safety of flight is involved or as outlined frequency is maintained. in subpara e above.

Application 4 − 4 − 2 JO 7210.3Z 12/10/15

Section 5. Other Correspondence

4 − 5 − 1. LETTERS OF PROCEDURES b. The Letter To Airmen must adhere to the following: a. Facility air traffic managers must prepare letters 1. The Letter To Airmen must be originated in of procedure for stating specific terms regarding the LTA Manager and disseminated via the AIM release by the using agency of restricted areas as NOTAM website.

defined in 14 CFR Part 73.

2. The Letter To Airmen is informational in b. Prepare and handle letters of procedure as nature and must not contain words which imply follows: mandatory instructions. The words “must” and 1. Coordinate with the using agency procedures “shall” are not to be used in a Letter To Airmen.

for the joint − use of a restricted area. (See 14 CFR 3. Chart attachments must be used in lieu of Section 73.15.)

narrative descriptions to the extent possible.

2. After coordination, send two copies of the 4. The signed original Letter To Airmen must be proposed document to the Service Area office.

maintained by the originating facility.

3. The Service Area office must review and 5. Each Letter To Airmen must contain an approve or delegate the authority for approval to the effective date (UTC) and a cancellation date (UTC) facility air traffic manager. Forward to Service Area and must not remain in effect beyond the date the office for approval any joint − use letter that proposes information contained in the letter becomes obsolete procedures considered a substantial departure from or more than 24 months, whichever occurs first.

the recommended format.

6. Issue a new Letter To Airmen for the same 4. Upon receipt of approval from the Service subject prior to the end of the 24 − month period only Area office, the facility air traffic manager must if the information contained requires continued prepare the final letter, incorporating Service Area publication. (See FIG 4 − 5 − 1.)

office guidance, sign (along with the appropriate FIG 4 − 5 − 1 using agency authority), and establish an effective Letter to Airmen date allowing at least 30 days for any rulemaking actions necessitated by subpara 5 below, and the cartography and the distribution requirements.

5. An FAA facility must be designated in 14 CFR Part 73 as the controlling agency of any joint − use restricted area. When an ATC requirement exists in a joint − use restricted area, rulemaking action is also necessary to designate restricted areas as controlled airspace below 14,500 MSL.

6. The document must contain an effective date.

7. Send two copies to each of the participating facilities or agencies; one copy directly to the Service Area office.

4 − 5 − 2. LETTERS TO AIRMEN a. Facility air traffic managers may issue letters to airmen to publicize new or revised services, anticipated interruptions of service, procedural changes, and other items of interest to users.

Other Correspondence 4 − 5 − 1 JO 7210.3Z 12/10/15 4 − 5 − 3. DISPOSITION OF VOLCANIC ACTIVITY REPORTING (VAR) FORMS Should a controller receive a completed volcanic activity report (VAR) form during a pilot briefing, the controller is directed to forward the form to the supervisor/CIC on duty. The supervisor/CIC must mail or fax the completed form to the Smithsonian Institute as specified at the bottom of the form within 24 hours of receipt.

Other Correspondence 4 − 5 − 2 JO 7210.3Z 12/10/15

Section 6. Records

4 − 6 − 1. FACILITY RECORDS e. New daily forms must be put into use at the start MANAGEMENT of each day’s business.

Manage facility records in accordance with FAAO 4 − 6 − 4. FAA FORM 7230 − 4, DAILY RECORD 1350.15, Records Organization, Transfer, and OF FACILITY OPERATION Destruction Standards.

a. Completion of FAA Form 7230 − 4, Daily Record of Operation. Using agency − approved automation methods to complete FAA Form 7230 − 4 4 − 6 − 2. COLLECTION OF OPERATIONAL is preferred to using manual methods.

DATA 1. Each air traffic facility, excluding Federal a. Air traffic managers are responsible only for the contract towers (FCT) and FAA flight service routine collection and reporting of basic operational stations, must use the Comprehensive Electronic information as authorized in this order or by the Data Analysis and Reporting (CEDAR) program to appropriate service unit. Collection of any data must complete an automated version of FAA Form be considered a secondary function and must not 7230 − 4.

interfere with the accomplishment of operational 2. Where currently in use, facilities and/or duties.

TMUs may continue to use the NTML to complete an b. Air traffic managers must not permit their automated version of the FAA Form 7230 − 4.

facilities to participate in special studies and surveys NOTE − nor agree to the use of facility personnel to tabulate, A National Workgroup has been established to develop prepare, or forward to outside organizations or parties methods to exchange pertinent data between CEDAR and any special summaries, abstracts, reports, or NTML that is needed to complete FAA Form 7230 − 4. This aeronautical data unless approved in advance by the method will enable a single method of completing an Service Area office.

automated version of the FAA Form 7230 − 4 while maintaining the unique program functionality capability of both CEDAR/NTML programs.

4 − 6 − 3. FORMS PREPARATION 3. If an automated method is not available to complete FAA form 7230 − 4, the facility and or traffic a. Exercise care when preparing forms to ensure management unit must manually complete the form.

neatness and accuracy. The forms are a part of the An example of the Daily Record of Facility Operation facility’s permanent records and subject to review by follows this section. (See FIG 4 − 6 − 1.)

authorized personnel or agencies.

b. The use of FAA Form 7230 − 4 for individual b. Except as in subpara c, do not erase, strikeover, position assignments is authorized only for the or make superfluous marks or notations. When it is STMCIC, FLMIC, OMIC, TMC, TMCIC, and CIC necessary to correct an entry, type or draw a single positions, and positions at the ATCSCC.

horizontal line through the incorrect data, initial that part of the entry, and then enter the correct data.

4 − 6 − 5. PREPARATION OF FAA FORM 7230 − 4 c. When using an automated Form 7230 − 4, grammatical and spelling errors may be corrected by Personnel responsible for preparation of the Daily use of delete or type − over functions. Substantive Record of Facility Operation, FAA Form 7230 − 4, changes in contents of remarks should be accom- must ensure that entries are concise, yet adequately plished by a subsequent or delayed entry. If the describe the operation of the facility, including any computer software used contains a strikeout feature, abnormal occurrences. Prepare FAA Form 7230 − 4 as this feature may be used.

follows: d. Authorized FAA abbreviations and phrase a. Use of a typewriter, computer printout, or ink is contractions should be used. mandatory. Signatures or handwritten initials must Records 4 − 6 − 1 JO 7210.3Z 12/10/15 be in either blue or black ink. Handwritten entries siren check, etc. Make an entry (“WCLC”) on FAA must be printed, rather than in script. REMARKS Form 7230 − 4 when the watch checklist has been section entries must be single − spaced. completed. Notify the organization responsible for corrective action on equipment malfunctions. Record b. Make all time entries in UTC, except that in the equipment malfunctions, equipment released for section titled “Personnel Log,” local time must be service, notification information and/or course of used for time and attendance purposes.

action taken to correct problem, and return of c. Complete the information required at the top of equipment to service. Facilities may establish local each form.

forms and procedures for recording and disseminat- ing equipment malfunction and restoration informa- d. Make an appropriate notation under “Operating tion. Local forms used for recording this information Position” to indicate the extent of the operation are considered to be supplements to FAA Form described on each form; e.g., “AM,” “All,” “Sector 7230 − 4 and must be filed with it.

D3,” etc.

NOTE − e. The first entry in the REMARKS section of At facilities which are closed prior to the beginning of the each day’s form must indicate the employee new business day, changes in status can occur during responsible for the watch and must be used to show nonoperational hours. If the status of equipment or other carry − over items. Items to be carried over from the facility operations has changed from status reported on preceding “Daily Record of Facility Operation” are previous days’ FAA Form 7230 − 4, changes must be noted in Watch Checklist entry, as well as time of status change, those which will affect the current day’s Daily Record if known (e.g., WCLC − ABC VOR RTS 0700). If (e.g., equipment outages, runway or airspace status, necessary, place an “E” in the left margin as prescribed or coordinated routes/procedures). The last entry on in para 4 − 6 − 5, Preparation of FAA Form 7230 − 4 .

each day’s form must indicate the close of business h. FAA Order 7210.632, Air Traffic Organization (COB), consider midnight local time or facility closing time, if earlier, as the close of the day’s Occurrence Reporting, defines situations requiring a business. Mandatory Occurrence Report (MOR). Record MORs with the minimum detail necessary in order to f. Employees must sign on/off as follows: identify the initiating incident (for example, unusual 1. When a typed or handwritten FAA Form go − around, 3 − hour tarmac delay) and how it was 7230 − 4 is used, the employee assuming responsibil- identified (for example, in − flight evaluation).

ity for the watch must sign on using their operating 1. En Route and Oceanic facilities must use the initials and must sign the certification statement at the CEDAR tool to record and disseminate MOR’s. En bottom of the form.

Route and Oceanic facilities must also use CEDAR 2. When an automated FAA Form 7230 − 4 is to document the resolutions of MOR’s.

used, in lieu of actually signing the form, the 2. Terminal facilities and flight service stations employee assuming responsibility for the watch must may utilize an automated version of FAA Form sign on using their name, e.g., “1430 J. SMITH ON.” 7230 − 4 or establish local forms and procedures for Entering the name of the employee assuming recording, disseminating, and documenting the responsibility for the watch, in lieu of entering resolution of MOR’s. Local forms used for recording operating initials, serves the same purpose as signing this information are considered supplements to FAA the certification statement at the bottom of the actual Form 7230’4 and must be filed with it.

form. Additionally, the employee responsible for the i. Place a large letter “E” in the left hand margin watch at the time that the form is printed out must sign beside entries on equipment malfunctions. The “E” the certification statement at the bottom of the form, must also be used when equipment is restored to as when the actual FAA Form 7230 − 4 is used.

service. The “E” is not required for facilities using 3. When FAA Form 7230 − 4 is used to indicate local forms if procedures are established in position responsibility, record employees initials and accordance with subpara g.

exact minute on/off the position.

NOTE − g. Establish and post a list of equipment checks The “E” is to be used on entries related to equipment required during each watch; e.g., recorder checks, problems which require Technical Operations involve- Records 4 − 6 − 2 JO 7210.3Z 12/10/15 ment. The “E” is not required for routine maintenance 2. Field 2 must contain a position identifier that items or for carryover entries on previously entered is a maximum of five letters and/or numbers, starting equipment malfunctions.

in the first space on the left side of the field. Unused j. When this form is used to describe the operation spaces must be left blank.

of radioteletypewriter and radiotelegraph circuits, (a) ARTCCs: ARTCCs must use sector record the following information: identifiers which have been approved by the En 1. Frequencies being used and type of watch Route and Oceanic Area Office.

(continuous or scheduled) being maintained on each (b) TERMINALS and FSSs: When there is frequency.

more than one position of a particular type, establish 2. A record of each communication, test and use individual identifiers for each position. When transmission, or attempted communication except only one position of a particular type exists, this field when such information is recorded elsewhere in the may be left blank.

facility, the time the communication is completed, 3. Field 3 must contain a maximum of two the station communicated with, and the frequency letters to show the position type, as follows: used.

k. Employees other than the person responsible (a) ARTCCs: Starting on the left side of the for the watch who make an entry must initial or enter field, use position codes as follows: initials for each of their own entries.

TBL 4 − 6 − 1 l. Use additional forms as necessary to complete Field 3 − ARTCC the reporting of the day’s activity.

Designator Position m. Make an entry closing out FAA Form 7230 − 4 at the close of business. A Assistant Controller n. The air traffic manager, or his/her designee, D Non − Radar Control must initial the form after reviewing the entries to F Flight Data ensure that the facility operation is adequately and H or RA Handoff, Tracker or Radar accurately described.

Associate 4 − 6 − 6. FAA FORM 7230 − 10, POSITION R Radar Control LOG TM Traffic Management a. Air traffic managers must ensure that FAA O Other Positions Form 7230 − 10, Position Log, or an automated sign on/off procedure is used for position sign on/off. FAA Form 7230 − 10 must be prepared daily. All logs, including automated ones, must reflect 24 hours or the facility’s official operating hours, if less than 24 hours daily.

b. Position logs must be used as the sole − source record for on the job training instructor (OJTI) and evaluator time and premium pay. As a supporting document for time and attendance (T&A) purposes, position logs which document on the job train- ing (OJT) time must be retained for one year prior to destruction.

c. Prepare FAA Form 7230 − 10 as follows: 1. Field 1 must contain the facility three − letter identification code.

Records 4 − 6 − 3 JO 7210.3Z 12/10/15 (b) Terminals: Use two − letter position codes (c) FSSs: Use two − letter codes, as follows: as follows: TBL 4 − 6 − 3 Field 3 − FSS TBL 4 − 6 − 2 Field 3 − Terminal Designator Position AA Airport Advisory Designator Position AE Service A Edit Tower BC Broadcast AC Approach Control Cab BE Service B Edit CC Coordinator Cab CO Coordinator CD Clearance Delivery FD Flight Data FD Flight Data FW Flight Watch GA Ground Control Assistant IF Inflight GC Ground Control NO NOTAM GH Gate Hold OT Other LA Local Control Assistant PF Preflight LC Local Control TT Teletype SC Supervision Cab WC Weather Coordinator TRACON WO Weather Observer AP Approach Control TRACON 4. Field 4 must contain the date in digit format.

AR Arrival Radar All spaces must be used.

CI Coordinator TRACON 5. Field 5 must contain the UTC time that the DI Data TRACON employee assumes responsibility for the position or DR Departure Radar the UTC time that the position is combined with another. For employees receiving OJT instruction or FM Final Monitor Radar evaluation, field 5 must contain the UTC time that the FR Final Radar OJT instruction or evaluation begins.

HO Handoff TRACON 6. Field 6 must contain the operating initials of NR Non − Radar Approach Con- the employee working the position.

trol 7. Field 7 must contain the UTC time that the PR Precision Approach Radar employee is relieved of responsibility for the position or the UTC time that the position is decombined. For SI Supervision TRACON employees receiving OJT instruction or evaluation, SR Satellite Radar field 7 must contain the UTC time that the OJT Tower/TRACON instruction or evaluation ends.

TM Traffic Management 8. Field 8 must contain the appropriate code identified at the bottom of page 1 of the form.

9. Field 9 must contain the identifier of the position being combined with (per field 2). Field 9 may be left blank if the same entry is appropriate and entered in field 10.

10. Field 10 must contain the type of position being combined with (per field 3).

Records 4 − 6 − 4 JO 7210.3Z 12/10/15 11. If the second page (back − side) of FAA Form 4 − 6 − 8. TIME AND ATTENDANCE (T&A) 7230 − 10 is used, then fields 1, 2, 3 and 4 on that page RECORDING must also be completed.

Record the actual times an employee works and is absent on a daily basis. Facilities may use any of the 12. When a mistake is made in filling out fields following methods for documenting time and 5, 6, 7, 8, 9, or 10 − if the portion of the line that is attendance reported to the servicing payroll office.

incorrect can be legibly corrected, then line out that a. The supervisor’s or timekeeper’s observation portion only and write the correct information. If the and subsequent recording of employees’ hours incorrect portion cannot be legibly corrected, then worked. When this method is used, leave usage must line out the entire line and write the correct be documented via OPM (Formerly Standard Form information on the next line.

71), Request for Leave or Approved Absence, or a locally produced form/electronic format documented by facility directive.

4 − 6 − 7. AUTOMATED POSITION SIGN b. Personnel log. A locally produced sign in/out ON/OFF form documented by facility directive, or FAA Form 7230 − 4.

a. FLIGHT SERVICE STATION .

1. When employees arrive, they must sign their name and record their time of arrival. When Use of automated position sign on/off procedures is employees leave, they must record their time of approved for FSS facilities. Facility managers are departure and initial the form.

responsible for ensuring the accuracy of sign on/off 2. The personnel log must contain a statement or data. Facilities must ensure sign on/off data is certification signed by each shift supervisor forwarded to concerned facilities along with other affirming the form’s accuracy and approving the data required for accident packages. Sign on/off data entries made by personnel while under their must be retained for six months, in accordance with supervision. This statement must include the specific FAA Order 1350.15, Records Organization, Transfer, period of time for which each supervisor is providing and Destruction Standards. Data can be retained certification.

either electronically or on paper. FAA Form 3. The personnel log may also be used to 7230 − 10, Position Log, is only required to be used document leave usage provided: during those times that the automated procedure is (a) The employee records the amount and not available.

type of leave used on the day the leave is used.

b. TERMINAL/EN ROUTE .

(b) Since leave use is covered by the Privacy Act, local management must inform all employees Use of automated position sign on/off procedures is that they may use OPM (Formerly Standard Form approved for terminal and en route facilities. The 71), Request for Leave or Approved Absence instead information requirements described in para 4 − 6 − 6, of indicating their leave use on the log (or any other FAA Form 7230 − 10, Position Log, for FAA Form group format employed). This notification must be in 7230 − 10 also apply to the automated procedure, writing, signed by the employee and retained in except that times on/off the position may be facility files, or the notification may be included in a displayed to the second rather than to the minute.

facility directive which authorizes the group form.

Before implementation, facilities must receive En c. Facilities may develop forms other than the Route and Oceanic Operations Area or Terminal personnel log to facilitate the documentation of leave Operations Area office approval and must verify the and absence, provided: accuracy of the automated sign on/off procedure by 1. The form includes, as a minimum, the conducting a 30 − day trial period. After successfully employee request for leave, and the supervisor’s verifying the automated procedure’s accuracy, an approval/disapproval.

actual FAA Form 7230 − 10 is only required to be used during those times that the automated procedure is 2. Each form and its use must be contained in a not available. facility directive.

Records 4 − 6 − 5 JO 7210.3Z 12/10/15 3. Group forms must allow for the Privacy Act still exists.

alternative addressed above.

e. Time clocks or other automated timekeeping d. Initialing time and attendance reports may be devices. These devices may be linked to a supporting used to document leave usage where this capability computer system for purposes of recording.

Records 4 − 6 − 6 JO 7210.3Z 12/10/15 FIG 4 − 6 − 1 Daily Record of Facility Operation [FAA Form 7230 − 4] NSN: 0052 − 00 − 024 − 5002 (1 − 94) Records 4 − 6 − 7 JO 7210.3Z 12/10/15 FIG 4 − 6 − 2 Position Log [FAA Form 7230 − 10] Records 4 − 6 − 8 JO 7210.3Z 12/10/15

Section 7. Reports

4 − 7 − 1. MONTHLY REPORTS event that has the potential to create an operational impact in the NAS.

Facilities must submit monthly reports to the appropriate Service Area office by the 5th day of the a. Therefore, all air traffic facilities must follow following month. Distribution must be made in procedures and responsibilities in Paragraph accordance with appropriate instructions.

17 − 5 − 13, Electronic System Impact Reports. This process streamlines reporting and disseminating information that has an impact within the NAS.

4 − 7 − 2. DELAY REPORTING b. This does not eliminate, or in any way alter, Air traffic personnel are responsible for reporting current operational error/deviation or accident/incid- delays of 15 minutes or more that occur in facilities ent reporting procedures with Safety Investigations, or airspace under their control. The cause of the delay, regional operations centers, and FAA Operations as well as the type aircraft involved (commercial, air Center as set forth in this order, FAAO 8020.11, taxi, general aviation, or military), and the duration Aircraft Accident and Incident Notification, Invest- of the delay must be included in the daily reporting igation, and Reporting , and other appropriate system. The air traffic operations network (OPSNET) directives.

is utilized for the purpose of submitting these reports electronically, as well as receiving summary reports and information from System Operations in FAA 4 − 7 − 4. UNIDENTIFIED FLYING OBJECT Headquarters. For more detailed information on (UFO) REPORTS OPSNET reporting policies and procedures, consult FAAO JO 7210.55, Operational Data Reporting a. Persons wanting to report UFO/unexplained Requirements.

phenomena activity should contact a UFO/ unexplained phenomena reporting data collection center, such as the National UFO Reporting Center, 4 − 7 − 3. SYSTEM IMPACT REPORTS etc.

The ATCSCC is the focal point for collecting information relating to operational system impacts; b. If concern is expressed that life or property for example, NAVAID/radar shutdowns, runway might be endangered, report the activity to the local closures, landline/frequency outages, or any system law enforcement department.

Reports 4 − 7 − 1 JO 7210.3Z 12/10/15

Section 8. Freedom of Information Act (FOIA)

4 − 8 − 1. ACCIDENT/INCIDENT by the requesting party, or no follow through in RECORDINGS obtaining a rerecording, the requestor will be advised in writing of that fact and be advised that we will hold The original ATC voice tape or DAT will not the tape(s) or DAT(s) for an additional 10 days from ordinarily be used in response to requests for copies.

the date of this notification. If, at the end of the The copies will be made from the original additional 10 days, there has been no contact or rerecording. When filling a request, do not use a follow through by the requesting party, the portion of cassette that has a previous recording on it.

tape(s) or DAT(s) that is more than we normally a. With the prior approval of the Service Area retain must be returned to service.

office and Director of Safety Investigations, a requesting party must be permitted to obtain a direct 4 − 8 − 3. COMPUTER DATA rerecording of the original tape or DAT. The facility The data on a computer tape/disc is normally useless air traffic manager must ensure that a qualified FAA to a requesting party unless reduced to printed form.

employee retains custody of the original recording Therefore, when filling a request for computer data, and is present during reproduction. Recordings will the tape/disc will be reduced to printed form. The be continuous, thus eliminating starting and stopping following disclaimer will be attached to any of the original tape or DAT to the maximum extent computer reduction: “This document is derived from possible.

computer magnetic recordings of internal computer b. A certified rerecording must be made of all processing. It is not an exact representation of the portions of tape(s) or DAT(s) copied by the control position display.” requesting party. This recording must be retained in the facility in accordance with the appropriate records 4 − 8 − 4. FEES retention criteria; i.e., accidents or incidents, etc. The original tape(s) or DAT(s), will be returned to service.

a. A request may be received for a certified rerecording on cassette tape or digital audio tape format. Unless otherwise specified in the request, 4 − 8 − 2. REQUESTS TO PRESERVE TAPE prepare certified rerecordings on cassette tape.

OR DAT UNDER FOIA 1. Cassette Tape Format: A fee of $30.00 will be When requests are received to preserve more of the charged for each hour or portion thereof of actual original tape or DAT(s) than required by FAAO recordings. No additional fee will be charged for 8020.11, Aircraft Accident and Incident Notification, preparation time or personnel costs.

Investigation, and Reporting, or FAAO JO 7210.3, Facility Operation and Administration, the following EXAMPLE − will apply: 1. A request is received for a rerecording of 1 hour of Ground Control (GC) and 30 minutes of Local a. Immediately remove the tape(s) or DAT(s) or Control (LC). Total time = 1:30. The charges would the pertinent portion thereof from service. During the be computed thus: time a tape(s) or DAT(s) is to be preserved, the reel, or DAT on which it is to be stored must be labeled as $30.00 First hour (GC) follows: “WARNING this tape or DAT is to be $30.00 Portion of time for the next hour (LC) preserved and is not to be returned to service until $60.00 Total Charge released by the Service Area office.” 2. A request is received for a total of 25 minutes of b. The requestor must be notified in writing that actual recordings. The charge would be $30.00.

the requested tape(s) or DAT(s) will be held for a 3. A request is received for certified rerecordings of period of 20 days from the date of FAA’s response.

Clearance Delivery, GC, and LC with each position Within this time, the requesting party must make placed on a separate cassette. The total recorded time arrangements to obtain a rerecording. If, at the end of the 20 − day retention period, there has been no contact on all 3 positions is 45 minutes. The charge for the Freedom of Information Act (FOIA) 4 − 8 − 1 JO 7210.3Z 12/10/15 3 cassettes would be computed thus: separate DATs and labeled for each day. The charge would be computed thus: $30.00 45 minutes No additional charges would be assessed for the $50.00 2 DATs @ $25.00 each individual cassettes. $30.00 1 Block of time (June 12, 0900 − 2359) $30.00 1 Block of time (June 13, 0000 − 1800) 2. DAT: A fee of $25.00 will be charged for each $110.00 Total Charge DAT provided under the request. In addition, a flat 4. A request is received for a voice recording from rate of $30.00 will be charged for each different block 0630 − 2345. The charge would be computed thus: of time requested, limited to the daily 24 hour period recorded on the facility’s master DAT. In other words, $25.00 1 DAT although a request for one block of time (i.e., $30.00 1 Block of time (0630 − 2345) 0900 − 0900) is a total of 24 hours, it is spread over a $55.00 Total Charge two day period. Therefore, such a request would be considered as two separate blocks of time.

5. A request is received for voice recordings of: LC, August 2, 1015 − 2255; GC, August 3, 0700 − 1635; EXAMPLE − and LC, August 3, 0700 − 1635. The charges would be 1. A request is received for a voice recording on DAT computed thus: format for 2 different blocks of time; from 0900 − 1200 and 1500 − 1830 on May 5. Since no specific $25.00 1 DAT position(s) were specified, the request could include $30.00 1 Block of time (LC, August 2, 1015 − 2255) all recorded positions during the time periods.

$30.00 1 Block of time (GC and LC, August 3, Regardless, the charges for the service would be 0700 − 1635) computed thus: $85.00 Total Charge 6. A request is received for a voice recording of: LC, $25.00 1 DAT August 2, 1015 − 2255; LC, August 3, 0700 − 1635; and $30.00 1 Block of time (0900 − 1200) GC, August 3, 0700 − 1530. The charges would be $30.00 1 Block of time (1500 − 1830) computed thus: $85.00 Total Charge 2. A request is received for a voice recording $25.00 1 DAT beginning on June 12, at 0900, through June 13, at $30.00 1 Block of time (LC, August 2, 1015 − 2255) 1800. The facility will have stored this information on $30.00 1 Block of time (LC, August 3, 0700 − 1635) two separate DATs. However, all of the requested $30.00 1 Block of time (GC, August 3, 0700 − 1530) data can be transferred to a single DAT for the $115.00 Total Charge customer. The charges would be computed thus: b. CPU cost: $25.00 1 DAT 1. FSS: $13.00 $30.00 1 Block of time (June 12, 0900 − 2359) 2. ARTS II/III: $99.00 $30.00 1 Block of time (June 13, 0000 − 1800) $85.00 Total Charge 3. HOST : $275.00 3. The same information in example 2 is requested c. Fees for a computer search will be computed except the customer wants the data to be placed on using the following formula: (minutes of CPU time) (minutes operator/programmer time) Fee = X (CPU cost) + X (salary) X (1.16) 60 60 EXAMPLE − NOTE − (15 45 For ARTCC given 15 minutes CPU time; 45 minutes / x $275) + / x $30 x 1.16 = $94.85 60 60 programmer time; $30 salary.

Freedom of Information Act (FOIA) 4 − 8 − 2

JO 7210.3Z 12/10/15

Chapter 5. Special Flight Handling

Section 1. Presidential Aircraft

5 − 1 − 1. ADVANCE COORDINATION frequencies, and assigned transponder codes. This documentation must be made available to the NOTE − personnel on duty who will be handling the Presidential aircraft and entourage, referred to herein, Presidential movement.

include aircraft and entourage of the President, the Vice President, or other public figures designated by the White 3. The meeting must be attended by the ATCT House.

manager, the coordinator, and, if available, the a. An advance survey group comprised of supervisory specialist(s) who will be on duty and representatives of the Office of the Military Assistant directly involved in the control of airport traffic to the President, the U.S. Secret Service, the White during the arrival and departure, and while the House Staff, and a Presidential Advance Agent may Presidential entourage is on the airport.

visit each location which the Presidential aircraft will 4. The air traffic manager must take whatever transit. The visit is normally made several days in steps are necessary to ensure that the Presidential advance of the trip to determine security aspects and flight, airplanes, helicopters, and entourage are given the availability of supporting services. On this visit priority. Restrictions will be placed upon normal air the group may meet with the airport operator, the traffic operations to provide priority unless directed ATCT manager, and other interested parties. Based otherwise by the Presidential advance agent (USAF) on the evaluation by this group, a decision is made on or the Secret Service representative; the latter when the use of the airport, and further coordination is the Presidential advance agent (USAF) is not directly planned for an advance group.

involved. ATCT personnel must be guided by the b. The advance group, comprised of representat- determinations of the advance group and must ives of the same organizations stated in subpara a, cooperate to the maximum extent possible. The air will meet with the same airport elements to complete traffic manager must consider the following security measures and supporting services and alternatives: determine the necessary restrictions to air traffic (a) Employing air traffic control techniques operations before the arrival and the departure of the to temporarily adjust or suspend the movement of Presidential aircraft and while the Presidential traffic to accommodate the arrival and the departure entourage is on the airport. The security provisions of the Presidential aircraft and while the Presidential may include stationing a guard in the tower cab or at entourage is on the airport.

the tower entrance and maintaining two − way communications between the control tower and (b) Requesting traffic, by NOTAM, to agents on the ground. This meeting will be held voluntarily conform to restrictions in the vicinity of several days in advance of the planned arrival of the an airport. The NOTAM must give details of the Presidential aircraft. The advance group has been restrictions and should be cleared by the advance requested to have all elements of the group coordinate group. It must avoid any reference to Presidential with the FAA simultaneously.

activities and must be issued at least 8 hours in advance.

1. The air traffic manager must appoint an air traffic supervisor to serve as coordinator who will be EXAMPLE − responsible for attending all meetings and briefing all ALL TRAFFIC CAN EXPECT DELAYS FROM (date/ affected personnel. Additionally, the coordinator time) TO (date/time) AND FROM (date/time) TO must brief the ATCSCC and the appropriate ARTCC (date/time).

of any traffic delays or restrictions.

(c) The time will normally be 15 minutes 2. All advance coordination must be docu- before to 15 minutes after the arrival and the mented, with special attention given to routes, radio departure time.

Presidential Aircraft 5 − 1 − 1 JO 7210.3Z 12/10/15 c. If the advance group determines that mandatory 5 − 1 − 2. THE PRESIDENT, VICE PRESIDENT, airspace restrictions are required, the Washington AND EXEC1F AIRCRAFT MONITORING headquarters office of the U.S. Government agency a. Advance scheduled movement information of responsible for the protection of the personage the President, Vice President, and Executive One concerned will contact FAA Headquarters in Foxtrot (EXEC1F) aircraft received from the White accordance with established procedures and request House must be distributed to the air traffic manager the necessary regulatory action. The air traffic of each facility through which these aircraft will manager must advise the Service Area office of the transit.

regulatory proposal. (See 14 CFR Section 91.141 and b. The ATM will be notified of the scheduled FAAO JO 7610.4, Special Operations.)

movement of the President, Vice President, or NOTE − EXEC1F aircraft by the appropriate service center The actions established herein do not affect the provisions office or, when time critical, by national headquarters of 14 CFR Section 91.113(b); i.e., an aircraft in distress through the ATCSCC or the DEN.

has the right − of − way over all other air traffic.

c. The President, Vice President, and EXEC1F REFERENCE − aircraft must be aurally and visually monitored by a FAAO 7930.2, Para 7 − 1 − 1, FDC NOTAM Categories.

supervisory specialist/controller − in − charge (CIC) from departure to arrival as follows: d. To ensure radio communications and radar service, the following should be coordinated with the 1. The ATM of each facility through which the advance group: President transits must ensure that a supervisory specialist/CIC aurally and visually monitors the 1. All aircraft in the flight should be assigned a aircraft while in the facility’s airspace.

discrete transponder code. As a minimum, the lead 2. The ATM of each facility through which the aircraft and the aircraft containing the President Vice President and EXEC1F aircraft transits must should turn their transponders on when flying in ensure that a supervisory specialist/CIC aurally and formation. In the event of a formation breakup, all visually monitors the aircraft while in the facility’s aircraft should squawk their assigned code to airspace where sufficient on − duty staffing allows.

facilitate auto − acquire.

d. The supervisory specialist/CIC must: 2. Normal frequencies are preferred over 1. Be present at each sector/position providing discrete frequencies.

ATC service to the President, Vice President, and EXEC1F aircraft from the flight’s entry in the NOTE − facility’s airspace until the flight exits the facility’s Secret Service personnel will transmit progress reports on airspace.

the Presidential entourage to the affected tower as soon as possible.

2. Aurally and visually monitor these flights to ensure that separation, control, and coordination are e. Prior to the actual operation, action must be accomplished.

taken to ensure that all air traffic specialists who will NOTE − be on duty during the arrival and departure of the Supervisors and managers at FAA Contract Towers (FCT) Presidential aircraft are thoroughly briefed concern- are qualified to perform the duties required in para 5 − 1 − 2.

ing the arrangements pertaining to the operation, including movements of the Presidential entourage 5 − 1 − 3. USE OF FAA COMMUNICATIONS while on the airport.

CIRCUITS f. At military airports, the base commander will Operations personnel must expedite the movement of determine the restriction or delay of flight operations Presidential aircraft and related control messages into that airport and the need to issue a NOTAM. when traffic conditions and communications facilit- He/she should coordinate his/her actions with the ies permit. Honor any request of the pilot concerning appropriate FAA facilities if air traffic will be movement of the aircraft if the request can be fulfilled affected. in accordance with existing control procedures. Also, Presidential Aircraft 5 − 1 − 2 JO 7210.3Z 12/10/15 honor any request of the pilot, Office of the Vice accordance with existing control procedures. Also, President, Secret Service, or White House Staff for honor any request of the pilot, Secret Service, White the relay, via FAA communications circuits, of House Staff, or Office of the Vice President for the information regarding the movement or proposed relay, via FAA communications circuits or Defense movement of the aircraft. Switching Network (DSN), of information regarding the movement or the proposed movement of these aircraft.

5 − 1 − 4. SECURITY OF INFORMATION FAA personnel must not release any information 5 − 1 − 6. COORDINATION concerning Presidential flights to anyone outside the ARTCCs must call CARF direct for ALTRV approval FAA except properly identified White House staff on any Presidential aircraft international flight plan members, Secret Service personnel, or appropriate received less than 4 hours before departure.

military authorities. Any inquiries from the press or others for information regarding the movement of 5 − 1 − 7. RESCUE SUPPORT AIRCRAFT these aircraft must be referred to the White House, the Secret Service, the Air Force, or their representatives When rescue support aircraft are used, the aircraft at either the point of departure or arrival. These will depart from various bases and will file flight security measures also apply to information plans which will place the aircraft on tracks in regarding the movement of Presidential or Vice proximity of the Presidential aircraft for contingency Presidential family aircraft.

purposes. Orbits may also be used by the rescue support aircraft. These aircraft will be identified in the remarks section of the flight plan as “Rescue” for 5 − 1 − 5. MOVEMENT INFORMATION purposes of radio and interphone communications.

Honor any request of the pilot concerning movement REFERENCE − of the Presidential aircraft if it can be fulfilled in FAAO JO 7110.65, Para 2 − 4 − 20, Aircraft Identification.

Presidential Aircraft 5 − 1 − 3 JO 7210.3Z 12/10/15

Section 2. FAA Aircraft

5 − 2 − 1. IDENTIFYING DEPARTMENT OF the known traffic in the facility’s area of TRANSPORTATION (DOT) AND FAA responsibility.

FLIGHTS c. Many terminal and en route flight inspections are accomplished using automatic recording equip- The following alphanumeric identifiers and radio/in- ment, and an uninterrupted flight is necessary for the terphone call − signs are established for use in successful accomplishment of the flight. Maximum air/ground communications when the Secretary of cooperation will help the FIAOs accomplish their job Transportation, Deputy Secretary of Transportation, within their limited aircraft resources.

FAA Administrator, or FAA Deputy Administrator FAAO 8240.41 , Flight Inspection/Air Traffic On − have a requirement to identify themselves: site Coordination Requirements, provides additional a. DOT.

details as does FAA0 7110.65, Air Traffic Control.

1. Secretary: d. Facility procedures must provide a means of passing impending flight inspection information on (a) Identifier: DOT − 1 to subsequent shifts and/or immediately notifying (b) Call − Sign: Transport − 1 FIAOs/PICs when facility air traffic activities make it impossible to handle flight inspections expedi- 2. Deputy Secretary: tiously.

(a) Identifier: DOT − 2 5 − 2 − 3. HIGH ALTITUDE INSPECTIONS (b) Call − Sign: Transport − 2 a. High altitude flight inspection operations are b. FAA.

generally conducted on IFR flight plans; “VFR − on − 1. Administrator: top” will not be requested except when weather conditions are ideal and excessive delays would (a) Identifier: FAA − 1 result from operating at an assigned flight level.

(b) Call − Sign: Safeair − 1 b. The pilot must contact the STMCIC of the 2. Deputy Administrator: appropriate facility for coordination prior to flight when special handling is required for the successful (a) Identifier: FAA − 2 completion of the flight check.

(b) Call − Sign: Safeair − 2 NOTE − Flight inspection operations requiring the participation 5 − 2 − 2. FLIGHT INSPECTION AIRCRAFT of ground personnel or the establishment of specific communications or radar operation capabilities are a. FAA aircraft engaged in flight inspection of considered to require special handling. Such flights must navigation aids must be provided special handling by be coordinated with the appropriate facilities before ATC facilities to the maximum extent possible.

departure.

FIAOs/flight inspectors are expected to coordinate with the facility’s air traffic supervisor on duty, or a 5 − 2 − 4. RESEARCH AND DEVELOPMENT designated representative, prior to conducting flight FLIGHTS inspections. Occasionally, due to unplanned/special a. Aircraft participating in FAA research and flight inspection requirements, flight inspectors may development test activities are sometimes required to attempt to conserve flight hours and accomplish deviate from standard procedures to accomplish the additional opportune flight checks with minimal mission. These aircraft should be provided maximum advance coordination.

assistance by control facilities subject to other traffic.

b. Unless otherwise agreed to, direct contact must Direct radio contact should be maintained between be maintained between the flight inspection pilot and the aircraft and the control facility to provide for an the ATC facility to provide for an exchange of exchange of information regarding the pilot’s information regarding the intention of the pilot and intention and known traffic.

FAA Aircraft 5 − 2 − 1 JO 7210.3Z 12/10/15 b. Upon request by the pilot, the air traffic manager of the controlling facility may authorize the use of special flight procedures to be used by aircraft participating in FAA research and development activities. Control personnel must be thoroughly briefed on the procedure prior to the flight.

NOTE − The actions established herein do not affect the pilot’s responsibility to obtain any necessary waivers to the CFRs.

FAA Aircraft 5 − 2 − 2 JO 7210.3Z 12/10/15

Section 3. DOE and Other Aircraft

5 − 3 − 1. DEPARTMENT OF ENERGY (DOE) planned to the suspected atmosphere area of nuclear FLIGHTS contamination, the aircraft are likely to require altitude and route changes which cannot be DOE contracts for civil pilots to operate public anticipated prior to departure. The purpose of those aircraft to transport radioactive and/or high explosive altitude and route changes is to permit direct contact materials within the conterminous United States.

with and sampling of the cloud debris whose exact They will operate principally during daylight hours location and altitude distribution cannot be accur- and, although they will be made in VFR conditions ately predicted.

insofar as possible, an instrument flight plan will be b. To afford these operations optimum flexibility filed and IFR procedures followed.

during in − flight profiles, ATC facilities must honor in − flight clearance requests for altitude and route 5 − 3 − 2. IDENTIFICATION OF SPECIAL DOE changes to the maximum extent possible. If FLIGHTS necessary, other IFR traffic may be recleared so that requests by sampler aircraft are honored. However, in a. When transporting radioactive/high explosive no case must the separation minima outlined in materials, DOE flights will be identified by using the FAAO JO 7110.65, Air Traffic Control, be prefix “RAC” followed by the last four digits of the compromised.

aircraft registration number.

c. USAF aircraft engaged in aerial sampling b. The special characteristics of the cargo dictate missions must use the call sign “SAMP” followed by that the flight be carefully planned along selected the last three digits of the aircraft’s serial number.

routes. Pilots may refuse clearances that require route REFERENCE − or altitude changes.

FAAO JO 7110.65, Para 9 − 3 − 15, SAMP.

FAAO JO 7610.4, Para 12 − 4 − 3, Atmospheric Sampling for Nuclear Contamination.

5 − 3 − 3. NOTIFICATION OF DOE REPORTED ACCIDENT/UNREPORTED AIRCRAFT 5 − 3 − 5. DUE REGARD OPERATIONS In the event a “RAC” flight is involved in an accident, a. Article 3 of the International Civil Aviation inform the STMCIC of the appropriate ARTCC so Organization (ICAO) Chicago Convention of 1944 that he/she may immediately notify local and state includes the following: rescue and law enforcement authorities of the 1. This Convention must be applicable to civil accident and tell them that the flight was transporting aircraft and must not be applicable to state aircraft.

radioactive/high explosive materials. The STMCIC must then notify the DEN air traffic security 2. Aircraft used in military, customs and police coordinator (ATSC), and the ATSC will notify the services must be deemed to be state aircraft.

DOE Operations Control Center of the accident via 3. The contracting States undertake, when urgent telephone call at (702) 295 − 0311. The issuing regulations for their state aircraft, that they STMCIC must be informed whenever a loss of will have due regard for the safety of navigation of radio/radar occurs en route or the flight is overdue at civil aircraft.

the destination. The STMCIC must then notify the OMIC and the ATSC, and the ATSC will notify the b. Department of Defense and U.S. Customs DOE duty officer. Service have specified that one of the following conditions must be met for flight operations outside U.S. Domestic airspace which are conducted under 5 − 3 − 4. ATMOSPHERE SAMPLING FOR the “due regard” or “operational” prerogative of state NUCLEAR CONTAMINATION aircraft and not in accordance with standard ICAO a. Following a foreign nuclear weapons test, a flight procedures. Under these conditions the PIC planned arrival sampling schedule is established by assumes the responsibility for separating his/her the USAF. Although sampler aircraft are flight aircraft from all other air traffic.

DOE and Other Aircraft 5 − 3 − 1 JO 7210.3Z 12/10/15 1. Aircraft must be operated in visual (c) Storm track to be flown.

meteorological conditions (VMC); or (d) Location of dropsonde release points.

2. Aircraft must be operated within radar (e) Requested altitude(s) if other than surveillance and radio communications of a surface FL290B310.

radar facility; or (f) Any requests to deviate from published 3. Aircraft must be equipped with airborne radar routes.

that is sufficient to provide separation from other NOTE − aircraft; or 1. The passing of this data does not pre − empt the mission 4. Aircraft must be operated within Class G commander’s responsibility to file a flight plan, nor does airspace.

it constitute an ATC clearance.

2. A dropsonde is a cylinder shaped 18 − inch long metal c. Search and rescue actions for flights conducted weather sensor, weighs 3 and / pounds, and has a under due regard provision are the responsibility of parachute attached. The flight will release dropsondes at the parent organization.

pre − designated points along the published track. The aircraft commander will want to follow a specific pressure 5 − 3 − 6. WEATHER RECONNAISSANCE gradient (as opposed to altimeter setting of 29.92) when FLIGHTS flying these missions. The correct pressure for dropsondes release is normally found at altitudes between FL290 and The Air Force Reserve (AFRES) 53rd Weather FL310. These dropsondes are configured to fall at an Reconnaissance Squadron (53WRS) and the Nation- average rate of 1,000 feet per minute.

al Oceanic & Atmospheric Administration (NOAA) 3. Flight between departure airport and ALTRV ingress Aircraft Operations Center (AOC) have responsibil- point, as well as between ALTRV egress and destination ity for flying winter storm, hurricane, and tropical airport will be via normal flight plan filing.

storm reconnaissance missions. When conducting these missions, aircraft from the 53WRS will utilize 3. CARF must pass this information to the call − sign “TEAL,” and aircraft from the AOC impacted facilities and upon receipt of this data, will utilize the call − sign “NOAA.” Due to the unique appropriate facility personnel must ensure that the nature of these missions it is necessary to provide a information is properly distributed to all control degree of special handling to ensure that sufficient positions involved.

meteorological data is collected. The routes flown are 4. Requests to permanently change a published dictated by storm movement, not traffic flows. The winter storm track or drop site must be coordinated nature of these weather phenomena may result in very with CARF and impacted facilities. Requests to little time between the filing of a flight plan and the change any other portion of the NWSOP must be actual departure.

coordinated with System Operations and Safety.

a. WINTER STORM MISSIONS.

b. HURRICANE AND TROPICAL CYCLONE 1. Winter storm missions are flown in support of MISSIONS.

the National Winter Storm Operations Plan 1. These missions are flown in support of the (NWSOP). Routes will normally follow published National Hurricane Operations Plan (NHOP). Prior tracks as delineated in the Winter Storm Tracks LOA to a hurricane/tropical cyclone reconnaissance between CARF and AFRES.

mission the 53WRS Current Operations or the AOC 2. Prior to a NWSOP mission, the 53WRS Flight Operations Division will contact the Current Operations or the AOC Flight Operations ATCSCC, and provide the following data: Division must submit an Altitude Reservation (a) Mission call − sign.

Approval Request (ALTRV APREQ) for a published or adhoc winter storm track to CARF and include the (b) Departure point and estimated time of following data: departure.

(a) Mission call − sign. (c) Approximate route(s) to be flown.

(b) Estimated time over start fix. (d) Requested altitude(s).

DOE and Other Aircraft 5 − 3 − 2 JO 7210.3Z 12/10/15 (e) Any special requests. b. ARTCCs/CERAPs/HCF must designate and advise the CARF of a focal point within that facility NOTE − for OPEN SKIES information.

The passing of this data does not pre − empt the mission commander’s responsibility to file a flight plan, nor does c. Advance scheduled movement information of it constitute an ATC clearance.

OPEN SKIES aircraft received from the DTRA will 2. The ATCSCC must: be forwarded by the CARF.

d. Upon initial notification of a priority OPEN (a) Upon receipt of hurricane reconnaissance SKIES flight, the affected ARTCCs/CERAPs/HCF mission data, conference the affected ARTCC TMUs must inform all SUA-using/scheduling agencies and distribute the mission information.

along the route of flight and any other facility/agency (b) Assist field facilities with traffic flow it deems necessary within their area of responsibility priorities if the hurricane reconnaissance flight will of the flight path and possible deviation path of the impact terminal traffic.

aircraft. A letter of agreement is required between the using agency and the controlling agency for Open 3. ARTCC TMUs must: Skies (F and D) aircraft to transit active SUA. When (a) Upon receipt of hurricane reconnaissance Open Skies (F and D) aircraft transit SUA, an ATC mission data, ensure that they are distributed to facility must provide approved separation services at appropriate facilities in their jurisdiction.

all times.

(b) Relay any operational concerns to the NOTE − ATCSCC for further evaluation and coordination. OPEN SKIES flights will not deviate from approved route of flight without ATC clearance.

4. Should it become necessary to contact a REFERENCE − TEAL or NOAA flight and all other methods of FAAO JO 7110.65, Para 9-2-22.c.1(a)(1), Open Skies Treaty Aircraft.

communication are not possible (e.g., direct radio, e. The air traffic manager of each facility through ARINC, aircraft relay), the Chief, Aerial Reconnais- which the priority OPEN SKIES aircraft transits must sance Coordinator, All Hurricanes (CARCAH) may ensure that a supervisory specialist(s)/CIC monitors be requested to relay messages to/from the aircraft.

the aircraft while in the facility’s airspace. The You may receive a phone call from CARCAH to supervisory specialist(s)/CIC must monitor the authenticate the request.

movement of the priority OPEN SKIES aircraft from 5. Requests to change any portion of the NHOP the flight’s entry into the facility’s airspace until the must be coordinated with System Operations and flight exits the facility’s airspace to ensure that Safety. priority handling, separation, control, and coordination are accomplished.

REFERENCE − 5 − 3 − 7. OPEN SKIES TREATY AIRCRAFT FAAO JO 7110.65, Subpara 2 − 1 − 4n, Operational Priority.

PRIORITY FLIGHTS (F and D) FAAO JO 7110.65, Para 9 − 2 − 22, Open Skies Treaty Aircraft.

TREATY ON OPEN SKIES, TREATY DOC. 102 − 37.

a. The ATCSCC CARF must be the FAA f. Air traffic facilities must notify the CARF coordination unit between the Defense Threat (540-422-4212/4213) and DTRA Operations Reduction Agency (DTRA) and field facilities for all (703-767-2003) immediately in the event of any OPEN SKIES operational information. This includes incidents or problems generated by OPEN SKIES initial notification and follow-up information on each aircraft.

mission that requires priority handling.

g. The CARF must immediately notify System NOTE − Operations Security/Strategic Operations Security OPEN SKIES flights that require priority handling are located in FAA Order JO 7110.65, Para 9-2-22. for resolution of problems or incidents, if necessary.

DOE and Other Aircraft 5 − 3 − 3 JO 7210.3Z 12/10/15

Section 4. Other Flight Requests

a Class B airspace primary airport from the surface to 5 − 4 − 1. REQUESTS FOR DEVIATION FROM 10,000 feet MSL excluding the Class B airspace itself.

TRANSPONDER REQUIREMENTS 1. Approvals to deviate from the Mode C a. Operations at and above 10,000 feet MSL and requirement by operators of aircraft without below the floor of Class A airspace.

transponders must be issued by the facility air traffic manager or his/her designee.

1. Facility air traffic managers or their designated representative may approve or disapprove 2. Authorizations may be issued for a single preflight requests for ATC authorization to deviate event or on a continuing basis.

from transponder requirements. When coordination (a) Single − event authorizations may be requirements are beyond the interphone capability of issued verbally or in a letter to the proponent.

a terminal facility, the appropriate ARTCC must assume the interfacility coordination task.

(b) Long term authorizations must be issued in writing by the appropriate facility air traffic 2. Pilots/operators may be required to comply manager or his/her designee. In cases involving with reasonable conditions as necessary to maintain another facility’s airspace or fringe airports, the an acceptable level of safety. Such conditions may authorization should be incorporated into a LOA.

include: Multi − signature LOAs should be used in situations (a) Filing a flight plan.

involving two or more individual operators.

(b) Maintaining radio contact with ATC. 3. The following are examples of operations for which authorizations may be issued: (c) Notifying ATC prior to entering the (a) Aircraft with insufficient panel space or affected airspace.

electrical system capacity to accommodate a Mode C 3. Information regarding approved VFR transponder (e.g., antique aircraft; agricultural operations in noncompliance with Mode C aircraft).

transponder requirements must be forwarded to all (b) Ferrying aircraft.

affected facilities. Facilities must ensure that the information is available at the proper control (c) Operations for the purposes of installing positions.

or repairing an aircraft’s transponder, or other maintenance/service.

4. LOA between facilities and operators or individuals may be established pending the (d) Operations conducted in facility defined installation of appropriate transponder equipment. areas of nonradar coverage.

Deviations should not be approved for more than 6 (e) Operations conducted by aircraft based at months but additional 6 − month agreements may be a fringe airport must be limited to those that: established when required by unusual operational NOTE − circumstances.

A fringe airport is an airport that is approximately 25 NM or farther from Class B airspace primary airport and is 5. Facility air traffic managers must ensure that not served by a scheduled air carrier; or an airport the local FSDO is provided with sufficient outside the Mode C veil at which aircraft operations in the information to permit follow − up on operators who traffic pattern routinely enter the Mode C veil.

create an unnecessary burden on the ATC system by continually attempting such operations without (1) Will not adversely impact other reasonable effort to install the appropriate equipment.

operations receiving radar service in the area.

(2) Are restricted to altitudes below 2,500 b. Operations within a Mode C veil and within and feet AGL.

above Class C airspace up to 10,000 feet MSL.

(3) Are not coincidental with controlled NOTE − traffic flows within the terminal area.

A Mode C veil is that airspace within a 30 NM radius of Other Flight Requests 5 − 4 − 1 JO 7210.3Z 12/10/15 (4) Are conducted in the airport traffic 2. Inform the destination airport tower via pattern and via the most direct routing out of the Service B or Service F circuit. On Service B, the text Mode C veil, consistent with existing traffic and must begin “NORDO CROP DUSTER LNDG noise abatement procedures. AUZN REQ.” c. The destination tower must transmit an (f) National defense operations or other approval or a disapproval to the originating facility operations in the public interest which can be for delivery to the pilot. This approval/disapproval accommodated safely and would not adversely must include consideration of local airport impact the efficient movement of traffic.

management rules, anticipated traffic, and other 4. Written authorizations must specify an influencing factors. As appropriate, it must include effective and expiration date/time, a description of special instructions, reason for disapproval, or a any area(s) and altitude(s) to which the authorization suggested alternative arrival time.

is limited, and any advance call up or other communications requirements deemed appropriate.

5 − 4 − 3. FLIGHT TEST OPERATIONS 5. Facilities must limit each authorization to the 14 CFR Part 91 requires that flight test operations be airspace for which it is responsible by having the conducted only over open water or sparsely aircraft enter/exit the affected airspace through its populated areas having a light volume of air traffic.

delegated airspace. However, to provide expeditious FAA personnel are sometimes asked to assist aircraft responses to requests, facility managers may operators in selecting areas where it is likely that only consider other methods for processing authorization a few aircraft will be operating. When such requests requests and incorporate such methods in letters of are received, FAA personnel must cooperate in every agreement with those ATC facilities that control reasonable way. In Class A airspace, aircraft may be traffic within the affected airspace.

cleared on an individual basis to areas having a light volume of air traffic, or they may be required to operate within special operating areas established for 5 − 4 − 2. CROP DUSTER/ANTIQUE flight test activity.

AIRCRAFT Handle requests by pilots of these aircraft to operate 5 − 4 − 4. SANCTIONED SPEED RECORDS into airports having U.S. Government operated The National Aeronautic Association (NAA) control towers as follows: sanctions all speed record attempts before they are a. If the pilot is unable to contact the tower where made and certifies them on completion. The FAA has the authorization is needed via local telephone, agreed to participate in this program by obtaining the he/she may relay the request through the nearest FSS certifying start and finish time. Remunerations must or the tower if there is no collocated FSS. The request not be accepted for services rendered in support of must include: this program.

1. The aircraft identification.

5 − 4 − 5. CERTIFYING RECORD ATTEMPTS 2. The aircraft type.

FAA tower specialists must act as NAA officials for 3. The pilot’s name. certifying record attempts by commercial aircraft provided that the following conditions are met: 4. The departure point.

a. Departure Point: Before takeoff, a 5. The destination airport.

representative of the airline must submit the NAA Certificate of Start form to the tower specialist and 6. The proposed date and the time of arrival.

make arrangements with him/her to give and time the b. The facility relaying the request must: signal to the pilot to start the takeoff roll.

1. Inform the pilot that approval will be invalid b. Arrival Point: A representative of the airline if the aircraft does not arrive within 30 minutes before must notify the tower controller at the terminating or after the proposed arrival time. airport as far in advance as possible that a record Other Flight Requests 5 − 4 − 2 JO 7210.3Z 12/10/15 attempt is to be made so that he/she will be alerted to Photogrammetric Surveyors (MAPPS) speaks for the photogrammetric flight industry (www.mapps.org). FAA time the moment of touchdown. The airline officials have emphasized the following points to MAPPS: representative must also submit the Certificate of Finish form to the tower controller for certification of a . The pilot is expected to make every effort to contact the time of touchdown. The participating airline is the appropriate ATC facility prior to the mission to responsible for collecting and forwarding all NAA explain flight requirements and to avoid “no notice” forms certified by FAA tower specialists.

air/ground telephone requests whenever possible.

b . That firm “hard and fast” approvals cannot be 5 − 4 − 6. PHOTOGRAMMETRIC FLIGHTS guaranteed due to the rapid changes which can occur in a. Except for rare instances, photogrammetric the ATC operational situation, but every reasonable effort missions must be conducted on “clear days,” in VFR will be made by ATC to accommodate pilot requests.

flight conditions, and usually when the sun angle is high. Accordingly, infrequent IFR flight plan filing c. The pilot is expected to say “This is a photo survey mission” when contacting the ATC facility via air/ground can be anticipated.

communications and subsequently to inform the b. Most missions will involve a series of controller when the flight line is commenced.

overlapping photographic exposures, although some missions may involve only a single exposure. In any 5 − 4 − 7. AEROBATIC PRACTICE AREAS case, the aircraft must necessarily move precisely along a predetermined course/s at a predetermined Air traffic managers may approve requests to conduct altitude. This part of the mission is called the flight aerobatic practice activity within Class B, C, D, or E line. airspace, provided the following requirements have been satisfied: c. Facility management personnel must be guided by the following when handling photogrammetric a. The operations are conducted in accordance flights.

with a waiver issued by the appropriate FSDO to the aircraft operator for all applicable Code of Federal 1. Facilities are expected to make every Regulations (CFR).

reasonable effort to accommodate photogrammetric missions, but judgment must be exercised to b. The operation must not adversely affect the minimize overall system impact.

safety of the air traffic operation or result in a reduction of service to other users.

2. When contacted by the pilot in advance, the controlling facility is required to secure a complete c. The facility manager must evaluate the impact understanding of the operation to be conducted. In on air traffic controller workload and the service this regard, it must be anticipated that the operation requirements of the airspace where the operation will may be delayed due to weather (this possibility be conducted before authorizing these operations.

should be covered in the preflight planning). Since d. A facility directive must be prepared describing the flight could be delayed not only for hours but in the procedures for managing these operations. The some cases for days, facility personnel must be directive must contain, as a minimum, the controller adequately briefed to cope with such situations on a and aircraft operator responsibilities, and a diagram spontaneous basis.

that depicts the geographical area in which the 3. When the pilot commences a flight line (the activity will take place.

actual photographic run), every reasonable effort NOTE − should be made to permit the flight to continue 1. The air traffic manager’s approval to conduct these uninterrupted; i.e., without change in course or operations is not a waiver to the CFR. The issuance of altitude. Should it become necessary to break the waivers to applicable part/section of the CFR is the aircraft off the flight line, it should be vectored or responsibility of the FSDO.

cleared back into position for another run as soon as 2. The Class of airspace the operation is conducted in possible.

determines what air traffic approval, if any, is required.

NOTE − REFERENCE − The Management Association for Private 14 CFR Section 91.303, Aerobatic flight.

Other Flight Requests 5 − 4 − 3

JO 7210.3Z 12/10/15

Part 2. AIR ROUTE TRAFFIC CONTROL CENTERS

Chapter 6. En Route Operations and Services

Section 1. General

6 − 1 − 1. AREAS OF OPERATION 3. Distribute the workload equitably among the sectors.

The control room is divided into easily managed segments or areas of operation. An area of operation 4. Provide for a sector consolidation capability.

consists of a group of sectors requiring the service of ATCSs. The number of areas authorized is based on c. The lateral boundaries of sectors in different the ARTCC’s requirements and staffing needs. Vice President of En Route and Oceanic Services approval altitude strata need not coincide.

must be obtained prior to changing the number of areas of operation.

d. A LOA must be prepared when adjacent sectors of two facilities are stratified at different levels.

6 − 1 − 2. SECTORS The basic unit in each area of operation is the sector.

Sectors are classified as Radar, Non − Radar, or 6 − 1 − 4. AREAS OF SPECIALIZATION Oceanic and subclassified by altitude strata.

ARTCC air traffic managers must divide their control 6 − 1 − 3. SECTOR CONFIGURATION rooms into areas of specialization as sector a. The size and configuration of sectors are complexity dictates. ATCSs must be assigned to one determined by: or more areas of specialization commensurate with individual qualifications. An area of specialization is 1. Traffic volume.

a group of interrelated sectors on which an ATCS is 2. Traffic flow.

required to maintain currency. ARTCC air traffic managers should strive to make areas of specializa- 3. Types of aircraft.

tion coincident with areas of operation. There may be 4. Location and activity of terminals.

more than one area of specialization in an area of 5. Special operations/procedures. operation. Avoid, if possible, establishing an area of specialization encompassing portions of two areas of 6. Coordination requirements.

operation. The En Route and Oceanic Service Area 7. Consolidation capability. Office should be notified of changes affecting the number and type of areas of specialization.

8. Radar/radio coverage.

9. Equipment limitations.

10. Airway alignments.

6 − 1 − 5. OPERATING POSITION b. Accordingly: DESIGNATORS 1. Align sector boundaries so as to contain the longest possible segments of airways.

a. The following designators may be used to 2. Align sector consoles to conform with the identify operating positions in an ARTCC: (See primary traffic flow. TBL 6 − 1 − 1).

General 6 − 1 − 1 JO 7210.3Z 12/10/15 TBL 6 − 1 − 1 b. Computer generated flight progress strips are Operating Position Designators being posted; Designator Position c. Radio and interphone transmissions are being recorded; 1. A Developmental Controller 2. C Coordinator d. Control instructions or coordination not recorded on a voice recorder must be documented on 3. D Sector Controller the flight progress strip; 4. DR Radio Controller e. Standard strip marking procedures are used 5. DSC Data Systems Coordinator until the aircraft is in radar contact, the hand − off has 6. ERM ERM Route Metering been accepted and direct radio communications has 7. FDCS Flight Data Communications been established, except where automated, electronic Specialist strips or equivalent are in use (e.g., Ocean21); 8. M AMIS Controller f. The members of the radar team concur and 9. MC Mission Coordinator ensure no misunderstanding or duplication of 10. OM Operations Manager workload will exist; 11. OS Operations Supervisor NOTE − 12. R Radar Controller Posting control information onto the flight progress strip serves as an important nonverbal communications tool 13. RH Radar Handoff between members of the control team.

14. SDCS Supervisory Data Communications Specialist g. Authorized sectors and local optional strip marking procedures are documented in a facility 15. STMCIC Supervisory Traffic Management directive; Coordinator − in − Charge 16. TMC Traffic Management Coordinator h. Standard strip marking procedures must be used for aircraft requiring special handling, such as, 17. WC Weather Coordinator emergency, holding, etc.; and b. Facility air traffic managers may use designat- i. When training is being conducted at the sector, ors other than those listed to accommodate local standard strip marking procedures must be used.

situations.

6 − 1 − 6. FLIGHT PROGRESS STRIP USAGE 6 − 1 − 7. DISPLAY OF TRAFFIC MANAGEMENT ADVISOR (TMA) Air traffic managers may authorize optional strip INFORMATION marking at specific sectors provided all of the following are met: Configure TMA delay information for single − center a. The sector/position is using an automated metering (SCM) or adjacent − center metering (ACM) system with System Analysis Recording (SAR) to display TMA schedule information on the main capabilities; display monitor (MDM).

General 6 − 1 − 2 JO 7210.3Z 12/10/15

Section 2. Sector Information Binders

6 − 2 − 1. EN ROUTE CONTROLLER TEAM (c) Primary and back − up frequency remote CONCEPT communications air − ground facility (RCAG).

(d) Back − up emergency communication a. There are no absolute divisions of responsibilit- (BUEC) operation priorities.

ies regarding position operations. The tasks to be completed remain the same whether one, two, or (e) Position location.

three people are working positions within a (f) Location of emergency frequencies and facility/sector. The team, as a whole, has the RCAG.

responsibility for the safe and efficient operation of (g) Special Use frequencies and RCAG.

that facility/sector.

2. Indirect access (IA) dial codes.

b. The intent of the team concept is not to hold the team accountable for the action of individual 3. Sector Description (map, video map, and/or members in the event of an operational error/devi- narrative).

ation.

(a) Lateral limits.

(b) Vertical limits.

6 − 2 − 2. EN ROUTE SECTOR INFORMATION BINDER 4. Specify unique sector equipment configura- tions.

The en route sector information outline is to be used d. Sector Procedures.

for guidance in developing facility sector binders for each sector of operation. The pertinent items in 1. Sector specific directives.

subpara a thru subpara e below must be incorporated 2. LOAs or LOA procedures applicable to that into each sector binder. The format of the binder must sector.

be determined by the air traffic manager and must 3. Areas of limited radio/radar coverage.

contain all information necessary for the safe and efficient operation of each sector. A sector specific 4. Mandatory speed restrictions.

binder is required for each operational sector and is 5. Mandatory heading requirements.

to be in a location easily accessible by each position/sector. 6. Mandatory altitude requirements.

a. Sector Narrative: General description of normal 7. Sector handoff/point out procedures if different from requirements of FAAO JO 7110.65, traffic flows and adjacent sector/facility coordination Air Traffic Control, Chapter 5, Section 4, Transfer of and potential trouble spots.

Radar Identification.

b. Assignment of airspace: 8. Transfer of control points other than airspace 1. Delegation of Approach Control airspace.

boundaries.

2. Sectors normally combined.

9. Radar arrival routes and restrictions for airports within facility/sector jurisdiction.

EXAMPLE − Which sector assumes responsibility when combined or 10. Normally used sector holding fixes to which sector assumes responsibility for approach control include published/unpublished hold, allowable airspace.

altitudes, maximum speed, maximum length, 3. Military airspace delegation.

direction of turn, direction from fix, and if applicable, published procedures involved.

c. Sector Information.

11. Special strip or flight data requirements of 1. Frequency Information.

sector.

(a) Primary frequency.

12. Authorized jump areas in Class A airspace (b) Back − up frequency. within area of jurisdiction.

Sector Information Binders 6 − 2 − 1 JO 7210.3Z 12/10/15 13. Special routes for dangerous cargo or inert 1. Primary and back − up printers.

devices flights in area of jurisdiction.

2. Alternative methods for relaying/requesting 14. Sensitive/classified activities to be avoided information.

by special interest flights.

3. Data that requires expeditious handling 15. IFR Military Training Routes (IR) in area of including, flight plan data, weather information, jurisdiction.

traffic management messages, and miscellaneous data.

16. Aerial refueling routes, including air refueling initial point (ARIP), air refueling control 4. Specify flight progress strips to be posted and point (ARCP), and egress fix(es).

the location to place them.

17. Special use and ATC assigned airspace 5. Sources to obtain weather information.

within area of jurisdiction.

e. Flight Data Requirements. 6. Sources and data required for display in SIAs.

Sector Information Binders 6 − 2 − 2 JO 7210.3Z 12/10/15

Section 3. Operations

6 − 3 − 1. HANDLING OF SIGMETs, CWAs, (b) Severe or extreme turbulence (including AND PIREPs clear air turbulence).

(c) Severe icing.

a. SIGMETs and CWAs: (d) Hail.

1. The CWSU meteorologist is the focal point for the review of SIGMETs to determine application (e) Low level wind shear.

to the ARTCC area of responsibility and may issue a NOTE − CWA to modify or redefine the SIGMET informa- Defined as wind shear within 2,000 feet of the surface.

tion.

(f) Volcanic eruptions and volcanic ash 2. The CWSU meteorologist may also issue a clouds.

CWA in advance of a SIGMET when the observed or (g) Detection of sulfur gases (SO or H S), 2 2 the expected weather conditions meet SIGMET associated with volcanic activity, in the cabin.

criteria or when conditions do not meet SIGMET NOTE − criteria but are considered significant.

The smell of sulfur gases in the cockpit may indicate 3. The weather coordinator (WC) has the volcanic activity that has not yet been detected or reported and/or possible entry into an ash-bearing cloud.

primary responsibility for the inter/intrafacility SO is identifiable as the sharp, acrid odor of a freshly dissemination of AIRMETs , SIGMETs, Urgent struck match. H S has the odor of rotten eggs.

PIREPs, and CWAs and must ensure that sufficient information is disseminated to facilitate the required (h) Any other weather phenomena reported alert broadcasts.

which are considered by the specialist as being hazardous or potentially hazardous to flight REFERENCE − FAAO JO 7210.3, Chapter 17, Section 26. Weather Management.

operations.

4. Terminal ATC facilities must relay the 2. ROUTINE: Classify as ROUTINE all SIGMET and the CWA information to towers under PIREPs received except those listed above.

their jurisdiction.

6 − 3 − 2. RECEIPT OF NOTAM DATA b. PIREPs: ARTCC air traffic managers must coordinate with 1. The WC is the focal point for handling PIREP other air traffic facilities in their area to ensure that requests and for the dissemination of Urgent PIREPs adequate procedures are established for the receipt within the ARTCC and to the terminal ATC facilities and distribution of NOTAMs.

without LSAS which are or may be affected.

2. The CWSU meteorologist solicits PIREPs 6 − 3 − 3. REVIEW AIRSPACE STRUCTURE through the weather coordinator or directly from the Although magnetic radials are used in planning controllers when required. Both solicited and airways/routes, conversion to true radials is required unsolicited PIREPs that meet the Urgent PIREP for designation. The final magnetic radials are not criteria will be distributed immediately via the determined until the airspace action is charted. As a Leased Service A System (LSAS).

result, differences from planned magnetic radials c. PIREP classification: Categorize PIREPs as may occur in the conversion of true to magnetic follows: radials. Differences may also occur later due to changes in the magnetic variation, which is 1. URGENT: Weather phenomena reported by recomputed every 5 years. These differences could a pilot which represents a hazard or a potential hazard contribute to the misapplication of the VFR altitude to flight operations. Disseminate reports of the hemispheric rule. Therefore, ARTCC air traffic following conditions as URGENT PIREPs: managers must conduct a continuing review of the (a) Tornadoes, funnel clouds, or waterspouts. airway and jet route structures and proposed new Operations 6 − 3 − 1 JO 7210.3Z 12/10/15 airspace cases and bring any differences to the 6 − 3 − 5. CHANGES TO MTR AND MOA attention of the En Route and Oceanic Operations PUBLISHED ACTIVITY SCHEDULES Service Area Office.

ARTCCs must use the procedures as outlined in FAA JO 7930.2, Notices to Airmen (NOTAM), Paragraph 6 − 3 − 4. DATA COMMUNICATION 6-1-2, Special Activity Airspace (SAA), when MTR ARTCC air traffic managers must furnish personnel or MOA activity is scheduled to occur at other than assigned Flight Data duties a copy of FAAO published or charted times.

JO 7110.10, Flight Service , and ensure they are familiar with it.

Operations 6 − 3 − 2 JO 7210.3Z 12/10/15

Section 4. Services

REFERENCE − 6 − 4 − 1. ADVANCE APPROACH FAAO JO 7210.3, Para 3 − 8 − 2, Radar Mapping Standards .

INFORMATION Assign responsibility for issuing advance approach 6 − 4 − 3. SPECIAL USE FREQUENCIES information to a specific position when more than Special use frequencies (296.7, 321.3, 364.8 and one position could issue the data. Responsibility 369.9MHz) are controller − to − pilot communication must be delegated in a directive in accordance with channels established to minimize frequency changes FAAO 1320.1, FAA Directives System. Display the for certain military aircraft operating in the high information so that it is accessible to the controllers altitude sectors. The specific frequencies must not be having need for it.

publicized. However, information concerning their authorized use may be published in official military 6 − 4 − 2. MINIMUM IFR ALTITUDES (MIA) documents or in agency directives.

Determine minimum IFR altitude information for each control sector and display them at the sector.

6 − 4 − 4. PRACTICE INSTRUMENT This must include off − airway minimum IFR altitude APPROACHES information to assist controllers in applying 14 CFR To the extent practicable, each ARTCC should Section 91.177 for off − airway vectors and direct provide IFR separation to aircraft not on IFR flight route operations. Facility air traffic managers must plans conducting practice instrument approaches to determine the appropriate chart/map method for airports where that ARTCC provides approach displaying this information at the sector. Forward control service.

charts and chart data records to the FIFO for certification and annual review.

a. At locations where IFR separation is applied to NOTE − VFR aircraft conducting practice instrument 1. This may be accomplished by appending the data on approaches and that airport has a nonapproach sector charts or MVA charts. Special translucent control tower or a FSS, provisions for handling such sectional charts are also available. Special ordering aircraft must be included in a letter of agreement.

information is contained in FAAO 1720.23, Distribution of Aeronautical Charts and Related Flight Information b. ARTCCs must issue a letter to airmen advising Publications.

users of airports where IFR separation is provided for VFR aircraft conducting practice instrument ap- 2. For guidance in the preparation and review of proaches. The letter should include appropriate Mini − mum IFR Altitude charts see FAAO 7210.37, En Route Minimum IFR Altitude (MIA) Sector Charts. frequencies for the airport concerned.

Services 6 − 4 − 1 JO 7210.3Z 12/10/15

Section 5. Stored Flight Plan Program

6 − 5 − 1. CRITERIA c. Each air carrier is responsible for providing day − to − day modifications to computer − stored flight The following criteria must be used in coordinating plans to the appropriate ARTCC or terminal facility and implementing the stored flight plan program. The control positions no more than 30 minutes prior to the term air carrier, as used below, includes scheduled stored proposed departure time. The following air taxi operators meeting the criteria for this procedures apply: program.

1. The ARTCC/ATCT facilities will provide the a. Each air carrier will provide the appropriate airline officials with the controller position phone ARTCCs with a specific contact for coordination of number for modification of the stored flight plan.

this program.

This procedure only affects the flight for this particular day and is not intended to be a modification b. The individual air carrier is responsible for to the permanent stored flight plan.

providing the ARTCC the following: 2. Changes to the flight plan, other than the 1. Current flight plan schedule data at least identification, considered to fall in this category are 7 days prior to the effective date of the scheduled change in the type of aircraft, DME or transponder change.

equipment, altitude, route of flight, or cancellation.

(a) Changes to become effective between the 3. If the proposed departure time is changed by 15th and the last day of the month must be received less than 1 hour, there is no requirement for it to be by the facility no later than the 8th day of the month.

forwarded to the ARTCC.

(b) Changes to become effective between the 4. If the trip number is changed, a new flight 1st and the 14th of the month must be received by the plan must be filed at least 40 minutes prior to the facility no later than the 23rd of the month.

proposed departure time.

2. Permanent cancellations to flight plans 5. Day − to − day modifications to computer − currently stored will be accepted on a day − to − day stored flight plans destined for Newark, LaGuardia, basis.

or Kennedy Airports must be accepted up to 1 hour and 30 minutes prior to stored proposed departure 3. When submitting revised listings, perman- time. If the proposed departure time of flights for ent cancellations, and additions, all changes must be these three airports is changed by 30 minutes or more, clearly indicated.

the center should be advised.

(a) Additions to the current listings must be d. Flights scheduled at least 1 day each week may noted as such by placing the word ADD preceding be submitted to the ARTCC for the stored flight plan item G(4) of the format and outside the normal program.

left − hand margin.

e. Only these flight plans involving a reasonable (b) Deletions from the current listings should amount of stability in the flight planned routes will be be noted by adding the contraction DLT preceding accepted in the program. The initial minimum item G(4) of the format and outside the normal stability factor is 85 percent.

left − hand margin.

f. Flight plan data must be submitted in (c) Changes, such as departure time, altitude, chronological order by airports of departure and in equipment, and route of flight should be indicated by the format outlined in the following example: adding the contraction CHG preceding item G(4) of NOTE − the format and outside the normal left − hand margin The number above each item is explained in detail by the with the change underlined.

coinciding numbers listed below the Example.

(d) Subsequent listings will not include the g. Each airline is responsible for developing added, deleted, or changed information. procedures to preclude any misunderstanding Stored Flight Plan Program 6 − 5 − 1 JO 7210.3Z 12/10/15 between controller and pilot in the event of changes for implementing and coordinating this program.

to the stored flight plan. If the airline has a requirement for the controller to issue a complete 6 − 5 − 3. PREPARATION AND clearance for a period of time after the effective date MAINTENANCE OF BULK STORE FILE of a stored flight plan, the airline will alert its pilots not to accept “cleared as filed” and add the following Each ARTCC must prepare and maintain card decks, information to remarks after the route of flight data magnetic tapes, and discs necessary for computer forwarded to the ARTCC: FULL RTE CLRNC TIL, processing of the data provided by the airlines.

PAREN DATE PAREN.

EXAMPLE − 6 − 5 − 4. REMARKS DATA (See FIG 6 − 5 − 1.)

ARTCC controllers must not use “cleared as filed” until after the date specified in the remarks portion of 6 − 5 − 2. IMPLEMENTATION AND the stored flight plan. (See subpara 6 − 5 − 1g.) The COORDINATION remarks data may be removed from the stored flight Each ARTCC must provide the airline with a contact plan after the date specified.

FIG 6 − 5 − 1 Stored Flight Plan Program (1) STORED FLIGHT PLAN DATA FOR THE ZDC ARTCC (2) 11 − 5 − 86 (3) 11 − 13 − 86 (4) (5) (6) (7) (8) (9) (10) XXXXXXO EAL490 DC9 0425 DCA P1830 170 (11) (12) (13) DCA 7NP V123 RBV JFK 0105 (1) Heading indicating the ARTCC for which the flight plan was prepared.

(2) Date flight plan prepared.

(3) Effective date of the stored flight plan based on UTC. (Must be submitted prior to the 8th of the month for an effective date between the 15th and the last day of the month or by the 23rd of the month for an effective date of the 1st to the 14th.)

Note. − Items (1), (2), and (3) must be included on each page of data submitted.

Stored Flight Plan Program 6 − 5 − 2 JO 7210.3Z 12/10/15 (4) Seven characters reflecting operating frequency (9) The proposed departure time must always consist of with the letter “X” appearing in the days of operation the “P” followed by four numerics expressing the pro- and the letter “O” appearing in the days of nonopera- posed departure time in 24 hour Coordinated Universal tion; e.g., XXXXXXO means the flight operates daily Time (UTC).

except Saturday. The frequency of operation should al- (10) The requested altitude must be a maximum of three ways be based on UTC; e.g., a flight proposed to depart (3) characters expressing the requested altitude in hun- at 2000 EST on Friday would be filed as a 0100Z dreds of feet; e.g., 140, fourteen thousand feet; 80, eight Saturday operation.

thousand feet.

(5) The identification of the flight using the ICAO − au- (11) The intended route of flight to the first destination thorized 3-letter designator followed by the trip number airport. (When a flight has multistops, each portion of of this flight; i.e., UAL743 would be United Airlines the scheduled route must form the basis for a new flight- flight number 743. The minimum number of characters plan and will be distinguished from other portions by is three (3), and the maximum number is seven (7) char- changing the point of departure.) The absence of an air- acters of information.

way or route number between two fixes indicates direct; (6) The type of aircraft to be used on this flight.

therefore no symbol or abbreviation is required.

When equipment varies by the day of the week, this (a) All junctions between airways must be in- may be entered into the listing as a different flight cluded when they can be identified as fixes listed in plan. Although the aircraft identification may be FAAO JO 7350.8, Location Identifiers, or the ICAO the same, the operating frequency would be Location Indicators Document 7910. If any problem ex- different and would preclude ambiguity. The type ists in using the name or the fix identifier, coordination of aircraft may consist of three items of data. First, between the carrier and the ARTCC must be accom- if appropriate, the super or heavy aircraft indicator plished to resolve the problem.

“H,” followed by a required second item containing a maximum of four (4) characters (the authorized (b) The point of departure must always be the contraction for the aircraft designator as described first item of the route data. If a standard instrument de- in FAAO JO 7340.2, Contractions). The third item parture (SID) routing is requested, it must be filed using may be a virgule “/” and one alphabetic character to the official designator, followed by the departure point indicate transponder and distance measuring and the transition/exit fix.

equipment (DME) as described in FAAO JO (12) The last item in the route of flight will be the destin- 7110.65 and the AIM.

ation of the flight as identified in FAAO JO 7350.8, (7) The filed true airspeed (TAS) in knots or Mach Location Identifiers, or the ICAO Location Indicators speed. The required format for Mach speed is three (3) Document 7910.

digits preceded by the letter “M;” e.g., M095.

(13) Estimated Time En Route (ETE).

(8) The airport of departure must be a maximum of five (5) characters using the authorized identifier as listed in FAAO JO 7350.8, Location Identifiers, or the ICAO Location Indicators Document 7910.

Stored Flight Plan Program 6 − 5 − 3 JO 7210.3Z 12/10/15

Section 6. Air Carrier Computer Interface Program

6 − 6 − 1. GENERAL 6 − 6 − 4. FORMAT CONVENTIONS Flight plans must be filed in the following format: Apply the provisions of this section when coordinating and implementing the air carrier a. Data input must adhere to a fixed order and not computer interface program. The term air carrier exceed the stated maximum number of characters or used in this section includes scheduled air taxi elements allowed for each field in messages operators that have the capability to transmit flight addressed to an ARTCC computer.

plans via the NADIN/Center B interface to ARTCC b. Each field of data is composed of one or more computer programs.

elements. Discrete elements of information within a field are separated by delimiters; generally, virgules (/) or periods.

6 − 6 − 2. FACILITY RESPONSIBILITIES c. Some fields contain the necessary functions to The ARTCC, upon request from an air carrier to operate the computer adapters and are designated by participate in this program, must: alpha characters. Do not separate these fields with a. Obtain local contacts from the air carrier for spaces.

coordinating the program.

d. One space character must be entered at the end of each data field, except: b. Provide the air carrier with a contact for the continued coordination of the program. 1. The first data field of a message must not be preceded by a space.

c. Ensure that the air carrier is apprised of the 2. The last data field of message need not be criteria in para 6 − 6 − 3, Criteria for Participation.

followed by a space.

d. Develop facility procedures to monitor air 3. The Remarks (Field 11) terminate with the carrier flight plan input as specified in Chapter 6, last nonspace character transmitted.

Section 5, Stored Flight Plan Program.

6 − 6 − 5. MESSAGE CONTENT 6 − 6 − 3. CRITERIA FOR PARTICIPATION The complete message content, the order of data, the number of characters allowed within any data field or Air carriers participating in the program must be element, and any associated operational procedure or advised of the following criteria: restrictions must be as follows: (See FIG 6 − 6 − 1).

a. Departure points and destinations must be a. Start of Message Code (Field A). Appropriate contained within the CONUS. However, some users individual company coding to ensure entry into the have made previous arrangements with various AFTN system.

ICAO States (Puerto Rico, Panama, Canada, etc.) to b. Preamble Line (Field B). Consists of priority accept domestic format. These agreements must be and addressees in ICAO format.

honored.

c. End of Line Function (Field C). Three b. Flight plans must not be filed more than 3 hours characters composed of carriage return, carriage in advance of the proposed departure times. Flight return, line feed.

plans must be telephoned to the appropriate facility d. Computer Adapter Turn − on Code (Field D).

if less than 45 minutes from the proposed departure Three characters specifying the facility adapter code time. All changes in the flight plan after filing must plus carriage return, carriage return, line feed.

be telephoned to the appropriate facility.

e. Source Identification (Field 00). Ten characters c. All flight plans must adhere to the format followed by a space character in the following order: convention and content specified in para 6 − 6 − 4, Format Conventions, and para 6 − 6 − 5, Message 1. Three − character address of the originating Content. office.

Air Carrier Computer Interface Program 6 − 6 − 1 JO 7210.3Z 12/10/15 2. Four − character (digits) time in UTC. m. Route of Flight (Field 10): The route of flight consists of the departure point, the route of flight, and 3. Three characters (digits) representing the a destination: number of the message being transmitted to the 1. Field 10 is fixed sequence field and must specific facility. All facilities will have individual begin with a fix; e.g., fix.route.fix.route., etc. An sequence numbers beginning with number 000 at element is separated from another element by a 0000Z.

period character.

f. Message Type (Field 01). The letters “FP” 2. When consecutive fix elements or route followed by a space character.

elements are filed, the fixed sequence format is g. Aircraft Identification (Field 02). Consists of maintained by inserting two period characters two to seven characters followed by a space character.

between the filed Field 10 elements; e.g., fix..fix or The first character of the identification must be a route..route.

letter.

3. The maximum number of filed field elements h. Aircraft Data (Field 03). Consists of two to nine for computer − addressed flight plans is 40. Double characters followed by a space character. Aircraft period insertions do not count against the 40 − element data within the field may vary from one to three limitation.

elements consisting of: (a) Fix Descriptions: A fix identifies a geographic point and must be one of either domestic, 1. Super or heavy aircraft indicator (H/): When Canadian, or international identifiers, which are two aircraft are designated super or heavy, the heavy to twelve alphanumeric characters.

indicator is mandatory.

(b) Route Descriptions: A route element must 2. Type of Aircraft: This element is mandatory be one of the following: and contains two to four characters consisting of the authorized aircraft designator as contained in the (1) Airway: The official airway designator FAAO JO 7340.2, Contractions.

must be filed.

3. Equipment Suffix: This element is optional (2) Standard Instrument Departures (SID): and consists of a slash followed by one letter which SIDs, if used, must be filed by the computer − code designator as the second element of Field 10 and is one of the approved designators identifying transponder and/or navigation equipment. followed by the transition fix.

(3) Standard Terminal Arrivals (STAR): i. Airspeed (Field 05): Consists of two to four STARs, if used, must be filed by the computer − code characters followed by a space character. This field designator as the next to last element of Field 10 and must include the filed true airspeed in knots or Mach be immediately preceded by the entry or transition speed.

fix.

j. Departure Point (Field 06): The airport of (4) Published Radials: Published radials; departure must be two to a maximum of five e.g., within a preferred route, are considered airways.

characters using the authorized identifier as listed in Do not file unpublished radials.

FAAO JO 7350.8, Location Identifiers, and must duplicate the first element of the route of flight (Field EXAMPLE − “.RBV020” 10).

“.JFK053” k. Proposed Departure Time (Field 07): Consists “DPK017” of five characters followed by a space character. This (5) North American Routes (NAR): field contains the letter “P” followed by a four − digit Numerically coded routes preplanned over existing time group (in UTC).

airways and route system to and from specific coastal fixes serving the North Atlantic.

l. Requested Altitude (Field 09): Consists of two to three characters followed by a space character.

EXAMPLE − Altitudes or flight levels, as appropriate, must be “.NA50” expressed in hundreds of feet.

“.NA9” Air Carrier Computer Interface Program 6 − 6 − 2 JO 7210.3Z 12/10/15 (c) Estimated Time En Route Suffix: Consists departure. This should be used when the only remarks of an element separator (/) and four digits appended are a request for a full route clearance (FRC). It may to the destination. Leading zeros are required, and the also be used when it is known that the remarks are time en route is expressed in hours and minutes. only pertinent to the center controlling the departure airport.

EXAMPLE − “.STL/0105” 2. Remarks are not interpreted by the NAS n. Remarks (Field 11): Consists of the remarks En Route Program and are optional. When used, code character −− a clear sky symbol or an overcast they must be limited to flight information pertinent to sky symbol, and the remarks.

ATC.

NOTE − o. End of Text Signal/End of Message Function If remarks (Field 11) are present, a space is required after (Field E).

the last element of Field 10. If remarks are not present, no space is required, and Field E (End of Text) should be the NOTE − next entry.

Fields 04 and 08 are not applicable to proposed flight 1. The overcast sky symbol limits the transmit- plans and have been intentionally omitted.

tal of the remarks to the center controlling a point of (See FIG 6 − 6 − 1.)

FIG 6 − 6 − 1 Automated Flight Plan Message (A) (B) (C) (D) (00) Individual FF KZFWZDZX DTG KDALAALX AAL1630001 company coding (01) (02) (03) (05) (06) (07) (09) FP AAL123 B727/A 0350 OKC P1830 160 (10) (11) (E) OKC..GAG.V280.AMA/0139 − > Pressurization Enter inoperative Key Computer Flight Data Input Chart Field Element Example Requirements A Start of Message (SOM code) /B Required for SOM recognition B Priority/Address Line FF KZFWZQZX Provides priority and addressee C DTG/Originator DTG KDALAALX Identifies time of transmission and originator D End of Line (EOL) Function New Line Key Required to end all lines except line of text E EOT/EOM Enter Key Terminates message Air Carrier Computer Interface Program 6 − 6 − 3 JO 7210.3Z 12/10/15

Section 7. En Route Decision Support Tool (EDST)

6 − 7 − 4. FACILITY MANAGER RESPONSIBILITIES a. Ensure LOAs, SOPs, and Sector Position 6 − 7 − 1. GENERAL Binders are current to support EDST.

EDST is used by the sector team in performing its 1. . Facility managers must consider EDST strategic planning responsibilities. EDST uses flight functions and limitations in reviewing all current plan data, forecast winds, aircraft performance LOAs and/or negotiating all future LOAs.

characteristics, and track data to derive expected aircraft trajectories, and to predict conflicts between 2. The following items should be considered aircraft and between aircraft and special use or when reviewing LOAs: designated airspace. It also provides trial planning (a) Interfacility coordination procedures.

and enhanced flight data management capabilities.

(b) Special Activity Airspace (SAA) use and status.

6 − 7 − 2. FRONT − LINE MANAGER − IN − CHARGE RESPONSIBILITIES (c) Restriction relaxation/removal.

(d) Outage notification.

a. Where authorized, perform EDST data entries to keep the activation status of designated Airspace (e) Degradation of functions notification.

Configuration Elements current.

(f) Automated Information Transfer (AIT) b. Ensure that the EDST Airspace Status Display procedures.

information accurately reflects current Special b. Ensure all facility directives are current to Activity Airspace (SAA) status.

support EDST. Directives must include, but are not c. Perform coordination and designated actions in limited to: the event of an EDST outage or degradation, in 1. Outages.

accordance with the requirements of this order and as 2. Airspace Configuration Elements Data designated by facility directive.

Entry.

d. Assist in sector preparations needed to 3. Standard Use of Automated Flight Data transition to and from EDST operations.

Management.

e. Ensure changes to restrictions based on the 4. Sectors authorized to use Inappropriate Restrictions Inventory and Evaluation are Altitude for Direction of Flight (IAFDOF) Manual implemented in a timely manner.

Mode..

5. Sectors authorized to use the Drop Track 6 − 7 − 3. OPERATIONS MANAGER − IN − Delete function and the conditions under which it CHARGE RESPONSIBILITIES may be used.

a. Ensure that the EDST Airspace Status Display 6. Conditions under which a controller can information accurately reflects current SAA status.

deactivate an adapted EDST restriction.

b. Perform coordination and designated actions in 7. Local requirements for posting flight the event of an EDST outage or degradation, in progress strips that exceed national requirements.

accordance with the requirements of this order and as 8. Facility standard for annotating status of designated by facility directive.

manual coordination at sectors where automated c. Ensure changes to restrictions based on the coordination with an external facility is not available Restrictions Inventory and Evaluation are implemen- (e.g., international facility, VFR tower). Facility ted in a timely manner. directives may require either the use of the En Route Decision Support Tool (EDST) 6 − 7 − 1 JO 7210.3Z 12/10/15 Coordination Menu or flight progress strips, and 1. The designated sector(s) should be assigned must define a standard for each sector. the primary responsibility to keep the EDST status current.

9. Facility standard for annotating hold 2. The TMU or the appropriate operations instructions and reporting delay information at supervisor should be assigned the secondary sectors. Facility directives may require either the use responsibility to keep EDST status current.

of the EDST Hold Data Menu/Hold view, the Hold Annotations Menu, flight progress strips, or a 6 − 7 − 6. STANDARD USE OF AUTOMATED facility-approved worksheet, and must define a FLIGHT DATA MANAGEMENT standard for each sector.

Use of the checkbox flight data management feature c. Ensure the Restrictions Inventory and Evalu- of EDST must be standardized in accordance with ation is conducted and maintained in accordance with individual facility directives.

this order.

d. Ensure changes to restrictions based on the 6 − 7 − 7. EDST OUTAGES Restrictions Inventory and Evaluation are implemen- a. In accordance with Chapter 8, NAS En Route ted in a timely manner.

Automation, and the requirements in this chapter, facilities must develop and maintain procedures for 6 − 7 − 5. EDST AIRSPACE CONFIGURATION transition to and from EDST operations.

ELEMENTS NOTE − The back − up for EDST is flight progress strips.

a. Airspace Configuration Elements are: b. Planned EDST Outages.

1. Special Activity Airspace (SAA).

1. Schedule preventive or periodic maintenance 2. Airport Stream Filters (ASF).

of EDST to coincide with periods of low air traffic 3. Adapted restrictions.

volume.

b. For each EDST adapted airspace configuration 2. Notification of planned local EDST outages element, facility directives must designate at least must be coordinated with the Operations Manager no one primary position and one secondary position to less than 2 hours in advance.

be responsible to update the status (e.g., active/inact- 3. The Operations Manager must notify the ive) and/or the activation schedule for that element.

adjacent EDST facilities of a planned outage no less NOTE − than 1 hour in advance.

1. Accurate conflict probe results require timely updates 4. The Operations Manager must notify Opera- to the current activation status and/or the projected tions Supervisors of a planned EDST outage as soon activation schedule for airspace configuration elements.

as known.

2. Designating a position to have secondary responsibil- 5. Each Operations Supervisor must notify the ity for each EDST Airspace Configuration Element is sector teams in their area of a planned EDST outage essential to maintain the capability to perform updates in as soon as known.

the event that equipment at the primary position is temporarily out of service.

6. At least 20 minutes prior to a local EDST 3. Positions to be considered for primary or secondary outage, Operations Supervisors must ensure that designation include a specified sector, TMU, or sectors resume posting and maintenance of flight operations supervisor.

progress strips, in accordance with FAAO JO 7110.65, Air Traffic Control, requirements for a c. ATC positions and personnel authorized by non − EDST environment, except as otherwise facility directive must perform automation entries in permitted by facility directive.

a timely manner to update the status of SAAs, restrictions, and ASF.

c. Unplanned EDST Outages.

d. For an EDST airspace configuration element 1. A facility directive must include a checklist that is associated with a particular sector or sectors detailing actions to be taken and roles and and whose status is highly dynamic in nature: responsibilities during an unplanned EDST outage.

En Route Decision Support Tool (EDST) 6 − 7 − 2 JO 7210.3Z 12/10/15 2. When an unplanned EDST outage occurs, This must include EDST impact on ability to sectors must post and maintain flight progress strips relax/remove restrictions and identification of in accordance with FAAO JO 7110.65, Air Traffic dependencies between ability to remove restrictions Control, requirements for a non-EDST environment, and automation capabilities/ limitations.

except as otherwise permitted by facility directive.

c. Submit annually to the Vice President of En NOTE − Route and Oceanic Services, an Evaluation Report on 1. A full transition to strips may not be necessary based facility restriction relaxation/removal related to on the duration of the outage. Outages of short duration EDST.

may allow continued use of the EDST data while strips are d. Prior to implementation of restriction changes prepared for use in the event that the outage continues.

each ARTCC must: 2. A “snapshot” of EDST flight data at the time of the 1. Coordinate with any affected ATC facility.

outage will be available to the sector team. Although the data will not be updated and will become stale, it may be 2. Coordinate with the ATCSCC, as used to assist the sector team while reestablishing the appropriate.

support of strips.

3. Inform individual air carriers, as appropriate.

3. Any failure recovery action that will result in the automatic clearing of the EDST data on a 6 − 7 − 9. TRAFFIC COUNTS AND DELAY position’s display must be approved by the REPORTING Operations Manager.

a. Automated counts of traffic activities are the d. Degraded Conditions.

preferred methods.

1. In the event that EDST is operational, but b. Adherence to all applicable delay reporting alert data may be affected due to an associated directives shall continue while EDST is operational.

equipment malfunction, the National Operations c. Delay information, must be recorded on Manager (NOM) must notify the Operations available flight progress strips, on facility approved Manager who must in turn notify Operations forms, or via the automated delay reporting features Supervisors. Each Operations Supervisor must for aircraft in hold. Facility directives must detail the ensure that each sector team in their area of procedures for collecting and reporting this specialization is cognizant of the potential for information to the ATCSCC.

degradation.

2. When the associated equipment malfunction 6 − 7 − 10. COMPUTER DATA RETENTION is corrected, the NOM must notify the Operations Follow the guidelines detailed in this order to retain Manager who must in turn notify Operations EDST recorded data.

Supervisors. Each Operations Supervisor must ensure that each sector team in their area of 6 − 7 − 11. WAIVER TO INTERIM ALTITUDE specialization is cognizant that the source of possible REQUIREMENTS degradation has been corrected.

a. If a facility directive has been issued to waive the mandatory computer entry of interim altitudes, 6 − 7 − 8. RESTRICTIONS INVENTORY AND controllers and supervisors in any affected area and EVALUATION adjacent areas or facilities must be informed of the a. Facilities must identify responsibilities and resulting potential for misleading conflict probe alert establish procedures for the creation and maintenance data.

of a facility restriction inventory. Facility plans b. Each facility should strongly consider the should include identification and cataloging each air benefits of conflict probe in evaluating any current or traffic restriction, by type, purpose, and frequency/ future waiver for data entry of interim altitudes.

duration in effect.

Conflict probe accuracy in assigning alert priorities b. Facilities must create a plan and conduct for surrounding sectors, including those in adjacent ongoing evaluations on the need to relax or remove ERAM facilities, are dependent upon the subject restrictions not warranted during EDST operations. sector’s entry/update of interim altitudes.

En Route Decision Support Tool (EDST) 6 − 7 − 3 JO 7210.3Z 12/10/15 6 − 7 − 12. TRANSFER OF POSITION RESPONSIBILITY Each EDST facility must ensure that pertinent information is integrated into any Position Relief briefing list, whether manual or electronic.

En Route Decision Support Tool (EDST) 6 − 7 − 4 JO 7210.3Z 12/10/15

Section 8. Ocean21

6 − 8 − 1. GENERAL c. Ocean21 data management when a channel changeover is being performed.

a. Ocean21 is an Air Traffic Control (ATC) d. Assignment of Error Repair responsibilities.

System deployed in designated en route and oceanic airspace. Ocean21 includes both surveillance and flight data processing, which provides the controllers 6 − 8 − 3. ERROR REPAIR POSITION with automated decision support tools to establish, RESPONSIBILITIES monitor, and maintain separation between aircraft, Facilities must define responsibilities and develop and aircraft to airspace and terrain.

procedures associated with the Ocean21 System for the Error Repair position. Responsibilities and b. Ocean21 capabilities include: procedures must include but are not limited to: 1. MEARTS based radar surveillance pro- a. Disseminate messages received at the worksta- cessing.

tion in a timely manner.

2. Conflict Prediction and Reporting for b. Edit and repair messages.

conflict probe.

3. Automatic Dependence Surveillance − Ad- 6 − 8 − 4. FACILITY MANAGER dressable (ADS − A).

RESPONSIBILITIES 4. Automatic Dependence Surveillance − Broad- a. Ensure LOAs, SOPs, MOUs and Sector cast (ADS − B).

Position Binders are current to support Ocean21.

5. Controller Pilot Data Link Communications 1. Facility managers must consider Ocean21 (CPDLC).

functions and limitations when reviewing current LOAs and/or negotiating future LOAs.

6. ATC Interfacility Data Communications (AIDC).

2. Consider the following items when review- ing LOAs: 7. Decision Support Tools used primarily for (a) Interfacility coordination procedures.

situation awareness.

(b) Outage notification.

8. Electronic Flight Data including Electronic Flight Strips.

(c) Degraded functions notification.

(d) Automated Information Transfer Proced- 6 − 8 − 2. OPERATIONAL ures.

SUPERVISOR − IN − CHARGE b. Ensure all facility directives, where applicable, RESPONSIBILITIES support Ocean21. Directives should include but are In addition to the watch supervision described in not limited to: Chapter 2, Administration of Facilities, Section 6, 1. System problem reporting.

Watch Supervision − Terminal/En Route, facilities 2. Airspace and sector configuration.

must provide in facility directives the operational duties and procedures for the Supervisor − In − Charge 3. Use of surveillance sources.

associated with the Ocean21 System. Responsibilit- 4. Use of paper strips and strip marking.

ies and procedures must include but are not limited to the following: 5. Electronic flight data management.

a. Disseminate flight information received at the 6. Conflict Probe/Decision Support Tools use, Supervisor workstation in a timely manner.

limitations, and exceptions.

b. Supervisor workstation message management. 7. Internal coordination.

Ocean21 6 − 8 − 1 JO 7210.3Z 12/10/15 8. Contingency plans. 6 − 8 − 7. OUTAGES In accordance with Chapter 8, NAS En Route 9. Controller preference management.

Automation, and requirements in this chapter, facilities must develop and maintain procedures for 6 − 8 − 5. TRANSFER OF POSITION the transition to and from, and during Ocean21 degraded operations. A facility directive must In addition to the procedures outlined in para 6, include a checklist detailing actions, roles, and Step − by − Step Process, of Appendix D, Standard responsibilities during planned and unplanned Operating Practice (SOP) for the Transfer of Position outage or degraded operation.

Responsibility, in FAAO JO 7110.65, Air Traffic Control, ensure facility directives include, at a 6 − 8 − 8. CONTROLLER PILOT DATA LINK minimum, the following procedures: COMMUNICATIONS a. Position relief briefing checklist.

Facility managers must ensure that local procedures are developed for the use of CPDLC. These b. Sign − over procedures.

procedures must include but not be limited to: a. The use of free − text messages in air − to − ground 6 − 8 − 6. OCEAN21 CHANNEL communication.

CHANGEOVERS b. Data link limitations and exceptions.

Facilities must identify the procedures for a channel c. Lost communications procedures.

changeover that include a checklist detailing actions to be taken, and roles and responsibilities. d. Frequency assignment for automated transfer.

Ocean21 6 − 8 − 2 JO 7210.3Z 12/10/15

Section 9. Reduced Vertical Separation Minimum

(RVSM)

6 − 9 − 1. GENERAL 3. Aircraft not approved for RVSM operations may transition through RVSM airspace to operate above or a. RVSM reduces vertical separation between below.

FL290 and FL410 from 2,000 feet to 1,000 feet for 2. Transition Airspace. Airspace where both those aircraft approved for operation within these RVSM aircraft and non − RVSM aircraft may be altitude strata. The six additional altitudes provide accommodated at all altitudes and RVSM approval is the users fuel savings and operational efficiencies not required. Transition airspace connects airspace while providing ATC flexibility, mitigation of wherein conventional separation is applied to RVSM conflict points, enhanced sector throughput and airspace. One thousand feet vertical separation can reduced controller workload for air traffic control only be applied between RVSM aircraft. Two operations.

thousand feet separation must be applied between b. RVSM is applied in that airspace from FL290 non − RVSM aircraft or whenever one of the aircraft is through FL410 over the domestic United States, non − RVSM.

Alaska, the Gulf of Mexico where the FAA provides c. Non − RVSM exception aircraft may access air traffic services, the San Juan FIR, across RVSM airspace in one of the following ways: international borders with Canada and Mexico, and 1. LOA: Complies with a Letter of Agreement the Pacific and Atlantic Oceanic airspace controlled (LOA) for operations within a single or adjacent by the FAA. There are two forms of RVSM airspace: ARTCCs.

1. RVSM Airspace. Use of the term RVSM 2. File − and − Fly: Files a flight plan and makes airspace refers to the RVSM exclusive environment.

the initial request to access RVSM airspace by Aircraft operating in this airspace must be RVSM requesting an ATC clearance.

approved.

d. Facilities with RVSM airspace must: NOTE − 1. Provide guidance in the facility Standard 1. The following non − RVSM aircraft are exceptions to the exclusive RVSM airspace. However, access will be on a Operating Procedures (SOP) for managing workload − permitting basis: non − RVSM flights.

a. DOD aircraft.

2. Where available, display the Center Monitor b. DOD − certified aircraft operated by NASA (T38, on the Traffic Situation Display (TSD) in each area F15, F18, WB57, S3, and U2 aircraft only).

and the Traffic Management Unit (TMU). This will c. MEDEVAC aircraft.

aid in the coordination and decision making process d. Aircraft being flown by manufacturers for development and certification. for approving non − RVSM flights.

e. Foreign State aircraft.

6 − 9 − 2. FACILITY MANAGER 2. The following aircraft operating within oceanic RESPONSIBILITIES airspace or transiting to/from oceanic airspace are excepted: a. Ensure all facility directives are current to a. Aircraft being initially delivered to the State of support RVSM.

Registry or Operator; b. Ensure all LOAs, SOPs, and Sector Position b. Aircraft that was formerly RVSM approved but has Binders are current to support RVSM.

experienced an equipment failure and is being flown to a maintenance facility for repair in order to meet RVSM c. Ensure airspace is continually reviewed for requirements and/or obtain approval; impact of RVSM.

c. Aircraft being utilized for mercy or humanitarian d. Ensure all height deviations of 300 feet or more purposes; are recorded and forwarded to the FAA Technical d. Within the Oakland, Anchorage, and Arctic FIRs, an Center in Atlantic City, New Jersey at aircraft transporting a spare engine mounted under the NAARMO@faa.gov.

wing.

Reduced Vertical Separation Minimum (RVSM) 6 − 9 − 1 JO 7210.3Z 12/10/15 6 − 9 − 3. OPERATIONS MANAGER − IN − f. Ensure controllers at applicable sectors have CHARGE RESPONSIBILITIES their DSR MDM properly aligned to display the RVSM indicator depicting those aircraft that are Responsibilities must include but not be limited to non − RVSM.

the following: 6 − 9 − 5. NON − RVSM REQUIREMENTS a. Maintain an operational awareness of RVSM impact specifically any non − RVSM aircraft being a. RVSM approval is required for aircraft to worked within RVSM airspace.

operate within RVSM airspace. The operator must determine that the appropriate State authority has b. Ensure proper coordination is accomplished approved the aircraft.

between the STMC/TMU and the operations supervisors/controllers − in − charge regarding the b. DOD, DOD − certified aircraft operated by accommodation and handling of any non − RVSM NASA (T38, F15, F18, WB57, S3, and U2 aircraft aircraft.

only), MEDEVAC, aircraft operated by manufacturers for certification and development, and c. Ensure, in conjunction with the Traffic Foreign State exception aircraft will be Management Officer, that monitor alert values are accommodated in RVSM airspace on a workload addressed with RVSM impacts considered.

permitting basis.

d. Ensure the proper RVSM software is turned on.

c. Within oceanic airspace or transiting to/from oceanic airspace aircraft being initially delivered to 6 − 9 − 4. FRONT − LINE MANAGER − IN − the State of Registry or Operator, an aircraft that was CHARGE/CONTROLLER − IN − CHARGE formerly RVSM approved but has experienced an RESPONSIBILITIES equipment failure and is being flown to a maintenance facility for repair in order to meet Responsibilities must include but not be limited to RVSM requirements and/or obtain approval; an the following: aircraft being utilized for mercy or humanitarian a. Maintain an awareness of all operational purposes; and within the Oakland, Anchorage, and impacts associated with RVSM, specifically any Arctic FIRs, an aircraft transporting a spare engine non − RVSM aircraft currently within area sectors or mounted under the wing will be accommodated in projected to be in sectors under his/her area of RVSM airspace on a workload permitting basis.

responsibility.

d. Non − RVSM Exception Flights Inbound to U.S.

b. Ensure sector personnel have been properly The TMU at the facility where an aircraft penetrates briefed regarding any known non − RVSM aircraft in RVSM airspace designated for U.S. air traffic control, or projected to be in sectors under his/her area of or entry facility, receives the coordination from an responsibility.

international point − of − contact advising of an inbound non − RVSM exception. The TMU must c. Ensure sector workload remains manageable coordinate with the operational supervisor/CIC in a when non − RVSM aircraft are in or projected to be in timely manner.

sectors under his/her area of responsibility.

d. Coordinate all non − RVSM aircraft with 6 − 9 − 6. EQUIPMENT SUFFIX AND DISPLAY operational supervisors/CIC as appropriate, both MANAGEMENT internally and externally, to ensure the aircraft is RVSM aircraft will file a “W” in the equipment field coordinated and accepted along its route of flight.

of an ICAO flight plan, or a suffix showing RVSM e. Non − RVSM Exception Flights Outbound from capability in a domestic flight plan (/H, /W, /L, or /Z).

the U.S. The operational supervisor/CIC from the last NAS automation shows non-RVSM aircraft with a area to have communications and operational control coral box around the fourth character in the altitude of the aircraft in the facility where an aircraft departs segment of the data block. The conflict alert function RVSM airspace designated for U.S. air traffic control, uses the flight plan indication of RVSM capability to or exit facility, must coordinate with the international determine the appropriate separation standard to point − of − contact in a timely manner. apply.

Reduced Vertical Separation Minimum (RVSM) 6 − 9 − 2 JO 7210.3Z 12/10/15 6 − 9 − 7. MOUNTAIN WAVE ACTIVITY (MWA) lateral offset not to exceed 2NM from the assigned route or track. Advise ATC as soon as practical and In areas of known MWA, aircraft operators have been return to the assigned route when the offset is no encouraged to report encountering this weather event longer required.

and the severity of its impact. Operators may request assistance in the form of reroutes, change of altitude, 6 − 9 − 9. SUSPENSION OF RVSM vectors, or merging target procedures.

a. Domestic: RVSM will not be suspended in domestic airspace. Should turbulence or other 6 − 9 − 8. WAKE TURBULENCE AND weather phenomena require, separation can be WEATHER RELATED TURBULENCE increased in a defined area and thoroughly a. Domestic: Aircraft experiencing turbulence coordinated operationally.

can be anticipated to advise ATC and request a b. Oceanic: Air Traffic Service providers will clearance for mitigation in the form of vectors, consider suspending RVSM procedures within altitude change, or to fly an offset.

affected areas when pilot reports of greater than b. Oceanic: Aircraft experiencing turbulence can moderate turbulence are received. Within airspace be anticipated to advise ATC and request a revised where RVSM procedures are suspended, the vertical clearance. In instances where a revised clearance is separation minimum between all aircraft will be not possible or practicable, the aircraft may fly a 2,000 feet above FL290.

Reduced Vertical Separation Minimum (RVSM) 6 − 9 − 3 JO 7210.3Z 12/10/15

Section 10. En Route Information Display System

(ERIDS)

6 − 10 − 1. GENERAL 4. United States Government flight information publications/DOD flight information publications.

ERIDS is a real time, interactive, electronic information display system that is used as a 5. Other air traffic information and lists replacement for paper sources of information. ERIDS determined by facility directives.

provides controllers, supervisors, and traffic manage- b. ERIDS may be used to record and disseminate ment personnel with access to aeronautical data, PIREPs.

weather data, airspace charts, ATC procedures, NOTAMs, PIREPs, and other sources of ATC c. ERIDS must not be used to disseminate information.

dynamic operational information; for example, miles − in − trail restrictions, runway in use, weather information other than PIREPS, etc.

6 − 10 − 2. REQUIREMENTS d. Facilities must develop local procedures to a. Where available, ERIDS must be used to meet the following requirements: provide controllers with the following information: 1. Facilities using ERIDS must ensure that the 1. Sector binder information.

provisions of FAA Order JO 7210.3, paragraph REFERENCE − FAAO JO 7210.3, Para 6 − 2 − 2, En Route Sector Information Binder 6 − 2 − 2, are met in the event of an ERIDS outage or FAAO JO 7210.3, Para 2 − 1 − 3, Position/Sector Binders degradation.

2. Notices To Airmen (NOTAMs). Facilities 2. Facilities using ERIDS in lieu of sector using ERIDS for NOTAM distribution must develop information binders must ensure that all information a backup plan in the event ERIDS becomes is available and maintained for each operational unavailable/unusable.

sector in accordance with the provisions of FAA 3. National directives. Order JO 7210.3, paragraph 6 − 2 − 2.

En Route Information Display System (ERIDS) 6 − 10 − 1

JO 7210.3Z 12/10/15

Chapter 7. En Route Data

Section 1. Performance Checks

7 − 1 − 1. RADAR PERFORMANCE CHECKS personnel, close coordination is required among air traffic and technical operations personnel. Initial Daily radar performance checks and special radar coordination for common digitizer radar accuracy accuracy checks of long − range radar (LRR) systems flight checks is effected by the Maintenance Control used by FAA for ATC must be accomplished as Center (MCC) coordinator with the facility’s test follows: coordinator and Technical Operations. Effect interfa- a. Radar systems performance must be evaluated cility coordination and with the ARTCC within by radar − qualified air traffic controllers through daily which the Flight Check aircraft originates. Give observations and use of the radar systems. FAA special attention to assure the unique assignment of Flight Check aircraft may be used to assist the a discrete beacon code; i.e., assure that other aircraft controller in performing radar checks. Controllers within the same radar coverage as the Flight Check should utilize Flight Check aircraft or targets of aircraft are not assigned the same beacon code and opportunity to verify radar video and fixed map that the beacon code assigned the Flight Check accuracy when necessary. aircraft is not changed.

NOTE − b. The ARTCC air traffic manager must ensure Neither the daily radar performance checks nor the that a sufficient number of controllers are fully special radar accuracy checks replace commissioning qualified to participate in the special radar accuracy and special flight inspection. (See para 3 − 7 − 1, check. A detailed list of minimum accuracy Commissioning Radar Facilities.)

requirements of the radar must be made available to b. Accuracy of radar display systems must be the controller/s.

certified on a daily basis. For digitized (narrowband) c. The controller/s assigned to participate in these radar systems, this check is performed by the checks must be thoroughly familiar with the computer program and is certified daily by Technical requirements set forth herein as well as the Operations personnel. Controllers must monitor the commissioning flight inspection data.

acceptability of the digitized system by indirect methods; e.g., stability and accuracy of presentation, NOTE − FAA aircraft normally operate on published routes.

visible alarm lights, and accuracy of registration.

Sector controllers must report radar problems to the d. When necessary, ARTCC controllers must: OS/CIC.

1. Check the accuracy of as many of the c. Narrowband radar systems must not be used for predetermined checkpoints as possible while the operational purposes unless they are certified by the Flight Check aircraft is operating within the area of appropriate Technical Operations personnel. Uncerti- radar coverage.

fied radar subsystems must be inhibited from an 2. Request the pilot to advise when he/she is operational narrowband system. The OMIC must over each predetermined checkpoint. When these make an entry on FAA Form 7230 − 4 when the checks are being conducted, the pilot must alert the digitized radar system is certified and/or when the controller that the checkpoint is being approached display from an uncertified radar subsystem is and state “mark” when over the point.

inhibited or restored to the operational system.

3. Do not change the previously assigned 7 − 1 − 2. SPECIAL RADAR ACCURACY discrete beacon code.

CHECKS e. Satisfactory radar performance of video and a. When these checks are made, consider video fixed map accuracy will be such that an aircraft and fixed map accuracy. To ensure a thorough reporting over a checkpoint will be within a circular understanding of the program and its objectives by all area about the checkpoint, the radius of which is Performance Checks 7 − 1 − 1 JO 7210.3Z 12/10/15 3 percent of the distance from the checkpoint to the 5. Altitude/flight level.

radar antenna site or 500 feet, whichever is greater.

6. Aircraft reported position.

1. Type radar system.

7. Radar indicated position.

2. Date.

8. Discrepancy.

3. Aircraft identification.

9. Primary or secondary radar.

4. Type aircraft. 10. CP or LP.

Performance Checks 7 − 1 − 2 JO 7210.3Z 12/10/15

Section 2. Deficiencies

7 − 2 − 1. DEFICIENCIES IN SYSTEM b. When amplitron and/or parametric amplifier service fails in both channels at the same time, the Note deficiencies in the radar system on FAA radar will continue to operate but a loss of coverage Form 7230 − 4. Reconcile them as follows: will be experienced. The Technical Operations a. After consultation with the Technical Opera- technician will immediately advise the ARTCC tions representative, the ARTCC air traffic manager OMIC of any failure. Following this, the technician or his/her designated representative must decide if the will provide an estimate of the shortest period of time radar system is usable. Consider atmospheric or other required to restore normal service to one channel and phenomena that may temporarily affect the radar will estimate how much time, if any, could be saved performance. by a complete radar shutdown. The OMIC must determine the course of action to be followed. The b. A certification by Technical Operations Technical Operations technician will abide by the personnel that the malfunction has been corrected OMIC’s decision and proceed accordingly.

must be entered on the sector’s and the OMIC log.

c. The OMIC must contact the associated FSS, NOTE − Technical Operations representatives ground check the which will then issue a NOTAM as required.

equipment to determine if the system is operating satisfactorily or request a special flight check.

7 − 2 − 3. ELECTRONIC ATTACK (EA) 7 − 2 − 2. AMPLITRON OR PARAMETRIC At joint − use radar locations, EA activity can AMPLIFIER FAILURE subsequently result in a request to apply EA videos a. When an ARSR/amplitron fails, the magnetron to the radar system, which may necessitate the continues to feed normal magnetron power to the decertification of the narrowband search radar. The transmitting system. In the receiving system, a failure SE should be consulted concerning the effect of EA of the parametric amplifier will not cause a complete on the operational use of the radar (narrowband/ system failure. Under these conditions, the radar broadband) prior to approving/disapproving a system still has limited operational capabilities. request to conduct EA activity.

Deficiencies 7 − 2 − 1

JO 7210.3Z 12/10/15

Chapter 8. NAS En Route Automation

Section 1. General

8 − 1 − 1. TRANSITION PROCEDURES advance.” In the absence of declassified data, process this information manually and pass to only those a. Facilities must develop and maintain current personnel with a need to know. All data must be detailed procedures for transition to and from the marked with the appropriate level of security various automated and nonautomated modes of classification, collected when notification to all operation.

applicable parties is completed, and destroyed b. The transition plans must include as a according to security guidelines.

minimum: NOTE − The use of a mission plan message is not authorized for 1. Transition decision authority; i.e., the processing classified ALTRV flight plans.

individual responsible for making the transition 2. The military operations specialist at the decision.

departure ARTCC or where the ALTRV begins must 2. Specific transition procedures.

ensure that unclassified ALTRV missions are entered into the NAS computer to destination or to ALTRV 3. Detailed checklists specifying the duties and end point.

the responsibilities for the OMIC, STMCIC, FLM, Radar Position (R), and other appropriate positions. NOTE − Base operations within Anchorage ARTCC’s jurisdiction The checklist must include, as a minimum, the may enter ALTRV flight plans into the NAS computer.

following information/procedures: 3. All flight plans for military aircraft (includ- (a) Transition decision authority.

ing ALTRVs) to or through the Anchorage FIRs must (b) Coordination/notification procedures (in- be given normal addressing plus PAZAZQZX and tra − and interfacility).

PAZNZQZX.

4. Unclassified ALTRV flight plans that have a (c) Specific duties/responsibilities (including block altitude change must be entered to the detection and resolution of potential conflicts).

destination airport or ALTRV end point. An “XXX” NOTE − must be entered into the route of flight immediately Whenever possible, coordination/notification procedures after each fix where a block altitude change is to occur and duties/responsibilities should be listed in the order in to prevent the production of flight progress strips which they are to be accomplished.

containing erroneous altitude information. The air c. The air traffic manager must not cause or permit traffic specialist working the area where the “XXX” the operational use of the Enhanced Backup has been entered must change the mission block Surveillance System (EBUS) solely for purposes of altitude to what was previously coordinated and training when the primary operational system is remove the “XXX” so that the correct block altitude available.

will be processed to subsequent facilities.

5. Flight Plan Entries for MARSA and ALTRV 8 − 1 − 2. ALTRV FLIGHT DATA PROCESSING (a) For domestic flight plans (not leaving a. Facilities must process ALTRV flight plans as U.S. domestic airspace), include “MARSA” and/or follows: “ALTRV” in Field 11.

1. Classified ALTRV data, stationary and/or (b) For international flight plans, include the flight plan information, must not be entered into the word(s) “MARSA” and/or “ALTRV” in Reasons for computer, processed, stored, or transmitted by the Special Handling (STS/). Do not include additional/ computer unless specific declassification data is supplemental information in STS/. Include any provided; for example, “declassified for NOTAM/ additional/supplemental information in Remarks computer flight plan processing 24 hours in (RMK/).

General 8 − 1 − 1 JO 7210.3Z 12/10/15 EXAMPLE − will suffice, and the recording tape/disc may then be STS/ALTRV returned to service through the normal rotational STS/MARSA RMK/AR20HFAKER1233 cycle. The printout data are considered a permanent IR101E1802X1845 MARSA BAKER23 record and must be retained in accordance with aircraft accident/incident retention requirements.

b. The facility officer who has been designated military liaison and security duties is responsible for Reduction of the SAR/CDR and DLOG (if recorded) the development and implementation of methods for tapes/discs to hard − copy format must be made at the earliest time convenient to the facility involved assuring the accuracy and the completeness of ALTRV flight plan and control information. without derogating the ATC function and without prematurely taking the computer out of ATC service.

c. Estimates and revisions of ALTRV flight plans Do not make these data and printouts a part of the not processed online must be forwarded via the accident/incident package.

Aeronautical Information System from facility to facility.

c. If a request is received to retain a specific data recording and the data are available and contained on 8 − 1 − 3. COMPUTER DATA RETENTION tape, the tape must be retained in its entirety. If the data are contained on disc, the facility may transfer all a. Retain SAR/CDR computer and DLOG (if pertinent data to magnetic tape and label the tape a recorded) recordings and data communications/con- Duplicate Original. After successful transfer, the sole typewriter printouts for 15 days unless they are disc pack may be returned to service through the related to an accident/incident as defined in normal rotational cycle. However, if a specific FAAO 8020.11, Aircraft Accident and Incident request is received to retain the disc, the disc pack Notification, Investigation, and Reporting. Retention must be retained in its entirety.

of the latter must be in accordance with FAAO 1350.15, Records, Organization, Transfer, d. Treat SAR/CDR and DLOG (if recorded) and Destruction Standards, Chapter 14, subparas tapes/discs/ duplicate and/or originals and data 8020(1), (a), (b), (c), (d), and (exception).

communications/console typewriter printouts related b. If a request is received to retain computer data to hijack aircraft the same as voice recorder tapes.

following an accident, the printout of the relative data (See para 3 − 4 − 4, Handling Recorder Tapes or DATs.)

General 8 − 1 − 2 JO 7210.3Z 12/10/15

Section 2. Procedures

8 − 2 − 1. THREE MILE OPERATIONS 8 − 2 − 4. CONFLICT ALERT FUNCTION PARAMETERS Facilities may adapt airspace to permit the use of 3 a. Use the approved CA preset values as defined NM separation as defined in FAAO 7110.65, Air in the ERAM Site Adaptation Manual (SAM) unless Traffic Control, subpara 5-5-4c, subpara 5-5-4d or otherwise approved by the En Route and Oceanic subpara 5-5-4e, provided all of the following are met: Safety and Operation Support Office.

a. A significant operational advantage will be b. Facility air traffic managers are authorized to obtained. Consideration must be given to such inhibit the display of CA at specified sectors and aspects as terminal interface, radar reliability, etc.

within ERAM Aircraft Alert Volumes (AAVs).

b. Facility directives are issued to: 8 − 2 − 5. MODE C INTRUDER (MCI) ALERT 1. Define the 3 NM separation area.

PARAMETERS 2. Permit 3 NM separation in the defined area.

a. Use the approved MCI CA preset values as defined in the ERAM Site Adaptation Manual (SAM) 3. Accommodate local procedural changes.

unless otherwise approved by the En Route and c. ERAM: Oceanic Safety and Operations Support Office.

b. MCI Alert base altitude must be set at any value 1. Within 40 NM of the preferred sensor.

between ground level and 5,000 feet MSL at the 2. The 3 NM separation area is displayable on discretion of the facility air traffic manager. When a the video map.

facility’s or sector’s ground level is above 5,000 feet MSL, base altitudes may be set to 1,500 AGL. Any 3. The aircraft alert volume is adapted for 3 NM instance of base altitudes above 5,000 feet MSL must separation.

be documented and forwarded to the En Route and d. Non-ERAM: All sort boxes within 40 miles of Oceanic Safety and Operations Support Office the antenna are adapted to that site as preferred and through the respective Service Area Operations with the single site indicator set to permit the use of Directorate.

3 NM radar separation.

c. Facility air traffic managers are authorized to temporarily adjust the Mode C Intruder Alert base altitude at a sector(s) when excessive MCI alerts 8 − 2 − 2. ADAPTED ALTIMETER SETTINGS derogate the separation of IFR traffic. For the purpose Ensure a current altimeter setting from the adapted of this section, temporary is considered to be of less reporting station for each radar sort box/surveillance than 4 hours duration, not necessarily continuous, sort cell or geographic area is input into the center’s during any calendar day. The following is required computer. When an altimeter setting for an adapted when MCI base altitude is adjusted: reporting station cannot be obtained, enter the 1. Log each occurrence when this procedure is altimeter setting from the appropriate alternate used on FAA Form 7230 − 4, including the sector and reporting station.

temporary altitude.

2. Documentation must be forwarded according 8 − 2 − 3. ADAPTATION OF EXTERNAL to subpara b above, if it is determined that a ALTIMETER SETTINGS temporary adjustment of the MCI base altitude does not meet the needs of the sector.

Adaptation of altimeter settings for reporting stations outside a facility’s area is optional up to the 3. Facility air traffic managers are authorized to maximum number listed in the NAS adaptation inhibit the situation display of MCI Alert at specified specifications. sectors.

Procedures 8 − 2 − 1 JO 7210.3Z 12/10/15 8 − 2 − 6. E − MSAW ADAPTATION B4 field under varied conditions, such as font size and brightness, situation display orientation, and lighting.

Ensure that all internal airspace is adapted for There is a significant operational difference between E-MSAW processing. Ensure that the internal accepting a handoff with: altitude information adapted in the polygons agrees a . An “up arrow” in which aircraft will not climb beyond with the MIA sector charts and is in accordance with displayed assigned altitude, and the ERAM Site Adaptation Manual.

b. A “T” (interim) altitude where the aircraft may climb beyond the currently displayed interim altitude.

8 − 2 − 7. WAIVER TO INTERIM ALTITUDE REQUIREMENTS 8 − 2 − 9. ERAM HOLD INFORMATION Where sector conditions; e.g., heavy traffic or sector FACILITY DIRECTIVE REQUIREMENTS complexity, preclude meeting the requirements of FAAO JO 7110.65, Air Traffic Control, subpara Where sector conditions offer a significant operation- 5 − 14 − 3a3(a)(b), Computer Entry of Flight Plan al advantage, air traffic managers may authorize Information, ARTCC air traffic managers may exceptions to FAAO 7110.65, Air Traffic Control, authorize the deletion of the requirements if an para 5-14-9, ERAM Computer Entry Hold Informa- operational advantage is gained. A facility directive tion. The facility directive must contain, at a must be issued with instructions governing minimum: permissible procedures. It must contain: a. Sectors where the directive applies.

a. Procedures/sectors where the waiver applies.

b. Required coordination procedures.

b. Coordination procedures if required.

c. Specific instructions for reporting delays.

c. Specific instructions to input a reported altitude for non − Mode C − equipped aircraft when it will 8 − 2 − 10. ERAM SPECIAL ACTIVITY operate at an altitude before proceeding to the AIRSPACE (SAA) ADAPTATION assigned altitude.

Facilities must ensure that every SAA within their Aircraft Problem Detection (APD) Area is adapted 8 − 2 − 8. REQUIREMENTS FOR ERAM DATA for SAA scheduling and alert processing.

BLOCK CHANGES WITHOUT COORDINATION 8 − 2 − 11. ERAM HOLDING PATTERN Where sector conditions offer a significant ADAPTATION operational advantage, air traffic managers may authorize exceptions to data block change Ensure published holding patterns on Standard coordination required by FAAO 7110.65, Air Traffic Terminal Arrival Routes (STARs) are adapted to Control, para 5-4-5, Transferring Controller Handoff, automatically populate the Hold Data Menu.

and FAAO 7110.65, Air Traffic Control, para 5-4-6, NOTE − Receiving Controller Handoff. The facility directive Adapting holding patterns will reduce controller or LOA must contain, at a minimum: workload by automatically populating the Hold Data Menu. Therefore, facilities should consider adapting all a. Sectors where the directive or LOA applies.

frequently used holding patterns.

b. Specific situations where omission of coordina- tion is permitted.

8 − 2 − 12. ERAM MASTER TOOLBAR MAP EXAMPLE − BUTTON LABEL LOA specifies the aircraft will be descending to FL290 Ensure the adapted label of the GEOMAP button and changes in interim altitude are authorized after handoff to get to FL 290. matches the name of the GEOMAP selected at the sector. The map button label may be displayed on two NOTE − lines and may include spaces to improve label Consideration needs to be given to the ability of all sector readability.

team members to readily discriminate the indicator in the Procedures 8 − 2 − 2 JO 7210.3Z 12/10/15 NOTE − 8 − 2 − 13. LOCAL INTERIM ALTITUDE Since the GEOMAP is saved with the preference set, displaying the map name on the GEOMAP button label Ensure that the ERAM Local Interim Altitude provides a visual indication to the controller when a GEOMAP changes as a result of invoking a preference set . function is turned on.

Procedures 8 − 2 − 3 JO 7210.3Z 12/10/15

Section 3. Displays

8 − 3 − 1. DIGITAL MAP VERIFICATION Procedures. Sectors must ensure the display of Mode C targets and data blocks by entering appropriate Verification of the accuracy of new or modified altitude limits and display filters to include, as a digital maps must be accomplished through the use minimum, the altitude stratum of the sector plus: of “targets of opportunity” over displayed fixes, navigational aids, etc. Any observed discrepancies a. 1,200 feet above the highest and below the lowest altitude or flight level of the sector where must be documented to indicate the observed direction and displacement. If any errors cannot be 1,000 feet vertical separation is applicable; and corrected or if a facility is otherwise dissatisfied with b. 2,200 feet above the highest and below the the results from “targets of opportunity,” a request lowest flight level of the sector where 2,000 feet may be made through the FIFO for a flight check. If vertical separation is applicable.

no discrepancies are noted, no documentation is NOTE − required.

1. The data block, for purposes of this paragraph, must contain the beacon code and mode C altitude at a 8 − 3 − 2. DATA DISPLAY FOR BLOCK minimum.

ALTITUDE FLIGHTS 2. Exception to these requirements may be authorized for Facilities operating in the narrowband mode must specific altitudes in certain ARTCC sectors if defined in appropriate facility directives and approved by the ensure that, as a minimum, radar target symbols, respective service area operations directorate.

aircraft identifications (ACIDs), and altitude inform- ation are displayed at all sectors affected by altitude assignments involving more than one altitude (Block 8 − 3 − 4. AUTOMATED WEATHER DISPLAY Altitude) when radar separation is being provided.

STATUS Facilities operating in the narrowband mode must 8 − 3 − 3. SELECTED ALTITUDE LIMITS ensure that sector controllers are immediately briefed The display of Mode C targets and limited data blocks on any change in the status of the Weather Fixed Map is necessary for application of Merging Target Unit (WFMU) or radar polarization.

Displays 8 − 3 − 1

JO 7210.3Z 12/10/15

Chapter 9. Facility Statistical Data, Reports, and Forms

Section 1. Operational Count Data

9 − 1 − 1. IFR AIRCRAFT HANDLED (b) Provided approved separation while conducting practice instrument approaches; and The IFR Aircraft Handled count is the statistic 2. The facility must have control jurisdiction maintained by ARTCCs. The statistic is used to fulfill over the aircraft. Radio communication while doing a variety of management planning and administrative this is not a requirement for an allowable IFR Aircraft requirements, but one of the primary requirements is Handled count.

that of determining controller grade level. As such, it reflects the factors of knowledge and skills required b. By Operation Type: IFR Aircraft Handled is by and the responsibility involved with the type of broken down as Domestic aircraft handled and service being provided. Not every service provided Oceanic operations. The Domestic count is further will qualify for an operational count, but those which subdivided into Departure operations, Arrival do are considered typical of the total facility operations, and Over operations. Presently, the responsibility.

counting of Arrivals is only an option which may be exercised by ARTCCs using a computer counting routine. Count those operations which qualify under 9 − 1 − 2. CATEGORIES OF OPERATIONS the following guidelines: Maintain data on the following categories of aircraft 1. Domestic Departures: Record one departure operations: for each: a. Air Carrier: Operations by aircraft identified in (a) IFR flight which originates in an ARTCCs Appendix 3, Air Carrier Aircraft for Air Traffic area and enters that center’s airspace. (ARTCCs must Activity Operations Count, which use three letter not count Departures which operate solely under company designators.

tower en route control nor any other aircraft which never enters the center’s airspace.)

b. Air Taxi: Operations by aircraft other than those identified in Appendix 3 which use three letter (b) Airborne aircraft changing from VFR to company designators or the prefix “TANGO.” IFR except those covered in subpara b3(b).

NOTE − (c) VFR departure from a Class D or Class E Air Taxi operators who do not have a FAA − issued surface area when cleared by the ARTCC in designator have been authorized to use the prefix accordance with Special VFR procedures.

“TANGO.” (d) IFR flight plan extension (alternate or c. Military: All classes of military operations.

new destination, or proceeding to original destination after completing practice penetrations or low d. General Aviation: Civil operations which are approaches en route) made after the aircraft has been not classified under air carrier or air taxi.

cleared for an approach by the center or after jurisdiction has been received by approach control.

9 − 1 − 3. CRITERIA FOR IFR AIRCRAFT 2. Domestic Arrivals: Record one Arrival for HANDLED COUNT each: a. Basic Criteria: ARTCCs must maintain a count of IFR Aircraft Handled which meet both the NOTE − following criteria: ARTCCs using a computer counting routine may elect to count both Departures and Arrivals in lieu of counting 1. The aircraft must be: only the Departures and multiplying by two. The purpose (a) On an IFR flight plan or a Special VFR of this option is to provide sufficient flexibility in the clearance; or counting procedures to be compatible with efficient Operational Count Data 9 − 1 − 1 JO 7210.3Z 12/10/15 computer utilization. When using this option, no change which provides IFR en route service to that aircraft is made to the Departure and Over operations procedures must take this count.

except as noted here.

NOTE − (a) IFR flight terminating at an airport within Block of Assigned Airspace is airspace of defined vertical/lateral limits, assigned by ATC for the purpose of the ARTCCs area.

allowing the military to control and operate during (b) VFR entry into a Class D or Class E specified periods within these areas without interference airspace when cleared by the ARTCC in accordance from other IFR aircraft. Such airspace includes special with SVFR procedures in lieu of the Departure count use airspace, ATCAAs, MOAs, and Refueling Tracks, but does not include activities, such as expanded route widths, of subpara b1(c).

course deviations, or random altitude blocks.

(c) VFR aircraft that conducts a practice (d) Civilian aircraft which recover from a instrument approach procedure and is provided IFR block of assigned airspace, similar to the military separation by the ARTCC when it is providing count above, provided the block fits the definition approach control service in lieu of the Over count in and its use is covered by a LOA.

subpara b3(e).

(e) VFR aircraft that conducts a practice 3. Domestic Overs: Record one Over count for instrument approach procedure and is provided IFR each: separation by the ARTCC.

(a) IFR flight not previously counted which 4. Oceanic Operations: Facilities having proceeds from outside an ARTCC’s advisory area and oceanic airspace may record one Oceanic operation passes through the area without landing.

count for each: NOTE − NOTE − Such count is not taken for en route flights traversing Oceanic operations are not categorized as Departures, approach control airspace. Arrivals, and Overs.

(a) IFR flight which penetrates an oceanic (b) Military Training Route (MTR) opera- ARTCC’s area. This count is independent of the tions as follows: Domestic count to be taken.

(1) IR (IFR MTRs).

(1) Only one Domestic and one Oceanic [a] Each entry/reentry at an entry or count is normally accrued by a flight transiting alternate entry point.

domestic and oceanic areas. If the aircraft exits the FIR and then subsequently reenters, or exits ARTCC [b] Each recovery to IFR en route phase airspace to another ARTCC and then reenters, of flight after completing the IR.

additional counts may be taken.

(2) VR (VFR MTRs). No count is (2) ARTCCs must not take more than one authorized for the VR route itself as it is a VFR Domestic count, even though the aircraft exits an maneuver. Flight to and from a VR is normally ARTCC’s domestic area, crosses the same ARTCC’s conducted on an IFR flight plan. When the aircraft oceanic area, and again enters the domestic area.

completing the VR requests IFR en route service: (3) An Oceanic count must not be taken for [a] Record an Over count, as in subpara each hour an aircraft is operating “on station.” b3(c) below, for the recovery into ARTCC airspace (b) IFR flight which originates in an for an IFR leg of a composite flight plan.

ARTCC’s oceanic airspace.

[b] Record a Departure count under subpara b1(b) above for the recovery into center 9 − 1 − 4. MILITARY AIRCRAFT MOVEMENTS airspace when the aircraft has not previously filed an The military services frequently fly several aircraft in IFR flight plan and is now requesting IFR service.

formation receiving ATC services as if they were a (c) Military aircraft recovering from a block single unit. Such operations must qualify for a of assigned airspace into the ARTCC’s area. Only the Departure, Arrival, or Over count using the ARTCC into whose area the aircraft recovers and guidelines in para 9 − 1 − 3 , Criteria for IFR Aircraft Operational Count Data 9 − 1 − 2 JO 7210.3Z 12/10/15 Handled Count. Count such military aircraft ensures proper identification in the case of multiple movements as follows: copies. Forms forwarded as the official facility traffic count must be neat and readable as each column will a. Consider flights of more than one aircraft be keypunched for computer processing and storage.

operating in a formation and handled as a single aircraft as a single unit, however, if the formation 9 − 1 − 7. INSTRUCTIONS FOR COMPLETING breaks up into smaller formations, take another count FAA FORM 7230 − 14 for each individual formation or individual flight.

a. FRONT SIDE: Enter the facility’s name and b. Consider as a military mission any operation location. Use two digits each for the month and the involving two or more military aircraft flying over year (March 2004 would be 03, 04), and fill in the routes which require coordination to reserve an facility’s three − letter identifier.

altitude or a block of altitudes and count the entire mission as one flight.

1. Domestic Operations: Each day record by category the count for Departures, Arrivals, and NOTE − “Military Mission” refers to an “altitude reservation” Overs. These columns are added across to get the that is approved by CARF or by the ARTCC when the “Domestic Aircraft Handled” column. Those facilit- operation is not covered in a letter of agreement.

ies not using an arrival count must leave those columns blank, enter the actual number of departures c. Take a separate operations count for each in the departure column, and reflect departures aircraft in a military mission when: multiplied by 2 plus overs in the “Domestic Aircraft 1. Radar service is provided to individual Handled” column. Safety and Operations Support aircraft (or flights).

does not keypunch the “Domestic Aircraft Handled” column. Rather, it uses a computer routine to add the 2. Aircraft operating outside areas of radar individual entries, and that column is provided only coverage have at least 15 minutes separation.

for the convenience of the facilities and the Service Area office. At the bottom of the form, a row marked 9 − 1 − 5. USE OF AUTOMATED COUNTS “TOTAL” is for the monthly total of each column.

ARTCCs may elect to use a computer counting Below that row, and at the very bottom, is a row routine or a combination of manual and automated marked “1,” which may be used any way the facility counting procedures. For example, a computer count desires to use it.

may be used for typical airline Departures and Overs, 2. VFR Advisories: The far right − hand column while the more unique military Overs are added in is for the VFR Advisories count. The count is used in manually. The accuracy of computer counts must be various studies of expanded ARTCC service and is verified periodically to be within plus/minus required of all facilities.

3 percent of the actual traffic count.

b. REVERSE SIDE: Facilities which are required to use the back side for any reason must repeat the 9 − 1 − 6. FAA FORM 7230 − 14, ARTCC entries for the month, the year, and the facility OPERATIONS DAILY SUMMARY location identifier.

The FAA Form 7230 − 14 is a monthly form which 1. Oceanic Operations: The primary use of the must be used by ARTCCs and CERAPs for reporting back of the form is for Oceanic operations. If a facility their daily and monthly operational traffic counts.

has oceanic airspace, Oceanic operations must be The front side of the form is for Domestic operations filled in each day by category. If a category has no and VFR advisory count. This side will meet the Oceanic operations for a day, leave it blank, do not normal requirements of most facilities. The back of use a zero. These columns are added across to get the the form is for Oceanic operations and must be filled “TOTAL” Oceanic operations column. At the bottom out by those facilities having oceanic airspace. In of the form, a row marked “TOTAL” is for the addition, the areas might be used by any or all monthly total of each column.

facilities. Any time the back of the form is used, the facility must fill in the month and the year blocks and 2. Grand Total: For the convenience of the the facility’s location identifier. This provision facility (it is not keypunched), this column provides Operational Count Data 9 − 1 − 3 JO 7210.3Z 12/10/15 space to add the Domestic total to the Oceanic total 1. The original and one copy to the Service Area to get a grand total for the day. The form is designed office not later than the 2nd workday (Monday − Fri- to be folded so that the three columns are side by side day) of the following month.

and folding instructions are printed on the form.

2. One copy to the facility’s files.

3. Special Use: Routinely these columns are not used, but are provided for the occasional special project which may be directed by Washington or En b. Correct any errors in the forms sent in last Route and Oceanic Operations Area offices offices.

month by completing a new form, circling the revised fields, and marking the form “AMENDED COPY.” 4. Remarks: The remarks column may be used Amended copies of forms more than 1 month old will at any time to enter pertinent remarks concerning not be accepted unless approval has been obtained other portions of the form.

from Acquisition and Business Services, ATO Information Technology, Data Services by the En 9 − 1 − 8. DISTRIBUTION AND AMENDMENT Route and Oceanic Operations Area Office. Send a. Distribute FAA Form 7230 − 14 as follows (it amended copies along with the current reporting may be combined in one envelope with the other month’s forms to the En Route and Oceanic monthly forms): Operations Area Office.

Operational Count Data 9 − 1 − 4 JO 7210.3Z 12/10/15

Section 2. Instrument Approach Data

9 − 2 − 1. GENERAL When the ARTCC provides approach control on a part − time basis; i.e., during periods when the primary ARTCCs are responsible for the tabulation and approach control facility is closed, the ARTCC must reporting of instrument approach data for those forward the instrument approach count for those nontower, nonapproach control, or VFR tower hours to the primary approach control facility for airports under the ARTCC’s jurisdiction to which inclusion in their monthly report.

instrument approaches are conducted. Instrument approach data are used primarily to determine the 9 − 2 − 4. FAA FORM 7230 − 16, APPROACH need and priority order of approach aids, such as ILS DATA WORKSHEET and VOR. Therefore, it is not necessary to report instrument approaches made to purely military FAA Form 7230 − 16 is a worksheet furnished for the airports unless the FAA is responsible for providing purpose of recording instrument approaches. It does the aids for that airport. One count must be recorded not have a specific arrangement allowing each for each approach meeting the criteria.

facility to tailor it to its own needs. Instrument approaches will be counted by the standard air 9 − 2 − 2. INSTRUMENT APPROACHES carrier, air taxi, general aviation, and military categories. At the end of the month, the totals, by a. An instrument approach is an approach made to airport, will be transferred to FAA Form 7230 − 12.

an airport by an aircraft on an IFR flight plan when FAA Form 7230 − 16 must be retained in the facility’s the visibility is less than 3 miles or the ceiling is at or files.

below the minimum initial approach altitude.

b. Where no weather reporting service is available 9 − 2 − 5. FAA FORM 7230 − 12, INSTRUMENT at nontower satellite airports, the following criteria in APPROACHES MONTHLY SUMMARY descending order must be used to determine valid instrument approaches.

FAA Form 7230 − 12 is a monthly form, submitted by both ARTCC and terminal approach control 1. A pilot report.

facilities, for reporting the number of instrument 2. If the flight has not canceled its IFR flight approaches made at airports for the month. The plan prior to reaching the initial approach fix.

facility’s name and location will be entered; two digits each will be used for the month and the year 3. The official weather as reported for any (January would be 01), and the three − letter identifier airport located within 30 miles of the airport to which filled in at the top of the form. ARTCCs must check the approach is made.

box H: ARTCC or CERAP. ARTCCs must not enter any data in the block for instrument approaches 9 − 2 − 3. AIRPORTS REPORTED terminating at a primary approach airport. ARTCCs Instrument approaches must be reported for all list all airports, using a three − character identifier, airports where instrument approaches are conducted. under the heading “Instrument Approaches to Reporting is the responsibility of the facility having Nonapproach Control Airport,” with the respective the authority for clearing the approach. Therefore, the monthly totals by category. If an ARTCC has more ARTCC is responsible to report instrument ap- airports than can be listed on the front, continue on proaches for the nontower airports and nonapproach the back of the form. In this case, the ARTCC’s control (VFR) airports in its area. At airports where identifier and the month and the year must be entered there is an FAA VFR tower, the ARTCC and the again on the back. Only ARTCCs and approach tower must determine which facility must maintain controls submit this form. Under no circumstances the count. If the tower counts the approaches, it must should two facilities report the same airport.

forward the appropriate totals to the ARTCC for Therefore, it may be necessary for facilities to make inclusion in the center’s monthly report. (VFR towers arrangements to ensure no duplicate reporting of do not report instrument approaches to Washington.) instrument approaches.

Instrument Approach Data 9 − 2 − 1 JO 7210.3Z 12/10/15 9 − 2 − 6. DISTRIBUTION AND AMENDMENT fields, and marking the form “AMENDED COPY.” Amended copies of forms more than 1 month old will a. Distribute FAA Form 7230 − 12 as follows (it not be accepted unless approval has been obtained may be combined in one envelope with the other from Safety and Operations Support by the Service monthly forms): Area office. Send amended copies along with the 1. The original and one copy to the Service Area current reporting month’s forms to the Service Area office not later than the 2nd workday (Monday − Fri- office.

day) of the following month.

2. One copy to the facility’s files (with FAA 9 − 2 − 7. FORWARD COPY TO ADJACENT Form 7230 − 16).

SERVICE AREA 3. One copy to the local airport officials as If the report contains data for an airport which is requested.

under the administrative jurisdiction of another b. Correct any errors in the forms sent in last Service Area office, forward a copy to that Service month by completing a new form, circling the revised Area office.

Instrument Approach Data 9 − 2 − 2 JO 7210.3Z 12/10/15

Section 3. Other Reports and Forms

9 − 3 − 1. FAA FORM 7210 − 8, ELT INCIDENT (e) Individual Signal Reports: Enter each ELT signal report received from an aircraft or a In order to expedite the data flow necessary for the ground station emanating from the same geographic accomplishment of the ELT investigations, use FAA area until sufficient reports have been received to Form 7210 − 8, ELT Incident (unit of issue: sheet; pinpoint the signal location. If the investigation NSN: 0052 − 00 − 889 − 5000), for coordination with reveals that more than one ELT is transmitting in the the Rescue Coordination Center (RCC) when an ELT same general area at the same time, it may be signal is heard or reported. (See FIG 9 − 3 − 1.)

necessary to prepare another FAA Form 7210 − 8 and handle as separate incidents. (See FIG 9 − 3 − 1.)

a. Form Disposition. Air traffic managers must ensure that forms prepared for ELT incidents which (f) Time Heard: Enter the time (UTC) an have not been closed must be readily accessible at the aircraft, a ground station, or SARSAT first received operating position responsible for coordinating with the signal.

the RCC. Forms prepared for an ELT incident which (g) Location: Enter the location of the aircraft has been closed must be retained for 15 days except when the signal was first heard.

when filed as part of an incident, an accident, or (h) Altitude: Enter the altitude(s) of the another case file.

aircraft reporting the signal.

b. Instructions for completing FAA Form 7210 − 8.

(i) Remarks: Enter any additional informa- (See FIG 9 − 3 − 1.)

tion, such as signal strength, which may be pertinent to the incident investigation.

1. Enter the ELT Incident number (#) in the upper right corner of the form.

(j) Enter the presumed location of the ELT.

This information is the product of the ARTCC 2. Initial Notification: investigation.

(a) Enter the three-letter facility identifier 3. Additional Notifications/Time (UTC): List followed by the initials of the person completing the any airport managers, base operators, or local police form and the time, and the initials of the persons and notified and the time of notification. List any other the time coordinated with in the RCC and the ROC.

notifications/time, including any ground stations not If the region does not maintain a ROC, the box may previously listed on the form.

be adapted for local application. Enter the date (UTC) 4. Incident Termination.

the ELT incident number assigned.

(a) List the date and the location where the (b) If the ELT signal was first heard by an ELT was discovered. Check the appropriate category aircraft, or a ground station reported that an aircraft for Military/Civilian and Distress/Nondistress.

had first heard an ELT signal, circle Acft and enter the ACID. If the signal was first heard by a ground (b) If the source of the ELT signal was not discovered, enter an applicable statement describing station, circle GRD Station and enter the station ID.

the reason for investigation termination, such as: “all If the first report received was from the RCC stating investigative resources exhausted” or “no additional that an ELT signal was being received via Search and reports received.” If a more lengthy explanation is Rescue Satellite, circle SARSAT.

required, enter “See Reverse,” and use the Additional (c) If the signal is heard on only one Remarks section on the back of the form.

frequency, circle that frequency. If the signal is (c) Enter the date (UTC) of the ELT incident reported on both VHF and UHF, circle both closure, followed by the initials of the person frequencies.

recording the closure and the time, and the initials of (d) If no aircraft has been reported overdue, the persons and the time the closure is coordinated circle UNK. If a known aircraft is overdue, enter the within the RCC and ROC. Enter any other aircraft ID and record the last known position. notifications of incident closure by identifying the Other Reports and Forms 9 − 3 − 1 JO 7210.3Z 12/10/15 facility or organization and record the initials and the back of the form, may be used for overflow time. information or any information which is too lengthy to be included on the front of the form.

5. Additional Remarks: This section, on the Other Reports and Forms 9 − 3 − 2 JO 7210.3Z 12/10/15 FIG 9 − 3 − 1 FAA Form 7210 − 8 Other Reports and Forms 9 − 3 − 3

JO 7210.3Z 12/10/15

Part 3. TERMINAL AIR TRAFFIC CONTROL FACILITIES

Chapter 10. Terminal Operations, Services, and

Equipment

Section 1. General

10 − 1 − 1. OPERATING POSITION completed remain the same whether one, two, or DESIGNATORS three people are working positions within a tower cab/facility/sector. The team, as a whole, has a. The following designators may be used to responsibility for the safe and efficient operation of identify operating positions in a terminal. (See the tower cab/facility/sector.

TBL 10 − 1 − 1.)

b. The intent of the team concept is not to hold the TBL 10 − 1 − 1 team accountable for the action of individual Operating Position Designators members in the event of an operational error/devi- ation.

Designator Position 1. AD Arrival Data (Radar) 10 − 1 − 3. MILITARY ATC BOARDS 2. AP Approach Control a. Commanders at USAF bases with flight 3. AR Arrival Control (Radar) operations have been directed by USAF to establish 4. CC Coordinator (Tower) airfield operations boards. Among other things, the 5. CD Clearance Delivery boards develop recommendations for improving ATC and airfield services and attempt to resolve local 6. CI Coordinator (Radar) air traffic problems.

7. DC Departure Control b. The ATCT manager, his/her representative, or 8. DD Departure Data (Radar) the ATREP at these bases may be designated as a 9. DR Departure Control (Radar) member of the board. The FAA member must inform 10. EN Flight Service the board that his/her participation does not commit the FAA to abide by the board’s recommendations 11. FD Flight Data even though they may be approved or even suggested 12. GC Ground Control by him/her.

13. LC Local Control c. The FAA member should become familiar with 14. OM Operations Manager Air Force Regulation 55 − 48, Air Force Instructions 15. OS Operations Supervisor 13 − 203, Air Traffic Control, and 13 − 213, Airfield 16. PAR Precision Approach Radar Management.

17. STMCIC Supervisory Traffic Management Coordinator − in − Charge 10 − 1 − 4. SECTIONAL AERONAUTICAL AND TERMINAL AREA CHARTS b. Facility air traffic managers may use designat- a. Terminal Area Charts (TACs) provide detailed ors other than those listed to accommodate local information needed for flight within or in the vicinity situations.

of Class B airspace. Visual checkpoints are depicted on TACs, and at some locations, on Sectional Charts.

10 − 1 − 2. TOWER/RADAR TEAM CONCEPTS b. VFR Flyway Planning Charts are published on a. There are no absolute divisions of responsibil- the back of existing TACs. Facilities with a TAC ities regarding position operations. The tasks to be desiring publication of a VFR Flyway Planning Chart General 10 − 1 − 1 JO 7210.3Z 12/10/15 should submit requests through the Terminal b. “Due to the movement of uncontrolled ground Operations Service Area office to Terminal Safety traffic, (facility identification) tower is unable to and Operations Support. Additional charts may be provide airport traffic control service in the following considered after all Class B airspace locations have areas: (describe the areas).” been completed. VFR Flyway Planning Charts, c. “Use caution, the following areas are not visible which are intended to facilitate VFR transition from the (facility name) tower: (describe the areas, through high density areas, depict generalized VFR traffic pattern, active runway).” routing clear of major controlled traffic flows which may be used as alternatives to flight within Class B 10 − 1 − 6. SELECTING ACTIVE RUNWAYS airspace. Pictorial ground references and VFR checkpoints are provided to aid visual navigation.

a. ATCT supervisor/CIC has primary responsibil- These charts are designed for information and ity for determining which runways are to be planning purposes and are not intended to discourage designated as “active” runways. Where optional VFR operations within Class B airspace. Pilot configurations of multiple active runways are used compliance with recommended flyways and associ- for operational flexibility, responsibility for desig- ated altitudes is strictly voluntary. Controllers must nating which of the optional runways are active at any not assign a charted VFR flyway to a pilot as part of time may be further delegated. A facility directive a clearance nor predicate separation of aircraft on any must be issued to define specific coordination expected pilot compliance with the depicted requirements. (See FAAO JO 7110.65, Air Traffic altitudes.

Control, para 3 − 1 − 3 thru para 3 − 1 − 5, para 3 − 5 − 1, para 3 − 5 − 2, etc.)

c. Facility air traffic managers must review VFR b. Determination of the active runway/s requires checkpoints published on Sectionals, TACs, and VFR Flyway Planning Charts for accuracy, consideration of all known factors that may in any completeness, and reasonableness. Nearby ATCT way affect the safety of takeoff/landing operations including the initial departure and the instrument that make use of the same area depicted on the charts approach phases of flight within terminal area must agree upon the checkpoints to be depicted.

airspace. (See FAAO JO 7110.65, para 2 − 1 − 16, para d. Submit changes or revisions to VFR check- 2 − 1 − 18, para 2 − 6 − 1 thru para 2 − 6 − 5, para 3 − 1 − 8, points to System Operations Airspace and Aeronaut- para 3 − 3 − 1 thru para 3 − 5 − 3, etc.)

ical Information Management at least 10 weeks prior NOTE − to the scheduled publication date.

Example of items to be considered are: surface wind direction and velocity, wind shear/microburst alerts/re- e. If required, a list of checkpoints may be ports, adjacent airport traffic flows, severe weather developed in association with local flight schools and activity, IFR departure restrictions, environmental fixed base operators for local use. They may only be factors, etc.

used with local users who participated in developing the list. They may not be charted or published.

10 − 1 − 7. USE OF ACTIVE RUNWAYS a. Facility air traffic managers must issue a facility 10 − 1 − 5. AREAS OF NONVISIBILITY directive containing procedures to ensure the efficient use of runways, positive control and Air traffic managers of towers located where portions coordination of aircraft/vehicles on or near active of the airport surface are normally designated runways. Authorization for aircraft/vehicles to movement areas and/or where portions of the airport taxi/proceed on or along an active runway, for traffic pattern are not visible from the tower must, purposes other than crossing, must be provided via after coordination with the airport management, issue direct communications on the appropriate local a letter to airmen describing the condition. The control frequency. This authorization may be recommended wording is: provided on the ground control frequency after a. “Due to obstructed vision, (facility identifica- coordination with local control is completed for those tion) tower is unable to provide airport traffic control operations specifically described in a facility service in following areas: (describe the areas).” directive. In addition, a facility directive must include General 10 − 1 − 2 JO 7210.3Z 12/10/15 procedures for the use of a memory aid for control to conduct an operation across an active appropriate operational positions. This memory aid runway. The cab coordinator must ensure the must visually and/or aurally indicate that an timeliness of all such operations and initiate any aircraft/vehicle/pedestrian is on or near an active necessary action to prevent runway crossing runway. Where memory aids for runway use have incidents. When not absolutely certain of local been established, their use must be mandatory. Where control’s traffic, the cab coordinator may still memory aids are not in place, utilize collaborative effectively function as a communications link effort, and develop and implement site − specific between the local controller and the ground memory aids and procedures outlining their use. controller.

b. Facility air traffic managers must include local 3. A separate facility directive must explicitly procedures in the facility directive to assist the local outline the responsibilities of the cab coordinator in and ground controllers in maintaining awareness of authorizing active runway crossings. This directive aircraft positions on the airport. must address and clearly answer the questions of the cab coordinator’s function, authority, and accountab- REFERENCE − ility in these operations. The Terminal Operations FAAO JO 7110.65, Para 3 − 1 − 4, Coordination Between Local and Service Area Director must review and approve this Ground Controllers.

FAAO JO 7110.65, Para 3 − 1 − 7, Position Determination.

facility directive prior to its implementation.

c. FAAO JO 7110.65, Air Traffic Control, 4. The Terminal Operations Service Area contains procedures for the control of aircraft/vehicle Director must forward a copy of the approved facility movements on active runways. Exceptions may be directive to the Director of System Operations authorized, upon approval by the Terminal Opera- Airspace and Aeronautical Information Manage- tions Service Area Director, to allow prearranged ment.

coordination where equivalent procedural safeguards exist to preclude a loss of separation. Exceptions d. Facility air traffic managers at instrumented must be limited to complex locations with clearly airports with operating control towers must, in demonstrated extraordinary requirements that cannot addition to the above, annually review local airport be met through the application of the standard surface diagrams to ensure that the runway centerline procedures in FAAO JO 7110.65, Air Traffic Control.

heading information is current. This may be The following are required: accomplished by comparing the posted magnetic headings of the runways shown on the airport 1. A facility directive that clearly defines obstruction chart, corrected to the current magnetic ground/local/cab coordinator responsibilities and variation for the facility, with the heading shown on contains safeguards to prevent inadvertent use of the airport surface diagram. The air traffic manager runways by local/ground/cab coordinator at the same must review local departure procedures to ensure time and do not rely solely on visual observation continued compatibility with the runway headings (look − and − go).

posted on the airport surface diagram.

2. The use of the cab coordinator in runway e. Air traffic managers must develop a facility crossing procedures must have restraints to guard directive which specifically defines the responsibilit- against unanticipated actions by the local controller ies of local and ground control to ensure that to prevent traffic conflicts. Coordinators must not coordination is accomplished to accommodate an approve runway crossings in front of aircraft on the aircraft exiting the runway which must enter another runway awaiting takeoff without first coordinating taxiway/runway/ramp area, other than the one used to with the local controller. Similar restraints should be exit the landing runway, in order to taxi clear of the included with regard to landing aircraft; e.g., cutoff runway.

points that ensure the runway is clear before landing aircraft arrive over the threshold. Based on a direct NOTE − knowledge of the local controller’s instant traffic This directive is only required at facilities where an situation, the cab coordinator may authorize ground aircraft exiting the runway must enter another General 10 − 1 − 3 JO 7210.3Z 12/10/15 taxiway/runway/ramp area, other than the one used to exit and/or aurally indicates that the runway is closed.

the landing runway, in order to taxi clear of the runway.

Where a memory aid for a closed runway has been established, its use must be mandatory. Where a memory aid for a closed runway is not in place, utilize 10 − 1 − 8. PROCEDURES FOR OPENING collaborative efforts to develop and implement AND CLOSING RUNWAYS site-specific memory aid(s) and procedures outlining Each ATM: its use.

a. Must ensure that the authority, responsibility, NOTE − and procedures to be used when opening or closing a When implementing these procedures, one should runway are defined in an LOA with airport consider short-term versus long-term closures as well as planned versus unplanned processes.

management/military operations office. Items which should be addressed, if relevant, are: the use of REFERENCE − FAAO JO 7110.65, Para 3-3-1, Landing Area Condition barriers/visual aids (lighted or unlighted “X”, FAAO JO 7110.65, Para 3-3-2, Closed/Unsafe Runway Information barricades, etc.), portions of the closed runway FAAO JO 7110.65, Para 4-7-12, Airport Conditions FAAO JO 7210.3, Para 4-7-3, System Impact Reports available for ground operations such as crossings, FAAO JO 7210.3, Para 17-5-13, Electronic System Impact Reports and information for issuing NOTAMs. Other items may be included, as appropriate.

10 − 1 − 9. FLIGHT PROGRESS STRIP NOTE − USAGE Only the airport management/military operations office Air traffic managers at automated terminal radar can close or open a runway.

facilities may waive the requirement to use flight b. Must develop and provide a tailored checklist progress strips provided: to be used when opening and closing a runway. A a. Back − up systems such as multiple radar facility directive must designate the position sites/systems or single site radars with CENRAP are responsible for completing the checklist. Items which should be included, if relevant, are: utilized.

b. Local procedures are documented in a facility 1. Coordination.

directive. These procedures should include but not be (a) Airport management.

limited to: (b) Intra-facility.

1. Departure areas and/or procedures.

(c) Inter-facility.

2. Arrival procedures.

(d) Technical operations.

3. Overflight handling procedures.

(e) Traffic management.

4. Transition from radar to nonradar.

2. Memory aids.

5. Transition from ATTS to non − ATTS.

3. Safety Logic System. c. No misunderstanding will occur as a result of no strip usage.

4. Status information area.

d. Unused flight progress strips, facility de- 5. Airfield lighting.

veloped forms and/or blank notepads must be provided for controller use.

6. NAVAIDs.

e. Facilities must revert to flight progress strip 7. ATIS.

usage if back − up systems referred to in subpara a 8. Entry on the daily log.

above are not available.

c. May increase the number of items and/or the level of detail of the opening and closing checklist as 10 − 1 − 10. LOW VISIBILITY OPERATIONS they deem necessary.

a. Facility air traffic managers must participate d. Must ensure that a facility directive includes in developing a local SMGCS plan when the airport procedures for the use of a memory aid that visually is under the guidelines of the National SMGCS plan.

General 10 − 1 − 4 JO 7210.3Z 12/10/15 REFERENCE − LADPs in order to involve all interested parties in the AC 120 − 57, Surface Movement Guidance and Control System (SMGCS).

deicing/anti − icing process. Aircraft departing from b. Facility air traffic managers must ensure all airports without a LADP are not exempt from any operational personnel are properly briefed prior to the traffic management initiative.

effective date of local SMGCS plan. All air traffic b. The operators of these airports have been procedures included in the SMGCS plan must be requested to host meetings involving airport users contained in a facility directive.

and air traffic in a partnership effort to achieve common solutions to local aircraft ground 10 − 1 − 11. MOBILE CONTROL TOWERS deicing/anti − icing problems. The emphasis is on developing local strategies that minimize the amount a. Mobile control towers must be used at FAA of time an aircraft spends on the ground after being locations: deiced/anti − iced.

1. To provide services during a move from an NOTE − old tower structure into a new tower.

Deicing is the process of removing existing frozen precipitation, frost, or ice from aircraft surfaces.

2. When repairs, rehabilitation, or installation Anti − icing is the process of preventing accumulation of of new equipment make the tower structure frozen contaminants on aircraft surfaces. Both processes temporarily uninhabitable.

may involve the application of various fluids to the 3. During periods of natural emergency; e.g., aircraft.

the tower structure has been damaged by fire, c. Air traffic managers who receive requests from accident, or wind.

airport operators to participate in these meetings will use the following guidance: 4. During national emergencies as required by the DOD at FAA and non − FAA locations.

1. When requested by the airport operator, the air traffic manager must participate in the b. Mobile control towers may be used at non − FAA development of a LADP. Since a LADP can affect an locations when requested by flying organizations, airport acceptance rate and/or departure rate, the air cities, or other political entities to assist in the traffic manager must include the participation of the operation of fly − ins, air races, etc., provided: air traffic manager from the appropriate ARTCC, 1. The Terminal Operations Area Office, after who must participate and/or utilize their traffic careful consideration of a request to use FAA management unit (TMU). The plan will be reviewed personnel and/or equipment, determines that the and updated annually. The plan must include: service is required and can be made available (a) A clear definition of triggering without: mechanism(s) used to implement the LADP, e.g., (a) Jeopardizing FAA activities.

holdover tables, visible precipitation.

(b) Interfering with the gainful employment (b) A ssignment of responsibility to notify air of competent non − Federal personnel.

traffic of implementation and cessation of the LADP.

2. Non − Federal personnel selected to support NOTE − Air traffic facilities should not become the triggering the event are properly certificated and rated in mechanism except in rare circumstances. If air traffic is accordance with 14 CFR Part 65 for the airport.

designated as the triggering mechanism, submit the 3. The requesting organization is apprised that proposed LADP to the Terminal Operations Service Area the mobile unit is subject to immediate recall should office for approval.

an emergency arise.

2. Develop or enhance local strategies to manage the number of aircraft at the departure 10 − 1 − 12. PARTICIPATION IN LOCAL runway queues and minimize the amount of time an AIRPORT DEICING PLAN (LADP) aircraft spends on the ground after being deiced.

a. Officials, at airports operating under 14 CFR 3. Gate hold procedures, when used as part of a Part 107 and Part 139 subject to icing weather LADP, should be initiated at the time the plan is conditions with control towers, should develop implemented. The application of gate hold General 10 − 1 − 5 JO 7210.3Z 12/10/15 procedures during deicing/anti − icing operations are user, and determine which flights they will use to fill not predicated on other requirements of their allocation.

FAAO JO 7210.3.

(c) OPTION C: Airport users determine the departure allocation. Air traffic will notify the users NOTE − The pilot − in − command remains the final authority as to of the departure rate in effect and the users will then aircraft operation. Air traffic is not responsible for advise air traffic which flights they will use to fill tracking or adherence to aircraft holdover times.

their allocation. Air traffic will provide input on the coordination process but will not accept an active role 4. Coordinate the expected start time, actual in developing the departure allocation.

start time and stop time of the LADP with the appropriate ARTCC TMU. The ARTCC TMU will (d) OPTION D: Air traffic determines the forward these times to the ATCSCC.

departure rate and informs the users of the number of operations expected during a specific time period. Air 5. Balance the airport flow to accommodate traffic determines the total percentage of each users’ demand. Adjust the arrival rate with the departure daily operations based upon a “typical busy day” by rate. These rates should reflect the number of dividing each of the users total daily operations by the operations expected to occur during airports total daily operations. Then, air traffic deicing/anti − icing conditions and facilitate determines each users hourly share by multiplying minimizing the amount of time an aircraft spends on the users daily percentage times the departure rate.

the ground after being deiced/anti − iced.

The users will then distribute their hourly share 6. Aircraft operators at LADP airports are evenly throughout the specific time intervals.

responsible for complying with issued Expect NOTE − Departure Clearance Time (EDCT) times and will not 1. Air traffic may or may not take an active role in be exempted from compliance with these times. determining the percentage of each user’s operations on a “typical busy day” and each user’s hourly share.

However, once an aircraft has been deiced/anti − iced, it must be released unless a ground stop applicable to 2. If a user has only one aircraft scheduled per hour, that aircraft is in effect. If a facility believes aircraft attempts should be made to accommodate it.

operators are not performing deicing/anti − icing in a 8. Provide coordination, communication, and manner consistent to meet the EDCT time, the feedback with the parties included in the plan.

facility must notify the ATCSCC through the Coordination should take place when airports are appropriate TMU.

forecast to have icing conditions, during deicing/ anti − icing and after deicing/anti − icing, to effect 7. Allocate the available departure slot capacity, necessary adjustments. Prior to and after each winter when departure rates are reduced because of deicing, season, the airport participants should assess the consistent with available resources. Facilities should efficiency of the airport plan and address any specific consider the following unprioritized list of options concerns.

when developing departure allocation procedures.

9. Develop an air traffic facility training (a) OPTION A: First come, first served.

program. Prior to each winter deicing/anti − icing When departure demand exceeds capacity, the air season, conduct annual controller refresher training traffic facility will minimize departure delays at the including, but not limited to, awareness of and runway queue by using gatehold or an equivalent sensitivity to the peculiar nature of deicing/anti − icing procedure.

operations, icing conditions, and minimizing delays at the runway departure queue.

(b) OPTION B: Air traffic will determine the departure allocation based upon the departure rate 10 − 1 − 13. PRECISION OBSTACLE FREE and the stated demand, obtained directly from the ZONE (POFZ) users, during a specified time period. For example, air traffic will coordinate with each user and receive their Coordinate with the Airport Division and Flight demand for a 15 − minute time period. Then, based Standards to determine if precision approach upon the total airport departure demand for the operations are impacted by the POFZ. ILS hold lines 15 − minute time period, determine the number of will need to be relocated if aircraft (vertical surfaces) flights which the user will be allocated, advise each or vehicles fall within the POFZ.

General 10 − 1 − 6 JO 7210.3Z 12/10/15

Section 2. Position Binders

10 − 2 − 1. POSITION DUTIES AND 3. Area of jurisdiction − map, video map, RESPONSIBILITIES diagram and/or narrative.

4. Position procedures − may include, but not a. The air traffic manager may assign duties and limited to: responsibilities to positions as facility needs dictate.

Those assignments may apply to one or more (a) Arrival procedures.

positions. Standards must be developed to enhance (b) Departure procedures.

the overall operational capabilities of the facility.

Local practices, procedures, equipment, communica- (c) Special procedures.

tions, etc., used in this directive must be in (d) Coordination procedures.

accordance with national directives. Site specific details required for pertinent items should describe (e) LOA or LOA procedures applicable to the appropriate procedure, method, strategy, system that position.

equipment, etc., necessary at the facility level to (f) Normally used sector holding fixes to achieve the desired level of service.

include published/unpublished hold, allowable b. The air traffic managers must retain one copy of altitudes, maximum speed, maximum length, the completed facility standard operating procedures direction of turn, direction from fix, and if applicable, directive in each area of operation, and distribute published procedures involved. Additionally, at applicable sections to the positions to which they facilities having areas with limited or no radar apply.

coverage, include those holding patterns within these areas that contain “climb in holding” assessments as REFERENCE − FAAO JO 7210.3, Para 2 − 1 − 3, Position/Sector Binders.

noted on FAA Form 8260 − 2.

c. Changes must be maintained in accordance with (g) Local strip marking.

changes to national, Service Area office, and facility (h) Process flight plan information.

orders, and documents. Changes must be timely to ensure the currency of position binders. Cross (i) Forward flight plan information.

reference should be provided to related documents (j) Process traffic management information.

where applicable.

(k) Process field condition reports.

10 − 2 − 2. TOWER/RADAR TEAM POSITION (l) Process miscellaneous flight data.

BINDERS (m) Process weather information.

a. Position duties and responsibilities: general (n) ATIS.

description.

(o) SIA.

b. Position information: (p) Special flight handling.

1. Frequency information − primary/back − up.

(q) Emergencies.

2. Position specific equipment − availability, not use. 5. Potential problem areas.

Position Binders 10 − 2 − 1 JO 7210.3Z 12/10/15

Section 3. Operations

10 − 3 − 1. SIGMET AND PIREP HANDLING c. The facility air traffic manager of an approach control that provides radar service to an Air Force Facility air traffic managers must establish proced- Base must identify facility requirements for wind ures for the prompt collection and dissemination of indicators, in writing, to the local USAF Air Weather SIGMET, CWA, and PIREP information. These Service Commander.

procedures must contain direction for a central source to be responsible for: 10 − 3 − 3. LOW LEVEL WIND SHEAR/ MICROBURST DETECTION SYSTEMS a. Soliciting and handling PIREPs in accordance with the provisions of FAAO JO 7110.65, Air Traffic a. Procedures for the dissemination of wind Control, para 2 − 6 − 3, PIREP Information.

information derived from the Low Level Wind Shear Alert System (LLWAS) or other automated wind b. Reviewing SIGMETs and CWAs to determine shear detection systems, are contained in FAAO the required distribution, and disseminating JO 7110.65, para 3 − 1 − 8, Low Level Wind Shear/Mi- SIGMET and/or CWA information in accordance croburst Advisories . Guidance to facility air traffic with the following: managers concerning the operational use of the NOTE − LLWAS is as follows: Simply attempting to accelerate the movement of all 1. Prior to operational use of LLWAS facilities, weather data will not accomplish our objectives. Greater a letter to airmen must be published explaining, as a emphasis is being placed on screening and selective minimum, the location and designation of the remote dissemination of weather data. Selective dissemination sensors, the capabilities and limitations of the takes into account the need to alert pilots to significant system, and the availability of current LLWAS weather reports in sufficient detail to assist them in making decisions pertinent to flight safety and to provide remote sensor wind information if requested by the the information an ATC facility requires to promote the pilot. A new letter to airmen must be issued whenever safe and efficient use of its airspace.

changes to the above minimum criteria or system upgrade/modifications are made.

1. Disseminate pertinent information from SIGMET or CWA to other terminal ATC facilities NOTE − The LLWAS may be retained as a backup system no longer within your terminal area.

than 6 months after the WSP has been commissioned.

2. Disseminate selective SIGMET and CWA 2. At positions of operation where installed, information on a need − to − know basis in accordance LLWAS airport wind information appearing on the with the provisions of FAAO JO 7110.65, Paragraph tower LLWAS display may be used in place of the 2 − 6 − 2, Hazardous Inflight Weather Advisory Service direct dial or commissioned AWOS/ASOS auto- (HIWAS).

mated display wind information.

NOTE − Towers having the responsibility for weather observations 10 − 3 − 2. WIND INSTRUMENTS AT must comply with the requirements as specified in APPROACH CONTROL FACILITIES sub − para 2 − 10 − 1a,Wind Instrument Sensors.

a. The same wind sensor may be used to provide 3. TRACONs may use direct dial, LLWAS, or wind information in ATCT and approach control commissioned AWOS/ASOS automated display facilities when they are located on the same airport.

wind information for operational purposes.

b. Approach control facilities not located at the 4. Facility managers may designate the use of airport to which radar service is being provided may displayed wind information oriented to the threshold issue wind data received from the tower at that end of the runway in lieu of airport winds where airport. The wind data may be transmitted to the LLWAS expanded network systems or LLWAS that approach control facility by TelAutograph, data are integrated with TDWR are installed, if deemed communication circuit, voice lines, etc. operationally advantageous.

Operations 10 − 3 − 1 JO 7210.3Z 12/10/15 5. The LLWAS airport, direct dial, or commis- 10 − 3 − 5. ADVANCE APPROACH sioned AWOS/ASOS automated winds may be used INFORMATION during outages of the sensors that provide threshold Where more than one position could issue the data, winds: assign responsibility for issuing advance approach (a) Include in the letter to airmen an information to a specific position in a facility directive. Display the information so that it is readily explanation that wind information given to arriving accessible to the controller having a need for it.

aircraft on that runway/s may be derived from the automated AWOS/ASOS wind equipment or wind sensor equipment near the runway threshold rather 10 − 3 − 6. ILS HEIGHT/DISTANCE than from the LLWAS airport wind source. It is not LIMITATIONS intended that controllers specify the remote source a. An ILS is normally flight checked to 4,500 feet when issuing these winds to arriving aircraft, except and 18 miles for the localizer and to 4,500 feet and when an alert occurs. This must be explained in the 10 miles for the glide slope.

letter to airmen.

b. If an operational need to exceed these (b) Use wind information derived from limitations exists, inform the FIFO, and they will commissioned AWOS/ASOS for ATIS broadcasts flight check the ILS to the stipulated requirement.

and issuing weather reports. Wind information from Ensure that current flight check data are available to commissioned AWOS/ASOS or LLWAS centerfield facility personnel.

may be used when issuing surface wind to departing aircraft.

10 − 3 − 7. LAND AND HOLD SHORT REFERENCE − OPERATIONS (LAHSO) Para 2 − 10 − 1, Wind Instrument Sensors.

a. The air traffic manager must determine a valid b. When it is determined that a component or the operational need exists before conducting simultan- whole LLWAS has failed, take the following action: eous takeoff and landing or simultaneous landing If a component such as a remote sensor fails, notify operations. This need may be considered evident if: airway facilities. During periods when wind shear is likely to occur or has been reported; e.g., frontal 1. Present airport capacity/acceptance rate will activity, thunderstorms, or pilot reports, inform users be increased; and by broadcasting on the ATIS that the component is 2. Arrival/departure delays will be reduced; and out of service.

3. A reasonable savings in fuel consumption EXAMPLE − will result.

“Low level wind shear west boundary sensor out of service.” b. Before authorizing simultaneous takeoff and landing or simultaneous landing operations as c. Technical Operations is responsible for the specified in the current LAHSO directive.

verification of the accuracy of the LLWAS. The SMO will notify air traffic of any equipment that is out of 1. Coordinate with each of the appropriate tolerance.

Flight Standards field offices having jurisdiction at the airport according to the type of aircraft operations involved and with user groups as required by 10 − 3 − 4. RELAY OF RVV/RVR VALUES para 4 − 2 − 4, Coordination of ATC Procedures, a. Relay of RVV/RVR values from the weather including the appropriate military authority where observing facility to the control tower may be units are based at the airport.

discontinued at the request of the tower when there is NOTE − no traffic activity at that specific location.

Appropriate Flight Standards offices are: the ACDO for air carrier operations or the FSDO or both/either.

b. Establish relative priorities on the visibility information at locations with two or more RVR or 2. Prepare a facility directive using the RVV runways where data is required for two or more information as specified in the current LAHSO runways. directive prescribing procedures for conducting these Operations 10 − 3 − 2 JO 7210.3Z 12/10/15 operations. The directive must contain a diagram that (b) Methods to assist the local controller in depicts the airport runway configuration, identifies maintaining awareness of aircraft positions on the the configuration to be used, and specifies the airport, for example, annotating flight progress strips Available Landing Distance (ALD) from the landing or marking the location of aircraft with color − coded threshold to the Hold − Short Point. chips on a magnetic diagram of the airport.

REFERENCE − NOTE − FAAO JO 7210.3, Para 10 − 1 − 7, Use of Active Runways.

Any aircraft that is not listed in the current LAHSO (c) The consolidation and staffing of directive must not be considered for LAHSO.

positions.

REFERENCE − FAAO JO 7110.65, Para 3 − 10 − 4, Intersecting Runway Separations.

(d) The requirements necessary for issuing a 3. Ensure the directive identifies the eligible landing clearance with an aircraft holding in position.

aircraft which may operate on each runway, based on (1) The safety logic system must be the ALD, current LAHSO directive, and/or FAAO operated in full core alert runway configuration.

JO 7110.65, Appendix A, Aircraft Information.

(2) The reported weather must be ceiling of 4. Provide a list of runways authorized for 800 feet or more.

LAHSO, along with the appropriate ALD to System (3) The reported visibility must be 2 miles Operations Airspace and Aeronautical Information or more.

Management, for publication in the Airport/Facility REFERENCE − Directory and appropriate U.S. Terminal Procedures FAAO JO 7110.65, Para 3 − 9 − 4, Line Up and Wait (LUAW), subpara c1 Publications.

FAAO JO 7110.65, Para 3 − 10 − 5, Landing Clearance, subpara b (e) Runway geometry, for example, the 5. Conduct user briefings at least 45 days before physical configuration of runways and other airport implementation.

movement areas.

c. Air traffic managers must obtain concurrence (f) Weather conditions, time of day, for from the appropriate Flight Standards field offices example, prevailing light conditions.

and conduct a preliminary environmental review REFERENCE − before conducting LAHSO.

FAAO JO 7110.65, Para 3 − 9 − 4, Line Up and Wait (LUAW), subpara c1 REFERENCE − and g.

FAAO 1050.1, Policies and Procedures for Considering Environmental (g) Fleet mix.

Impacts.

REFERENCE − NOTE − FAAO JO 7110.65, Para 3 − 9 − 6, Same Runway Separation.

This is only applicable to those facilities not currently FAAO JO 7110.65, Para 3 − 9 − 7, Wake Turbulence Separation for conducting SOIR operations.

Intersection Departures.

FAAO JO 7110.65, Para 3 − 9 − 8, Intersecting Runway Separation.

(h) Traffic volume; complexity restrictions.

10 − 3 − 8. LINE UP AND WAIT (LUAW) OPERATIONS (i) Obstructions or limitations to visibility from controller − to − aircraft and aircraft − to − aircraft a. The ATM must: perspectives.

1. Determine an operational need exists before 4. Local control position must not be conducting LUAW operations.

consolidated/combined with any other non − local 2. Before authorizing LUAW operations, con- control position. For example, local control must not duct a review of the impact that airport configuration be consolidated/combined with the front − line manager/controller − in − charge (CIC) position, and local conditions may have on the application of clearance delivery, flight data, ground control, cab LUAW procedures.

coordinator, etc. Local control can be combined with 3. Prepare a facility directive. The directive other local control positions to include tower must prescribe items (a) through (d). Items (e) associate (local assist) or local monitor position.

through (i) must be included if applicable.

When a Class B/helicopter position with defined (a) Local procedures for conducting these control tower airspace is established, this position operations. can be combined with local control.

Operations 10 − 3 − 3 JO 7210.3Z 12/10/15 5. The tower associate (local assist) position or 10 − 3 − 9. TAKEOFF CLEARANCE a local monitor position must be staffed to permit At those airports where the airport configuration does more than one aircraft at a time to LUAW on the same not allow for an aircraft to completely cross one runway between sunrise and sunset.

runway and hold short of the departure runway and/or where airports do not have runway hold markings 6. The front − line manager/CIC position should between runways, the ATM must establish guidelines not be combined with any other position.

for how aircraft are cleared for takeoff based on the 7. Ensure front − line managers/CICs review airport configurations. These guidelines must ensure para 2 − 6 − 1a, Watch Supervision, with an emphasis aircraft are still precluded from mistakenly departing on maintaining situational awareness and manage- from other than the assigned runway while taking ment of the operational environment with a goal into account factors affecting aircraft being “clear of toward eliminating distractions. the runway,” for example, minimum distance between runways, presence of hold position 8. Do not authorize LUAW operations at an markings, signage, etc. A facility directive must intersection between sunset and sunrise unless the include where these procedures are able to be applied.

following is implemented: REFERENCE − FAAO JO 7110.65, Para 3 − 9 − 9, Takeoff Clearance.

(a) The runway is used as a departure − only Pilot/Controller Glossary Term − Clear of the Runway.

runway.

10 − 3 − 10. MULTIPLE RUNWAY CROSSINGS (b) Only one aircraft at a time is permitted to LUAW on the same runway.

a. Air traffic managers at airports where the taxi route between runway centerlines is less than 1,000 (c) Document on FAA Form 7230 − 4, Daily feet must submit a request to the appropriate Terminal Record of Facility Operation, the following: “LUAW Services Director of Operations for approval before at INT of RWY (number) and TWY (name) IN authorizing multiple runway crossings.

EFFECT” when using runway as a departure − only REFERENCE − runway. “LUAW at INT of RWY (number) and TWY FAAO JO 7110.65, Para 3 − 7 − 2, Taxi and Ground Movement Operations (name) SUSPENDED” when the runway is not used as a departure − only runway. FIG 10 − 3 − 1 Multiple Runway Crossings (d) At least 90 days before planned imple- mentation, ATMs must submit the local directive outlining this operation for Terminal Operations and Terminal Safety and Operations Support approval.

Terminal Operations and Terminal Safety and Operations Support directors must be notified of any proposed operational changes (for example, a change to the runway or taxiway for conducting LUAW operations).

b. ATMs must submit operational need for LUAW and a facility directive to the appropriate Director, Terminal Operations (service area office) for approval. ATMs must maintain a copy of the approval correspondence from Terminal Operations.

c. The Director, Terminal Operations, must ensure b. The request must address the specific locations an annual review of LUAW operations is conducted where multiple runway crossings will be authorized.

for those facilities employing LUAW. The results of This must only include locations where the this review must be sent to the Terminal Safety and intervening taxi route is less than 1,000 feet between Operations Support office by September. runway centerlines.

Operations 10 − 3 − 4 JO 7210.3Z 12/10/15 REFERENCE − c. Facilities must keep a copy of the approval FAAO JO 7110.65, Para 2-9-3, Content correspondence issued by the Terminal Services FAAO JO 7110.65, Para 3-7-1, Ground Traffic Movement Director of Operations. FAAO JO 7110.65, Para 3-9-1, Departure Information FAAO JO 7110.65, Para 3-9-4, Line Up and Wait (LUAW) FAAO JO 7110.65, Para 3-9-9, Take-off Clearance d. Facility directives must include a diagram that FAAO JO 7110.65, Para 3-10-1, Landing Information depicts the runway/taxiway intersections where FAAO JO 7110.65, Para 3-10-5, Landing Clearance multiple runway crossings are authorized.

FAAO JO 7210.3, Para 10-3-12, Change in Runway Length Due to Construction e. The Terminal Services Director of Operations FAAO JO 7210.3, Para 10-4-1, Automatic Terminal Information Service (ATIS) must ensure that an annual review of multiple runway crossing operations is conducted for those facilities 10 − 3 − 12. CHANGE IN RUNWAY LENGTH employing this operation. The results of this review DUE TO CONSTRUCTION must be sent to the Terminal Safety and Operations Support Office by September of each year.

When a runway length has been temporarily or permanently shortened, local procedures must be issued to include procedures covering the phraseo- 10 − 3 − 11. AIRPORT CONSTRUCTION logy for all taxi, takeoff and landing clearances, ATIS Whenever there is construction on a movement area, broadcasts, NOTAMs, and other significant activities or on a non-movement area that affects movement to ensure safety is not compromised. The ATM must: area operations, the ATM must: a. Review and publish local weather criteria for a. Notify the Airport Construction Advisory each runway selected during periods of construction Council via email to the following address: affecting the available runway length, for example: 9 − AJA-ConstructionCouncil@faa.gov. The email 1. 800’ ceiling and 2 SM visibility – should describe the construction project in detail.

arrival/departure runway.

b. Create, approve, and publish appropriate 2. Weather less than 2 SM visibility - departure changes to local procedures.

only runway.

c. Ensure training for all operational personnel is b. Ensure training for operational personnel is completed and documented.

completed prior to any runway length changes that include the following: d. Provide continued training and/or briefings for the duration of the construction project to ensure 1. Use of the term “full length.” operational personnel are advised on construction 2. Use of the term “shortened.” changes as the project progresses.

3. Review of current and future national e. Ensure the latest version of the “Runway-Taxi- “Runway Construction Changes” training materials.

way Construction Best Practices” for preparation and operations is reviewed by appropriate personnel c. Provide continued training and/or briefings for during construction. the duration of the construction project to ensure operational personnel are advised of construction f. Ensure the latest version of the “Runway-Taxi- changes as the project progresses.

way Construction Checklist” for preparation and REFERENCE − operations is used and completed by appropriate FAAO JO 7110.65, Para 2-9-3, Content personnel.

FAAO JO 7110.65, Para 3-7-1, Ground Traffic Movement FAAO JO 7110.65, Para 3-9-1, Departure Information NOTE − FAAO JO 7110.65, Para 3-9-4, Line Up and Wait (LUAW) Both the “Runway-Taxiway Construction Best Practices” FAAO JO 7110.65, Para 3-9-9, Take-off Clearance FAAO JO 7110.65, Para 3-10-1, Landing Information and “Runway-Taxiway Construction Checklist” are FAAO JO 7110.65, Para 3-10-5, Landing Clearance available on the Runway Safety website. Go to the FAA FAAO JO 7210.3, Para 10-3-11, Airport Construction homepage, search Runway Safety and click the FAAO JO 7210.3, Para 10-4-1, Automatic Terminal Information Service Construction link. (ATIS) Operations 10 − 3 − 5 JO 7210.3Z 12/10/15 FAAO JO 7110.65, Para 5 − 5 − 4, Minima 10 − 3 − 13. APPROACHES TO PARALLEL FAAO JO 7110.65, Para 5 − 6 − 3, Vectors Below Minimum Altitude RUNWAYS FAAO JO 7110.65, Para 5 − 8 − 4, Departure and Arrival FAAO JO 7110.65, Para 5 − 8 − 5, Departures and Arrivals on Parallel or a. Where vectors are provided to intercept parallel Nonintersecting Diverging Runways FAAO JO 7110.65, Para 7 − 2 − 1, Visual Separation final approach courses, facilities must review and, FAAO 7110.98A, Para 8d2 where necessary, address speed requirements to FAAO JO 7110.308, Para 6b1(d), Para 6c2(i) reduce the potential for overshoot situations.

b. Facility air traffic managers may develop b. When determining speed requirements, con- procedural mitigations for non − intersecting sider, at a minimum, the following: converging runways when a 1 NM extension of the runway centerline crosses the centerline of the other 1. Airspace constraints.

runway or the 1 NM extensions of a runway cross the 2. Field elevation.

extension of another runway. Facility directives must: 3. Fleet mix.

1. Specify procedures to ensure that an arrival 4. Airport layout.

that executes a go-around does not conflict with a 5. Traffic flow(s).

departure off the non − intersecting converging runway.

6. Local weather.

c. When speed requirements are implemented, 2. Define technological tools that could assist in those requirements must be contained in a facility the locally developed procedures.

directive.

3. Specify procedures to be used when conditions dictate that intersecting runway 10 − 3 − 14. GO − AROUND/MISSED separation standards must be applied.

APPROACH NOTE − a. Tower facility directives must address 1. The locally developed procedure will ensure that the procedures for go − arounds and/or missed potential go around aircraft will not conflict with a departing aircraft that is departing the non − intersecting approaches. The procedures must require controllers converging runways. All locally developed procedures to issue control instructions as necessary to establish will be approved by the Director of Operations, separation. During the development or review of Headquarters. ATMs will determine what tools are these procedures, facilities must give consideration, needed in the development of local procedures. These may at a minimum, to the following factors: include, but are not limited to: a. Arrival Departure Window (ADW) 1. Operational position configuration.

b. ASDE-X Virtual Runway Intersection Point (VRIP) 2. Communication and/or control transfer.

c. Cutoff Points (CP) developed with the use of enhanced TARGETS.

3. Runway configuration.

REFERENCE − 4. Evaluation of existing waivers (for example, FAAO 7110.65, Para 3-9-9, Non − intersecting Converging Runway Operations.

reduced separation on final).

c. The procedures must be evaluated on an annual 5. Wake turbulence.

basis to determine their effectiveness.

6. Weather conditions.

d. A facility may be permitted to conduct 7. Type of approach (instrument or visual).

independent non-intersecting Converging Runway REFERENCE − Operations (CRO) without use of the mitigations as P/CG Term − Go − around defined in paragraph b, when the following P/CG Term − Low Approach conditions are met: P/CG Term − Missed Approach FAAO JO 7110.65, Para 3 − 8 − 1, Sequence/Spacing Application FAAO JO 7110.65, Para 3 − 8 − 2, Touch − and − Go or Stop − and − Go or Low 1. A documented independent safety analysis Approach indicating that a specific non-intersecting CRO FAAO JO 7110.65, Para 4 − 8 − 11, Practice Approaches configuration meets FAA safety criteria.

FAAO JO 7110.65, Para 4 − 8 − 12, Low Approach and Touch − and − Go Operations 10 − 3 − 6 JO 7210.3Z 12/10/15 2. Runway configurations for which these a. Create radar video map overlays that depict the provisions are applied must be specified in a facility initial departure tracks from each affected runway directive. end.

NOTE − b. Develop and administer initial controller The above provisions will only be considered after review training for ELSO. Annual proficiency training on of a facility Safety Risk Management Document (SRMD).

local ELSO procedures are required.

c. Include in the facility Standard Operating 10 − 3 − 15. EQUIVALENT LATERAL Procedures or a Letter of Agreement with a satellite SPACING OPERATIONS (ELSO) tower, that the OM/OS/CIC assess the feasibility of At locations conducting 10 degree course divergence continuing ELSO when wind conditions dictate that for simultaneous or successive RNAV departures on aircraft cannot consistently fly the intended RNAV the same runway or parallel runways that are track. This is due to the detrimental effects of a strong separated by 2,500 feet or more, air traffic managers cross wind component affecting initial departure must complete the following: tracks.

Operations 10 − 3 − 7 JO 7210.3Z 12/10/15

Section 4. Services

10 − 4 − 1. AUTOMATIC TERMINAL 1. A LOA must be established between INFORMATION SERVICE (ATIS) facilities designating the ATIS codes which will be used by each facility.

a. ATIS provides advance noncontrol airport/ter- 2. A facility directive must be developed minal area and meteorological information for use by designating the ATIS alphabet codes which will be aircraft arriving and departing and operating within used by each facility or for an arrival and departure the terminal area. This can be accomplished by data ATIS.

link text, available upon request, and/or a voice REFERENCE − message recording, which is a repetitive broadcast on FAAO JO 7110.65, Para 2 − 9 − 1, Application.

a voice outlet.

EXAMPLE − Departure ATIS codes could be assigned codes of “Alfa” b. Assign ATIS responsibilities to a specific through “Mike” and arrival ATIS codes assigned position of operation. These must include updating “November” through “Zulu.” The ATIS codes may also be ATIS messages and disseminating current messages divided between facilities.

to pertinent positions of operation.

f. Make ATIS messages a matter of record on c. Before transmitting, the voice and/or text facility recorders. If not possible, retain a written message must be reviewed to ensure content is record of each message in the facility’s files for complete and accurate. When appropriate, the 15 days.

voice/text must be cross − checked to ensure the g. Keep messages as brief and as concise as message content is the same. In a conventional, possible. Optimum duration of up to 30 seconds controller-prepared voice recording, the specialist should not be exceeded unless required for message must ensure: content completeness.

1. The speech rate is not excessive, h. During the hours of operation, part − time towers that have ATIS capabilities and ASOS/AWOS 2. The enunciation is of the highest quality, and ground to air broadcast capability, must ensure that 3. Each part of the message is easily understood.

the latest METAR/SPECI weather sequence is broadcast only on ATIS. ASOS/AWOS must not be d. Those facilities with runway construction must allowed to broadcast weather concurrent with ATIS.

ensure ATIS message content is complete, accurate, i. During the hours of nonoperation, part − time and contains the proper information related to runway towers that have ATIS capabilities should record for closures and available length (feet). When runway continuous broadcast the following information: construction is underway, the review of the message should be made by a person other than the specialist NOTE − Those facilities that have ASOS/AWOS broadcast who prepared the original, preferably either a capability must allow the automated weather report to be supervisor or CIC.

broadcast on the ASOS/AWOS frequency in the one REFERENCE − minute update mode and include the applicable FAAO JO 7110.65, Para 2-9-3, Content information in subparas 10 − 4 − 1h, 1 thru 5 at the time of FAAO JO 7110.65, Para 3-7-1, Ground Traffic Movement FAAO JO 7110.65, Para 3-9-1, Departure Information closing.

FAAO JO 7110.65, Para 3-9-4, Line Up and Wait (LUAW) 1. The local tower hours of operation.

FAAO JO 7110.65, Para 3-9-9, Take-off Clearance FAAO JO 7110.65, Para 3-10-1, Landing Information 2. ASOS/AWOS frequency.

FAAO JO 7110.65, Para 3-10-5, Landing Clearance FAAO JO 7210.3, Para 10-3-11, Airport Construction 3. The appropriate common traffic advisory FAAO JO 7210.3, Para 10-3-12, Change in Runway Length Due to frequency (CTAF).

Construction 4. The frequency for operating radio controlled e. Specific sequential portions of the alphabet may approach lights.

be assigned between facilities or for an arrival and departure ATIS when confusion could result from 5. The FAA facility and frequency for addition- using the entire alphabet for each ATIS. al information.

Services 10 − 4 − 1 JO 7210.3Z 12/10/15 EXAMPLE − pilots prior to engine startup. Implement gate hold (Name of tower) tower hours of operation are (time) local procedures when departure delays exceed or are time to (time) local time. The frequency for automated expected to exceed 15 minutes.

weather is (frequency). The common traffic advisory b. Facility air traffic managers must meet with frequency is (frequency). Pilot operated approach airport management and users to develop local gate lighting is available on (frequency). For additional hold procedures at airports that have identified the information contact (name of approach control or center) on (frequency). need and where air traffic operations dictate. Gate hold procedures, when required, will be developed in accordance with limitations imposed by local 10 − 4 − 2. PRETAXI CLEARANCE conditions. Include the following general provisions PROCEDURES in the procedures when gatehold procedures are a. If a need exists, facilities should develop pretaxi established.

clearance procedures for departing IFR aircraft. Use 1. Pilots must contact GC/CD prior to starting of CD frequency is desirable for implementing such engines to receive start time or taxi time, as procedures. However, facilities without CD fre- appropriate. The sequence for departure must be quency may use GC frequency for pretaxi clearance maintained in accordance with the initial callup if the service can be provided without derogating the unless modified by flow control restrictions.

primary function of GC. When developing pretaxi 2. Develop notification procedures for aircraft clearance procedures, do the following: unable to transmit without engine(s) running.

1. Coordinate the proposed procedures with the NOTE − airport users.

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

2. Inform System Safety and Procedures, when procedures are implemented.

3. The operator has the final authority to decide whether to absorb the delay at the gate, have the b. Include the following in pretaxi procedures: aircraft towed to another area, or taxi to a delay 1. The procedures are not mandatory.

absorbing area.

4. GC/CD frequency is to be monitored by the 2. The pilot calls CD or GC not more than pilot. A new proposed engine start time or taxi time 10 minutes before proposed taxi time.

must be issued if the delay changes.

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

10 − 4 − 4. ADVISORY SERVICE TO ARRIVING VFR FLIGHTS 4. When the IFR clearance is issued on CD frequency, the aircraft is changed to GC for taxi When it is desirable to reduce the workload at the LC clearance.

position, procedures should be established whereby arriving aircraft make their first contact with the 5. Normally, the pilot need not inform GC of control tower on the approach control frequency, having received IFR clearance on CD frequency.

regardless of weather, provided the following Some high activity towers with unique operating conditions exist: position arrangements or operating conditions may require the pilot to inform GC of a portion of his/her a. Approach control and LC positions use separate frequencies.

routing or that he/she has received his/her IFR clearance.

b. ATC service to IFR flights is not affected.

c. Use of the procedure will not hinder the 10 − 4 − 3. GATE HOLD PROCEDURES operation of VFR aircraft by requiring excessive routing or spacing.

a. The objective of gate hold procedures is to restrict departure delays to 15 minutes or less after d. Consideration is given to establishing radio engine start and taxi time. Facility air traffic contact points based on time or distance rather than managers must ensure gate hold procedures and on landmarks with which some pilots may not be departure delay information are made available to all familiar.

Services 10 − 4 − 2 JO 7210.3Z 12/10/15 e. Where possible, radio contact points and the 10 − 4 − 6. SIMULTANEOUS INDEPENDENT routes between them and the airport are different from APPROACHES those used by IFR flights.

a. Simultaneous independent approaches may be conducted when: f. Pilot participation is encouraged rather than required, and compliance with the procedures is not 1. Dual parallel runway centerlines are at least made mandatory.

3,600 feet apart, or dual parallel runway centerlines are at least 3,000 feet apart with a 2.5  to 3.0  offset approach to either runway and the airport field 10 − 4 − 5. PRACTICE INSTRUMENT elevation is 2,000 feet MSL or less.

APPROACHES NOTE − a. VFR aircraft practicing instrument approaches Airport field elevation requirement does not apply to dual parallel runways that are 4,300 feet or more apart.

at the approach control’s primary airport must be provided IFR separation in accordance with FAAO 2. Triple parallel approaches may be conducted JO 7110.65, Air Traffic Control, Chapter 4, Section under one of the following conditions: 8, Approach Clearance Procedures.

(a) Parallel runway centerlines are at least NOTE − 3,900 feet apart and the airport field elevation is 2,000 The primary airport is the airport from which approach feet MSL or less; or control service is provided, except for remoted facilities where the facility air traffic manager will designate the (b) Parallel runway centerlines are at least primary report.

3,000 feet apart, a 2.5  to 3.0  offset approach to both outside runways, and the airport field elevation is b. IFR separation to VFR aircraft in accordance 2,000 feet MSL or less; or with FAAO JO 7110.65, Chapter 4, Section 8, Approach Clearance Procedures, must be provided to (c) Parallel runway centerlines are at least all secondary airports under the approach control’s 3,000 feet apart, a single 2.5  to 3.0  offset approach jurisdiction to the extent possible within existing to either outside runway while parallel approaches to resources. Where separation service is provided to an the remaining two runways are separated by at least airport with a FSS that provides LAA, or a 3,900 feet, and the airport field elevation is 2,000 feet nonapproach control tower, provisions for handling MSL or less.

such aircraft must be included in a LOA.

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

c. Where IFR separation is not provided to VFR aircraft conducting practice approaches, instruct the c. Equipment required to maintain communica- aircraft to maintain VFR and provide traffic tion, navigation, and surveillance systems is information.

operational with the glide slope exception as noted below.

d. At airports where the tower does not provide approach control service, handle practice instrument d. During glide slope outages, facilities may approaches in accordance with a LOA between the continue to conduct simultaneous independent tower and the facility providing approach control approaches without vertical guidance for a period of service.

no more than 29 days, provided the following requirements are identified in an Air Traffic Safety e. Facilities must issue a letter to airmen advising Oversight Service (AOV) approved contingency the users of those airports where IFR separation is plan. At a minimum, the following special provided for VFR aircraft conducting practice provisions, conditions, and limitations must be instrument approaches. The letter should specify identified in the plan, if applicable, along with any which facility will handle the aircraft practicing other facility − specific requirements: instrument approaches and include the appropriate frequencies.

1. An LOA with the ATCT (or facility directive for a combined facility) must contain a description of REFERENCE − the procedures, requirements, and any limitations as Para 4 − 5 − 2, Letters to Airmen.

Services 10 − 4 − 3 JO 7210.3Z 12/10/15 specified in the facility contingency plan for glide g. Facility directives must state that final monitor slope out of service procedures. aid displays not be configured in FUSION, when conducting final monitor activities.

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

10 − 4 − 7. SIMULTANEOUS WIDELY − REFERENCE − FAAO JO 7210.3, Para 3 − 5 − 2, System Component Malfunctions SPACED PARALLEL OPERATIONS 3. The ATC facility must notify arriving pilots a. Simultaneous independent approaches to that the glide slope is out of service. This can be widely-spaced parallel runways without final accomplished via the ATIS broadcast.

monitors may be conducted when: 4. Any other requirements specified in the local 1. Instrument approach procedures are facility contingency plan for glide slope out annotated with “Simultaneous Approach procedures must be complied with before conducting Authorized.” simultaneous independent approach procedures.

2. A separate approach system is required for 5. Controllers must be trained and provided each parallel runway. A minimum distance of more annual refresher training concerning the application than 9,000 feet between centerlines is required when of these procedures.

approaches are conducted at airports with field elevations at or below 5,000 feet MSL, or 9,200 feet 6. The ATC facility must record when the glide between runway centerlines is required with a field slope outage occurs and any adverse impact on the elevation above 5,000 feet MSL. Other integral parts operation on FAA Form 7230 − 4, Daily Record of of the total Simultaneous Approach System include Facility Operation.

radar, communications, ATC procedures, and 7. Any loss of separation or break out appropriate airborne equipment.

associated with operations under a contingency plan 3. Weather activity is closely monitored that for glide slope out must be reported to the Director, could impact the final approach course. Weather Operations- Headquarters.

conditions in the vicinity of either final approach 8. The facility must have radar coverage down course may dictate a change of the approach in use.

to the decision altitude or minimum descent altitude, 4. All turn-ons and final approaches are as applicable.

monitored by radar. Since the primary responsibility 9. Approaches must be terminated to the for navigation rests with the pilot, instructions from runway without a glide slope whenever the reported the controller are limited to those necessary to ensure visibility is below the straight − in localizer minimum separation between aircraft. Information and instruc- for that runway.

tions are issued as necessary to contain the aircraft on the final approach course. Aircraft which are 10. Any required equipment for the approach observed deviating from the assigned final approach with the glide slope out of service must be course are instructed to alter course left or right, as operational, such as DME or VORTAC.

appropriate, to return to the desired course. Unless e. Simultaneous approaches with the glide slope altitude separation is assured between aircraft, unusable must be discontinued after 29 days unless immediate action must be taken by the controller granted a Letter of Authorization by AOV. (See monitoring the adjacent parallel approach course to Appendix 4.) require the aircraft in potential conflict to alter its flight path to avoid the deviating aircraft.

f. When simultaneous approaches are being conducted, the pilot is expected to inform approach 5. Missed approach procedures are established control, prior to departing an outer fix, if the aircraft with climbs on diverging courses. To reduce the does not have the appropriate airborne equipment or possibility of error, the missed approach procedure they do not choose to conduct a simultaneous for a single runway operation should be revised, as approach. Provide individual handling to such necessary, to be identical with that of a simultaneous aircraft. approach operation.

Services 10 − 4 − 4 JO 7210.3Z 12/10/15 6. Separate radar and local control positions are delays, airport acceptance rate and projected savings established for each final approach course. in aircraft fuel consumption.

(3) Daily time periods during which the b. Record the time the operation begins and ends procedure would be applied.

on the facility log.

(4) A preliminary environmental assess- c. Where possible, establish standard breakout ment in accordance with FAA Order 1050.1, procedures for each simultaneous operation. If traffic Environmental Impacts: Policies and Procedures patterns and airspace permit, the standard breakout (See paragraph 4-1-6, Preliminary Environmental altitude should be the same as the missed approach Review).

altitude.

2. After completing steps 1 through 4 above, the d. Provide individual handling to an aircraft when ATM must: the crew informs you that the aircraft does not have (a) Submit the request for SCIA operations, the appropriate airborne equipment or they choose to include the completed staff study and a draft not to conduct a simultaneous approach.

graphic of the ILS-Standard Instrument Approach Procedure, to their OSG for review.

10 − 4 − 8. SIMULTANEOUS CONVERGING (1) The OSG must coordinate the proced- INSTRUMENT APPROACHES ure with the regional Flight Standards Division.

a. The procedures to conduct Simultaneous (2) When approved, the OSG will process Converging Instrument Approaches (SCIA) must be the package through the FPT for development.

developed in accordance with the following (b) Develop a Letter to Airmen defining local paragraphs.

procedures to be used at least 30 days before the 1. The ATM must: effective date. Additional means of publicizing local procedures must be employed in accordance with (a) Determine that the volume and complex- paragraph 4-2-4, Coordination of ATC Procedures.

ity of aircraft operations requires the use of b. The requirements for conducting SCIA simultaneous converging instrument approaches.

operations to converging runways are: Additionally, no adverse impact on the users or air traffic control facilities can result from the 1. Operational air traffic control radar.

implementation of the procedure.

2. Precision instrument approach procedures (b) Coordinate with airport operations to must be established on each runway.

ensure that runway intersection identification 3. Non intersecting final approach courses.

markings are in accordance with appropriate 4. SIAP specifically titled “Converging” and is standards if the runways intersect.

published in parenthesis after the title of the (c) Coordinate with the responsible Service procedure, for example, ILS V Rwy 17 (Converging).

Area Flight Procedures Team (FPT) through the (a) Missed approach points (MAP) must be at service area Operations Support Group (OSG) for the least 3 nautical miles (NM) apart, and feasibility of SCIA procedural design and the ability to achieve minimums sufficient to justify procedural (b) Published missed approach procedures development. The FPT must consider all aspects of diverge by at least 45 degrees.

the approach, including NAVAIDS, approach (c) The ATM must designate a primary and lighting, and airport lighting.

secondary runway for SCIA runway configurations including separation responsibility and procedures to (d) Prepare a staff study which includes: be applied in the event a missed approach is initiated (1) Type of aircraft and user groups that inside the MAP.

will be involved in SCIA operations.

(d) Flight Procedures will determine the (2) Anticipated effect on airport/ airspace appropriate approach minimums for both primary capacity, including projected reductions in departure and secondary runways for each SCIA configuration.

Services 10 − 4 − 5 JO 7210.3Z 12/10/15 5. Converging approaches must not be conduc- 7230-4, Daily Record of Facility Operation and ted simultaneously to runways that intersect, when submit a mandatory occurrence report (MOR).

the ceiling is less than 1,000 feet or the visibility is less than 3 miles.

10 − 4 − 9. PRECISION RUNWAY MONITOR − 6. Converging approaches to runways that do SIMULTANEOUS OFFSET INSTRUMENT not intersect may be conducted when the ceiling is APPROACHES less than 1,000 feet or visibility less than 3 miles a. Precision Runway Monitor − Simultaneous Off- provided all other conditions of this directive are met.

set Instrument Approaches (PRM − SOIA) may be 7. Application of this procedure to intersecting conducted at airports with dual parallel runways with runways does not relieve the controller of the centerlines separated by at least 750 feet and less than responsibility to provide intersecting runways 3,000 feet, with one straight − in Instrument Landing separation as required in FAA Order JO 7110.65, System (ILS) and one Localizer Directional Aid paragraph 3-10-4.

(LDA), offset by2.5 to 3.0 degrees using a PRM system with a 1.0 second radar update system in 8. A facility directive or letter of agreement accordance with the provisions of an authorization must be developed specifying as a minimum: issued by the Director of Terminal Safety and (a) The runway configurations to be used Operations Support in coordination with AFS. A during SCIA operations, high − resolution color monitor with alert algorithms, such as a final monitor aid (FMA) must be required.

(b) Separation responsibility and procedures, to be applied, in the event a missed approach is b. Notification procedures for pilots unable to initiated inside the MAP, accept an ILS PRM or LDA PRM approach clearance can be found on the Attention All Users Page (c) Coordination requirements, (AAUP) of the Standard Instrument Approach (d) Weather minima applicable to each Procedures (SIAP) for the specific airport PRM configuration, if different from published minima.

approach.

NOTE − c. Closely monitor weather activity that could The ATM may establish higher minima than published on impact the final approach course. Weather conditions the SIAP to preclude, to the extent feasible, the possibility in the vicinity of either final approach course may of a weather related missed approach.

dictate a change of the approach in use. (See c. Authorize simultaneous instrument approaches para 10 − 1 − 6, Selecting Active Runways, subpara b to converging runways under the following Note.)

conditions: d. All turn − ons and final approaches are mon- 1. Only straight-in approaches must be made.

itored by radar. Since the primary responsibility for navigation rests with the pilot, instructions from the 2. All appropriate communication, navigation, controller are limited to those necessary to ensure and surveillance systems are operating normally.

separation between aircraft and to prevent aircraft 3. Aircraft must be informed on initial contact, from penetrating the NTZ. Information and or as soon as possible, that simultaneous converging instructions are issued, as necessary, to contain the approaches are in use. Broadcasting this information aircraft’s flight path within the Normal Operating on the ATIS satisfies this requirement.

Zone (NOZ). Aircraft which are observed approach- ing the No Transgression Zone (NTZ) are instructed 4. Weather activity that could impact the final to alter course left or right, as appropriate, to return approach courses must be closely monitored.

to the desired course. Unless altitude separation is Discontinue SCIA operations if weather trends assured between aircraft, immediate action must be indicate deteriorating conditions which would make taken by the controller monitoring the adjacent a missed approach likely.

parallel approach course to require the aircraft in d. Record any occurrence of simultaneous missed potential conflict to alter its flight path to avoid the approaches while conducting SCIA on FAA Form deviating aircraft.

Services 10 − 4 − 6 JO 7210.3Z 12/10/15 e. Missed approach procedures are established separation must be applied between aircraft on the with climbs on diverging courses. To reduce the same approach course): possibility of error, the missed approach procedure 1. When runways are at least 2,500 feet apart, for a single runway operation should be revised, as there are no wake turbulence requirements between necessary, to be identical with that of the PRM − SOIA aircraft on adjacent final approach courses.

operation.

2. For runways less than 2,500 feet apart, f. Where possible, establish standard breakout whenever the ceiling is greater than or equal to procedures for each simultaneous operation. If traffic 500 feet above the MVA, wake vortex spacing patterns and airspace permit, the standard breakout between aircraft on adjacent final approach courses altitude should be the same as the missed approach need not be applied.

altitude.

3. For runways less than 2,500 feet apart, g. The following requirements must be met for whenever the ceiling is less than 500 feet above the conducting PRM − SOIA: MVA, wake vortex spacing between aircraft on adjacent final approach courses as described in 1. All PRM, FMA, ILS, LDA with glideslope, FAAO JO 7110.65, Air Traffic Control, para 5 − 5 − 4, distance measuring equipment, and communications Minima, must be applied unless acceptable mitigat- frequencies must be fully operational.

ing techniques and operational procedures are 2. The common NOZ and NTZ lines between approved by the Director of Terminal Safety and the final approach course centerlines must be Operations Support pursuant to an AFS safety depicted on the radar video map. The NTZ must be assessment. A request for a safety assessment must be 2,000 feet wide and centered an equal distance from submitted to the Terminal Safety and Operations the final approach centerlines. The remaining spaces Support Office through the service area office between the final approach courses are the NOZs manager. The wake turbulence mitigation techniques associated with each course. employed will be based on each airport’s specific runway geometry and meteorological conditions and 3. Establish monitor positions for each final implemented through local facility directives.

approach course that have override transmit and 4. All applicable wake turbulence advisories receive capability on the appropriate control tower must be issued.

frequencies. A check of the override capability at each monitor position must be completed before k. A local implementation team must be monitoring begins. Monitor displays must be located established at each facility conducting PRM − SOIA.

in such proximity to permit direct verbal coordination The team should be comprised of representatives between monitor controllers. A single display may be from the local airport sponsor and other aviation used for two monitor positions.

organizations. The team will monitor local operation- al integrity issues and report/refer issues for national 4. Facility directives must define the position consideration as appropriate.

responsible for providing the minimum applicable longitudinal separation between aircraft on the same l. For any new proposal to conduct PRM − SOIA, final approach course.

an operational need must be identified by the ATC facility manager, validated by the service area office h. Dual local control positions, while not manager, and forwarded to the Terminal Safety and mandatory, are desirable.

Operations Support Office for appropriate action.

i. Where possible, establish standard breakout The statement of operational need should identify procedures for each simultaneous operation. If traffic any required site specific procedures.

patterns and airspace permit, the standard breakout altitude should be the same as the missed approach 10 − 4 − 10. REDUCED SEPARATION ON altitude.

FINAL j. Wake turbulence requirements between aircraft Separation between aircraft may be reduced to 2.5 on adjacent final approach courses inside the LDA NM in − trail separation on the final approach course MAP are as follows (standard in − trail wake within 10 NM of the runway provided an average Services 10 − 4 − 7 JO 7210.3Z 12/10/15 Runway Occupancy Time (ROT) of 50 seconds or landing threshold to a point clear of the runway when less is documented for each runway. ROT is the using a stopwatch.

length of time required for an arriving aircraft to REFERENCE − FAAO JO 7110.65, Subpara 5 − 5 − 4f, Minima.

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 10 − 4 − 11. MINIMUM IFR ALTITUDES (MIA) arrivals. The 250 arrivals need not be consecutive but At terminal facilities that require minimum IFR must contain a representative sample of the types of altitude (MIA) charts, determine MIA information aircraft that use the runway. Average ROT for each control sector and display them at the sector.

documentation must be revalidated within 30 days if This must include off − airway minimum IFR altitude there is a significant change in runway/taxiway information to assist controllers in applying 14 CFR configuration, fleet mix, or other factors that may Section 91.177 for off − airway vectors and direct increase ROT. Revalidation need not be done for route operations. Facility air traffic managers must situations that are temporary in nature. Only the ROT determine the appropriate chart/map method for for the affected runway(s) will need to be revalidated.

displaying this information at the sector. Forward All validation and revalidation documentation must charts and chart data records to Technical Operations be retained and contain the following information for Aviation System Standards, National Flight Proced- each arrival: ures, for certification and annual review.

a. Aircraft call sign.

NOTE − 1. For guidance in the preparation and review of b. Aircraft type.

Minimum IFR Altitude charts see FAAO 7210.37, En Route Minimum IFR Altitude (MIA) Sector Charts.

c. Time across the threshold.

2. This may be accomplished by appending the data on sector charts or MVA charts; Special translucent d. Time clear of the runway.

sectional charts are also available. Special ordering e. Items c and d above may be omitted if using a information is contained in FAAO 1720.23, Distribution stopwatch. Record the total number of seconds of Aeronautical Charts and Related Flight Information required for an aircraft to proceed from over the Publications. (Reference − para 3 − 8 − 2.)

Services 10 − 4 − 8 JO 7210.3Z 12/10/15

Section 5. Terminal Radar

10 − 5 − 1. SHUTDOWN OF PAR ANTENNAS k. PAR functions will normally be conducted in a TRACON.

When PAR equipment is not required for ATC l. ASDE indicators must be placed in the tower controller training, maintenance, or other use, shut cab so as to serve the LC and GC positions.

down the antenna. Keep the main power supply and the high voltage system energized to permit m. The CTRD may be used for any terminal radar immediate restoration of PAR equipment for function.

operational use.

n. The 12 − inch or larger display monitor may be used in lieu of a CTRD when authorized by the region 10 − 5 − 2. RADAR DISPLAY INDICATORS and the display is certified by airway facilities. Any display monitor less than 12 inches must not be used a. Radar approach and departure control functions for ATC separation purposes. It is primarily to will normally be conducted from a TRACON. Either provide alphanumeric readout capability to the direct view or a CTRD may be used. These functions CD/FD position at locations where that position has may be performed from the tower cab if: keyboard access to an ATTS.

b. Not more than two radar operating positions are required and CTRDs are used on a permanent basis.

10 − 5 − 3. FUNCTIONAL USE OF CERTIFIED TOWER RADAR DISPLAYS c. More than two operating positions are required and CTRDs are installed on an interim basis pending a. At towers combined with full radar approach the establishment of a TRACON.

control facilities where controllers rotate between the approach control and the tower, CTRDs may be used d. On a temporary basis if other than CTRDs are by local controllers for any terminal radar function installed.

provided their ability to satisfy FAA’s air traffic e. Consider the following if scan conversion type responsibilities regarding the aircraft operating on bright display equipment is used: the runways or within the surface area for which the tower has responsibility is not impaired. The f. A standard bright display installation consists of conditions and/or limitations for the radar usage must one operational and one standby scan conversion be specified by a facility directive.

unit. The range and centering selected for the master bright display will be the same on all slaved bright b. At towers combined with full radar approach display indicators.

control facilities where controllers do not rotate between the approach control and the tower, or at g. If the particular radar operating positions towers not combined with full radar approach control concerned require a capability for individual beacon facilities, CTRDs may be used by local controllers for decoding, each bright display position will require a the following functions: separate scan conversion unit.

1. To determine an aircraft’s identification, h. That a determination must be made if exact location, or spatial relationship to other aircraft.

surveillance approach capability would be lost using NOTE − only scan conversion bright display indicators. If the This authorization does not alter visual separation determination is that it would be lost, at least one procedures. When employing visual separation, the direct view indicator must be retained.

provisions of FAAO JO 7110.65, Air Traffic Control, para 7 − 2 − 1,Visual Separation, apply.

i. VFR Radar Advisory Service functions will normally be conducted from the TRACON.

2. To provide aircraft with radar traffic advisories.

j. A CTRD installed in the tower cab for LC use must be positioned where it can be conveniently 3. To provide a direction or suggested headings viewed from the local controller’s normal sitting or to VFR aircraft as a method for radar identification or standing position. as an advisory aid to navigation.

Terminal Radar 10 − 5 − 1 JO 7210.3Z 12/10/15 4. To provide information and instructions to display and video display accuracy is satisfactory for aircraft operating within the surface area for which ATC purposes.

the tower has responsibility.

a. At locations using digital terminal automation systems (DTAS), such as STARS, MEARTS, and 5. To ensure separation between successive ARTS III-E, daily ASR performance checks are not departures, between arrivals and departures, and required. DTAS conducts continuous self monitoring between overflights and departures within the surface checks for performance and alignment.

area for which the tower has responsibility provided: b. At facilities that do not use a DTAS, radar (a) There is no airspace delegated to the quality and performance is determined by comparing tower; identified targets against data obtained during the commissioning flight check or through minimum (b) The local controllers have radar training performance criteria determined jointly by air traffic and certification commensurate with their radar duties; and Technical Operations personnel. Radar controllers must be familiar with commissioning (c) A LOA, approved by the respective flight check and minimum performance data. Air Terminal Operations Service Area Office, exists with traffic managers must make this information the IFR facility having control jurisdiction which available to the controllers. Aircraft selected for these authorizes the specific radar function and prescribes daily checks should be small aircraft similar in size the procedures to be used; to those used in the commissioning flight checks.

(d) The LOA prescribes the process for a c. The daily radar performance check must be a transition to nonradar procedures or the suspension of part of the routine checks of equipment. (See para separation authority in the event of a radar outage; 4-6-5 , Preparation of FAA Form 7230-4). The check must be accomplished once each watch. It is (e) The procedures for giving and receiving recognized that on some watches this check may not radar handoffs or pointouts do not impair the local be accomplished because of the lack of traffic.

controller’s ability to satisfy FAA’s air traffic REFERENCE − responsibilities regarding the aircraft operating on FAAO JO 7110.65, Para 5-1-2, Alignment Check.

the runways or within the surface area for which the tower has responsibility; and 10 − 5 − 5. DEFICIENCIES IN SYSTEM (f) The procedures for ensuring radar separa- Note deficiencies in the radar system on FAA tion do not require the tower to provide radar vectors.

Form7230 − 4. Reconcile them as follows: c. At locations where uncertified tower displays a. After consultation with the Technical Opera- are in use, the services and phraseology set forth in tions representative, the terminal air traffic manager FAAO JO 7110.65, Air Traffic Control, Chapter 5, or his/her representative must decide if this radar Radar, must not be utilized. Uncertified displays system is usable. Consider atmospheric or other must be used only as an aid to assist controllers in phenomena that may temporarily affect radar visually locating aircraft or in determining their performance.

spatial relationship to known geographical points.

b. Certification by Technical Operations person- nel that a malfunction has been corrected must be d. Operational applications of tower radar dis- entered on FAA Form 7230 − 4.

plays other than those outlined in subparas a and b, and/or the delegation of airspace to a tower require a NOTE − staff study as prescribed in para 2 − 1 − 15, Authoriza- Technical Operations representatives may ground check tion for Separation Services by Towers. the equipment to determine if the radar system is operating satisfactorily or request a special flight check.

10 − 5 − 4. ASR PERFORMANCE CHECKS 10 − 5 − 6. RADAR TOLERANCES Each radar controller is responsible for determining ASR systems must conform to the following on a day − to − day basis if the quality of their radar tolerances for radar performance checks: Terminal Radar 10 − 5 − 2 JO 7210.3Z 12/10/15 a. Coverage: A usable target return (one which is j. Approach to Runway (Straight − in): The not missed on more than two consecutive scans) will surveillance approach course line will coincide with be maintained along the entire airway/route or the runway centerline extended. Maximum error left arrival/departure control routes for which radar or right of the runway edges must not exceed 500 feet service is provided. Tracking accuracy along these at the missed approach point.

routes will be within the fix/map accuracy in k. Approach to an Airport (Circling): The subpara b. Radar services for arrival or departure approach course may be aligned to the center of the routes are considered to exist between the normal airport or, where advantageous, to any portion of the handoff point and a point / mile from the end of a usable landing area. For helicopters only, the final runway or for secondary airports, the point where the approach may be established to a missed approach aircraft leaves or enters the bottom fringe of the radar point not farther than 2,600 feet from the center of the coverage pattern.

landing area, or for a point − in − space approach, to a b. Horizontal: No tolerance assigned.

point from which flight to the landing area must be accomplished by visual reference to a prescribed c. Vertical − Acceptance Check: A complete radar route along the surface. In each instance, approach coverage pattern must be flown to determine whether guidance will be provided to the prescribed missed the radar meets engineering and operational approach point. Guidance accuracy must be within specifications.

3 percent of the distance between the selected d. Commissioning: The vertical coverage pattern delivery point and the radar antenna.

will meet the operational requirements of the facility l. Surveillance approaches must meet the toler- in both the horizontal (distance from the antenna to ances in subparas c1 and c2 or will be canceled.

the outer fringe) and the vertical planes.

e. Accuracy: 10 − 5 − 7. RECOMMENDED ALTITUDES FOR f. Fix/map accuracy: Radar accuracy must be such SURVEILLANCE APPROACHES that reporting aircraft are within a circular area about the fix, the radius of which is 3 percent of the At locations which provide surveillance approaches, fix − to − station distance or 500 feet (1,000 feet for air facility managers must request the office responsible traffic control radar beacon system (ATCRBS)), for the preparation of the approach to provide the whichever is the greater.

recommended altitudes for the final approach. This information will be placed in the radar facility where g. Fixed Target Identification: No tolerance it will be readily available for the controllers to use as assigned.

required.

h. MTI: No tolerance assigned.

i. Surveillance Approaches: Radar used for 10 − 5 − 8. ASDE PERFORMANCE CHECKS surveillance approaches must present a usable target return (one which is not missed on more than One hour prior to the anticipated need to use the two consecutive scans) through the final course as ASDE, turn the equipment on and evaluate its follows: performance.

Terminal Radar 10 − 5 − 3 JO 7210.3Z 12/10/15

Section 6. Airport Lighting

10 − 6 − 1. GENERAL e. If the airport manager/operator will not enter into a letter of agreement, all runway lighting controls The airport manager/operator is responsible for operating from the tower must be turned off. If operating airport lights during the hours the tower is appropriate, a runway lighting NOTAM will be closed.

issued.

f. Unless otherwise directed by the Terminal 10 − 6 − 2. OPERATION OF LIGHTS WHEN Operations Service Area Office, the air traffic facility TOWER IS CLOSED responsible for controlling or monitoring lighting aids must originate NOTAMs concerning the aids.

When the tower is closed, the airport lights must be operated: 10 − 6 − 3. INCOMPATIBLE LIGHT SYSTEM a. By the on − site FSS when: OPERATION 1. The controls are extended into the station and If the operation of a light system is not compatible are located conveniently at the operating position.

with the instructions herein, or if the manager/operator of a civil airport or the 2. The operating quarters afford a sufficient view to determine the operating status of the lights commanding officer of a military airport prescribes without the specialist having to leave his/her post of an operating period different from those in this section or FAAO JO 7110.65, Air Traffic Control, duty, or an indicator is provided in the station’s Chapter 3, Section 4, Airport Lighting, or FAAO JO quarters which will show the actual operating status.

7110.10, Flight Services, (except for the airport b. If no FSS is located on the airport and the rotating beacon), the airport lighting system may be lighting controls are provided in the tower cab, tower operated if a letter of agreement is executed. Each personnel before closing the tower must ensure that agreement must set forth the operating periods, the the airport rotating beacon, obstruction lights, and pertinent requirements, and a statement that the lights boundary lights are turned on. All other lighting will be available upon pilot request. If an agreement systems, including runway lights, must be set in covers the operation of runway lights while the tower accordance with a letter of agreement with the airport or the FSS is closed, it must also contain the manager/operator. However, runway lights must not following clauses: be lighted by tower personnel if a NOTAM closing a. The airport owner/operator covenants and that runway is in effect.

expressly agrees that with regard to any liability c. At locations where the setting of the runway which may arise from the operation of the runway edge lights control the associated medium approach lights at the airport during any period when the airport light system/runway alignment indicator lights, traffic control tower (flight service station) at (name) include in a letter of agreement with the airport airport is closed or nonoperational, that each party manager/operator that during the period the tower is must be solely and exclusively liable for the closed, the runway edge lights must be operated at the negligence of its own agents, servants, and/or following step settings: employees, in accordance with applicable law, and that neither party looks to the other to save or hold it 1. High Intensity Runway Lights (HIRL) − harmless for the consequences of any negligence on Step 3.

the part of one of its own agents, servants, and/or 2. Medium Intensity Runway Lights − Step 2. employees.

d. If the airport manager/operator will not agree to b. Runway lights may not be lighted by tower the step settings, the provisions of subpara c above, (FSS) personnel if a NOTAM closing that runway is must apply. In addition, notify the appropriate FSDO. in effect.

Airport Lighting 10 − 6 − 1 JO 7210.3Z 12/10/15 10 − 6 − 4. APPROACH LIGHT SYSTEMS approach light system should not be reported as unusable or inoperative until receipt of the a. The procedures in this paragraph pertain to the technician’s report that the system is not operating or following approach light systems (see FAAO 6850.2, is malfunctioning unless it can be determined by Visual Guidance Lighting Systems): visual reference from the tower or from a reliable 1. ALSF − 1: Approach Light System (ALS) source (e.g., pilot, airport manager) that one of these with Sequenced Flasher Lights (SFL) in Category 1 two conditions exists. When a report indicates that at least four adjacent bars are out (three or more lamps configuration.

out on a bar determine bar outage) or four consecutive 2. ALSF − 2: Approach Light System with sequence flashers are out, landing minima criteria are Sequenced Flasher Lights in Category 2 changed. If this condition exists, the air traffic facility configuration.

manager must send the appropriate NOTAM.

3. MALS: Medium Intensity Approach Light 3. Monitors do not indicate light obscurement System. When associated with Sequenced Flashers, due to snow, sand, plant growth, etc. When such a MALSF.

condition is reported or suspected, request the Technical Operations technician to describe the 4. MALSR: Medium Intensity Approach Lights visibility condition of the approach light system. If with Runway Alignment Indicator Lights.

the technician reports at least four adjacent bars or 5. SSALS: Simplified Short Approach Light four consecutive sequence flashers are obscured, the System. When complemented by Sequenced Flash- air traffic facility manager must send the appropriate ers, SSALF.

NOTAM.

6. SSALR: Simplified Short Approach Lights 4. At locations which do not have duplicate with Runway Alignment Indicator Lights.

lighting controls in the FSS on the airport, operation of the ALS during the hours of darkness when the 7. ODALS: Omnidirectional Approach Light- tower is unmanned must be as follows: ing System.

(a) ALSF − 1 and ALSF − 2 must be turned on b. Facility air traffic managers having responsibil- and set to intensity #3. The Sequence Flashing Lights ity for approach light systems must adhere to the (SFL) must not be turned on.

following: (b) SSALR not controlled by radio or other 1. Where an approach light system monitoring suitable means must be turned on and set to intensity device is provided, perform a monitor check at the #3. The Runway Alignment Indicator Lights (RAIL) beginning of each workday. Consult with the must not be turned on unless the ALS has been Technical Operations technician for monitor check modified to provide variable RAIL intensity.

procedures. Report any discrepancy noted in the (c) MALSR not controlled by runway edge monitor check or any report of malfunction, either lights, radio, or other suitable means must be turned observed or received from any source, to the on and set to intensity #2 for Three Step MALS/Three Technical Operations technician as soon as possible Step RAIL, and Low setting for Two Step regardless of the time (day/night).

MALS/One Step RAIL. The RAIL must not be NOTE − turned on unless the ALS has been modified to During periods of known commercial electrical power provide variable RAIL intensity.

shortage within the areas where the approach lighting (d) When MALSR intensity is controlled by system is located, the monitor check should be delayed runway edge lights, apply the procedures in until off − peak hours. The interval between monitor checks sub − para 10 − 6 − 2c.

must not exceed 24 hours during electrical power shortages.

(e) If the ALS system is equipped with ground − to − ground/air − to − ground links, tower 2. When the monitor alarms, advise aircraft on personnel must switch the system to air − to − ground approach that the monitor panel indicates a system radio control before closing the tower.

malfunction. The monitor is designed to indicate that at least the predetermined number of light units (f) Issue a NOTAM containing information (lamps), plus or minus one, are inoperative. The that the system is unattended and the appropriate Airport Lighting 10 − 6 − 2 JO 7210.3Z 12/10/15 FSFO having jurisdiction over the area must be 2. Systems that are operated remotely from the notified of the operational status of the ALS. control tower may be either two − step or three − step.

It is intended that these systems be operated on a (g) When required to meet local atmospheric, continuous basis when the runway they serve is in topographic, or twilight conditions, prepare a facility use.

directive specifying the intensity settings for the ALS and forward a copy to the FSDO.

3. Systems with steep descent profiles intended for STOL operations may be operated on an c. At airports with air traffic control towers individual aircraft basis or as determined by the equipped with airport lighting control panels that do facility air traffic manager dependent upon the not provide direct indication of airport lighting frequency of use.

intensities, the ATM, with the airport operator, must annually review and compare the preset selection d. The basic FAA standard VASI is not provided settings configured in the tower lighting control with a remote status indicator. At locations where a system to verify that they comply with FAA VASI remote status indicator is installed, specialists requirements.

must notify air traffic when a malfunction is indicated or reported. The VASI should not be turned off nor a NOTAM issued unless the Technical Operations 10 − 6 − 5. VISUAL APPROACH SLOPE technician advises it is inoperative or if it is obvious INDICATOR (VASI) SYSTEMS that it is inoperative. In the event the technician a. There are three basic VASI configurations: advises there is a one side operating condition at VASI − 2, VASI − 4, and VASI − 12. Two additional locations with a VASI on both sides of a runway, the configurations were developed for use with system must remain in operation and NOTAM long − bodied aircraft by adding a third bar to either the indicating partial operations issued.

VASI − 4 or the VASI − 12. These configurations are referred to as VASI − 6 and VASI − 16.

10 − 6 − 6. PRECISION APPROACH PATH b. The basic FAA standard for VASI systems INDICATOR (PAPI) SYSTEMS permit independent operation by means of a photoelectric device. This system has no remote a. The basic FAA standard for PAPI systems monitor and no on − off control feature. It is intended permit independent operation by means of a for continuous operation.

photoelectric device. This system has no remote monitor and no on − off control feature. It is intended c. Other VASI systems in use include the for continuous operation.

following: b. Other PAPI systems in use include the 1. The basic VASI as described in subpara b, following: except at locations where the system was installed with an on − off remote switch in the control tower. If 1. The basic PAPI system as described in an on − off switch is provided, it is intended that the subpara a, except at locations where the system was VASI be operated on a continuous basis when the installed with an on − off remote switch in the control runway it serves is in use. Airport operators at some tower. If an on − off switch is provided, it is intended locations may request the facility air traffic manager that the PAPI be operated on a continuous basis when to operate this system only during certain hours the runway it serves is in use. Airport operators at and/or conditions. When this occurs, facility air some locations may request the facility air traffic traffic managers must contact the Terminal Opera- manager to operate this system only during certain tions Service Area Office for guidance.

hours and/or conditions. When this occurs, facility air traffic managers must contact the Terminal NOTE − Operations Service Area office for guidance.

When VASI systems are installed under the FAA’s Airport Improvement Program, the sponsor may negotiate a letter 2. Systems that are operated remotely from the of agreement with the regional Airports Division for a control tower may be five − step. It is intended that part − time VASI operation. Terminal Operations Service these systems be operated on a continuous basis when Area Offices should consult with the regional Airports the runway they serve is in use.

Division on such matters.

Airport Lighting 10 − 6 − 3 JO 7210.3Z 12/10/15 NOTE − These must provide that they be turned off when an When PAPI systems are installed under the FAA’s Airport aircraft is required to taxi toward the lights and they Improvement Program, the sponsor may negotiate a letter may be blinding to the pilot. Also, that they must be of agreement with the regional Airports Division for a operated as requested by a pilot for his/her operation.

part − time PAPI operation. Terminal Operations Service Area offices should consult with the regional Airports 10 − 6 − 9. RUNWAY EDGE LIGHTS Division on such matters.

ASSOCIATED WITH MEDIUM APPROACH LIGHT SYSTEM/RUNWAY ALIGNMENT 10 − 6 − 7. RUNWAY AND TAXIWAY LIGHTS INDICATOR LIGHTS When required, prepare a facility directive specifying Two MALS/RAIL installations associated with local procedures for the operation of Runway End runway edge lights are available. One is a two step Identifier Lights (REIL), High Speed Turnoff Lights, brightness MALS and a one step brightness RAIL.

or Runway Centerline and Touchdown Zone Light The other is a three step brightness MALS and a three Systems (RCLS TDZL), and forward a copy to the step brightness RAIL. The associations with runway FSDO.

edge step settings are shown in the following table.

Facility air traffic managers must coordinate with the Technical Operations SMO sector to determine 10 − 6 − 8. RUNWAY FLOODLIGHTS which of the two has been installed and issue a facility Where runway floodlights are installed, local directive informing facility personnel. (For intensity procedures must be established for their operation. settings see TBL 10 − 6 − 1.)

TBL 10 − 6 − 1 MALSR Step Intensity Settings Runway Edge Lights Two Step MALS/One Step RAIL Three Step MALS/Three Step RAIL Intensity Intensity Intensity HIRL MIRL MALS RAIL MALS RAIL Step 5 Step 3 100% 100% 100% 100% Step 4 100% 100% 100% Step 3 Step 2 10% OFF 20% 26% outer 8% inner Step 2 OFF 4% 1% Step 1 Step 1 OFF OFF 4% 1% 10 − 6 − 10. RUNWAY STATUS LIGHTS of in-pavement lights installed on taxiways and (RWSL) runways that indicate runway status only; they are not intended to indicate a clearance. The RWSL system TERMINAL works in conjunction with the ASDE-X system along with the Field Lighting System (FLS).

The RWSL is a system of runway and taxiway a. ATMs must ensure that when available or lighting which enhances pilot situational awareness operating normally, the RWSL systems are operated by illuminating runway entrance lights (REL) when on a continuous basis.

the runway is unsafe for entry or crossing, and take-off hold lights (THL) when the runway is unsafe b. As part of the facility checklist, operation of the for departure. The RWSL system uses a configuration system must be verified once each shift.

Airport Lighting 10 − 6 − 4 JO 7210.3Z 12/10/15

Section 7. Airport Arrival Rate (AAR)

10 − 7 − 1. PURPOSE d. Consistent with para 10 − 1 − 6, Selecting Active Runways, Terminal Facility Managers must ensure To establish standards for determining the airport efficiency at airport(s) within their jurisdiction arrival rate (AAR).

consistent with the goals outlined in the Administrat- or’s Flight Plan.

10 − 7 − 2. POLICY Airport runways are assets of the National Airspace 10 − 7 − 5. CALCULATING AARs System (NAS). System − wide standards for AARs enable the Air Traffic Organization (ATO) to manage a. Calculate optimal AAR values for each airport these assets in the most efficient manner.

runway configuration for the following weather conditions: 10 − 7 − 3. DEFINITIONS 1. Visual Meteorological Conditions (VMC) − a. AAR: A dynamic parameter specifying the Weather allows vectoring for a visual approach.

number of arrival aircraft that an airport, in 2. Marginal VMC − Weather does not allow conjunction with terminal airspace, can accept under vectoring for a visual approach, but visual separation specific conditions throughout any consecutive sixty on final is possible.

(60) minute period.

3. Instrument Meteorological Conditions b. Airport Primary Runway Configuration: An (IMC) − Visual approaches and visual separation on airport runway configuration which handles three (3) final are not possible.

percent or more of the annual operations.

4. Low IMC − Weather dictates Category II or III 10 − 7 − 4. RESPONSIBILITIES operations, or 2.5 miles − in − trail (MIT) on final is not available.

a. System Operations Services is responsible for the development, establishment, and implementation b. Calculate the maximum runway arrival capa- of AARs at select airports in the NAS.

city for each runway using the following methodo- b. The Managers, Tactical Operations (MTOs) in logy: collaboration with Terminal Facility Managers must: 1. Determine the average ground speed crossing 1. Identify the airport primary runway configur- the runway threshold and the spacing interval ations for airport(s) identified by System Operations required between successive arrivals.

Services.

2. Divide the ground speed by the spacing 2. Establish optimal AARs for airport(s) using interval or use TBL 10 − 7 − 1, Maximum Runway the method detailed in para 10 − 7 − 5, Calculating Capacity, to determine the maximum runway arrival AARs.

capacity.

3. Review and validate the airport primary FORMULA: runway configurations and associated AARs in Ground Speed in knots at threshold / Spacing Interval at February of each year, or at more frequent intervals runway threshold in miles if required.

NOTE − NOTE − When the maximum runway arrival capacity is a fraction, In the event consensus cannot be reached between round down to the next whole number.

facilities, the MTO will make the final determination.

EXAMPLE − c. MTOs must ensure that the data is entered in the 1. 130 / 3.25 = 40 Runway capacity = 40 National Traffic Management Log (NTML) under the runway template.

2. 125 / 3.0 = 41.66 Runway capacity = 41 Airport Arrival Rate (AAR) 10 − 7 − 1 JO 7210.3Z 12/10/15 TBL 10 − 7 − 1 Maximum Runway Capacity Threshold Miles Between Aircraft Ground 2.5 3 3.5 4 4.5 5 6 7 8 9 10 Speed 130 Knots 52 43 37 32 28 26 21 18 16 14 13 140 Knots 56 46 40 35 31 28 23 20 17 15 14 c. Identify any conditions that may reduce the utilized. The MTOs must ensure that the responsible maximum runway arrival capacity. These factors person at the Aviation System Performance Metrics include, but are not limited to: (ASPM) airports document the runway information in the NTML.

1. Intersecting arrival/departure runways.

b. Real − time factors may dictate dynamic adjust- 2. Distance between arrival runways.

ments to the optimal AAR. These factors include, but 3. Dual purpose runways (shared arrivals and are not limited to: departures).

1. Aircraft type/fleet mix.

4. Land and Hold Short utilization.

5. Availability of high speed taxiways.

2. Runway conditions.

6. Airspace limitations/constraints.

3. Runway/taxiway construction.

7. Procedural limitations (missed approach 4. Equipment outages.

protection, noise abatement, etc.).

8. Taxiway layouts.

5. TRACON constraints.

9. Meteorological conditions.

These factors will be included in the facility log. The d. Determine the adjusted runway arrival capacity MTOs must ensure that the responsible person at the by adjusting the maximum runway capacities using ASPM airports document the information in the the factors in subpara c for each runway used in an NTML.

airport configuration. Total the adjusted runway arrival capacities for all runways used in an airport c. A dynamic adjustment to the AAR is subject to the review and approval of the Director of System configuration to determine the optimal AAR for that Operations, ATCSCC.

airport runway configuration.

d. Non − primary configurations at ASPM airports 10 − 7 − 6. OPERATIONAL AARs must be entered in the NTML as “Other,” and a. When using an airport primary runway free − text used to describe the configuration and configuration, the associated optimal AAR must be associated AAR.

Airport Arrival Rate (AAR) 10 − 7 − 2

JO 7210.3Z 12/10/15

Chapter 11. National Programs

Section 1. Terminal VFR Radar Services

11 − 1 − 1. PROGRAM INTENT (c) These routes must only be issued to local users familiar with the procedure.

Basic Radar Service, TRSA Service, Class B and (d) Detailed departure instructions must be Class C services are the four types of Radar Services furnished when requested by the pilot.

designed to enhance safety by providing air traffic services to VFR aircraft. The services were designed 3. Facility air traffic managers must address in to provide the maximum level of radar services writing, as a minimum, the following pertinent possible with existing equipment. Additional factors when submitting for service area office resources (displays, communications, telco, space, approval, either a recommendation for revision or etc.) must be justified by requirements other than the withdrawal of an existing TRSA.

volume of radar service provided to VFR aircraft.

(a) Safety record/NMAC analysis.

Pilots should be encouraged to participate by all available methods. This is best accomplished (b) Airspace and operational efficiency.

through effective procedures and a clear understand- (c) Unique geographical features.

ing of the Terminal VFR Radar Services available.

(d) Hourly air carrier traffic density.

REFERENCE − Pilot/Controller Glossary Term − Terminal VFR Radar Services.

(e) User input. (User meetings, while highly FAAO JO 7110.65, Chapter 7, Section 6, Basic Radar Service to VFR desirable, are not required for withdrawals.)

Aircraft − Terminal.

b. Revisions to TRSAs must be submitted to System Operations Airspace and Aeronautical 11 − 1 − 2. IMPLEMENTATION Information Management, NFDC, at least 9 weeks a. Facilities unable to meet the following prior to one of the appropriate publication dates; i.e., requirements must submit justification to the Sectional Charts, Notice to Airmen, or the respective Terminal Operations Area Office: Airport/Facility Directory. The following are considered sufficient justification to warrant revi- 1. Newly commissioned terminal radar facilit- sion: ies must implement basic radar services to VFR aircraft, as prescribed in FAAO JO 7110.65, Air 1. Changes in configuration, frequencies, or Traffic Control, para 7 − 6 − 1, Application, within 30 primary airport status (name, elevation, closed, to 60 days after full IFR service is available. All radar abandoned, etc.).

facilities must provide basic radar service at primary 2. Additions or deletions to the VFR check- airports and, where operationally feasible, at satellite points/NAVAIDs.

airports with a control tower.

3. Typographical errors.

2. TRSA Service: In addition to basic radar c. Advertising Basic Radar Services: service, provide separation between all participating aircraft operating in an established TRSA. If a need 1. A sufficient number of user group meetings exists, facilities may develop coded VFR departure must be held to publicize implementation of basic routes for TRSA service. When such routes are radar services to as many local pilots as practicable.

established, the following provisions apply: 2. Disseminate a letter to airmen explaining the (a) Prior to implementing coded VFR program and including a drawing of the basic radar departure routes, the facility must coordinate with service area. The drawing should be on a cutout from local user groups.

the appropriate sectional chart and should show the following: (b) A letter to airmen must be issued advising pilots of the procedure. (a) Lateral and vertical dimensions.

Terminal VFR Radar Services 11 − 1 − 1 JO 7210.3Z 12/10/15 (b) Frequency for each sector. c. All IFR procedures used by large turbine − powered aircraft arriving and departing designated (c) Initial VFR checkpoints indicated by airports must be fully contained in the TRSA. Each flags.

TRSA should be configured to ensure the most efficient use of airspace.

3. The facility air traffic manager must seek the cooperation of the FSDO in informing aviation d. Arriving and departing large turbine − powered interests about their responsibilities while operating aircraft should enter/exit the TRSA through the in a basic radar service environment. Special ceiling. However, arriving aircraft at altitudes below emphasis should be placed on such points as: the ceiling are not required to climb to achieve this (a) Pilot participation is urged, but it is not objective, nor are departing aircraft filed at lower mandatory. altitudes.

(b) Pilots should be aware that aircraft sequencing and traffic advisories are primarily based 11 − 1 − 4. CLASS C AIRSPACE on aircraft maintaining assigned headings and altitudes. Class C airspace must be officially designated by airspace action in 14 CFR Part 71 and is established (c) If a pilot cannot abide with an ATC solely to define the airspace in which all aircraft are instruction or clearance, he/she should notify ATC subject to operating rules and equipment require- immediately.

ments specified in 14 CFR Part 91.

4. Follow − up meetings (“HOW GOES IT” NOTE − type) must be conducted.

While the regulatory nature of this airspace requires pilots to establish two − way communications with ATC prior to entering, aircraft should not be unnecessarily prohibited 11 − 1 − 3. TRSA from entering Class C airspace.

a. TRSAs are not officially designated by airspace a. Facility managers who determine a need for action and were established solely to define an area Class C airspace establishment must prepare and within which a separation service will be provided.

submit a staff study in accordance with FAAO Therefore, at all TRSA locations it is intended that JO 7400.2, Procedures for Handling Airspace facilities must provide the full extent of TRSA Matters.

services throughout the entire advertised TRSA area.

Although the TRSA area extends downward to the b. The physical dimensions of the Class C surface within the surface area of Class D airspace at airspace will normally be a 10 NM radius capped at the primary airport, a base should be established 4,000 feet above the primary airport elevation. This outside this surface area of Class D airspace to permit airspace must extend no lower than 1,200 feet above free movement of nonparticipating aircraft. The base the surface, except that an inner core with a 5 NM of the TRSA must not be below the base of an radius must extend down to the surface.

associated Class E airspace.

c. Encompassing each Class C airspace must be a b. The size and shape (laterally/vertically) of the site specific Outer Area with a normal radius of TRSA will vary depending upon operational 20 NM. The Outer Area must extend outward from requirements. However, each TRSA must reflect the the primary Class C airspace airport and extend from most efficient and reasonable configuration to the lower limits of radar/radio coverage up to the contain large turbine − powered aircraft while achiev- ceiling of the approach control delegated airspace ing a higher level of overall safety.

excluding the Class C airspace and other airspace as appropriate.

NOTE − There is no requirement for the TRSA facility to retain d. After issuance of the final rule designating a operational jurisdiction of the airspace in its entirety if Class C airspace, user education meetings must be another facility can more effectively manage a particular held to publicize implementation of Class C service portion of the airspace. The requirement is that the system to as many pilots as practicable.

provides the required service.

Terminal VFR Radar Services 11 − 1 − 2 JO 7210.3Z 12/10/15 e. Issue a letter to airmen explaining the program 11 − 1 − 5. CLASS B AIRSPACE and including a drawing of the Class C airspace. The a. Class B airspace must be officially designated drawing should depict, as a minimum, the following: by airspace action in 14 CFR Part 71 and is 1. The lateral and vertical dimensions of the established solely to define the airspace in which all Class C airspace and the associated Outer Area.

aircraft are subject to operating rules and pilot and equipment requirements specified in 14 CFR Section 2. Any procedural exclusions when the Class C 91.131.

airspace overlaps an adjacent Class D airspace.

b. The size and shape (laterally/vertically) of the 3. Initial VFR checkpoints located outside the Class B airspace will vary depending upon Class C airspace.

operational requirements. However, each Class B 4. Frequencies.

airspace must reflect the most efficient and reasonable configuration to contain large turbine − f. Followup meetings (“HOW GOES IT” type) powered aircraft while achieving a higher level of must be conducted after implementation.

overall safety.

g. Exceptions to Class C services may be NOTE − established within the Class C airspace for special There is no requirement for the Class B airspace facility activities; i.e., practice areas, banner tows, gliders, to retain operational jurisdiction of the airspace in its ultralights, etc., provided the procedures are outlined entirety if another facility can more effectively manage a in a letter of agreement with the users.

particular portion of the airspace. The requirement is that the system provide the required service.

h. Where the Class C airspace overlaps the Class D airspace of an adjacent airport, facility c. All IFR procedures used by large turbine − managers must include in a letter of agreement powered aircraft arriving and departing designated procedures defining responsibility for the control of airports must be fully contained in the Class B aircraft in the overlapping area. airspace. Each Class B airspace should be configured to ensure the most efficient use of airspace.

i. The National Terminal Radar Program includes military as well as civil airports. Each case of military d. Arriving and departing large turbine − powered airport inclusion or establishment of Class C airspace aircraft should enter/exit the Class B airspace through must be processed through appropriate military the ceiling. However, arriving aircraft at altitudes channels for thorough examination and individual below the ceiling are not required to climb to achieve justification. this objective, nor are departing aircraft filed at lower altitudes.

j. When recommending a location for withdrawal from the Class C airspace, facility air traffic managers e. Procedures must be developed to accommodate must prepare and submit a staff study to Washington VFR aircraft desiring to transit the Class B airspace.

headquarters, Airspace and Rules through the If VFR corridors are published, recommend the appropriate Terminal Operations Service Area Office establishment of frequency 122.750 for pilots to in accordance with FAAO JO 7400.2, Procedures for exchange position information when transiting the Handling Airspace Matters. associated Class B airspace VFR corridor.

Terminal VFR Radar Services 11 − 1 − 3 JO 7210.3Z 12/10/15

Section 2. Automated Terminal Tracking Systems

(ATTS)

11 − 2 − 1. OPERATIONAL USE c. Display Mode C on untracked (unassociated) targets within each controller’s area of responsibility a. Do not use ATTS data when the system, or that by setting the altitude filters to encompass all portion of the systems, is released to Technical altitudes within the controller’s jurisdiction. Set the Operations technicians.

upper limits no lower than 1,000 feet above the highest altitude for which the controller is b. Verify the operational status of all ATTS components daily prior to operational use. responsible. In those stratified positions, set the upper and lower limit to encompass at least 1,000 feet c. Advise effected facilities when ATTS equip- above and below the altitudes for which the controller ment will not be operational at normal startup time, is responsible. When the position’s area of when it fails, is shut down, resumes operation, or responsibility includes down to an airport field when interfacility mode is lost/regained.

elevation, the facility will normally set the lower altitude filter limit to encompass the field elevation, 11 − 2 − 2. DATA ENTRIES so that provisions of FAAO JO 7110.65, Air Traffic Control, para 2 − 1 − 6, Safety Alert, and subpara Facility directives must prescribe the use of the 5 − 2 − 17a2, Validation of Mode C Readout, may be Scratch Pad and the specific responsibility for applied. Air traffic managers may authorize the entering the current ATIS alpha character, the current temporary suspension of this requirement when General System Information (GSI), and the System target clutter is excessive.

Altimeter Setting. When an ATTS facility serves REFERENCE − more than one controlled airport, an average of the FAAO JO 7110.65, Para 5 − 2 − 23, Altitude Filters.

altimeter settings for those airports may be specified as the System Altimeter Setting. A remote altimeter 11 − 2 − 4. USE OF MODIFY AND QUICK setting may be used in accordance with para 2 − 10 − 4, LOOK FUNCTIONS Comparison Checks, in the event that all local a. Where ATTS data from a system common to the altimeter indicators fail. Do not use this procedure TRACON and the tower is presented on a CTRD, and whenever conditions indicate the probability of a if operational benefits will accrue by using the steep pressure gradient between two locations.

MODIFY or QUICK LOOK functions, a facility NOTE − directive or a LOA must be prepared specifying: The ARTS II system does not provide a GSI area; however, it does provide the capability to enter and display an 1. Procedures for data transfer between the assigned altitude.

TRACON and the tower cab.

2. Communications changeover points.

11 − 2 − 3. DISPLAY DATA 3. Transfer of control points.

a. When a malfunction causes repeated discrepan- 4. Hours or conditions under which facility cies of 300 feet or more between the automatic policy prohibits use of these functions.

altitude readouts and pilot reported altitudes, request authorized personnel to inhibit the automatic altitude 5. The responsibility of the local control report (Mode C) display until the malfunction has position to determine whether use of MODIFY or been corrected.

QUICK LOOK functions is satisfactory or some other mode of data transfer is to be used; e.g., voice b. If available, operate the field inhibit/select call or computer handoff.

switches in the select position for the leader line, ACID, altitude, and handoff fields. The control b. Factors to be considered by the controller in position symbol and other full data block fields must determining use of the MODIFY or QUICK LOOK be selected/inhibited in accordance with facility functions and by the facilities for prohibiting their use directives. include, but are not limited to, light on the face of the Automated Terminal Tracking Systems (ATTS) 11 − 2 − 1 JO 7210.3Z 12/10/15 CTRD, traffic volume, other duties requiring the ATTS − to − A TTS automatic handoff area when the controller’s attention, and the number of controllers center is in the surveillance data processing (SDP) available in the tower. mode.

2. Coordinate with the adjacent automated 11 − 2 − 5. AUTOMATION PROGRAM facilities to ensure that computer handoffs will be CHANGES initiated only after the aircraft is within their facility’s automatic acquisition area. Where this is not feasible The air traffic manager of automated facilities must: due to airspace assignment, facility directives must require use of an appropriate procedure specified in a. Approve all requests for automation changes FAAO JO 7110.65, Air Traffic Control, to confirm sent to the respective Operational Support Facility the identity of all aircraft handed off prior to ATTS via the National Automation Request form, FAA auto − acquisition.

Form 6000 − 14.

3. Establish Automatic Acquisition Areas for b. Review each SITE PROGRAM BULLETIN departing aircraft 1 mile or less from the runway end.

(TERMINAL) issued by the Terminal Automation Support for local program functionality and changes 4. Establish Automatic Termination Areas for to the data base to determine any operational/proced- arriving aircraft 1 mile or less from the runway ural impact. When necessary: threshold or, at satellite airports, the minimum radar coverage range/altitude whichever is greater.

1. Issue a facility directive describing the functional change/s and any resulting procedural 5. Prescribe in a facility directive the operating change/s.

position responsibility for determining if automatic acquisition of a departure track has occurred.

2. Coordinate any functional, procedural, and NOTE − airspace change/s with the ARTCC providing This is intended for operations where automatic automation interface.

acquisition responsibility could be confused, e.g., c. Ensure that operational suitability acceptance uncontrolled airports within a single sector, or between for software modifications is recorded on FAA Form different radar sectors that serve the same airport.

7230 − 4.

b. Terminal Operations Service Area Directors EXAMPLE − may authorize a distance greater than specified in ARTS IIIA: subparas a3 and 4 above, where the operational “A3.06, National Patch Level P operational suitability conditions dictate.

testing completed, acceptable.” 11 − 2 − 7. MINIMUM SAFE ALTITUDE COMMON ARTS: WARNING (MSAW), CONFLICT ALERT (CA), “A605, REV 20 operational suitability testing completed, AND MODE C INTRUDER (MCI) acceptable.” a. MSAW, CA and MCI values must be set in “A2.09, REV 20 operational suitability testing com- accordance with the standards specified in the pleted, acceptable.” Standards and Guidelines for CARTS Appendix D, Standards and Guidelines for ARTS IIIA, and MICRO EARTS: Standards and Guidelines for MEARTS. Any “M4.08R, operational suitability testing completed, instances of requests for values outside the standards acceptable.” must require a waiver from Vice President, Terminal Services.

11 − 2 − 6. AUTOMATIC ACQUISITION/ TERMINATION AREAS b. When their continued use would adversely impact operational priorities, air traffic managers a. Facility air traffic managers must: may temporarily inhibit the MSAW, the Approach 1. Establish automatic acquisition areas for Path Monitor portion of MSAW, and/or the CA arrivals and overflights at ranges permitting and/or MCI functions. Except when equipment or auto − acquisition of targets prior to the ARTCC/ site adaptation problems preclude these functions Automated Terminal Tracking Systems (ATTS) 11 − 2 − 2 JO 7210.3Z 12/10/15 being used, a brief written report must be sent to the 2. The DTM is constructed to align with the radar antenna offset for magnetic north. Consequently, any Terminal Operatons Service Area Office whenever change in antenna offset will result in a corresponding they are inhibited. A copy of the report must be sent change in the relative positions of the terrain points and to Terminal Safety and Operations Support.

obstacles used to determine DTM bin altitude assign- c. Facility air traffic managers are authorized to ments. This will require generating and verifying a new DTM.

inhibit CA at specific operating positions if an operational advantage will occur.

3. The GTM is constructed to align with true north offset by the site adaptable radar antenna magnetic variation.

d. Facility air traffic managers must ensure that: Consequently, any change in antenna offset will result in a corresponding change in the relative position of bin 1. MSAW and CA nuisance alarms are locations.

minimized by monitoring alarm frequency and 4. In both cases, DTM or GTM, any change in antenna location and forwarding suspected problem areas to offset will result in readaptation of the MSAW and CA the servicing Operational Support Facility along with databases; e.g., airport areas, inhibit volume areas, any supporting documentation, via a National capture boxes, etc., to coincide with the changed Automation Request (NAR) form.

declination.

2. A visual inspection and aural test of the 5. Technical Operations Aviation System Standards has MSAW speakers located in the operational quarters the responsibility to assign and maintain the Magnetic by supervisory personnel is included as part of the Variation of record for navigational facilities and equipment check list required during each watch. The airports.

purpose of this inspection is to ensure the aural alarm REFERENCE − is functioning and audible to the appropriate Para 11 − 2 − 9, MSAW DTM Cartographic Certification, Updates, and Recompilation.

operational personnel.

FAAO 8260.19, Flight Procedures and Airspace.

3. The operational support facility has adapted 11 − 2 − 9. MSAW DTM CARTOGRAPHIC the software functionality to ensure the aural alarms operate in the ATCT. CERTIFICATION, UPDATES, AND RECOMPILATION 4. Aural alarms are received in the ATCT upon a. System Operations Airspace and Aeronautical transfer of communications.

Information, must be responsible for assuring that the 5. Controllers are aware of the towers geograph- National Aeronautical Charting Office (NACO) ic locations where aural alarms sound. (MSAW aural performs the certification of the terrain elevations and alarm areas.)

the obstacle elevations. Each new or recompiled MSAW DTM must be certified by the NACO through 6. Tower aural alarm areas are identified.

the AT/NACO Precise Geographic Position and Elevation Program (PREGPEP). Also, NACO must certify the periodic update of the MSAW obstacle 11 − 2 − 8. MAGNETIC VARIATION OF VIDEO elevation files.

MAPS/GEO MAPS AT ARTS FACILITIES b. The MSAW DTM must be recompiled by Air traffic managers must ensure that: NACO if: a. The magnetic variation of radar video maps/geo 1. The ASR antenna on which the map is based maps, MSAW, DTMs/GTMs and radar site settings is relocated more than 300 feet away from its original coincide and is verified annually.

position and/or, b. Affected map or maps are recompiled when the 2. The magnetic variation of the site changes by official magnetic variation of record is changed/im- two degrees or more.

plemented.

NOTE − NOTE − Requests for new or recompiled DTMs are routed to 1. The video map is the primary reference for maintaining System Operations Airspace and Aeronautical Informa- radar antenna alignment. tion.

Automated Terminal Tracking Systems (ATTS) 11 − 2 − 3 JO 7210.3Z 12/10/15 11 − 2 − 10. DIGITAL MAP VERIFICATION cies must be documented to indicate the observed direction and displacement. If any identified error Verification of the accuracy of new or modified cannot be corrected or if a facility is otherwise digital maps must be accomplished through the use dissatisfied with the results from “targets of of “targets of opportunity” flying over displayed opportunity,” a request may be made through the fixes, navigational aids, etc. Any observed discrepan- FIFO for a flight check.

Automated Terminal Tracking Systems (ATTS) 11 − 2 − 4 JO 7210.3Z 12/10/15

Section 3. Data Recording and Retention

11 − 3 − 1. DATA RECORDING 4. The items listed in subpara 11 − 3 − 1c not extracted.

a. Type or write the date on the console printout at 5. The data extracted in addition to that required the start of each operational day or as specified in a by subpara 11 − 3 − 1c.

facility directive. The facility directive must require the time that the date must be entered daily.

6. The initials of the person changing the recording.

NOTE − The operational day for a 24 − hour facility begins at b. Retain data extraction recordings for 45 days 0000 local time. The operational day at a part time except: facility begins with the first operational shift in each 1. En route facility utilizing system analysis calendar day.

recording tapes as their radar retention media must b. As a minimum, record on the console retain radar data for 15 days.

failure/error messages regarding Data Acquisition 2. Accidents: Retain data extraction recordings Subsystem (DAS), Data Entry and Display Subsys- in accordance with FAA JO 8020.16, Air Traffic tem (DEDS), and Interfacility (IF).

Organization Aircraft Accident and Incident Notific- NOTE − ation, Investigation, and Reporting.

When a failure is known to exist, that particular failure printout may be inhibited to minimize its impact on the 3. Incidents: Retain data extraction recordings system.

in accordance with FAA JO 8020.16.

c. Facilities having continuous data recording 4. Accidents: Retain TTYE stored captured capabilities must extract and record on tape or disc: files (or TTY if TTYE captured files are unavailable) for 30 days unless they are related to an accident or 1. Tracking messages, target reports, and sector incident as identified in FAA JO 8020.16.

time.

NOTE − 2. Automatic functions and keyboard input A facility using a console typewriter printout take − up data. device may retain the printout on the spool for 15 days after the last date on the spool. Retention of the daily 3. Interfacility messages.

printouts relating to accidents/incidents must be in accordance with subpara b.

4. MSAW and CA warning message data. Other 5. Tarmac Delay: When a facility is notified data available in the extraction routine may be that an aircraft has or may have exceeded the extracted.

“Three/Four-Hour Tarmac Rule,” retain data d. Air traffic facilities using a teletype emulator recordings relevant to the event for 1 year.

(TTYE) in lieu of a console printout (TTY) must store c. If a request is received to retain data information and retain data in accordance with paras 11 − 3 − 1, Data following an accident or incident, the printout of the Recording, and 11 − 3 − 2, Data Retention . However, relative data will suffice. The tape/disc may then be the data may be retained on a disc or hard drive as returned to service through the normal established specified in a facility directive.

rotational program. The printout data are considered a permanent record and must be retained in 11 − 3 − 2. DATA RETENTION accordance with aircraft accident/incident retention requirements. Reduction of the extracted data to a. Write on each data extraction tape/disc: hard − copy format will be made at the earliest time 1. The tape/disc drive number.

convenient to the facility involved without deroga- tion of the ATC function and without prematurely 2. The date.

taking the computer out of service. Do not make these 3. The times (UTC) the extraction started and data and printouts a part of the accident/incident ended. package.

Data Recording and Retention 11 − 3 − 1 JO 7210.3Z 12/10/15 d. If a request is received to retain a specific data 11 − 3 − 3. FAULT LOG recording and the data are available and contained on a. Whenever the computer fails during normal tape, the tape must be retained in its entirety. If the operations, all pertinent data must be recorded on the data are contained on disc, the facility may transfer all Fault Log. However, if the computer failure is the pertinent data to magnetic tape and label the tape a first of a particular nature and an operational Duplicate Original. After successful transfer, the requirement exists to resume normal computer disc pack may be returned to service through the operation as soon as possible, a Fault Log need not be normal rotational cycle. However, if a specific recorded.

request is received to retain the disc, the disc pack b. When you anticipate the need for assistance must be retained in its entirety.

from the National Field Support Group (NFSG), record the entire contents of memory before e. Treat data extraction recordings and console restarting the operational program.

typewriter printouts pertaining to hijack aircraft the same as voice recorder tapes.

c. Retain the Fault Log and the memory dump until the cause of the fault has been determined or REFERENCE − NFSG requests them.

Para 3 − 4 − 4, Handling Recorder Tapes or DATs.

Data Recording and Retention 11 − 3 − 2 JO 7210.3Z 12/10/15

Section 4. TPX − 42

11 − 4 − 1. OPERATIONAL USE sent to System Operations and Safety, System Safety and Procedures.

a. Do not use TPX − 42 data when the system is released to Technical Operations technicians.

b. Air traffic managers are authorized to inhibit LAAS at specific operating positions if an b. Verify the operational status of the TPX − 42 operational advantage will be realized.

prior to operational use.

c. Sector/altitude maps must be kept current.

c. Inform affected facilities of scheduled and unscheduled shutdowns.

d. Terminal Operations Service Area Offices must: d. Develop local procedures, operating instruc- tions, and training materials required to ensure 1. Furnish LAAS facilities a copy of: intrafacility standardization of operation.

(a) Newly received FAA Form 7460 − 2, e. Facility directives must specify the discrete Notice of Actual Construction or Alteration.

codes assigned to each operating position from the (b) Emergency Notices of Construction of code subsets allocated to the facility.

structures more than 200 feet above ground level f. Traffic entering the terminal airspace on an lying within 60 NM of the radar site.

ARTCC computer − assigned discrete beacon code must not remain on that code any longer than the time 2. Ensure that the daily National Flight Data specified in a LOA.

Digest is provided to LAAS facilities when it affects their area of jurisdiction.

NOTE − Center computer parameters are adjusted to minimize the e. Facility managers must ensure that: time in which a discrete code is assigned to an aircraft.

The time specified in the letter of agreement should not 1. The material described in subpara d1 above, exceed the Arrival Flight Plan Drop Interval adapted for is reviewed, and that the appropriate corrections to your airport.

the sector/altitude map are made.

2. The magnetic variation of the facility’s 11 − 4 − 2. LOW ALTITUDE ALERT SYSTEM sector/altitude map coincides with the magnetic (LAAS) variation of the facility’s radar video maps/geo maps.

a. When continued use would adversely impact NOTE − operational priorities, air traffic managers may The sector/altitude map is constructed to align with the temporarily inhibit the LAAS. Except when radar antenna offset for magnetic north. Consequently, equipment or site adaptation problems preclude the any change in antenna offset will result in a corresponding use of LAAS, a brief written report must be sent to the change in the relative position of the terrain points and the respective Terminal Operations Service Area Office obstacles used to determine altitude assignments. This whenever it is inhibited. A copy of the report must be will require generating a new sector/altitude map.

TPX − 42 11 − 4 − 1 JO 7210.3Z 12/10/15

Section 5. Charted VFR Flyway Planning Chart Program

11 − 5 − 1. DEFINITION 11 − 5 − 3. RESPONSIBILITIES a. Flyway Development: The facility air traffic VFR flyways are general flight paths not defined as manager develops requirements for VFR flyways a specific course, for use by pilots in planning flights charting. All actions leading to the development of a into, out of, through, or near complex terminal VFR Flyway Planning Chart should be initiated by airspace to avoid Class B airspace. An ATC clearance the facility air traffic manager.

is NOT required to fly these routes.

1. Initial Action: The requesting facility air traffic manager must establish a task force of air 11 − 5 − 2. CRITERIA traffic, FSDO, military, and local aviation interests, as appropriate, to recommend where the charted VFR Use the following criteria for establishing VFR flyways should be located.

Flyway Planning Charts: 2. Flyway Justification: As a minimum, the a. Flyway Course: The flight paths used to facility air traffic manager must address in writing the describe VFR flyways, must, to the maximum extent following pertinent factors: practicable, reference ground objects that can be (a) Background information pertaining to the readily identified from the air. If necessary, and if an development of the chart, such as the composition of operational benefit can be derived, radio NAVAID the task group.

references may be used.

(b) The major areas examined.

b. Flyway Altitudes: Each segment of a charted (c) Special VFR procedures.

VFR flyway should contain recommended altitudes.

(d) Recommendations by the task group.

1. Recommended altitudes must avoid airspace (e) Reasons supporting the establishment of a requiring prior authorization or clearance to enter.

VFR Flyway Planning Chart for the area.

2. Care should be exercised to avoid recom- 3. Charts and Description: A narrative descrip- mending altitudes which could cause the aircraft on tion of the flyway and the appropriate VFR Terminal a flyway to encounter inflight wake turbulence Area Chart or a drawing must depict the following generated by large aircraft.

data: 3. When altitude changes are required, they (a) VFR flyway flight paths with named should be based on a descent rate of 250 − 350 feet per visual checkpoints, NAVAID magnetic radials, and nautical mile.

altitudes; c. Altitude Compression: Charted VFR flyways (b) Any large turbine − powered aircraft ar- established under the floors of Class B airspace rival/departure routes that cross the charted VFR require careful evaluation to avoid compression of flyway; the airspace and the altitudes available for VFR (c) Procedural notes positioned on the operations.

drawing or the VFR TAC; and d. Military Considerations: Avoid establishing (d) The communication frequencies if fre- VFR Flyways which would conflict with military quencies are recommended for advisories. Indicate ground control radar approach paths. When charting the flyway segment/s associated with each frequency.

VFR flyways which cross or are in proximity to an b. Flyway Approval: Terminal Operations Ser- MTR, include communications instructions for vice Area Offices are responsible for approving the pilots to determine the status of the MTR.

proposed VFR Flyway Planning Charts and ensuring e. Once a flyway is charted, it will only be moved that they comply with the prescribed criteria. If when it significantly interferes with other operations. approval is granted, the Terminal Operations Area Charted VFR Flyway Planning Chart Program 11 − 5 − 1 JO 7210.3Z 12/10/15 Offices must forward the proposal to System 1. Changes, additions, or deletions to VFR Operations Airspace and Aeronautical Information flyways or altitudes, frequencies, procedural notes, Office at least 9 weeks prior to the planned or changes to airport status; i.e., name, closed, implementation date. The planned implementation abandoned, etc.

date must coincide with a publication date of the 2. Changes in large turbine − powered aircraft respective VFR TAC.

arrival/departure routes.

c. Annual Review: Terminal Operations Area 3. Additions or deletions to checkpoints/ Offices are responsible for reviewing existing VFR NAVAIDs.

Flyway Planning Charts on an annual basis to e. Publicity: The facility air traffic manager must determine their continued need.

seek the cooperation of the FSDO in informing aviation interests about the VFR Flyway Planning d. Revision to Flyways: In order that System Chart Program. Special emphasis should be placed Operations Airspace and Aeronautical Information on: Office can meet its responsibilities, revisions to VFR Flyway Planning Charts must be submitted to 1. Pilot adherence to flyways and recommended System Operations Airspace and Aeronautical altitudes is voluntary.

Information Office at least 9 weeks prior to the 2. Flyways are not devoid of IFR or military publication date of the respective VFR Terminal Area traffic. They represent flight paths that are believed to Chart. Revisions may be initiated by the facility air have the least IFR or military activity.

traffic manager or the Terminal Operations Area Office. The following are considered sufficient 3. A “see and avoid” environment must be justification to warrant revision: maintained and emphasized.

Charted VFR Flyway Planning Chart Program 11 − 5 − 2 JO 7210.3Z 12/10/15

Section 6. Helicopter Route Chart Program

11 − 6 − 1. POLICY and in some cases unique, ground reference symbology to improve visual navigation.

a. The Helicopter Route Chart Program has been established to enhance helicopter access into, egress 11 − 6 − 3. CRITERIA from, and operation within high density traffic areas by depicting discrete and/or common use helicopter Use the following criteria when determining the need routes, operating zones, and, where necessary, radio for a new or revised helicopter route chart: frequencies. The program had been designed to a. Routes: improve operational safety in areas where significant helicopter operations occur, and to establish a 1. Recommended altitudes/flight ceilings/ systematic process for chart development, modifica- floors must avoid restricted/military airspace requir- tion, and acquisition.

ing prior authorization or clearance to enter.

b. Pilot adherence to charted helicopter routes and 2. All routes depicted on a helicopter route chart the recommended altitudes or flight ceilings must, to the maximum extent practicable, reference associ − ated with them will normally be voluntary. ground objects that can be readily identified from the However, controllers may assign charted routes and air.

altitudes and expect or request pilot compliance with b. Operating zones: Airspace encompassed by a them, provided such procedures are called for in helicopter route chart must, when necessary and specific FAA − operator Letters of Agreement, or are required by operational considerations, be divided necessitated by traffic density and/or safety into a sufficient number of operating zones or sectors considerations; controllers also may restrict opera- to permit local law enforcement agencies to operate tions within designated operating zones when within them on an exclusive basis.

requested by local law enforcement officials and the restriction would not adversely affect other aircraft c. Altitudes and flight ceilings/floors: Each segment of a helicopter route may contain operations.

recommended altitudes or flight ceilings/floors. It is c. Helicopter route charts must be published the discretion of the local air traffic tower if such individually, on a site − specific basis. They are not altitudes will be depicted, or, assigned at a later date updated on a regular basis as are other visual charts.

when the pilot contacts the tower.

They will be updated when a significant number of 1. Recommended altitudes/flight ceilings/ changes have accumulated, or when safety related or floors must avoid airspace requiring prior authoriza- major airspace modifications warrant the printing of tion or clearance to enter.

a new chart. The Dates of Latest Editions, published by the National Ocean Service will serve as a notice 2. Care should be exercised to avoid recom- when a new chart is about to be published and which mending altitudes or flight ceilings/floors which editions of charts are currently in use.

could cause helicopters operating on a designated route to encounter inflight wake turbulence generated by large, fixed wing traffic.

11 − 6 − 2. DEFINITION 3. When altitude/flight ceiling changes are Helicopter Route Charts are graphic portrayals of required, they should be based on a descent rate of discrete and/or common use helicopter routes and/or 250 − 350 feet per nautical mile.

operating zones located in high density traffic areas; their purpose is to facilitate helicopter pilot access d. Communications information: Each helicopter into, egress from, or operation within charted areas.

route chart must include sufficient radio communica- They generally will include associated altitude or tions information to permit pilot compliance with all flight ceiling information to facilitate IFR traffic pertinent regulatory requirements, and facilitate the avoidance and pilot adherence to minimum safe acquisition and dissemination of air traffic advisory altitude requirements. The charts provide expanded, information.

Helicopter Route Chart Program 11 − 6 − 1 JO 7210.3Z 12/10/15 e. Military considerations: Avoid establishing elevations, and associated altitude or flight ceiling helicopter routes or operating zones which would limitations; conflict with military ground control radar approach (b) Any IFR routes that fall within the charted paths. When charting a route or operating zone which area; crosses or is located in close proximity to a MTR, (c) Procedural notes pertinent to operations include communications instructions that will permit within the charted area or an operating zone, and on pilots to determine the status of the MTR.

designated routes; and f. Helicopter routes may be changed or modified (d) Traffic advisory radio communications whenever a new chart is updated. It is recommended frequencies and ATC facility names associated with that all route modifications be coordinated with area, route, or zone operations.

operating groups in the local area.

b. Chart approval: Terminal Operations Service Area Directors are responsible for reviewing and 11 − 6 − 4. RESPONSIBILITIES approving new or revised helicopter route chart proposals, and assuring that they comply with all a. Helicopter route chart development: Facility air prescribed criteria. However, procedural implement- traffic managers are responsible for determining the ation may not occur until the proposal has been need for chart development or revision, and for reviewed by System Operations Airspace and compliance with the following: Aeronautical Information Management, and sub- 1. Initial action: Facility air traffic managers sequently published. Consequently, managers should who desire to establish a new route chart or revise an forward their approved packets through System existing chart must establish a task force or planning Operations Airspace and Aeronautical Information group comprised of local air traffic, FSDO, military, Management as far in advance of the desired law enforcement, and helicopter operator personnel publication/implementation date as possible.

to recommend the area of chart coverage and the NOTE − paths, routes, and operating zones that will comprise The publication lead times for new charts and minor chart it.

revisions will routinely approximate 6 − 9 months and 3 − 4months, respectively.

2. Justification: All recommendations for new c. Annual review: Terminal Operations Service and/or revised charting must include justifying Area Directors are responsible for the conduct of information that includes, as a minimum, the annual reviews of existing VFR helicopter route following information: charts to determine their accuracy and continued (a) Background information pertinent to utility.

chart development or revision, including the d. Chart revisions: composition of the task force or planning group; 1. Revisions to existing helicopter route charts (b) The airspace areas and proposed routes, may be initiated by any facility air traffic manager, operating zones, and altitude/flight ceiling/floor but can only be approved by the Terminal Operations considerations examined; Service Area Directors. However, to assure comple- tion of all requisite Airspace and Rules review and (c) Special VFR procedural implications; publication requirements, proposals must be submit- (d) Task force or planning group recommend- ted through System Opererations Airspace and ations; and Aeronautical Information Management to Airspace and Rules at least 6 − 9 months or 3 − 4 months (as (e) Supporting rationale.

appropriate) prior to their expected or recommended implementation date.

3. Charts and description: Facility air traffic managers must provide a narrative description or 2. The following are considered sufficient drawing of the chart area, including: justification for a revision: (a) Identification of all integral routes or (a) Changes, additions, or deletions to area operating zones, with named visual checkpoints and coverage, designated routes or operating zones, Helicopter Route Chart Program 11 − 6 − 2 JO 7210.3Z 12/10/15 controlling agencies and/or frequencies, procedural copter Route Chart Program. Special emphasis notes, or airport/heliport/helistop status; should be placed on: (b) Changes in IFR routes within the chart 1. The voluntary nature of pilot adherence to coverage area; and designated routes, operating zones, altitudes/flight ceilings, and procedural notes; (c) Additions or deletions to visual check- points. 2. The importance of chart use to operational safety and IFR traffic avoidance; and e. Publicity: Facility air traffic managers must seek the cooperation of local FSDO personnel in 3. The “see and avoid” nature of operations informing local aviation interests about the Heli- within the chart area.

Helicopter Route Chart Program 11 − 6 − 3 JO 7210.3Z 12/10/15

Section 7. Terminal Area VFR Route Program

11 − 7 − 1. POLICY 3. Recommended altitudes must avoid areas of expected wake turbulence from large aircraft.

a. The Terminal Area VFR Route Chart Program 4. Altitude changes should be based on has been developed to assist pilots operating under climb/descent rate of 250 − 350 feet per nautical mile.

VFR who do not wish to communicate with ATC to 5. Recommended altitudes beneath the floors of avoid airspace requiring such contact.

Class B and Class C airspace, require careful b. Pilot adherence to Terminal Area VFR Routes, evaluation to avoid compression of uncontrolled and the recommended altitudes associated with them, traffic.

is strictly voluntary and in no way relieves pilots from c. Military considerations: Avoid establishing requirements to comply with all applicable Federal routes which conflict with military ground control Aviation Regulations.

radar approach paths. Recommended routes which cross or are close to MTR should include 11 − 7 − 2. DEFINITION communication instructions to allow pilots to determine MTR status.

Terminal Area VFR Routes are specific flight courses depicted on the chart(s), which may include 11 − 7 − 4. RESPONSIBILITIES recommended altitudes, and described by reference a. Terminal Area VFR Route Development: to electronic navigational aids and/or prominent Terminal Operations Service Area Directors are visual landmarks for optional use by pilots to avoid responsible for determining the need for recommen- Class B, Class C, and Class D airspace while ded routes and for compliance with the following: operating in complex terminal airspace. An ATC 1. Initial action: Terminal Operations Service clearance is not required to fly these routes.

Area Directors desiring to establish recommended routes must form a task group consisting of local air 11 − 7 − 3. CRITERIA traffic, FSDO, military, and other interested parties.

Use the following criteria for establishing Terminal 2. Justification: Recommendations for routes Area VFR Routes: must include as a minimum: (a) Background information including com- a. Routes: position of the task group.

1. Recommended routes should avoid the flow (b) Airspace areas, proposed routes, recom- of IFR traffic.

mended altitudes, and other pertinent considerations.

2. Recommended routes must, to the maximum 3. The task force must develop descriptions of extent practical, reference prominent landmarks that the recommended routes which must include as a can be readily identified from the air.

minimum: (a) Arrival/departure airports.

3. The course must be described by magnetic compass headings and latitude/longitude. Radio aids (b) Latitude/longitude of each turning point to navigation may be used as supplemental course on the route. The description must include a sufficient guidance when feasible.

number of points to establish the desired turn radius.

NAVAID data may be included if appropriate: e.g., b. Recommended Altitudes: Each segment of a VOR radials.

route must have recommended minimum/maximum (c) Recommended altitudes for each route altitudes.

segment and flight status: i.e., level, climbing, or 1. Recommended altitudes must avoid airspace descending.

requiring prior ATC authorization or contact to enter.

(d) A list of recommended VFR checkpoints 2. Recommended altitude must be in accord- (including latitude/longitude) may be included, if ance with VFR cruising altitudes. appropriate.

Terminal Area VFR Route Program 11 − 7 − 1 JO 7210.3Z 12/10/15 b. Route Review: Terminal Operations Service Area Directors must as a minimum, on an annual Area Directors are responsible for reviewing basis, review routes and submit revisions to System recommended VFR routes and for ensuring that they Operations Airspace and Aeronautical Information comply with all prescribed criteria. Terminal Management in format described above.

Operations Service Area Directors must submit route d. Route Revisions: The System Operations descriptions to the System Operations Airspace and Airspace and Aeronautical Information Management Aeronautical Information Management in a tabular office, must ensure that route descriptions/revisions format suitable for publication in the National Flight submitted by Service Area offices are published in Data Digest without additional processing.

the National Flight Data Digest for the use of chart c. Annual Review: Terminal Operations Service makers and other interested parties.

Terminal Area VFR Route Program 11 − 7 − 2 JO 7210.3Z 12/10/15

Section 8. Standard Terminal Automation Replacement

System (STARS)

11 − 8 − 1. OPERATIONAL USE responsibility includes down to an airport field elevation, the facility will normally set the lower a. Do not use STARS data when the system is altitude filter limit to encompass the field elevation, released to Technical Operations Services.

so that provisions of FAAO JO 7110.65, Air Traffic b. Verify the operational status of all STARS Control, para 2 − 1 − 6, Safety Alert, and subpara 5 − 2 − 17a2, Validation of Mode C Readout, may be components daily.

applied. Air traffic managers may authorize the c. Advise effected facilities when STARS temporary suspension of this requirement when equipment will not be operational at normal startup target clutter is excessive.

time, when it fails, is shut down, resumes operation, REFERENCE − or when interfacility mode is lost/regained.

FAAO JO 7110.65, Para 5 − 2 − 23, Altitude Filters.

11 − 8 − 4. USE OF STARS QUICK LOOK 11 − 8 − 2. DATA ENTRIES FUNCTIONS Facility directives must prescribe the use of the a. Where STARS data from a system common to scratch pad and the specific responsibility for the TRACON and the tower is presented on the TDW entering the current ATIS alpha character, the current or supplemental display in the tower cab, and if general system information (GSI), and the system operational benefits will accrue by using the QUICK altimeter setting. When an ARTS facility serves more LOOK function, a facility directive or a LOA must be than one controlled airport, an average of the prepared specifying: altimeter settings for those airports may be specified as the system altimeter setting. A remote altimeter 1. Procedures for data transfer between the setting may be used in accordance with para 2 − 10 − 4, TRACON and the tower cab.

Comparison Checks, in the event that all local 2. Communications changeover points.

altimeter indicators fail. Do not use this procedure 3. Transfer of control points.

whenever conditions indicate the probability of a steep pressure gradient between two locations. 4. Hours or conditions under which facility policy prohibits use of these functions.

11 − 8 − 3. DISPLAY DATA 5. The responsibility of the local control position to determine whether use of QUICK LOOK a. When a malfunction causes repeated function is satisfactory or some other mode of data discrepancies of 300 feet or more between the transfer is to be used; e.g., voice call or computer automatic altitude readouts and pilot reported handoff.

altitudes, request the AUS or Technical Operations b. Factors to be considered by the controller in personnel to inhibit the automatic altitude report determining use of the QUICK LOOK function and (Mode C) display until the malfunction has been by the facilities for prohibiting their use include, but corrected.

are not limited to, light on the face of the TDW or b. Display Mode C on untracked (unassociated) supplemental display, traffic volume, other duties targets within each controller’s area of responsibility requiring the controller’s attention, and the number of by setting the altitude filters to encompass all controllers available in the tower.

altitudes within the controller’s jurisdiction. Set the upper limits no lower than 1,000 feet above the 11 − 8 − 5. AUTOMATION PROGRAM highest altitude for which the controller is CHANGES responsible. In those stratified positions, set the The air traffic manager of STARS facilities must: upper and lower limit to encompass at least 1,000 feet above and below the altitudes for which the controller a. Approve all requests for automation changes is responsible. When the position’s area of sent to the respective Operational Support Facility Standard Terminal Automation Replacement System (STARS) 11 − 8 − 1 JO 7210.3Z 12/10/15 via the National Automation Request form, FAA 5. Prescribe in a facility directive the operating Form 6000 − 14. position responsibility for determining if automatic acquisition of a departure track has occurred.

b. Review each SITE PROGRAM BULLETIN NOTE − (TERMINAL) issued by the Terminal Automation This is intended for operations where automatic Support for local program functionality, and changes acquisition responsibility could be confused, e.g., to the data base to determine any operational/proced- uncontrolled airports within a single sector, or between ural impact. When necessary: different radar sectors that serve the same airport.

b. Terminal Operations Service Area Directors 1. Issue a facility directive describing the may authorize a distance greater than specified in functional change/s and any resulting procedural subparas 3 and 4 above, where the operational change/s.

conditions dictate.

2. Coordinate any functional, procedural, and airspace change/s with the ARTCC providing 11 − 8 − 7. MINIMUM SAFE ALTITUDE automation interface.

WARNING (MSAW) AND CONFLICT ALERT (CA) c. Ensure that operational suitability acceptance for software modifications is recorded on FAA Form a. When their continued use would adversely 7230 − 4. impact operational priorities, facility air traffic managers may temporarily inhibit the MSAW, the EXAMPLE − Approach Path Monitor portion of MSAW, and/or the “National operating system suitability testing completed, CA functions. Except when equipment or site acceptable.” adaptation problems preclude these functions being used, a brief written report must be sent to the 11 − 8 − 6. AUTOMATIC ACQUISITION/ respective Terminal Operations Area Office TERMINATION AREAS whenever they are inhibited. A copy of the report must be sent to Terminal Safety and Operations a. Facility air traffic managers must: Support.

b. Facility air traffic managers are authorized to 1. Establish automatic acquisition areas for arrivals and overflights at ranges permitting inhibit CA at specific operating positions if an operational advantage will accrue.

auto − acquisition of targets prior to the ARTCC/ STARS − to − STARS automatic handoff area when the c. MSAW Digital Terrain Maps (DTMs) must be center is in the surveillance data processing (SDP) kept current.

mode.

d. Terminal Operations Area Offices must: 2. Coordinate with the adjacent automated 1. Furnish STARS facilities a copy of: facilities to ensure that computer handoffs will be (a) Newly received FAA initiated only after the aircraft is within their facility’s Forms 7460 − 2, Notice of Actual Construction or automatic acquisition area. Where this is not feasible Alteration .

due to airspace assignment, facility directives must require use of an appropriate procedure specified in (b) Emergency Notices of Construction of FAAO JO 7110.65, Air Traffic Control, to confirm structures of 200 feet or more above ground level the identity of all aircraft handed off prior to ARTS lying within 60 NM of their radar site.

auto − acquisition.

2. Ensure that the daily National Flight Data Digest (NFDD) is provided to STARS facilities and 3. Establish automatic acquisition areas for other offices when it affects their area of jurisdiction.

departing aircraft 1 mile or less from the runway end.

e. Facility air traffic managers must ensure that: 4. Establish automatic termination areas for arriving aircraft 1 mile or less from the runway 1. The material described in subpara d1 above, threshold or, at satellite airports, the minimum radar is reviewed and that appropriate corrections to the coverage range/altitude whichever is greater. DTM are made.

Standard Terminal Automation Replacement System (STARS) 11 − 8 − 2 JO 7210.3Z 12/10/15 Alert (CA).

2. The magnetic variation of the facility’s DTM Para 11 − 8 − 9, MSAW DTM Cartographic Certification, Updates, and coincides with the magnetic variation of the facility’s Recompilation.

radar video maps/geo maps.

11 − 8 − 9. MSAW DTM CARTOGRAPHIC NOTE − The DTM is constructed to align with the radar antenna CERTIFICATION, UPDATES, AND offset for magnetic north. Consequently, any change in RECOMPILATION antenna offset will result in a corresponding change in a. System Operations Airspace and Aeronautical relative positions of the terrain points and obstacles used Information Management must be responsible for to determine DTM bin altitude assignments. This will assuring that the National Aeronautical Charting require not only generating and verifying a new DTM, but also readapting the MSAW and CA data bases; e.g., Office (NACO) performs the certification of the airport areas, inhibit volume areas, capture boxes, etc., to terrain elevations and the obstacle elevations. Each coincide with the changed declination.

new or recompiled MSAW DTM must be certified by REFERENCE − the NACO through the Air Traffic/NACO Precise Para 11 − 2 − 8, Magnetic Variation of Video Maps/Geo Maps at ARTS Geographic Position and Elevation Program Facilities.

(PREGPEP). Also, NACO must certify the periodic 3. MSAW parameters are modified, as update of the MSAW obstacle elevation files.

appropriate, to minimize the extent of inhibit areas as b. The MSAW DTM must be recompiled by the specified in the Standards and Guidelines for STARS.

NACO if: 4. An aural test of the MSAW speakers located 1. The ASR antenna on which the map is based in the operational quarters is included as part of the is relocated more than 300 feet away from its original equipment checklist required during each watch. The position and/or, purpose of this test is to ensure the aural alarm is functioning and audible to the appropriate 2. The magnetic variation of the site changes by operational personnel.

two degrees or more.

NOTE − 5. Controllers are aware of the towers Requests for new or recompiled DTMs are routed to geographic locations where aural alarms sound.

System Operations Airspace and Aeronautical (MSAW aural alarm areas.)

Information Management. The NACO requires 6. Tower aural alarm areas are identified.

approximately ten weeks to build and deliver a DTM.

7. MSAW and CA nuisance alarms are 11 − 8 − 10. DIGITAL MAP VERIFICATION minimized by monitoring alarm frequency and location and forwarding suspected problem areas to Verification of the accuracy of new or modified the servicing Operational Support Facility along with digital maps must be accomplished through the use any supporting documentation, via a National of “targets of opportunity” flying over displayed Automation Request (NAR) form.

fixes, navigational aids, etc. Any observed discrepancies must be documented to indicate the observed direction and displacement. If any 11 − 8 − 8. MAGNETIC VARIATION OF VIDEO identified error cannot be corrected or if a facility is MAPS/GEO MAPS AT STARS FACILITIES otherwise dissatisfied with the results from “targets Air traffic managers must ensure that the magnetic of opportunity,” a request may be made through the variation of radar video maps/geo maps, MSAW, FIFO for a flight check.

DTMs, and radar site settings coincide. The magnetic variation must be verified annually and a change of 11 − 8 − 11. MODE C INTRUDER (MCI) ALERT 2 degrees or more requires a recompiling of the PARAMETERS effected map or maps.

a. Use the nominal value of parameters specified NOTE − in the appropriate NAS Configuration Management The video map is the primary reference for maintaining Document and Site Program Bulletins for the MCI radar antenna alignment.

Alert functions, except for the base altitude REFERENCE − parameter, as specified in subparas b or c below, Para 11 − 8 − 7, Minimum Safe Altitude Warning (MSAW) and Conflict Standard Terminal Automation Replacement System (STARS) 11 − 8 − 3 JO 7210.3Z 12/10/15 unless a waiver to adjust the base altitude parameter 2. Specific transition procedures.

value is received from System Operations Security.

3. Detailed checklists specifying the duties and the responsibilities for the OSIC and other b. MCI Alert base altitude must be set at any value appropriate positions. The checklist must include, as between ground level and 500 feet AGL at the a minimum, the following information/procedures: discretion of the facility air traffic manager. Any instance of base altitudes above 500 feet AGL must (a) Transition decision authority.

be documented and forwarded to System Operations (b) Coordination/notification procedures Security, through the respective Terminal Operations (intra − and interfacility).

Area Office.

(c) Specific duties/responsibilities (including c. Facility air traffic managers are authorized to detection and resolution of potential conflicts).

temporarily adjust the MCI Alert base altitude at a NOTE − sector(s)/position(s) when excessive MCI Alerts Whenever possible, coordination/notification procedures derogate the separation of IFR traffic. For the purpose and duties/responsibilities should be listed in the of this section, temporary is considered to be of less sequence in which they are to be accomplished.

than 4 hours duration, not necessarily continuous, during any calendar day. The following is required 11 − 8 − 13. RADAR SELECTION when MCI base altitude is adjusted: PROCEDURES 1. Log each occurrence on FAA Form 7230 − 4, a. Facilities must develop and maintain current when this procedure is being used, including the detailed procedures for selection of radar sites.

sector/position and temporary altitude.

NOTE − 2. Documentation must be forwarded to System The architecture of STARS allows for the selection of up Operations Security if it is determined that a to 16 different radars including short range and long-range radars at each display. This could result in temporary adjustment of the MCI base altitude does positions within the same facility working and receiving not meet the needs of the sector/position.

radar information from different radars. Facilities are d. Facility air traffic managers are authorized to encouraged to take advantage of this capability to inhibit the display of MCI Alert at specified minimize the impact of radar outages, blind areas, limited sectors/position. radar coverage, etc.

b. The selection plans must include as a minimum: 11 − 8 − 12. OPERATIONAL MODE TRANSITION PROCEDURES 1. Radar selection decision authority; i.e., the individual responsible for making the radar selection a. Facilities must develop and maintain current decision.

detailed procedures for transition to and from the various automated and nonautomated modes of 2. Specific radar selection procedures.

operation.

3. Detailed checklists specifying the duties and NOTE − the responsibilities for the OSIC and other The architecture of STARS allows for different operational appropriate positions. The checklist must include, as modes during display component failures. For example, a minimum, the following information/procedures: a system component failure could result in positions (a) Radar selection decision authority.

within the same facility operating in EASL, ESL, or FSL mode. Facilities are encouraged to take advantage of this (b) Coordination/notification procedures capability to minimize the impact of display system (intra − and interfacility).

outages.

(c) Specific duties/responsibilities (including b. The transition plans must include as a detection and resolution of potential conflicts).

minimum: NOTE − 1. Transition decision authority; i.e., the Whenever possible, coordination/notification procedures individual responsible for making the transition and duties/responsibilities should be listed in the decision.

sequence in which they are to be accomplished.

Standard Terminal Automation Replacement System (STARS) 11 − 8 − 4 JO 7210.3Z 12/10/15 11 − 8 − 14. MULTI − SENSOR RADAR (c) Specific duties/responsibilities (including OPERATIONS detection and resolution of potential conflicts).

a. Facilities must develop and maintain current NOTE − Whenever possible, coordination/notification procedures detailed procedures for selection and use of and duties/responsibilities should be listed in the multi − sensor radar operations.

sequence in which they are to be accomplished.

NOTE − The architecture of STARS allows for the use of multi − sensor radar coverage. This could result in 11 − 8 − 15. SINGLE SITE COVERAGE ATTS positions within the same facility working in both single OPERATIONS sensor slant range mode and multi − sensor mode.

Facilities are encouraged to take advantage of this Facilities may adapt all sort boxes within 40 miles of capability to minimize the impact of radar outages, blind the antenna to that site as preferred and with the single areas, limited radar coverage, etc.

site indicator set to permit the use of 3 miles radar b. The plans must include as a minimum: separation as defined in FAAO JO 7110.65, Air Traffic Control, subpara 5 − 5 − 4b3, Minima. This 1. Decision authority to use multi − sensor adaptation may be used provided: coverage; i.e., the individual responsible for making the decision.

a. A significant operational advantage will be obtained using single site coverage. Consideration 2. Specific multi − sensor radar procedures.

must be given to such aspects as terminal interface, 3. Detailed checklists specifying the duties and radar reliability, etc.; and the responsibilities for the OSIC and other b. Facility directives are issued to: appropriate positions. The checklist must include, as a minimum, the following information/procedures: 1. Define areas within 40 NM of any radar site (a) Decision authority to use multi − sensor in which the adaptation has been modified.

radar coverage.

2. Permit 3 NM separation in the modified area.

(b) Coordination/notification procedures (intra − and interfacility). 3. Accommodate local procedural changes.

Standard Terminal Automation Replacement System (STARS) 11 − 8 − 5 JO 7210.3Z 12/10/15

Section 9. Safety Logic Systems Front − Line

Manager/CIC Procedures

11 − 9 − 1. SYSTEM OPERATION AMASS operations, that runway configurations and other user settings are adequate for operational use.

a. Safety logic systems are software enhance- NOTE − ments to the ASDE − 3 and Airport Surface Detection Action to change AMASS online/offline status is a Equipment System − Model X (ASDE − X) that technical operations function. ASDE − X safety logic will predict the path of aircraft landing and/or departing, automatically be disabled when the system is in and/or vehicular movements on runways. Visual and maintenance mode.

aural alerts are activated when the safety logic e. When a runway becomes unavailable for projects a potential collision.

aircraft operations for an extended period of time, the 1. Airport Movement Area Safety System runway should be entered as “closed” in the safety (AMASS) is a safety logic system enhancement to logic system. Facility procedures should be the ASDE − 3.

developed to address using the safety logic system in this capacity.

2. ASDE − X safety logic is a system enhance- f. Construction projects in the vicinity of runways ment to ASDE − X.

may cause nuisance or false alerts. The National b. The safety logic system must be operated in a Airway Systems Engineering (NASE) group may be full core alert runway configuration. (In ASDE − X, able to provide an adaptation to filter the affected when rain configuration is selected, it includes full areas from safety logic system coverage. Facilities core alerting capabilities.)

must contact NASE via email at 9 − AMC − ATOW − ASDES@faa.gov, 30 to 45 days before the c. In the event of a Multilateration (MLAT) construction is scheduled to begin to assist in failure, ASDE − X will stay operational. In this case, deciding if an adaptation is necessary.

ASDE − X will operate in radar − only mode. The system automatically transitions to radar − only mode g. ASDE − X false targets may be temporarily track when it senses an MLAT fault. No action is required dropped after positive verification has been done by by the operator to enable radar − only mode.

pilot/vehicle operator position report or controller visual observation. When a false target is temporarily 1. The controller displays will keep maps and dropped, it must be noted on FAA Form 7230 − 4, track data. Tracks that were currently being tracked Daily Record of Facility Operation.

when MLAT failed will keep their data blocks while REFERENCE − in the coverage area. Tracks on arrival with ASR FAAO JO 7110.65, Para 3 − 6 − 2, Identification.

coverage will also keep a data block while in the h. The air traffic manager may authorize a real coverage area. Tracks moving from a radar − only target to be inhibited from safety logic processing mode zone to a fully operational zone will display the when the target will likely generate a nuisance alert.

tracks as it enters the operational zone.

2. New tracks will start as unknown icons and 11 − 9 − 2. ENSURE STATUS must be manually tagged to receive a data block.

a. The front − line manager/CIC is responsible for ASDE − X safety logic processing is not affected by ensuring that the Safety Logic System is set for the radar − only mode operation. The system automatic- correct runway configuration.

ally transitions to normal operation once the MLAT subsystem is back online. Full core alerting b. The front − line manager/CIC must ensure that capabilities are provided in radar − only mode.

the operational status of the Safety Logic System is known to all operational personnel.

d. When ASDE − 3 and/or AMASS is in mainten- ance mode, AMASS data must be considered invalid c. When a status change is made to the Safety and the system must be taken offline. The front − line Logic System all personnel assigned an operational manager/CIC must validate, upon resuming normal position must be notified verbally.

Safety Logic Systems Front − Line Manager/CIC Procedures 11 − 9 − 1 JO 7210.3Z 12/10/15 d. When any status change is made to the Safety “persistent false alerts.” The determination of Logic System it must be noted on FAA Form 7230 − 4, “persistent alerts” is at the discretion of each Daily Record of Facility Operation. Such status must front − line manager/CIC.

be shown in the facility Status Information Area b. Due to the required sensitivity of surface (SIA). The front − line manager/CIC must ensure that movement radars, numerous false targets may be all outages are carried over on applicable logs.

caused by precipitation of moderate or greater intensity. Should precipitation of this magnitude 11 − 9 − 3. MONITOR ALERTS AND ENSURE occur or be imminent at locations where ASDE does CORRECTIVE ACTION not have rain configuration availability, limited configuration may be applied to avoid the likelihood a. The front − line manager/CIC must ensure that of false alerts.

the Safety Logic System is monitored and all alerts c. When it is necessary to operate the ASDE − X are complied with.

Safety Logic System in limited configuration due to b. All Safety Logic System alerts generated must “persistent false alerts,” notify Technical Operations be documented on FAA Form 7230 − 4. If unable to so that corrective action can be taken.

determine the origin of an alert, treat the alert as false d. When an AMASS false alert is received, and notify Technical Operations so that corrective limited configuration must only be used until action can be taken.

Technical Operations verifies that the system is REFERENCE − functioning properly and that the data necessary to Pilot/Controller Glossary Term − Safety Logic System Alerts.

analyze the alert has been obtained. Analysis and resolution of the circumstances surrounding the false 11 − 9 − 4. RAIN CONFIGURATION alert will be determined by Technical Operations at a a. Due to the required sensitivity of surface later date.

movement radars, numerous false targets may be e. When limited configuration is applied, it must generated by moderate to extreme precipitation.

be noted on FAA Form 7230 − 4, Daily Record of During these periods the ASDE − X and AMASS Facility Operation, including the reason for the Safety Logic Systems should be operated in rain configuration change. Ensure that all limited configuration. Should precipitation of this magnitude configurations are carried over on applicable logs.

occur or be imminent, rain configuration may be NOTE − applied to avoid the likelihood of false alerts.

1. For AMASS, the limited configuration disables all b. When the event that led to placing the system alerts except arrivals to a closed runway and is not into rain configuration is no longer a factor, the Safety considered full − core alert status.

Logic System must be reset to a normal configura- 2. For ASDE − X the limited configuration disables all tion.

alerts except arrivals to and departures on a closed runway and is not considered full − core alert status.

NOTE − When AMASS is in rain configuration all safety logic alerts with the exception of arrivals to a closed runway are 11 − 9 − 6. WATCH CHECKLIST inhibited and AMASS is not in full core alert status.

The Safety Logic System status must be included in the facility watch checklist. At a minimum, the 11 − 9 − 5. LIMITED CONFIGURATION following items must be reviewed: a. Under certain circumstances, there may be a a. Operational status.

need to operate the Safety Logic System in limited configuration. The limited configuration must only b. Runway configuration.

be used to temporarily inhibit persistent false alerts.

c. Presentation of the Safety Logic System data on The term “persistent false alert” refers to frequent all ASDE system displays.

false alerts caused by continuous or repetitive circumstances. False alerts caused by random events d. When test button is activated, the aural alert is or circumstances of short duration are not considered heard, and the speaker volume is adequate.

Safety Logic Systems Front − Line Manager/CIC Procedures 11 − 9 − 2 JO 7210.3Z 12/10/15

Section 10. VFR Waypoint Chart Program

11 − 10 − 1. POLICY NOTE − For VFR routes, refer to Section 7, Terminal Area VFR a. The VFR Waypoint Chart Program was Route Program.

established to provide VFR pilots with a supplement- 3. Assist in identifying VFR checkpoints al tool to assist with position awareness while (visual reporting points) where the associated navigating visually in aircraft equipped with area landmark is difficult to discern.

navigation (RNAV) receivers. The program’s NOTE − purpose is to enhance safety, reduce pilot deviations, When a VFR waypoint is associated with a VFR and provide navigation aids for pilots unfamiliar with checkpoint, the name of that checkpoint must be used in an area in or around Class B, Class C, and Special Use ATC communications.

Airspace (SUA). The use of VFR waypoints does not 4. Guidance for the development of VFR relieve the pilot of any responsibility to comply with waypoints to identify mountain passes/routes is or the requirements of 14 CFR Part 91.

will be provided in Flight Standards’ directives.

b. This program contains the process for 5. VFR waypoints are not for use in ATC developing and submitting requests for inclusion of communications; therefore, the VFR waypoint VFR waypoints on VFR navigational charts.

names are not pronounceable. If it is desired that a VFR waypoint be used for communications, then a new VFR checkpoint must be established. VFR 11 − 10 − 2. DEFINITION checkpoints can be established by submitting a letter to System Operations Airspace and Aeronautical A VFR waypoint is a predetermined geographical Information Management, describing the checkpoint point depicted on a chart for transitioning and/or and providing the latitude/longitude location.

circumventing controlled and/or SUA, that is defined relative to a visual reporting point or in terms of 6. VFR waypoints must not be used for those latitude/longitude coordinates.

navigational aids, airports, etc., which currently exist in the National Flight Data Center database. When a VFR waypoint is desired where a fix already exists in 11 − 10 − 3. CRITERIA the database, locate the VFR waypoint in the general vicinity considered the next most desired location.

Use the following criteria for establishing VFR waypoints on VFR navigation charts. Establishment b. VFR chart depiction: of VFR waypoints should be minimized to reduce 1. VFR waypoint names (for computer − entry chart clutter and complexity. RNAV and Global and flight plans) consist of five letters beginning with Positioning System aircraft will more accurately fly the letters “VP” and are retrievable from navigation over a specific point and this should be considered databases.

when developing VFR waypoints. Avoid placement of VFR waypoints directly over heavily populated or 2. VFR waypoints associated with VFR sensitive structures or areas; e.g., hospitals, checkpoints will not have the waypoint symbology government buildings, schools, power plants, etc.

depicted; the Interagency Air Cartographic Commit- tee (IACC) checkpoint symbol will remain. Only the a. Applications.

five − letter identifier will be charted next to the name of the checkpoint.

1. Avoidance of specific airspace; e.g., Class B, SUA, etc. VFR waypoints must not be used to define 3. VFR waypoints will be illustrated using the airspace boundaries.

IACC waypoint symbology.

2. Support VFR flyway routes with entry and 4. The latitude/longitude for each waypoint will exit points, and, when necessary, intermediate be published in the Airport/Facility Directory (A/FD) waypoints. and on one of the panels of the appropriate chart.

VFR Waypoint Chart Program 11 − 10 − 1 JO 7210.3Z 12/10/15 11 − 10 − 4. RESPONSIBILITIES Contact the Terminal Operations Area Office for assistance in preparing this chart.

a. Proponent. Any interested party may recom- (e) Justification/supporting rationale.

mend the addition of VFR waypoints to VFR navigation charts or helicopter charts via the c. The Terminal Operations Area Office must: appropriate air traffic facility.

1. Provide assistance to the air traffic facility, b. Air traffic facilities must: when requested, to prepare the camera − ready textual description of each waypoint including the name 1. Prepare VFR waypoint recommendations.

and/or to depict the VFR waypoints on a 7 The most important task in preparing the recom- 1/2 − minute quadrangle chart.

mendation is coordination with local aviation 2. Approve the VFR waypoint charting and interests; i.e., Aircraft Owners and Pilots Associ- ensure compliance with the prescribed criteria. If ation, Flight Standards District Office, Flight Service approval is granted, the Terminal Operations Area Station (FSS), military, law enforcement, etc.

Office must forward the package to System NOTE − Operations Airspace and Aeronautical Information As FSSs play an integral part in the VFR flight planning Management at least 12 weeks prior to the planned process, they may serve as a valuable resource in implementation date. The planned implementation identifying VFR waypoint recommendations.

date must coincide with a publication date of the 2. After consensus with all affected air traffic respective VFR navigation chart.

facilities and local aviation interests on the need and 3. Coordinate overall activity when multiple location of the proposed VFR waypoints, submit a facilities are affected by the planned use of VFR package to the respective Terminal Operations Area waypoints such as numerous VFR waypoints on a Office containing: VFR chart.

(a) A new or revised VFR navigation chart 4. Maintain the VFR waypoint forms (FAA depicting the location and five − letter name of each Form 8260 − 2, Radio Fix and Holding Data Record) waypoint/checkpoint.

to include corrections, changes, or modifications, as necessary.

(b) A completed FAA Form 8260 − 2, Radio Fix and Holding Data Record, in accordance with 5. Conduct annual reviews.

FAAO 8260.19, Flight Procedures and Airspace. A d. System Operations Airspace and Aeronautical list of VFR waypoint five − letter names can be Information Management must: obtained from the Terminal Operations Service Area offices obtain five − letter names from System 1. Review the incoming VFR waypoint propos- Operations Airspace and Aeronautical Information als for completeness.

Management. Flight checks are not required.

2. Verify that the requested five − letter “VP” combinations are available for use.

(c) A camera − ready textual description of each waypoint including the name. Contact the 3. Forward the package to National Aeronautic- Terminal Operations Area Office for assistance in al Charting for verification of the geographic preparing this document.

positions.

(d) A 7 1/2 − minute quadrangle chart or 4. Upon verification, National Aeronautical obstruction evaluation (OE)/airport airspace analysis Charting must notify System Operations Airspace (AAA) Geographical Information System (GIS) and Aeronautical Information Management prior to graphics with the precise point of the VFR waypoint publication in the National Flight Data Digest depicted. It is critical that the depictions be easily (NFDD).

readable by the Technical Operations Aviation 5. Maintain VFR waypoint forms (FAA Systems Standards, National Aeronautical Charting Form 8260 − 2) to include corrections, changes, or office, in order to verify the position for accurate modifications, as necessary.

charting. If using OE/AAA GIS graphics, provide the applicable 7 1/2 − minute quadrangle map names. e. National Aeronautical Charting must: VFR Waypoint Chart Program 11 − 10 − 2 JO 7210.3Z 12/10/15 1. Review the incoming VFR waypoint positions are ready for publication in the NFDD.

proposals for completeness.

3. Coordinate with System Operations Airspace 2. Coordinate with System Operations Airspace and Aeronautical Information Management to ensure and Aeronautical Information Management for the that any new or revised VFR checkpoints are resolution of any geographic positions that require published in the NFDD.

FAA Form 8260 − 2 revisions; provide System Operations Airspace and Aeronautical Information 4. Publish VFR waypoint geographic positions Management with verification that geographic in the A/FD and on appropriate VFR charts.

VFR Waypoint Chart Program 11 − 10 − 3

JO 7210.3Z 12/10/15

Chapter 12. Facility Statistical Data, Reports, and

Forms

Section 1. General Information

12 − 1 − 1. GENERAL 12 − 1 − 2. COUNTING METHODS Traffic counts may be counted either manually or through the use of nationally deployed automated Since the inception of ATC, there has been some counting programs (i.e., CountOps). The accuracy of method of recording the volume of air traffic activity.

automated counts must be validated annually to be OPSNET is the official data reporting system as per within plus/minus 3 percent of the actual traffic FAAO JO 7210.55, Operational Data Reporting count. Annual validation of traffic counts for other Requirements. All air traffic facilities, except FSSs, purposes such as “classification” meets this must report traffic count information daily through requirement.

OPSNET or OPSNET touch − tone interface (OTTER).

12 − 1 − 3. QUESTIONS OR CHANGES Any questions as to how an operation should be The FAA collects and analyzes these data to make counted or recommendations for changes to decisions on, but not limited to, budgeting, procedures should be forwarded to the appropriate forecasting, planning, programming new equipment, service area for resolution. Service areas will forward public dissemination, and historical analysis.

their questions or recommendations to the appropri- Because of its broad application and national use, it ate service unit.

is imperative the gathering of data be both standardized and accurate. Two basic requirements 12 − 1 − 4. SUMMARY OF STATISTICAL must be met for an operation count: the facility must REPORTS AND FORMS be responsible for providing service to the aircraft, and the service provided must qualify using the The table below provides a quick reference for guidelines established throughout the remainder of reporting requirements in this chapter. The OPSNET this chapter. Air traffic managers must ensure that the system provides the ability to input the required data intent of the provisions in this chapter is fulfilled. as described below. (See TBL 12 − 1 − 1.)

General Information 12 − 1 − 1 JO 7210.3Z 12/10/15 TBL 12 − 1 − 1 Reporting Requirements Facility Type Report Type 1 tower without radar Type 3 combination radar approach control and tower with radar (tower portion) Itinerant IFR arrivals and departures Type 4 combination nonradar approach control and tower without radar (tower Itinerant VFR arrivals and departures portion) Local operations Type 5 nonapproach control tower IFR overflights Type 6 combined control facility (tower portion) VFR overflights Type 7 tower with radar Type 11 Federal Contract Tower Type 2 terminal radar approach control (TRACON) Itinerant IFR arrivals and departures to all Type 3 combination radar approach control and tower with radar (TRACON por- airports tion) Itinerant VFR arrivals and departures to all Type 4 combination nonradar approach control and tower without radar airports (TRACON portion) IFR overflights Type 6 combined control facility (TRACON portion) VFR overflights Type 9 combined TRACON NOTE − 12 − 1 − 5. CATEGORIES OF OPERATIONS Air Taxi operators who do not have an FAA − issued designator have been authorized to use the prefix “T” or a. All itinerant and overflight operations are “L”.

reported in the following categories: 3. Military: All classes of military operations.

1. Air Carrier: Operations by aircraft identified 4. General Aviation: Civil operations not in Appendix 3, Air Carrier for Air Traffic Activity classified as air carrier or air taxi.

Operations Count, which use three − letter company designators. b. All local operations are reported in the following categories: 2. Air Taxi: Operations by aircraft other than 1. Civil: All civilian operations, including those identified in Appendix 3 which use three − letter local flights by air carrier and air taxi aircraft.

company designators or the prefix “T” (TANGO) or “L” (MEDEVAC). 2. Military: All classes of military operations.

General Information 12 − 1 − 2 JO 7210.3Z 12/10/15

Section 2. Itinerant Operations

12 − 2 − 1. TABULATION 5. One count for each aircraft practicing instrument procedures either on an IFR flight plan or a. Count IFR itinerant operations as follows: VFR (if approved separation is provided) that: 1. One count for an aircraft on an IFR flight plan (a) Takes off from a complete stop and or a special visual flight rule (SVFR) clearance that: practices an instrument departure.

(a) Takes off.

(b) Practices an instrument approach proced- (b) Lands.

ure.

2. One count for aircraft on an IFR flight plan b. Count VFR itinerant operations as follows: that executes a missed approach procedure.

1. One count for an aircraft operating VFR that: 3. One count for a VFR aircraft that requests to practice the published missed approach procedure (a) Takes off.

when approved separation is provided by the tower (b) Lands.

and TRACON.

2. Two counts for each low approach below 4. One count for a SVFR clearance operating traffic pattern altitude (one landing and one taking wholly within the Class D or Class E surface area, off), a stop and go operation, or touch − and − go e.g., local SVFR making a series of landings and operation.

takeoffs (towers).

NOTE − NOTE − When an aircraft operates on a SVFR clearance for a Consider operations of more than one aircraft operating series of VFR patterns and landings, only one instrument in a formation as a single aircraft. If the formation breaks count must be taken for the SVFR clearance, while each up into smaller formations, consider each additional takeoff and landing is tabulated as a local operation. formation as a separate aircraft.

Itinerant Operations 12 − 2 − 1 JO 7210.3Z 12/10/15

Section 3. Local Operations

12 − 3 − 1. TABULATION the aircraft returning from the designated practice area.

Count local operations as follows: b. Two counts for each low approach below traffic a. One count for an aircraft departing the airport pattern altitude that is a stop and go or touch − and − go area for a designated practice area and one count for operation.

Local Operations 12 − 3 − 1 JO 7210.3Z 12/10/15

Section 4. Overflight Operations

12 − 4 − 1. TABULATION One count for each segment when an aircraft operating VFR transits the airspace. A TRACON that a. Count IFR overflight operations as follows: hands an aircraft off to the tower and the aircraft One count for each segment of flight when an aircraft returns to the TRACON, count the additional portion as a separate segment.

on an IFR flight plan or SVFR clearance transits the airspace. A TRACON that hands an aircraft off to the NOTE − tower and the aircraft returns to the TRACON, count Consider operations of more than one aircraft operating the additional portion as a separate segment.

in a formation as a single aircraft. If the formation breaks up into smaller formations, consider each additional b. Count VFR overflight operations as follows: formation as a separate aircraft.

Overflight Operations 12 − 4 − 1 JO 7210.3Z 12/10/15

Section 5. Amending and Reviewing Data

12 − 5 − 1. AMENDED OPSNET DATA 12 − 5 − 2. ANALYSIS AND REVIEW Corrections must be entered into OPSNET no later Data are available for analysis and review through the than the 15th day of the following reporting month. following Web site: http://www.apo.data.faa.gov.

Exceptions to this rule must be requested and Select the OPSNET link from this page for logon.

approved through the ATCSCC, Quality Assurance Forward all requests for changes and enhancements Branch. to the person listed on the home page of the Web site.

Amending and Reviewing Data 12 − 5 − 1

JO 7210.3Z 12/10/15

Part 4. FLIGHT SERVICE STATIONS

Chapter 13. Flight Service Operations and Services

Section 1. General

13 − 1 − 1. OPERATING POSITION it is determined that the service is required and that DESIGNATORS the required personnel/equipment can be made available without jeopardizing FAA activities, Flight a. The following designators may be used to Services Operations Service Area Offices should identify operating positions in an FSS. (See accede to the request.

TBL 13 − 1 − 1.)

TBL 13 − 1 − 1 13 − 1 − 3. FLIGHT PLAN AREA Operating Position Designators The Airport/Facility Directory lists each public use airport and its associated FSS. As changes occur, Designator Position determine the flight plan area assignments as follows: 1. AA Airport Advisory a. The Flight Services Safety and Operations 2. BC Broadcast Group must assign a new airport to the nearest FSS 3. C Coordinator regardless of regional boundaries. This criterion must 4. DSC Data Systems Coordinator also be used as the determining factor for establishing flight plan areas or airport reassignments associated 5. FD Flight Data with FSS commissioning, decommissioning, or 6. FW Flight Watch functional changes.

7. IF Inflight b. Make adjustments to the flight plan area 8. N NOTAM assignment through interfacility coordination with Flight Services Safety and Operations Group 9. OM Operations Manager approval.

10. OS Operations Supervisor c. Where databases are shared, facility managers 11. PF Preflight may develop local procedures to facilitate the 12. STMCIC Supervisory Traffic Management handling of flight data across flight plan area Coordinator − in − Charge boundaries.

13. WO Weather Observer EXAMPLE − An aircraft departs Dillingham but activates a VFR flight b. Facility managers may use designators other plan with Kenai Radio. Since both facilities share a than those listed to accommodate local situations.

database, Kenai may activate the flight plan, providing local procedures have been developed.

13 − 1 − 2. TEMPORARY FSS 13 − 1 − 4. ICSS INTRODUCTORY a. Employ temporary FSSs to assure that the ANNOUNCEMENT aviation public is afforded adequate services.

a. FSS facilities using ICSS equipment must Temporary facilities may be established when provide an introductory announcement to alert pilots requested by flying organizations, cities, and other they are accessing the ICSS system.

political subdivisions to assist in the operation of EXAMPLE − fly − ins, air races, etc.

WELCOME TO THE (facility name) FLIGHT SERVICE b. Each request for a detail of FAA personnel STATION. FOR FLIGHTS OUTSIDE OF UNITED and/or equipment should be carefully considered STATES CONTROLLED AIRSPACE, CHECK DATA AS with regard to the actual need for the service. When SOON AS PRACTICAL AFTER ENTERING FOREIGN General 13 − 1 − 1 JO 7210.3Z 12/10/15 AIRSPACE, AS OUR INTERNATIONAL DATA MAY BE introductory announcement to include additional INACCURATE OR INCOMPLETE. ADVISE THE access instructions until users become familiar with BRIEFER YOU HAVE THE INTERNATIONAL the system − for a period not to exceed 6 months from CAUTIONARY ADVISORY. TOUCH − T ONE USERS MAY the date of system commissioning.

PRESS (appropriate code) FOR A BRIEFER OR c. With Flight Services Operations Service Area (appropriate code) FOR THE MAIN MENU OF SERVICES. IF YOU ARE USING A PULSE OR ROTARY Office approval, facilities may add additional menu TELEPHONE, PLEASE REMAIN ON THE LINE AND instruction for special purpose requirements, e.g., YOUR CALL WILL BE SEQUENCED FOR THE NEXT coastal route, TIBS sectorization, etc.

AVAILABLE BRIEFER .

b. Newly commissioned facilities may expand the General 13 − 1 − 2 JO 7210.3Z 12/10/15

Section 2. Position/Service Information Binders

13 − 2 − 1. RESPONSIBILITY 2. List control frequencies/dial code information.

a. The air traffic manager must provide position binders to include, but not be limited to, procedures 3. Specify local airport advisory/remote airport for accomplishing position related duties and information service (RAIS)/remote airport advisory (RAA) procedures.

responsibilities as outlined below. Additionally, examples and formats must be included for seldom 4. Specify SVFR procedures.

used procedures. Cross references to documents and 5. Specify aircraft orientation/emergency lists contained in other publications may be used pro − cedures.

where applicable. The air traffic manager may assign those functions, detailed below, to the appropriate 6. Specify PIREP handling procedures.

position(s) as facility needs dictate but must provide 7. Specify procedures for altimeter check.

those items appropriate for each position in the binders.

d. NOTAM Handling: b. The air traffic manager must retain one copy of 1. List authorized sources/telephone numbers.

the completed facility standard operating procedures Data may be stored and displayed electronically, directive in the operations area and distribute where available.

applicable sections to the positions to which they 2. Specify NOTAM dissemination procedures.

apply.

3. Specify NOTAM currency/display proced- 13 − 2 − 2. BOUNDARIES ures.

Flight Plan Area: Provide a narrative and/or graphic e. Flight Data: depiction of the flight plan area. This includes areas 1. Specify military flight plan handling/co- covered when accepting flight plan responsibility for ordination procedures.

part − time facilities.

2. Specify notification procedures for military training activities, including MTRs and MOAs.

13 − 2 − 3. POSITIONS/SERVICES 3. Specify IFR/Defense VFR (DVFR), ADIZ, a. Broadcast: Canadian, Mexican, and ICAO procedures with 1. Define broadcast area and list outlets.

examples.

2. List locations and weather products.

4. Specify customs notification procedures.

3. Specify broadcast hours.

5. Specify search and rescue notification procedures.

b. Pilot Briefing: 6. List airport search/contact telephone num- 1. List and/or specify preflight briefing display.

bers.

2. Specify flight plan handling procedures.

f. En Route Flight Advisory Service (EFAS): c. In − Flight: Provide graphic depiction of flight watch area and 1. Document aircraft contacts. include communications outlets.

Position/Service Information Binders 13 − 2 − 1 JO 7210.3Z 12/10/15

Section 3. Operations

13 − 3 − 1. AIRPORT CONDITION FILE and the facilities used in aircraft orientation and pilot briefings. Combine familiarization flights and liaison Maintain a current file of all public use civil landing visits as practicable.

areas within the FSSs flight plan area. Post the latest available information regarding airport conditions 13 − 3 − 5. DUTIES and facilities on the current FAA Airport Master Record (FAA Form 5010 − 1). Review the National Typical duties for liaison visits and familiarization Flight Data Digest, and post changes not previously flights include: received.

a. Acquiring knowledge of airports, facilities, and topography.

13 − 3 − 2. LANDING AREA STATUS CHECKS b. Becoming familiar with landmarks.

To the extent that their operational duties permit, FSS c. Becoming familiar with the operation of aircraft air traffic managers are encouraged to visit airports equipment and navigation procedures.

and to contact airport managers. Operational changes in airport conditions, facilities, or services that are d. Discussing FAA services.

observed by or reported to the FSS must be e. Checking arrangements for handling NOTAMs.

transmitted to System Operations Airspace and Aeronautical Information Management.

f. Checking arrangements for the search of airports for missing aircraft.

13 − 3 − 3. AIRPORT SEARCH g. Checking arrangements for alerting airport ARRANGEMENTS emergency equipment.

FSS air traffic managers must arrange with the airport h. Checking the listing of airports and other management of each civil landing area in the FSSs facilities in aeronautical publications and their flight plan area, including private landing areas as depiction on aeronautical charts.

appropriate, to be searched for an overdue or i. Collecting information for the Airport Condi- unreported aircraft upon request from the station.

tion File and the aircraft orientation board.

Request police assistance in searching unattended landing areas.

j. Ascertaining the number of based aircraft and/or itinerant operations for planning FX or other communications needs to the associated FSS.

13 − 3 − 4. LIAISON VISITS k. Obtaining pilots’ opinions of the services As practicable: provided by the station.

a. Visit attended landing areas at least once each l. Practicing aircraft orientation procedures.

year. Visit unattended fields at the discretion of the FSS air traffic manager. Rotate liaison visits among professional level specialists. 13 − 3 − 6. TIE − IN NOTAM RESPONSIBILITY b. Make familiarization flights over the FSSs Tie − in FSSs must make arrangements with other flight plan area and particularly the area within 100 agencies and facilities (NWS, U.S. Army, control miles of the station. This will enable specialists to tower, etc.) for the proper exchange of NOTAM acquire and maintain knowledge of the landmarks information.

Operations 13 − 3 − 1 JO 7210.3Z 12/10/15

Section 4. Services

13 − 4 − 1. PREFILED FLIGHT PLANS 13 − 4 − 2. PRACTICE INSTRUMENT APPROACHES When an aircraft operator regularly makes two or At locations providing Local Airport Advisories more identical flights per week and the FSS air traffic (LAA) where either an ARTCC or an approach manager believes that a prefiled flight plan program control facility provides IFR separation to VFR would provide beneficial service, a LOA must be aircraft practicing instrument approaches, provisions executed between the concerned FSS and the for handling such aircraft must be included in a letter scheduled operator, preferably operators certificated of agreement.

under 14 CFR Part 121 or 14 CFR Part 135, or the REFERENCE − military desiring to prefile flight plans. The following FAA JO 7110.65, Para 4-8-11, Practice Approaches criteria must be used in coordinating and implement- ing the prefiled flight plan program: 13 − 4 − 3. OPERATION OF AIRPORT LIGHTS a. The LOA must provide for but not be limited to: a. When a FSS is located at an airport or at a part − time tower location, the FSS air traffic manager 1. Each operator will furnish the appropriate may, under the terms of a LOA with the airport FSS with a specific contact for coordination manager and the tower, assume this responsibility including the name, address, and telephone number provided that: of the party to notify if an aircraft becomes overdue, 1. The controls are extended into the station and day or night.

are located conveniently at the operating position.

2. Prefiled flight plans must be furnished for 2. The operating quarters afford a sufficient each flight, and signed by an authorized representat- view to determine the operating status of the lights ive of the company.

without the specialist having to leave his/her post of duty or an indicator is provided in the station quarters 3. Immediate notification by the operator of which will show the actual operating status.

permanent cancellation or change of prefiled flight plans. This permanent data change must be accepted b. FSS operating less than 24 hours a day which any time prior to the activation of the flight plan. have lighting control responsibility must be guided by the instructions in Part 3, Chapter 10, Section 6, 4. Separate and complete flight plans must be Airport Lighting .

required when the operator desires to deviate from the prefiled data.

13 − 4 − 4. RUNWAY EDGE LIGHTS ASSOCIATED WITH MEDIUM APPROACH 5. The operator must request activation with the LIGHT SYSTEM/RUNWAY ALIGNMENT appropriate FSS not more than 24 hours or less than INDICATOR LIGHTS 1 hour in advance of the estimated time of departure for prefiled flight plans. Flight plans may be FSSs having responsibility for the control of automatically activated if this is contained in a LOA. MALS/RAIL brightness must comply with the instructions in Paragraph 10 − 6 − 8, Runway Edge 6. Violations of these procedures by the Lights Associated with Medium Approach Light operator will be grounds to terminate the program System/Runway Alignment Indicator Lights.

with the operator.

13 − 4 − 5. LOCAL AIRPORT ADVISORY b. Only those prefiled flight plans for which the (LAA)/REMOTE AIRPORT ADVISORY operator has requested activation must be transmit- (RAA)/REMOTE AIRPORT INFORMATION ted. Prefiled flight plans which are known to be in SERVICE (RAIS) error, not going to depart, or any other reason which will cause a cancellation or a resubmission must not a. Provide LAA at FSSs during the published be transmitted to a control facility. service hours when: Services 13 − 4 − 1 JO 7210.3Z 12/10/15 1. Located on the airport. 7. The facility’s productivity factor is determ- ined by dividing the annual RAA service count by 2. There is no operating control tower on the 16,000.

airport.

NOTE − The productivity factor is compared to the number of 3. The facility has a continuous display of the employees used to provide the service and must be equal automated weather data or manual weather observa- to or greater than the number of employees needed to tions.

provide the service. Normally about 2.5 employees are 4. A discrete frequency or the tower frequency, factored annually to provide 10 hours of service per day.

(The .5 factor ensures employee vacations, training when the tower is closed, is available.

periods, sick days, and daily break periods).

5. The pilot says, “I have the automated c. Provide RAIS to support special events at weather.” airports during NOTAM D service hours when: b. Provide RAA at FSSs during the published 1. The airport authority has requested the service hours when: service at least 30 days in advance and the facility has the resources available to provide the service.

1. The airport authority or airport manager has requested the service and the facility has the resources 2. There is no operating control tower at the available to provide the service.

airport.

3. The facility has discrete communications 2. The annual traffic density and employee capability at the airport.

productivity factor is high enough to justify the cost of providing the service. Published service times may 4. The RAIS airport has automated weather be adjusted by the facility manager to accommodate reporting for the pilots with voice capability.

anticipated or forecast traffic density changes.

5. The pilot says, “I have the automated EXAMPLE − weather.” Winter service hours may be longer than summer service 6. A NOTAM D has been issued at least hours at airports that service several popular ski resorts.

24 hours in advance.

Therefore, the manager may choose to reduce or suspend summer service to mitigate short − term productivity concerns.

13 − 4 − 6. AUTOMATIC FLIGHT INFORMATION SERVICE (AFIS) − ALASKA 3. There is no operating control tower on the FSSs ONLY RAA airport.

a. Alaska FSS AFIS provides a continuous 4. The facility has a continuous display of the broadcast of recorded non − control information at automated weather data or manual observations are airports in Alaska where a Flight Service Station reported to the facility.

(FSS) provides local airport advisory service. The AFIS broadcast automates the repetitive transmis- 5. There is a remote discrete frequency or the sion of essential but routine information such as tower frequency is remoted to the FSS, when the weather, wind, altimeter, favored runway, breaking tower is closed.

action, airport NOTAMs and other applicable 6. The airport has a traffic density of 25,000 or information. The information is continuously more aircraft operations per year.

broadcast over a discrete VHF radio frequency (usually the ASOS frequency). Pilots are urged to NOTE − If a new airport fails to deliver 25,000 aircraft operations listen to AFIS when arriving, departing, and during the first year of service, RAA must be discontinued.

operating within the airport advisory area as it After the first year is completed and yields 25,000 or more relieves frequency congestion on the local airport aircraft operations, the decision to continue services is advisory frequency. AFIS is not used in terminal evaluated on the anniversary date and based on a areas and does not contain approach information.

minimum of 25,000 aircraft operations at the target b. Before transmitting, the voice message must be airport during any consecutive twelve months of the reviewed to ensure content is complete and accurate.

previous 3 years.

Services 13 − 4 − 2 JO 7210.3Z 12/10/15 Ensure specialist speech rate does not exceed 100 3. The frequency for operating pilot controlled words per minute, the enunciation is of the highest lighting.

quality, and each part of the message is easily 4. The FSS and frequency for additional understood.

information.

c. Keep messages as brief and as concise as practical. f. The FSS air traffic manager that has responsibil- ity for a FSS utilizing AFIS equipment must ensure d. ASOS must not be allowed to broadcast that ATCS personnel assigned to duty in that FSS are weather concurrent with AFIS.

in compliance with the AFIS requirements and that e. During hours of non − operation of Alaska FSS they receive training to utilize AFIS equipment and AFIS, ASOS broadcast capability must allow the are familiar with required procedures.

automated weather report to be broadcast on the ASOS frequency in the one minute update mode and include the following information: 13 − 4 − 7. TRANSMISSION OF MESSAGES FROM AIRPORT INSPECTORS 1. The FSS hours of operation or in the case of a seasonal FSS, a statement that the FSS is closed for Accept administrative messages from airport inspect- the season.

ors for transmission to NFDC and other FAA offices 2. The appropriate common traffic advisory as prescribed in Chapter 2 of FAAO 5010.4, Airport frequency (CTAF). Safety Data Program.

Services 13 − 4 − 3

JO 7210.3Z 12/10/15

Chapter 14. Aviation Meteorological Services and

Equipment

Section 1. General

14 − 1 − 1. FAA − NWS AGREEMENT must cooperate to the fullest extent possible with organizations making requests for special arrange- By interagency agreement, FAA and NWS cooperate ments to satisfy their requirement.

in providing aviation meteorological services to the aviation public. This cooperation is designed to 14 − 1 − 4. TELEPHONE LISTINGS provide maximum service within the combined FSS air traffic managers must ensure that appropriate capabilities of the two agencies.

telephone numbers are properly listed in telephone directories (including yellow pages when applicable) 14 − 1 − 2. CERTIFICATES OF AUTHORITY and in the Airport/Facility Directory. Include TEL − TWEB (Alaska only), and Fast File in the local a. FSS personnel must obtain a certificate of directories, and ensure that Foreign Exchange, authority from the NWS before performing the Enterprise, etc., are listed in the directories of the following functions: areas which they serve. Numbers should always be 1. Weather observing.

listed under the subheading Flight Service Station 2. Interpretation of weather radar. under United States Government, Department of Transportation, Federal Aviation Administration.

3. Pilot weather briefing.

When possible, list the primary pilot weather briefing 4. EFAS (Flight Watch).

number under the Frequently Requested Numbers section at the beginning of United States Government b. FSS personnel selected as Academy instructors listings.

who hold current certificates of authority for Weather EXAMPLE − Observations/Pilot Weather Briefings may maintain United States Government their currency by forwarding the certificates to the Department of Transportation Weather Service Coordinator, AMA − 514.

Federal Aviation Administration Flight Service Station 14 − 1 − 3. LIAISON WITH AVIATION (Address) INTERESTS Pilot Weather Briefing Fast File Flight Plan a. Because of their aviation service responsibilit- 2 Facility Supervisor ies, FSS supervisors should establish and maintain /1/ Parent FSS number for part − time FSSs.

cordial relations with aviation interests within their /2/ Administrative number.

flight plan areas. They should keep apprised of 14 − 1 − 5. MINIMUM WEATHER EQUIPMENT aviation users’ weather and aeronautical information needs and assist them in making effective use of the FSSs taking basic weather observations must have: available services. This liaison should include other a. A ceilometer (balloons and ceiling lights are FAA facilities, NWS facilities, airport management, acceptable until replaced).

airline and military operations offices, fixed base b. A hygrothermometer and a sling psychrometer operators, pilot organizations, and Civil Air Patrol for use in the event the hygrothermometer is (CAP).

inoperative.

b. Some aviation operations (e.g., emergency c. A wind direction and speed system. (A gust medical flights) require time critical services.

recorder, if required, will be furnished by NWS.)

Immediate dispatch of the mission is imperative and delays in obtaining required weather and aeronautical d. A standard 8 − inch rain gauge (furnished by information may be life endangering. FSS managers NWS if the station reports precipitation).

General 14 − 1 − 1 JO 7210.3Z 12/10/15 e. An altimeter setting indicator and a traceable TBL 14 − 1 − 1 D − Chapter Listing pressure standard. (A barograph, if required, will be furnished by NWS.)

Issuance Issuance Chapter Title/Amendments Number Date WSOMD − 20 Aviation Area 91 − 3 5/3/91 14 − 1 − 6. SUPPLY − SUPPORT Forecasts* OML 10 − 92* Equipment used exclusively for aviation observa- OML 11 − 92* OML 12 − 92* tions will be procured, installed, operated, main- WSOMD − 21 Aviation Terminal 84 − 14 10/26/84 tained, and supply − supported by FAA. Observational Forecasts equipment; e.g., gust recorders, barographs, and rain Rev 1 85 − 1 1/22/85 gauges, serving multiple NWS/FAA purposes will be Rev 2 88 − 4 3/11/88 OML 3 − 85 procured, installed, maintained, and supply − suppor- OML 11 − 86 ted by NWS unless otherwise agreed to. To the OML 1 − 91* OML 6 − 92* maximum extent possible, each agency should avail OML 5 − 93 itself of the facilities offered by the other in WSOMD − 22 Aviation In − Flight 91 − 7 5/22/91 contracting for, installing, maintaining, and supply − Weather Advisories* supporting observational equipment on a nonreim- WSOMD − 23 Special Aviation 79 − 11 8/23/79 bursable basis where appropriate.

Forecasts and Events 81 − 18 11/4/81 WSOMD − 24 Wind and Temper- ature Aloft Forecasts 14 − 1 − 7. NWS OPERATIONS MANUAL OML 4 − 83 4 − 83 2/7/83 a. Specialized Weather Services, Chapter D − 20 WSOMD − 25 Support to AT 84 − 1 2/10/84 through Chapter D − 27, are distributed by Washing- Facilities 2 − 84 OML 2 − 84 ton headquarters to all FSS facilities. When other D Chapters are required, facility managers must arrange WSOMD − 26 Aviation Weather 85 − 9 8/26/85 Warnings and Pilot Briefings for routine distribution through the respective Flight Rev 1 Services Operations Service Area Office.

OML 13 − 92* 88 − 8 8/1/88 OML 7 − 92* OML 1 − 92* b. If the listed Weather Service Operations Manuals (WSOM) and associated Operational WSOMD − 27 In − Flight Reports 73 − 1 1/23/73 from Pilots (PIREPs) Manual Letters (OML) are not available through WSOMD − 30 Transcribed 88 − 3 2/5/88 FAA Distribution, those items annotated with an Weather Broadcast Text asterisk may be obtained from: Products WSOMD − 35 International 74 − 20 9/27/74 National Oceanic and Atmospheric Administration Aviation Area Forecasts (NOAA) Logistics Supply Center Rev 5/29/75 OML 7 − 89 75 − 11 1510 East Bannister Road Building 1 WSOMD − 37 International 88 − 6 6/1/88 Aviation Aerodrome Forecasts Kansas City, Missouri 64131 OML 7 − 88 WSOMD − 38 International 88 − 5 5/27/88 Remaining documents may be obtained by contact- Aviation In − Flight Advisories ing the Weather Service Evaluation Officer (WSEO) OML 3 − 91* OML 3 − 90 servicing your area.

OML 8 − 89 c. Following is a list of the available chapters. WSOMD − 79 National Weather 83 − 8 4/27/83 Service Flight Operations They are amended and supplemented by the issuance WSOMD − 82 Training Program 89 − 8 8/17/89 of either a revision or an Operations Manual Letter for Pilot Weather Briefers (OML). When ordering, specify the effected Rev 1 D chapter, the revision or the OML, and include the Rev 2* 90 − 10 11/27/90 OML 8 − 92 92 − 2 4/28/92 issuance number and the date. (See TBL 14 − 1 − 1.)

General 14 − 1 − 2 JO 7210.3Z 12/10/15 D − Chapter Listing − continued Issuance Issuance Chapter Title/Amendments Number Date WSOMD − 83 Aviation Weather 74 − 19 9/16/74 Seminars and Safety Clinics WSOMD − 90 Weather Support 89 − 1 2/15/89 for Accident Investigations and Litigation OML 3 − 92 * If not available through FAA Distribution, may be obtained from: NOAA Logistics Supply Center 1510 East Bannister Road Building 1 Kansas City, Missouri 64131.

General 14 − 1 − 3 JO 7210.3Z 12/10/15

Section 2. Pilot Weather Briefing

14 − 2 − 1. BRIEFING RESPONSIBILITY 14 − 2 − 5. FSS − WSO/WFO NOT ADJOINING At locations where joint briefing displays are not FSSs are responsible for providing weather briefings practicable, cooperative briefing service may be to users of aviation weather information calling in furnished by means of a one − call phone arrangement.

person, by radio, or telephone. These briefings are This system provides for all aviation weather briefing fulfilled by direct application or interpretation of telephone requests to be received in the FSS on lines NWS guidance forecasts supplemented by the latest listed under the FSS. By a switching arrangement, the observations and pilot reports.

pilot can be referred to the WSO/WFO when requested by the pilot.

14 − 2 − 2. WEATHER CHART DISPLAY 14 − 2 − 6. FLIGHT PLANNING DISPLAY Some of the more useful weather charts for pilot Maintain flight planning displays in FSSs and other weather briefings are: surface and upper air analysis, locations, as appropriate, convenient for pilot use.

freezing level analysis, stability index analysis, radar Such displays include: depiction, weather depiction, surface and upper air prognosis, significant weather (high and low level) a. Aeronautical charts covering the flight plan area prognosis, and maximum wind and wind shear that depict military training routes.

analysis and prognosis. Weather chart displays b. A planning chart with a means for measuring should include but not necessarily be limited to these distances and plotting courses.

charts.

c. Airport/Facility Directory, NOTAM publica- tion, and Aeronautical Information Manual.

14 − 2 − 3. TELEVISION EQUIPMENT d. Army Aviation Flight Information Bulletin.

Closed circuit television equipment (CCTV) is e. DOD IFR En Route Supplement and DOD VFR available in a number of high − activity FSSs.

Supplement.

Facilities should use the equipment to display REFERENCE − weather graphic information. Facilities that have Para 14 − 2 − 8, Military Training Activity.

additional television cameras available, after graph- f. Drawing of the local airport.

ics requirements are met, may display alphanumeric data.

g. Sunrise and sunset tables.

h. Aero computer.

14 − 2 − 4. FSS − WSO/WFO ADJOINING i. Pilot chart working area.

When the offices are adjoining, the aviation briefing 14 − 2 − 7. FLIGHT PLANNING FORMS facilities should be combined to the extent practicable for efficient weather briefing service. A FSS facility managers must assure FAA Form joint display should provide all needed aviation 7233 − 1, Flight Plans, are available in the pilot weather information. The briefing function will be briefing area for use by pilots. Maintain a sufficient conducted in accordance with local agreements supply to provide additional copies, as needed, to prepared by the NWS and the FAA regions and based pilots, aviation companies, and organizations on on interagency policy. Normally, briefings will be request.

provided by FSS personnel. The NWS will provide support by providing and updating briefing material, 14 − 2 − 8. MILITARY TRAINING ACTIVITY consultation with the FSS briefers, and direct briefing service to the aviation user when requested by the Ensure that the current DOD General Planning (GP), user or the FSS specialists. DOD Flight Information Publication (FLIP), Special Pilot Weather Briefing 14 − 2 − 1 JO 7210.3Z 12/10/15 Use Airspace (AP/1A), Military Training Route briefing assignment to another or returning to a pilot (AP/1B), and associated charts are readily available weather briefing position after a break of 3 months to for preflight briefings to pilots: 1 year in the performance of briefing duties is required to obtain a reorientation check before a. Post the DOD FLIP chart, or that portion performing pilot weather briefing duties.

covering at least the flight plan area plus a 100 NM extension of the FSSs existing flight plan area.

b. A pilot weather briefer returning to briefing b. Publicize new or revised MTRs and MOAs duties after an absence of more than 1 year from through letters to airmen, pilot meetings, and where briefing duties is required to be requalified by means practicable, “handouts” charting the routes/areas of an oral examination by the NWS.

within the FSS flight plan area and the 100 NM extension of the existing flight plan area.

c. FSS personnel who are selected as Academy 14 − 2 − 9. TRANSFER OF BRIEFERS Instructors. (See para 14 − 1 − 2, Certificates of a. A pilot weather briefer transferring from one Authority.)

Pilot Weather Briefing 14 − 2 − 2 JO 7210.3Z 12/10/15

Section 3. En Route Flight Advisory Service (EFAS)

14 − 3 − 1. GENERAL e. An assigned discrete frequency must be available for communications with aircraft operating EFAS, Radio call; “FLIGHT WATCH” is a service at FL180 and above within each FWCS’s associated specifically designed to provide en route aircraft with ARTCC area. This does not preclude use of the timely and meaningful weather advisories pertinent frequency for communications with aircraft operat- to the type of flight being conducted. This ing at a lower altitude where frequency coverage information is limited to near − time or real − time permits.

weather that will directly affect an aircraft’s route of flight. Full weather briefings and nonweather 14 − 3 − 4. HOURS OF OPERATION aeronautical information are not provided by Flight EFAS must be available from 6 a.m. to 10 p.m. local Watch Specialists (FWS).

time, 7 days a week. The Flight Services Operations Service Area Office, with concurrence of the Vice 14 − 3 − 2. FLIGHT WATCH AREA (FWA) President, Flight Services, may authorize extension of hours or a 24 − hour operation when it is determined The FWA is the area within which EFAS is provided that expanded or continuous operation is essential to by the Flight Watch Control Station (FWCS).

aviation safety.

a. The FWA must normally be defined by the boundary of the associated ARTCC plus 100 NM.

14 − 3 − 5. STAFFING b. The Flight Services Operations Service Area a. The EFAS operating position must be manned Director may redesignate the FWA when necessary to by certified FWS. Each FWCS must be staffed accommodate service responsibilities at facilities not sufficiently for the authorized hours of operation. The yet consolidated into ARTCC areas. These FWAs Flight Services Operations Service Area Office can will vary according to the number and range of the authorize additional staffing levels when justified communications outlets, but should include an area and requested by the facility air traffic manager.

that overlaps adjacent FWCS operational areas by at b. During periods of high activity, an additional least 50 NM.

specialist may be assigned to the position to assist the FWS in the processing, posting, and dissemination of 14 − 3 − 3. SYSTEM CONFIGURATION weather information. It is not required that this specialist be EFAS qualified to perform these duties.

a. EFAS must be provided to aircraft within communications coverage of the FWCS. This will 14 − 3 − 6. NATIONAL WEATHER SERVICE normally be considered congruent to the FWA.

(NWS) SUPPORT b. Remote Communication Facilities (RCF) loca- a. The NWS area manager (normally the WFO tions must be at an FSS, an existing RCF, or a VOR meteorologist − in − charge) of the WFO within which location when possible. The locations may be the FWCS is located, or as designated by the NWS adjusted when it is advantageous to do so for reasons regional office, has the responsibility to monitor and such as better communications coverage, leasing evaluate the various links between the NWS and FAA problems, etc.

facilities. The air traffic manager must coordinate with the designated NWS area manager to establish c. Communications, through local or remote and maintain EFAS/NWS local procedures.

outlets, must be provided to enable pilots operating at or above 5,000 feet above ground level to maintain b. The CWSU of the associated ARTCC is communications over the area served by the FWCS.

designated as the primary operational support facility for the FWCS. The CWSU will, to the extent d. Frequency 122.0 MHz must be provided as a practicable, commensurate with other duties: common frequency at all EFAS facilities and used for communications with aircraft flying below 1. Provide duty briefings once per shift, as 18,000 feet MSL. initiated by the FW specialist, which will include a En Route Flight Advisory Service (EFAS) 14 − 3 − 1 JO 7210.3Z 12/10/15 thorough description of meteorological conditions 14 − 3 − 8. TRAINING which are impacting, or are expected to impact, a. Classroom Training. Successful completion of aviation weather within the FW/ARTCC area.

an FAA approved Flight Service Station En Route Flight Advisory Service course is required prior to 2. Provide expertise for consultation of ongoing position certification.

weather trends during the hours the CWSU is operational.

b. Facility Training. “Facility qualification train- ing and certification requirements for the FWS c. Support for EFAS operational questions or position must be developed and administered using clarification concerning weather is also provided by the guidance contained in FAAO 3120.4, Air Traffic the associated WFO and the National Aviation Technical Training.” Weather Advisory Unit (NAWAU) for specific products originated by these offices. The WFO will also provide EFAS support, (weather consultation) as 14 − 3 − 9. CERTIFICATION necessary, when CWSU service is unavailable.

The following personnel must be certified on the NOTE − FWS position: The CWSU hours of operation are normally the same as a. All newly selected FWS.

the EFAS facility. Preparation and priority duties may preclude extended service for the first 1 to 2 hours of b. All first − line supervisors assigned to FWCS operation.

locations. The certification must be accomplished within 1 year of selection or during the probationary period.

14 − 3 − 7. EQUIPMENT c. All permanently assigned training specialists A separate position of operation must be provided for and quality assurance specialists at FWCS locations.

EFAS. The following equipment and/or material Resident Course 50201 should be completed within must be terminated in, or readily accessible at, the the first year of assignment.

EFAS console: 14 − 3 − 10. RECERTIFICATION a. Graphic weather chart, computer “view se- quences,” and written message display equipment. REQUIREMENTS a. Previously certified personnel, after an absence b. Weather radar displays to provide presentations of more than 120 days but less than 1 year, must be from local and remote sites covering the associated provided refresher training at the facility as ARTCC area plus 100 NM when available and determined by the facility manager and recertified on feasible. (Dependent on sites and coverage.)

the position by their first − line supervisor.

c. Weather satellite displays.

b. Previously certified personnel, after an absence of more than 1 year from the FWS duties, must be d. Alphanumeric Service A weather data.

provided refresher training at the facility as e. FSS/NWS lines. Access must be provided to the determined by the facility manager, pass an EFAS associated CWSU and WFO providing aviation Recertification Examination by the FAA Academy meteorological support.

NWS Unit, and be recertified on the position by their first − line supervisor.

f. Position recording of the FW position and an c. The EFAS certification exam is maintained by associated time signal must be provided at FWCSs.

FAA Academy NWS Unit, Mike Monroney g. PIREP display. A PIREP graphic display, Aeronautical Center. To obtain a copy, forward a computer “view sequence” or manual equivalent written or electronic request to the FAA Academy (written) must be provided at the EFAS position for NWS Unit. Instructions for administration and display and maintenance of pilot reported weather grading of the examination will be included in the conditions over the FWA. package.

En Route Flight Advisory Service (EFAS) 14 − 3 − 2 JO 7210.3Z 12/10/15 14 − 3 − 11. QUALIFICATION AND SELECTION a. To be considered for an EFAS position, an air traffic control specialist must have, as a minimum, 2 years experience as a facility − rated FPL specialist.

b. All personnel must be selected under applicable agency personnel policies.

En Route Flight Advisory Service (EFAS) 14 − 3 − 3 JO 7210.3Z 12/10/15

Section 4. Broadcasts

14 − 4 − 1. STATION BROADCASTS prefer such a program be carried as a public service feature of the standard broadcast station.

Facility air traffic managers must select the specific e. No commercial broadcast station or other reports to be included in the Scheduled Weather special equipment is located in the FSS.

Broadcast (SWB) and the Transcribed Weather Broadcast (TWEB). Include in each type broadcast a f. FAA personnel must not make direct or recorded sufficient number of reports to serve the users’ needs.

broadcasts regularly over a standard broadcast The selection of the reports and any proposed station. A waiver to this policy must be approved by changes must be coordinated with known users of the the respective Flight Services Operations Area Office station broadcast. In addition, facility air traffic and the Vice President of Flight Services.

managers at TWEB transcribing locations must NOTE − coordinate with facility air traffic managers at remote TWEB procedures apply only to FSS facilities in outlets to ensure adequate service to the users in all Alaska.

areas covered by the TWEB facility. The reports should be broadcast in clockwise order, beginning with the report nearest to but east of true north from 14 − 4 − 4. REDUCING RECORDED WEATHER the broadcast station. Changes may be implemented INFORMATION SERVICES immediately unless prior Flight Services Operations Area Office approval is required. Recorded weather services are TWEB (Alaska only) and TIBS. These services are very valuable and cost effective when utilized by the aviation community.

14 − 4 − 2. COORDINATE WITH WEATHER The following guidelines will assist facility FORECAST OFFICE (WFO) (ALASKA managers when adjusting services.

ONLY) a. Minimum service hours for recorded weather services must be from 0600 thru 1800 local. Waivers FSS air traffic managers at TWEB transcribing must not be granted.

locations must coordinate with the associated WFO to ensure that TWEB forecast texts are adjusted as b. The facility manager may increase or reduce requirements change.

services between the hours of 1800 thru 0600 hours.

To assist in the decision process the manager must proactively solicit user input at least twice annually.

14 − 4 − 3. COMMERCIAL BROADCAST STATIONS c. A record summarizing the semi − annual solicita- tion activities must be maintained to justify and Requests to broadcast scheduled or transcribed support the decision process and resultant changes in weather broadcasts which may be useful to the service. The record must contain an evaluation aviation community may be approved on an section with conclusions, as statement of actions individual basis provided: taken in response to the information, and a 60 − day follow − up plan to verify use of the requested a. Any such request is coordinated with the FAA services.

and the NWS regional office before approval.

d. The record must be retained locally for three b. The radio station identifies the source of the years then destroyed.

information.

e. When services are added in direct response to a c. The broadcast is confined to within 1 hour of the request for services from local aviators and the time announced on the TWEB or the SWB.

60 − day evaluation determines a lack of use or very d. If feasible, the broadcast is not identified or low use, prior to discontinuing the new services associated with a sponsor. The FAA and the NWS discuss the issues with the group’s representative.

Broadcasts 14 − 4 − 1

JO 7210.3Z 12/10/15

Chapter 15. Equipment

Section 1. General

15 − 1 − 1. RESPONSIBILITY 15 − 1 − 3. ADDITIONAL TELEPHONE SERVICE FSS air traffic managers must identify requirements Submit operational justification for additional local for new and replacement equipment and facilities by telephone service to the service area office when a budget submission.

facility receives or makes telephone calls amounting NOTE − to an aggregate of more than 20 minutes per line Not applicable to contract facilities.

during a normal daily peak hour. The rotary system must be used for this service.

15 − 1 − 2. AIRCRAFT ORIENTATION 15 − 1 − 4. ORDERING OVERLAYS PLOTTING BOARD a. Compass Rose Clear Plastic Overlays. When FIG 15 − 1 − 1 ordering the overlays, use the following National Example of a Standard Aircraft Orientation Plotting Stock Numbers (NSN): Board 1. VOR 3 − inch compass rose: NSN 5220 − 01 − 062 − 8231.

b. Requests for aircraft orientation plotting board and compass rose overlays should be forwarded to: FAA Mike Monroney Aeronautical Center P.O. Box 25082 Oklahoma City, Oklahoma 73125 c. Items must be ordered by using one of the following three methods: 1. LIS System: NSELITE System through Service Area office; must have NSN, user ID and password, supply support code (SSC), facility type (equipment application), and facility location identifier.

2. IMPART: www.impart.faa.gov; must have NSN, user ID and password, facility location identifier.

3. FAA Logistics Center, Customer Care Center − (405) 954 − 3793 or 1 − 888 − 322 − 9824: must have NSN or part number, supply support code Maintain an aircraft orientation plotting board (see (SSC), equipment application, facility location FIG 15 − 1 − 1), parallel rulers, plotters, and fine − line identifier.

china marking pencils for use in aircraft orientation.

Record pertinent information directly on the board 15 − 1 − 5. LEASED EQUIPMENT SUPPLIES using the marking pencils. After the orientation is completed, transfer the information from the plotting a. FSSs equipped with Leased Service A Systems board to official forms for record purposes. (LSAS) must provide all expendable items. These General 15 − 1 − 1 JO 7210.3Z 12/10/15 should normally be obtained through the FAA supply c. OASIS. The vendor provides a basic quantity system. of consumable supplies on a yearly basis. The FAA must provide anything beyond this basic allotment.

b. Paper used in the LSAS monitor printer must be retained for 15 days.

General 15 − 1 − 2 JO 7210.3Z 12/10/15

Section 2. Frequencies

15 − 2 − 1. VOR AND VORTAC VOICE b. Provide one line when a remote communica- CHANNELS tions outlet has only a 122.1 MHz receiver.

c. Control lines are not required if line costs considerably exceed normal costs and cannot be Provide control lines for air − ground communications justified in a particular case.

and Category I monitoring on all VORs and VORTACs as follows: 15 − 2 − 2. UHF EN ROUTE CHANNEL a. Provide independent transmitting and receiving Frequency 255.4 MHz must be the UHF channel for lines to the controlling FSS when a remote en route communications with military aircraft and communications outlet is associated with the VOR or must be provided as necessary to meet military en the VORTAC. route requirements.

Frequencies 15 − 2 − 1

JO 7210.3Z 12/10/15

Chapter 16. Facility Statistical Data, Reports, and

Forms

Section 1. General Information

16 − 1 − 1. FORM USAGE 16 − 1 − 2. TOTAL FLIGHT SERVICES FORMULA a. FSSs, as used herein, include and apply to combined facilities insofar as station functions are Total Flight Services have historically been and concerned. All domestic and IFSS must use FAA continue to be used as a measurement of the overall Form 7230 − 13 daily for recording in − flight, flight activity of individual FSSs. Total Flight Services are plan, and pilot briefing activity.

based on the following formula: REFERENCE − a. FSS: Total Flight Services equal two times Para 16 − 5 − 3, Distribution and Amendment.

pilot briefs plus two times flight plans originated plus TBL 16 − 1 − 1 aircraft contacted.

National Activity Summarization b. IFSS: Total Flight Services equal two times Required Breakdown pilot briefs plus two times flight plans originated plus Type of Service Type of Activity Category of Use two times aircraft contacted.

Involved c. FSS/IFSS: Total Flight Services equal two Aircraft IFR/DVFR/SVFR AC, AT, GA, MI contacted (grouped) VFR times pilot briefs plus two times flight plans originated plus two times international aircraft Flight plan count IFR & DVFR No breakdown (grouped) VFR required contacted plus one times domestic aircraft contacted.

Pilot briefs No breakdown NOTE − required Total Flight Services are not to be confused with the Flight Service Activity Factor, which is used for facility grade b. A minimum amount of information regarding level determination and reclassification purposes. The FSS activity, suitably broken down, is required to present classification criteria and related formula for the determine manpower requirements and for budgetary Flight Service Activity Factor are contained in the and personnel matters. There is a need for national GS − 2152 position − classification standard issued by Civil summarization monthly of the above activity: (See Service Commission (CSC) (now Office of Personnel TBL 16 − 1 − 1.) Management (OPM)) in June 1978.

General Information 16 − 1 − 1 JO 7210.3Z 12/10/15

Section 2. Aircraft Contacted

16 − 2 − 1. AIRCRAFT CONTACTED e. For EFAS, one aircraft contacted count may be taken for each communications outlet over which the a. Maintain data on the following categories of same aircraft is provided service.

aircraft operations: 1. Air Carrier: Operations by aircraft identified 16 − 2 − 2. LOCAL AIRPORT ADVISORY in Appendix 3 which use three − letter company (LAA)/REMOTE AIRPORT ADVISORY designators.

(RAA)/REMOTE AIRPORT INFORMATION 2. Air Taxi: Operations by aircraft other than SERVICE (RAIS) those identified in Appendix 3 which use three − letter In addition to the aircraft contacted count, airport company designators or the prefix “TANGO.” advisory/remote advisory/remote information activ- NOTE − ity must be determined as follows: Air Taxi operators who do not have a FAA issued designator have been authorized to use the prefix a. One airport advisory/remote advisory/remote “TANGO.” information service count must be taken for each separate inbound or outbound aircraft operation if the 3. Military: All classes of military operations.

pilot acknowledges receiving the information.

4. General Aviation: Civil operations which are b. Touch − and − go operations are considered to not classified under “air carrier” or “air taxi.” consist of a separate inbound and outbound phase.

b. One count must be taken for each flight One count must be taken during the inbound phase, contacted regardless of the number of contacts made and an additional count must be taken for the with the aircraft during the same flight.

outbound phase if LAA/RAA/RAIS is performed during each phase.

c. IFSSs must count aircraft contacted times two.

IFSSs combined with other options must take the c. Although aircraft making practice instrument aircraft contacted times two only on the international approaches do not normally land, they should be portion of their operations.

counted under the same criteria as touch − and − go NOTE − operations.

For aircraft contacted purposes, a flight is considered to be in progress from the time taxiing is begun until it has 16 − 2 − 3. RADIO CONTACTS landed and parked.

d. One aircraft contacted count must be taken Count radio contacts in addition to numbers of when relaying IFR departure clearances or ATC aircraft contacted. A radio contact includes the initial instructions via telephone, “data communication radio call − up, a complete interchange of information, circuits,” or interphone. Subsequent radio commu- and a termination of the contact. A radio contact nications must not be the basis for an additional count must not be taken for a contact which is aircraft contacted count. included in the LAA/RAA/RAIS count.

Aircraft Contacted 16 − 2 − 1 JO 7210.3Z 12/10/15

Section 3. Flight Plan Count

16 − 3 − 1. FLIGHT PLAN COUNT 16 − 3 − 2. ADDITIONAL ITEMS Flight plans are to be counted without regard to the The first FAA station which receives a flight plan, a elapsed time or the distance of the flight or the fact Special VFR clearance request, or a flight plan that the flight terminates at the same place from change en route (regardless of source: e.g., pilot or which it departed.

his/her representative, foreign location, military operations office, state aeronautical communications 16 − 3 − 3. FLIGHT PLAN CHANGE EN station, air carrier, etc.) must take one count for each ROUTE one received except: A flight plan change en route to be countable must be a plan which is substantially modified or extended, a. Do not count flight plans received from or such as a route or destination change, and the aircraft relayed by means of an automatic or semi − automatic continues on a flight plan. The change must result in installation even though the station is the first FAA the transmission of a flight notification message to be station to receive same.

countable.

b. Do not count minor changes, such as 16 − 3 − 4. FLIGHT PLAN FORMS cancellations, closures, or amendments, that do not a. Use FAA Forms 7233 − 1 or 7233 − 4, as change the destination. The change must result in the appropriate, to record flight plans copied by transmission of a flight notification message to be specialists.

countable.

b. Provide FAA Forms 7233 − 1 or 7233 − 4 and c. Do not count prefiled flight plans unless the carbon for pilot use. Duplicating machine may be operator has requested activation. used in lieu of carbon.

Flight Plan Count 16 − 3 − 1 JO 7210.3Z 12/10/15

Section 4. Pilot Briefing Count

NOTE − 16 − 4 − 1. PILOT BRIEFING COUNT Do not take a count for a response to a request for a single item of information; e.g., surface weather report, airport A pilot brief is the dissemination of meteorological conditions at a single location, or the status of a single and aeronautical data pertinent to the pilot’s NAVAID. Also, information not pertinent to the route of requirement for an intended flight. The intent is to flight must not be volunteered to meet the criteria for a give one count for each pilot briefed regardless of the briefing count nor must information routinely given length of time spent or of multiple routes or during radio contact with an aircraft be used for this destinations. Take a briefing count for: purpose: e.g., altimeter setting, LAA information, etc.

a. Delivery of an in − flight weather advisory 16 − 4 − 2. RETENTION OF FORMS (SIGMET, AIRMET) when the pilot states he/she has CONTAINING PILOT BRIEFING (“PB”) not previously received the information.

DATA In nonautomated FSSs retain FAA Forms 7233 − 1, b. Significant information furnished which results in the pilot altering, diverting, or canceling his/her 7233 − 3, and 7233 − 5 containing “PB” data in a station’s files for 15 days except when an incident or flight.

an accident occurs where a briefing may have a c. Each briefing as defined above and not counted bearing. In this case, include the form as a part of the under subparas a or b. accident/incident report.

Pilot Briefing Count 16 − 4 − 1 JO 7210.3Z 12/10/15

Section 5. Other Reports and Information

16 − 5 − 1. COMPLETION OF MONTHLY 11. TIBS Calls Received: Enter the total ACTIVITY RECORD number of calls to the TIBS.

12. NOTAMs issued: Enter the total number of a. This form is to be completed by all FSSs. All NOTAMs issued. Count all NOTAM D, and NOTAM computerized, or automated versions of FAA Form L. Do not count NOTAM cancellations.

7230 − 13 must be pre − approved by the Office of Aviation Policy and Plans, Planning Analysis 13. Calls to Briefers: Calls to Briefers and TIBS Division, Statistics and Forecast Branch, APO − 110, Calls Received are separate categories and are not to prior to use.

be combined. Do not use decimals. Indicate the number of call as follows: b. Enter daily totals for each applicable category (a) Litton facilities enter the number of “calls on the daily activity record. Leave sections that do not offered” from the Gate 1 Report.

apply to an individual facility blank. Any time there is an equipment failure, and actual figures are (b) Denro facilities enter the number of calls unavailable, provide estimated figures where appro- received (“#RCVD”) from the Automatic Call priate. Annotate such estimates in the “Reserved” Director (ACD) Call History −− Briefer Calls.

column on side 2 of the form.

14. Calls Lost: All calls lost after zero (0) c. To facilitate automatic data processing, com- seconds delay must be counted.

plete the header and the monthly total rows on both (a) Litton facilities enter the “average speed sides of the form. Follow the instructions below to answered” in whole seconds for calls to briefers from complete the form: the Gate 1 Report.

1. Facility Name: Enter the facility name as (b) Denro facilities enter the average delay specified in FAAO JO 7350.8, Location Identifiers .

(“AVDLY”) History −− Briefer Calls.

2. Location: Enter city and state. 15. Airport Advisories: Enter the number of airport advisories in accordance with para 16 − 2 − 2, 3. Communications Equipment: Check as Local Airport Advisory (LAA)/Remote Airport appropriate.

Advisory (RAA)/Remote Airport Information Ser- vice (RAIS).

4. Facility Type: Check as appropriate.

16. Radio Contacts: Enter the number of radio 5. Month: Enter the month using two digits contacts in accordance with Paragraph 16 − 2 − 3, (e.g., 01 − for month of January).

Radio Contacts.

6. Year: Enter the year using the last two numerals of the calendar year (CY).

16 − 5 − 2. EFAS MONTHLY REPORT Facilities which provide EFAS should record and 7. Location Identifiers: Enter the three − letter submit this monthly activity on FAA Form 7230 − 13, identifier specified in FAAO JO 7350.8.

plainly marked “EFAS.” 8. Aircraft Contacted: Enter the number of aircraft contacted in accordance with para 16 − 2 − 1, 16 − 5 − 3. DISTRIBUTION AND AMENDMENT Aircraft Contacted.

a. Distribute FAA Form 7230 − 13 (FSS Activity) 9. Flight Plans Originated: Enter the number of and FAA Form 7230 − 13 (En Route Flight Advisory flight plans in accordance with para 16 − 3 − 1, Flight System only) as follows: Plan Count.

1. Forward the original form to the Flight 10. Pilots Briefs: Enter the number of pilot Services Operations Area Office not later than the briefings in accordance with para 16 − 4 − 1, Pilot 2nd workday (Monday − Friday) of the following Briefing Count. month.

Other Reports and Information 16 − 5 − 1 JO 7210.3Z 12/10/15 2. Retain a copy of the form in the facility’s 16 − 5 − 5. UNANNOUNCED MILITARY files. AIRCRAFT ARRIVALS b. Correct any errors in the forms sent in prior The destination and departure tie − in stations must months by completing a new form, circling the record on or attach to unannounced arrival messages revised fields, and marking the form “AMENDED all available related information and must coordinate COPY.” Amended copies of the forms more than one with the local military bases for corrective action month old will not be accepted unless approval has when necessary. These messages must be filed with been obtained from the Statistics and Forecast the military daily traffic and unless a part of an Branch, APO − 110, by the Flight Services Operations incident, alleged violation, or accident, be retained Area Office. Send amended copies, along with the for 15 days before disposal.

current reporting month’s forms, to the Flight Services Operations Area Office.

16 − 5 − 4. MESSAGE TRAFFIC NUMBER RECORD Use FAA Form 7233 − 6 or local substitute to record message traffic.

Other Reports and Information 16 − 5 − 2 JO 7210.3Z 12/10/15

Section 6. FSS Printing of Lists and Tallies

(Model 1 Full Capacity)

16 − 6 − 1. PRINTING OF LISTS 4. Receipt of a change ETA message.

5. Receipt of a Roger message.

a. Every hour on the minute specified by the Inbound List Print Interval (ILPI) system parameter, b. The List Update printouts must be retained for the Suspense List and the Inbound List must be l5 days.

printed at the appropriate FSS on the flight plan (FP) printer. For each list and FSS, this function must: 16 − 6 − 3. FLIGHT PLAN LOG PRINTING 1. Retrieve the list data from the data base. The Flight Plan Log must be printed on the FP printer for the appropriate FSS once a day at the Log/Tally 2. Format the title and the column headings.

Print Time (LOGT) for that FSS. The entries in the log must be printed in chronological order.

3. List the entries in chronological order.

a. The Flight Plan Log must consist of: b. The Inbound List hourly printout consists of: 1. Date/Time.

1. Time.

2. ACID.

2. ACID.

3. Types of Flight.

3. Type of Flight.

4. Departure Point.

4. A/C Type.

5. Destination.

5. Departure.

6. Position Number.

c. The Suspense List hourly printouts consist of: b. Should the log buffer for an FSS become full (l00,000 characters) before the LGOT, the data will 1. Time.

be printed.

2. Message ID and/or ACID.

c. The Flight Plan Log printout must be retained for l5 days.

3. Type.

4. Addresses.

16 − 6 − 4. PREFLIGHT BRIEFING LOG PRINTING d. The Inbound List and the Suspense List printouts must be retained for l5 days.

The Preflight Briefing Log must be printed on the FP printer for the appropriate FSS once a day at the LOGT for the FSS. The entries in the log must be 16 − 6 − 2. PRINTING OF TRANSACTIONS printed in chronological order.

INVOLVING LIST UPDATES a. The Preflight Briefing Log must consist of: Transactions involving updates must be printed at the 1. Time.

time of the transaction at the affected FSS on the flight movement printer.

2. ACID.

a. The conditions for this function are a Flight 3. Departure Point.

Data List being updated by: 4. Destination.

1. Acknowledging a general Service B mes- 5. Position Number.

sage.

6. Remarks.

2. Not acknowledging the last address of a flight b. Should the log buffer for an FSS become full plan.

(l00,000 characters) before the LOGT, the data will 3. Receipt of an inbound flight plan. be printed.

FSS Printing of Lists and Tallies 16 − 6 − 1 JO 7210.3Z 12/10/15 c. The Preflight Briefing Log printout must be (c) Civil.

retained for l5 days.

(d) IFR.

(e) VFR.

16 − 6 − 5. IN − FLIGHT CONTACT LOG PRINTING 4. Flight services.

b. The tallies for the Summary of Daily Tallies are The In − Flight Contact Log print function must be printed on the FP printer for the appropriate FSS once the sums of the terminal tallies for a FSS plus any a day at the LOGT for the FSS. The entries in the log modifications to the tallies made by the Facility Supervisor’s Terminal (FST). The tally section must be printed in chronological order.

labeled “Aircraft Contacted − International,” must be a. The In − Flight Contact Log must: omitted if there are no entries for the terminal and the 1. Retrieve the data from the In − Flight Contact FSS. Tallies are printed or sent to a PC assigned to Log. collect the data at the scheduled time, even if interim printing of logs has occurred due to a full buffer.

2. Format the title and the column headings.

c. Use the Summary of Daily Tallies to complete 3. Sum the tallies.

FAA Form 7230 − l3.

4. List the entries in chronological order.

REFERENCE − FAAO JO 7210.3, Para 16 − 5 − 3, Distribution and Amendment.

b. Should the log buffer for a FSS become full d. The Summary of Daily Tallies printout or (l00,000 characters) before the LGOT, the data will computer records must be retained for l5 days.

be printed.

c. The In − Flight Contact Log printout must be 16 − 6 − 7. FLIGHT PLAN PRINTING retained for l5 days.

The FP print function prints the fields associated with the flight plan when it is modified, is deleted, remains 16 − 6 − 6. TALLIES PRINTING on the Proposed List longer than the Flight Plan Drop The tally print function must print the tallies on the Interval (FPDI), or is the recycle of a Roger message FP printer or to a personal computer (PC) assigned to (when acknowledging the last address of a flight collect the data once a day at the LOGT for the FSS.

plan.)

a. The Terminal Daily Tally and the Summary of a. The data must be formatted with a title Daily Tallies must be printed or sent to a PC assigned indicating what action is being performed (modified to collect the data. The tallies for the Terminal Daily or deleted) and which list is affected. The formatted Tally are summed from the log entries for each of the data must be printed on the flight movement printer terminal entries. The following type of logging must at the affected FSS. The printing will be done after be done by the system: completion of the transaction.

1. From the In − Flight Contact Log: b. The FP printout must be retained for l5 days.

(a) Radio contacts.

16 − 6 − 8. DISABLED SYSTEM COMPONENT (b) Aircraft contacted.

PRINTING (c) Pilot briefs.

a. The Disabled System Component printing function will print the Failed Component Message at 2. From the Preflight Briefing Log, pilot briefs.

the affected FSS printer and on the display processor 3. From the Flight Plan Log: printer for the FSS COTC.

(a) International.

b. The Disabled System Component printout (b) Military. must be retained for l5 days.

FSS Printing of Lists and Tallies 16 − 6 − 2 JO 7210.3Z 12/10/15

Section 7. FSS Lists, Logs, and Tallies (OASIS)

16 − 7 − 1. RECORDING OF FLIGHT ICAO.

INFORMATION 1. Single Item.

OASIS provides a means in which flight information 2. Multi − Leg.

is recorded and retained electronically for 15 days. A 3. PWB.

compact flash card reader connected to each NT server records: c. Inflight Position Aircraft Contact Tally: IFR, DVFR, VFR, ICAO IFR, ICAO VFR.

a. Additions, deletions and amendments to the Proposed and Inbound Lists. 1. Air Carrier.

2. Air Taxi.

b. Additions and deletions to the Suspense and SAR (Search and Rescue) Lists.

3. General Aviation.

In the event of a flight information recorder software 4. Military.

failure, an Interface Status List alarm will be d. Inflight Position Radio Contact Tally: IFR, generated at designated positions (normally super- DVFR, VFR, ICAO IFR, ICAO VFR.

visor/CIC). If it is determined that flight information 1. Air Carrier.

is not being recorded, facilities must ensure that the Inbound, Proposed, Suspense and SAR Lists can be 2. Air Taxi.

printed in the event of a system failure. Any printed 3. General Aviation.

lists must be retained for 15 days.

4. Military.

NOTE − Lists must be open before they can be printed. Open Lists e. Flight Watch Position Aircraft Contact Tally: can be minimized to increase work space in the Main IFR, DVFR, VFR, ICAO IFR, ICAO VFR.

Window.

1. Air Carrier.

2. Air Taxi.

16 − 7 − 2. MANAGEMENT OF LISTS AND LOGS 3. General Aviation.

Transactions involving list updates, flight plan logs, 4. Military.

preflight briefing logs, and inflight contact logs must f. Flight Watch Position Radio Contact Tally: IFR, be retained for 15 days by electronic means. Printing DVFR, VFR, ICAO IFR, ICAO VFR.

is not required.

1. Air Carrier.

16 − 7 − 3. TALLIES PRINTING 2. Air Taxi.

3. General Aviation.

OASIS provides a daily Facility Local Activity Report. This report must be retrieved and printed 4. Military.

daily and retained for 15 days. Use this report to g. Flight Plan Tally: IFR Domestic, IFR ICAO, complete FAA Form 7230 − 13. The following types VFR Domestic, VFR ICAO, DVFR Domestic.

of data are contained in the Local Activity Report: 1. Filed.

a. Non − Briefing Contacts.

2. Amended.

1. Domestic.

3. Canceled.

2. ICAO.

4. Closed.

b. Pilot Weather Briefing (PWB) Tally: Preflight h. NOTAM Tally.

Domestic, Preflight ICAO, Inflight Domestic, Inflight ICAO, Flight Watch Domestic, Flight Watch i. PIREP Tally.

FSS Lists, Logs, and Tallies (OASIS) 16 − 7 − 1

JO 7210.3Z 12/10/15

Part 5. TRAFFIC MANAGEMENT SYSTEM

Chapter 17. Traffic Management National, Center, and

Terminal

Section 1. Organizational Missions

17 − 1 − 1. TRAFFIC MANAGEMENT traffic throughout the NAS, producing a safe, orderly, SYSTEM MISSION and expeditious flow of traffic while minimizing delays.

The Traffic Management System mission is to balance air traffic demand with system capacity to ensure the maximum efficient utilization of the 17 − 1 − 3. TRAFFIC MANAGEMENT UNIT (TMU) MISSION National Airspace System (NAS). A safe, orderly, and expeditious flow of traffic while minimizing TMUs monitor and balance traffic flows within their delays, is fostered through continued analysis, areas of responsibility in accordance with TM coordination, and dynamic utilization of TM directives.

initiatives and programs.

17 − 1 − 2. DAVID J. HURLEY AIR TRAFFIC CONTROL SYSTEM COMMAND CENTER (ATCSCC) The ATCSCC monitors and manages the flow of air Organizational Missions 17 − 1 − 1 JO 7210.3Z 12/10/15

Section 2. Organizational Responsibilities

17 − 2 − 1. AIR TRAFFIC TACTICAL d. Mediate support group office interfacility TM OPERATIONS PROGRAM conflicts.

e. Determine which terminal facilities should be System Operations must: considered for establishing TMUs and forward the a. Develop national TM programs. justification and the staffing requirements to Director, System Operations for final determination.

b. Staff/manage the ATCSCC.

17 − 2 − 3. ATCSCC c. Provide guidance and direction to the TM system concerning national TM programs and The ATCSCC has been delegated the authority to policies.

direct the operation of the TM system. All TMUs must assist the ATCSCC, as directed, to ensure d. Coordinate Service Area office requests for system efficiency and effectiveness without com- special procedures with appropriate headquarters promising safety. The ATCSCC must, in conjunction divisions/services.

with local TMUs, users, weather information e. Coordinate directly with designated Service providers, and airway facilities, as appropriate: Area office/facility TM representatives on plans, a. Implement national TM programs (i.e., NRP, procedures, and operations that affect interfacility MAR, etc.).

traffic flows.

b. Monitor and analyze system components and f. Ensure that all appropriate coordination has weather patterns for potential system impact.

been accomplished prior to implementation of any c. Be the focal point for regulating the daily TM new national TM program.

functions.

g. Provide briefings to appropriate levels within d. Determine when NAS capacity is or will likely the FAA and industry on current system status, be reduced to the extent that the implementation of a present/future TM programs, etc.

TM initiative is required.

h. Maintain a close liaison with appropriate e. Implement national TM initiatives, when Service Area office and other FAA service offices on necessary, to ensure the orderly flow of traffic all TM programs.

throughout the NAS.

f. Recommend and approve TM alternatives when national initiatives are not appropriate.

17 − 2 − 2. SERVICE CENTER OPERATIONS SUPPORT GROUP g. Monitor TM initiatives issued throughout the system for effectiveness; take action to cancel or The Operations Support Group (OSG) must: modify where appropriate.

a. Designate a support group TM representative(s) h. Be the final approving authority regarding all who must act as the focal point for other FAA offices interfacility TM initiatives.

and users on matters that pertain to TM.

NOTE − Traffic Management Units continue to retain the latitude b. Provide guidance and direction to field to tactically adjust the flow of traffic within their own facilities in the development and implementation of facilities. These local actions include sector to sector support group office TM programs.

mile − in − trailrestrictions, local airport fix balancing, and other such adjustments required to balance flows within c. Periodically review and evaluate TM programs their area of responsibility.

to assess their effectiveness and to ensure their compliance with support group office/national i. Evaluate proposed TM initiatives to ensure directives. appropriateness.

Organizational Responsibilities 17 − 2 − 1 JO 7210.3Z 12/10/15 17 − 2 − 4. FIELD FACILITIES 9. A full description of all TM actions/initiatives (e.g., ground delay programs, All actions initiated by the TMU must be in miles − in − trail (MIT)) is entered in the TMU log, accordance with standard operating procedures, including, but not limited to, start and stop times, applicable directives, and approved TM position facilities/operations affected, and justification.

descriptions. The TMU is delegated the authority to 10. As a minimum, the unit is operated during direct traffic flows and implement approved TM the hours necessary to encompass peak traffic periods initiatives in conjunction with, or as directed by the and the associated time to complete the logging and ATCSCC.

the reporting requirements.

a. Air traffic facilities must ensure that: b. In ARTCC facilities TMUs must: 1. A TMU is established at ARTCCs and 1. In conjunction with terminal TMUs, develop designated terminal facilities.

arrival strategies and deliver arrival aircraft to achieve the Airport Arrival Rate (AAR).

2. Delays are reported as specified in FAAO 2. Actively utilize the Traffic Situation Display JO 7210.55, Operational Data Reporting Require- (TSD) and the monitor and alert function of the ments.

TFMS to adjust traffic flows on a proactive basis.

3. The ATCSCC is provided with all formal 3. Periodically analyze and review procedures agreements and directives that relate to interfacility to ensure effectiveness and adherence to programs/ TM programs, initiatives, and procedures.

initiatives, and, when necessary, make adjustments.

Cancel TM initiatives promptly when no longer 4. National and local TM programs are needed.

maintained within the guidelines set forth by this order.

4. The facility manager must make provisions to ensure a Weather Coordinator (WC) is assigned on 5. Requests for special procedures are each shift by designating a TM representative to serve coordinated with Service Area offices, assuring 90 as the WC. During midnight operations or when no days of lead time for evaluation and processing.

TM personnel are available, the WC position may be 6. The ATCSCC is advised by telephone or combined at the OMIC position. The manager must hotline coordination of all known component additionally ensure that personnel assigned WC changes that could have a significant system impact duties receive prior training in the associated duties (for example, route/airway closures, NAVAID/radar and responsibilities of the position and establish shutdowns, runway closures, TELCO outages, procedures.

computer malfunctions or outages, and procedural REFERENCE − FAAO JO 7210.3, Section 26. Weather Management.

changes affecting key terminals and/or centers).

5. Establish an analysis function referred to in NOTE − Chapter 17, Section 4, as amended.

This information must be provided to the ATCSCC as soon as the facility becomes aware of any event that may have 6. Address approved local TM messages on a possible impact on NAS capacity. Example: LRR TFMS to: outage, runway closure, ILS outage, etc.

(a) The ATCSCC and the adjacent facilities 7. Actively coordinate and communicate traffic concerned.

management actions with adjacent TMUs through (b) Other ARTCCs whose terminals are the ATCSCC to optimize traffic flows throughout the expected to generate a significant amount of traffic NAS.

for the affected area during the effective time of the 8. In conjunction with ATCSs, OSs, weather message.

service providers, and the ATCSCC, develop, (c) Appropriate flight service stations/ implement, monitor, and analyze TM programs, international flight service stations/(FSS)/(IFSS).

procedures, and initiatives that are specific to the facility’s area of responsibility. c. In terminal facilities, TMUs must: Organizational Responsibilities 17 − 2 − 2 JO 7210.3Z 12/10/15 1. Balance the arrival flow and the tower en 7. Periodically analyze and review TM route flow by coordinating with the appropriate procedures to ensure effectiveness and adherence to ARTCC TMUs and/or adjoining terminal facility(s) programs/initiatives and, when necessary, make to ensure that demand does not exceed current adjustments. Cancel TM initiatives promptly when capabilities. no longer needed.

2. Through coordination with the tower and 8. Notify the appropriate facilities concerning TRACON, establish AAR and assist the ARTCC and local TM initiatives.

adjacent terminal facility(s) in the development of strategies to achieve the AAR.

NOTE − 3. Oversee departure fix balancing to ensure The appropriate ARTCC TMU must be the focal point for sector efficiency into the next facility’s airspace.

any interface concerning TM related issues, as well as the mediator between terminal facilities. The ARTCC TMU 4. Implement gate hold procedures as required will then coordinate with the ATCSCC on behalf of the to reduce airport surface congestion.

TRACON or the tower. Because of the unique situation of the New York TRACON having three centers, the New York 5. Coordinate with airport officials to ensure TRACON must coordinate directly with the ATCSCC and closures of runways, taxiways, and other airport have the ATCSCC conference the appropriate ARTCCs. In facilities minimize operational impact.

those instances where the ARTCC TMU is unable to 6. Ensure optimum airspace/runway resolve disputes between multiple terminal facilities, the configurations.

ATCSCC must have the final decision making authority.

Organizational Responsibilities 17 − 2 − 3 JO 7210.3Z 12/10/15

Section 3. Line of Authority

17 − 3 − 1. ATCSCC (TMO). In the absence of the STMC the STMCIC is under the general supervision of the TMO. In the a. Each national operations manager (NOM) is absence of the TMO the STMC/STMCIC is under the under the general supervision of the Manager of the general supervision of the air traffic manager.

ATCSCC. Each national traffic management officer (NTMO) is under the general supervision of the NOM. Each national traffic management specialist 17 − 3 − 3. TERMINAL (NTMS) is under the general supervision of the a. The TM coordinator (TMC) at terminal NTMO.

facilities works under the general supervision of the b. In the absence of the NTMO, there will be STMC or TMCIC. Each STMC is under the general designated a national traffic management specialist − supervision of the Traffic Management Officer in − charge (NTMSIC) that performs these duties in (TMO). In the absence of a STMC, and when more accordance with management direction.

than one TMC is assigned to a shift, there will be a designated TMCIC. The TMCIC will perform these duties in accordance with management direction.

17 − 3 − 2. ARTCC The TM Coordinator at ARTCC facilities (TMC) is b. In the TMCs absence or at those TRACONs under the general supervision of the supervisory TM and/or towers where TMCs are not authorized, the coordinator (STMC). The STMC is under the general individual(s) designated to perform TM functions is supervision of the Traffic Management Officer the operations supervisor − in − charge (OSIC).

Line of Authority 17 − 3 − 1 JO 7210.3Z 12/10/15

Section 4. Supplemental Duties

17 − 4 − 1. TELEPHONE CONFERENCES (f) Customer preferences for initiatives and alternatives.

a. The ATCSCC is involved in several daily (g) Special circumstances, contingency re- telephone conferences (TELCONs). TELCONs are quirements and emergency events.

initiated and hosted by the ATCSCC for field facilities, the appropriate Vice Presidents, and the (h) All required coordination and informa- Chief Operating Officer. Supplemental conference tion sharing necessary in regard to the event.

capability is available through the FAA’s Remote (i) Coordination that can be accomplished Transmitter Site and the Washington Operations quickly and precisely with all parties. If an item Center.

requires extensive coordination, other communica- tion sources will be used.

b. TMUs/TMCs utilize TELCONs when the need arises to discuss, evaluate, or problem solve any (j) Items that are not considered sensitive or issues. These conference calls should include the classified in nature.

appropriate ARTCC TMU, adjacent terminal NOTE − facilities/towers, the ATCSCC, and the service area Examples of sensitive or classified items include VIP TM branch or Service Area office office responsible movement and military requirements or exercises.

for TM.

17 − 4 − 2. SPECIAL INTEREST FLIGHTS c. TMUs/TMCs should actively participate in ATCSCC, ARTCC, and CERAP: Follow procedures facility briefings and user meetings in order to in FAAO JO 7610.4, Special Operations, Chapter 12, promote, educate, and inform all concerned about the Special Military Flights and Operations, Section 12, function, role, and responsibilities of TM.

Special Interest Flights, regarding special interest d. TELCONs are also used to maintain operation- flights from State Department designated special al “Hotlines.” The objective of Hotlines is to provide interest countries. Forward all issues concerning rapid communications between FAA facilities, special interest flights to the DEN ATSC for relay to customers and other aviation interests when complex the appropriate authorities.

air traffic and airspace issues are being managed.

Hotlines allow many participants the capability to 17 − 4 − 3. ANALYSIS problem − solve complicated issues and reduces the a. The TMU analysis function or individuals amount of coordination needed to implement assigned analysis functions must be responsible for collaborated strategies. Hotlines may be initiated at the collection and analysis of all available data as it the request of both the FAA and other aviation entities pertains to traffic capacity, traffic flows, points of that substantiate its use. The operational Hotlines are congestion, peak hours, etc. Specific areas of authorized for customer attendance; however, they consideration include, but are not limited to: may be limited to listen − only capability.

1. Sector demand (by hours).

1. The ATCSCC administers, facilitates, and 2. Sector flows (route/altitudes).

manages operational Hotlines.

3. Sector loading points.

2. Hotlines are used to communicate: 4. Sector traffic breakdown by category of user.

(a) Airport and airspace capacity issues.

5. Normal initiatives necessary to prevent (b) Constraint/capacity mitigation strategies.

sector saturation.

(c) Route availability information and route 6. Alternatives to prevent saturation and relieve alternatives.

congestion/conflicts.

NOTE − (d) Weather information.

Alternatives must take into consideration other facility/ (e) Equipment Outages.

sector capabilities.

Supplemental Duties 17 − 4 − 1 JO 7210.3Z 12/10/15 7. Total facility traffic count and potential user f. Special flight operations: FAAO JO 7110.65, demand. Chapter 9, Special Flights.

NOTE − 8. Sector staffing required to support potential In order to provide the maximum TM services, TM user demand.

personnel should be utilized to perform non − TM functions 9. Location of delays (by sector and airport).

only as a last resort.

b. Coordination with user organizations must be 17 − 4 − 5. DIVERSION RECOVERY effected, when appropriate.

a. A diversion is a flight that is required to land at 17 − 4 − 4. OPERATIONS MANAGER (OM) other than its original destination for reasons beyond SUPPORT the control of the pilot/company, e.g., periods of significant weather. Diversion recovery is an Facility TMUs must maintain a working knowledge initiative orchestrated by the ATCSCC and system of the major related fields of air traffic operations/re- users to minimize the impact of system disruption.

sponsibilities to effectively support the STMCIC in Diversion recovery will be utilized during and after dealing with special situations that may arise on a periods of significant weather or other phenomena daily basis. Reference sources that identify these that has adversely impacted the system resulting in related areas are listed below.

flight diversions. The goal of the diversion recovery a. Emergency plan: Numerous interfacility letters initiative is to ensure that flights which have already of agreement are normally located at the STMCIC been penalized by having to divert to another airport, complex concerning plans which have been do not receive additional penalties or delays. Flights established to provide continuity in the event of a identified for diversion recovery must receive disaster or emergency conditions that would limit air priority handling over other flights from their point traffic service. Additionally, in these binders are of departure.

instructions concerning security control of air traffic b. Diversion flights are identified by having and air navigation aids, defense readiness, and “DVRSN” in the Remarks section of the flight plan, physical security plans.

or the user inputs the information into the Diversion b. Accident procedures/bomb threats/search and Recovery Tool (DRT). The following protocols will rescue procedures: be utilized in diversion recovery procedures: 1. FAAO 8020.11, Aircraft Accident and 1. A flight on the DRT, as listed in TBL 17 − 4 − 1, Incident Notification, Investigation, and Reporting. is requesting priority. FAA facilities must ensure the auto − detect feature is not activated on their DRT.

2. Bomb threats.

FAA facilities must view the “general aviation” and 3. National Search and Rescue Manual.

“comments” columns when utilizing the DRT.

4. FAAO 1270.1, Freedom of Information Act 2. “High” priority indicates the user’s prefer- Program.

ence within one company.

c. EA activity: FAAO JO 7610.4, Special 3. “Yes” priority indicates that special handling Operations. is requested for the flight.

d. Hijack situations: 4. The user submitted preferred priorities may be modified where necessary to maintain the 1. FAAO JO 7610.4, Special Operations.

efficiency of the system.

2. FAAO JO 7110.65, Air Traffic Control.

c. The ATCSCC must: e. Suspect aircraft: 1. Implement diversion recovery.

1. FAAO 1600.29, Law Enforcement Alert 2. Transmit an advisory to inform both field Message System.

facilities and users that a diversion recovery initiative 2. FAAO JO 7110.67, Special Aircraft Opera- has been implemented and the DRT has been tions by Law Enforcement/Military Organizations. activated.

Supplemental Duties 17 − 4 − 2 JO 7210.3Z 12/10/15 3. Adjust the initiative as necessary to meet 3. Provide expeditious handling in returning to changing conditions. the system those flights identified by the ATCSCC/ DRT as diversion flights.

4. Transmit an advisory when the DRT has been 4. Forward user diversion recovery requests to deactivated.

towers and TRACONs. (See TBL 17 − 4 − 1).

NOTE − d. The ARTCCs must: DVRSN will be placed in the remarks section of the flight plan by the user.

1. Implement diversion recovery as directed by the ATCSCC.

e. Towers and TRACONs must: 1. Provide expeditious handling in returning to 2. Notify the ATCSCC if they do not intend to the system those flights identified by the ARTCC/ use the DRT. In such cases, the ATCSCC must send DRT as diversion flights.

the Center a general message with the information as stated in TBL 17 − 4 − 1, every 60 minutes until 2. Notify the overlying ARTCC TMU if they diversion recovery is no longer in effect. will utilize the DRT.

TBL 17 − 4 − 1 User Recovery Priority Request Format The following flights are requesting priority handling to their original destination. Please advise the appropriate FAA facilities of this request.

ACID Diverted ETD CTD DEST DCNTR ACNTR PRIORITY COMMENTS To ZZZ111 MDW 2210Z − ORD ZAU ZAU − − ZZZ222 PIT 2200Z − ORD ZOB ZAU HIGH − ZZZ555 ATL 2300Z 2320Z IAD ZTL ZDC − − Note: *ETD=Proposed Wheels − up Time.

17 − 4 − 6. VOLCANIC ASH b. Upon receipt of a Volcanic Ash Advisory (VAA), Volcanic Ash SIGMET, or ARTCC notification, the ATCSCC must: a. Upon receipt of a validated report of volcanic 1. Retransmit the VAA received from the activity and/or ash cloud movement, the ARTCC Washington or Anchorage VAACs to air traffic TMU whose geographic area of responsibility is control facilities and stakeholders via a numbered impacted by such activity must: ATCSCC advisory. The VAA will also be displayed on the ATCSCC website in the advisories database.

1. Assess areas of potential or actual ash cloud 2. Conduct, as needed, conference calls to location.

assess constraints and TMIs associated with the volcanic ash.

2. Notify the ATCSCC and the other facilities in NOTE − their area of jurisdiction that may be affected. Provide The FAA does not have the capability to predict or depict as much information as possible, including PIREPS volcano eruptions or ash cloud density and movements. It and other pertinent information that has been is not the responsibility of the FAA to provide separation received. between aircraft and volcanic activity or ash clouds.

Supplemental Duties 17 − 4 − 3 JO 7210.3Z 12/10/15

Section 5. Coordination

17 − 5 − 1. COORDINATION 5. Coordinate directly with service area repres- entatives on plans, procedures, and operations that Coordinate through verbal and automated methods.

affect interfacility traffic flows.

At times, it may be required to utilize both methods 6. Consult with weather information providers to ensure complete communication and situational to ensure the receipt of timely weather forecasts awareness.

(including the collaborative convective forecast), observed terminal weather sequences, and any 17 − 5 − 2. COMMUNICATION weather data that may have a significant impact on When time permits, utilize communication tech- the NAS.

niques that emphasize collaboration and consensus 7. Coordinate with the TMUs in the day − to − day decision − making. Use tools that provide for common operations of the NAS and resolve operational TM situational awareness to the extent possible.

disagreements between facilities.

8. Conference affected ARTCC TMUs as 17 − 5 − 3. DOCUMENTATION needed when contacted by a terminal facility.

The National Traffic Management Log (NTML) is 9. Initiate telecons and Hotlines with customers utilized to record TM activities in the facility. It does and facilities, as necessary, to obtain input and to not replace the facility log; however it may be utilized provide operational information, as well as other as the facility log when documented in a facility significant events affecting the NAS.

directive. Facilities with the NTML are required to 10. Subscribe to the NTML entries pertinent to make data entries. At non − NTML facilities, the first facility overlying the non − NTML facility is its position of operation.

responsible for entering the NTML entries. This c. ARTCC TMUs and designated terminals must: enables all facilities to be knowledgeable of 1. Advise the ATCSCC of situations and conditions throughout the NAS.

conditions that may require implementation of TMIs or are of national interest.

17 − 5 − 4. RESPONSIBILITIES 2. Present unresolved conflicts between adja- a. All facilities must: cent TMUs to the ATCSCC for resolution.

1. Communicate and coordinate events that 3. Notify the ATCSCC if a significant change in may have an impact on the NAS.

capacity is expected or has occurred.

2. Use the NTML to document events and traffic 4. Be the contact for their underlying facilities management initiatives (TMI).

about coordinating any TM issues, initiatives, programs, or information. Data received from b. The ATCSCC must: underlying facilities must be forwarded to the 1. Provide an FAA ATCSCC data entry web ATCSCC in a timely manner.

page for facilities identified in TBL 17 − 5 − 1, Aviation 5. Advise the ATCSCC if an operational System Performance Metrics Airport Traffic Control Hotline is requested including: Towers.

(a) Facility participation required.

2. Transmit these data to other FAA offices for analysis.

(b) Requested customer participation and assist the ATCSCC in determining if the Hotline will 3. Provide the NTML to all ARTCC TMUs and be limited to “listen − only” customer capability.

designated terminals.

(c) Other aviation/airport resources reques- 4. Communicate directly with facility and ted.

service area representatives for a critique of operations and future plans for TM. d. Terminal facilities must: Coordination 17 − 5 − 1 JO 7210.3Z 12/10/15 1. Coordinate with the appropriate ARTCC 4. Submit suggestions for improvement to the TMU and ensure it is kept aware of situations and Terminal Operations area office, when applicable.

conditions that may require the implementation of f. The information for subpara e above applies to TM initiatives.

any airport in a ground delay program.

2. Report to the ARTCC TMU any significant g. Field facility specialists with the NTML must: change in capacity that is expected or has occurred.

3. Present TM conflicts to the ARTCC TMU.

1. Enter sign on/off times and initials.

4. Consult with the ATCSCC, the affected 2. Mark entries for equipment (E) when they ARTCC TMU, terminals, and customer organiza- cause a TMI or result in a TMI.

tions about the development and implementation of procedures, when appropriate.

3. Enter TMIs initiated by your facility.

e. Terminal facilities listed in TBL 17 − 5 − 1 must: 4. Enter constraints in your area of responsibil- ity that may impact the NAS and forward them to the 1. Enter the runway configurations (specifying ATCSCC.

runway numbers) and their associated AAR and ADR using the NTML.

5. Enter arrival, departure, and en route delay NOTE − status, as appropriate.

Local procedures must be established to determine whether the tower or TRACON is responsible for these 6. Enter deicing status (in/out).

entries.

NOTE − 2. Enter the hourly arrival and departure counts Facilities with the NTML are required to make the above starting at 0700 and ending at 2259 local using the data entries. At non − NTML facilities, the first facility ATCSCC − supplied web page.

overlying the non − NTML facility is responsible for entering data into the NTML. Facility personnel must NOTE − enter data in a timely manner on the appropriate template.

These counts must include IFR/VFR arrivals and Timely is construed to mean that it would be useful to departures that are fixed wing itinerants. Helicopter and someone looking at the data in current time. If workload local operations must not be included in the traffic count.

conditions or the situation prohibits entering the data in 3. Investigate and resolve issues about their web a timely manner, the information should be recorded by a page. subsequent or delayed entry.

Coordination 17 − 5 − 2 JO 7210.3Z 12/10/15 TBL 17 − 5 − 1 AVIATION SYSTEM PERFORMANCE METRICS AIRPORT TRAFFIC CONTROL TOWERS ABQ DCA LAS ONT SEA ANC DEN LAX ORD SFO ATL DFW LGA OXR SJC AUS DTW LGB PBI SJU BDL EWR MCI PDX SLC BHM FLL MCO PHL SMF BNA GYY MDW PHX SNA BOS HNL MEM PIT STL BUF HOU MHT PSP SWF BUR HPN MIA PVD TEB BWI IAD MKE RDU TPA CLE IAH MSP RFD TUS CLT IND MSY RSW VNY CVG ISP OAK SAN DAL JAX OGG SAT DAY JFK OMA SDF 17 − 5 − 5. STATIC COORDINATION (d) Holding capacities a. The ATCSCC must collect and manage updates (e) Arrival flows for ASPM facilities’ static data, currently depicted in (f) Category minimums the NTML and on the Operational Information System (OIS) under the associated ARTCC tabs in 3. Changes to TM Tips by the first of every the East and West Directories.

month: b. The TMO or overlying TMO, in conjunction (a) Configuration instructions/planning with their ASPM facilities, must provide the (b) Airport operational challenges following static data to their appropriate Manager of Tactical Operation (MTO) and ensure the accuracy of (c) Seasonal traffic information the information: (d) Gate hold information 1. For NTML airport information: All normal runway configurations and their associated AARs/ (e) Special arrival instructions ADRs by April 30, August 31, and December 31 of (f) Other pertinent information related to each year.

airspace, procedures, weather operations, local traffic NOTE − management initiatives, taxiway information, and AARs are required for the following four categories: any other items that impact traffic flows or runway Visual meteorological conditions (VMC), low visual acceptance/configuration meteorological conditions (LVMC), instrument meteoro- logical conditions (IMC), and low instrument meteorolo- c. The MTO must provide: gical conditions (LIMC).

1. All normal runway configurations and the 2. For OIS airport information: Monthly associated AARs/ADRs for their underlying ASPM changes to the following ASPM airport data no later facilities to the ATCSCC Facility Automation Office than the last day of the month: by May 15 and November 15 each year.

(a) Normal runway configuration and associ- 2. Changes to additional supporting AAR data ated AARs/ADRs and TM tips for their underlying ASPM facilities to (b) Suggested program rate the ATCSCC Facility Automation Office by the 10th (c) Pertinent notes of each month.

Coordination 17 − 5 − 3 JO 7210.3Z 12/10/15 17 − 5 − 6. EN ROUTE INTRA − FACILITY 17 − 5 − 8. NATIONAL TRAFFIC COORDINATION MANAGEMENT LOG (NTML) a. Facility personnel must enter data in a timely a. The STMC must ensure that an operational manner on the appropriate template and verbally briefing is conducted at least once during the day and coordinated when required. Timely is construed to evening shifts. Participants must include, at a mean that it would be useful to someone looking at minimum, operational supervisors and other inter- the data in current time. If workload conditions or the ested personnel designated by the facility manage- situation prohibits entering the data in a timely ment. Discussion at this meeting should include: manner, the information should be recorded by a 1. Planning TELCON checklist.

subsequent or delayed entry or on the appropriate form. Substantive changes in the contents or remarks 2. Operations Plan.

or additional explanatory information should be 3. Topics pertinent to the facility. accomplished by a subsequent or delayed entry.

b. The data in NTML will be subject to FAA b. Coordination between the TMU and Opera- security provisions for Internet technology. Facilities tions Supervisor (OS): In some facilities, the TM must use the NTML in preference to other methods.

function may be performed by the OS or as The NTML is an automated FAA Form 7230 − 4, designated by the air traffic manager. Timely Daily Record of Facility Operation, and will record coordination between the OS and TMU is paramount the operating initials and facility for all log entries.

in not only implementing TM initiatives, but also in Operating initials are removed at the end of six evaluating the effectiveness of any initiatives.

months in accordance with FAA Order 1350.15, Records Organization, Transfer, and Destruction 17 − 5 − 7. TERMINAL INTER − FACILITY Standards.

COORDINATION c. The NTML automatically closes and reopens a new log each day; it automatically records the a. Coordination between tower and TRACON operating initials of the person previously signed on.

TMUs: Towers that are not collocated with a Carryover items may be entered by the specialist or TRACON TMU must coordinate with the appropri- automatically be entered by the software based on the ate TMU where the TM function has been end/date/time group. Closing and opening logs are established. If the TM function has not been concurrent with each local day; however, the entries established, then the tower must coordinate with the are made utilizing Coordinated Universal Time.

appropriate en route TMU.

d. When it is necessary to amend a previous entry, b. Coordination between the TMU and ATCSCC the original entry may be corrected through normal NTMSs: Unusual circumstances or significant computer entries; however, the database will be issues do not preclude the terminal TMU from automatically marked and the information must be contacting the ATCSCC directly.

retrievable by the system administrator.

c. Coordination between the TMU and the local NWS or CWSU must be completed as soon as 17 − 5 − 9. NTML FACILITY CONFIGURATION practical at the beginning of each shift, and, as REQUIREMENTS necessary, the TMU must obtain a weather briefing At least one TMU position in each facility must: from the NWS.

a. Subscribe to DCC for TMIs affecting your d. Coordination between the TMU and the facility .

adjacent terminal: Timely coordination is imperat- b. Subscribe to underlying facilities for the ive in order to manage the efficiency of the tower en following information: route control (TEC) environment. Any TM initiat- ives imposed between two (2) or more adjacent 1. Runway configurations.

terminals that could have an impact on the capacity 2. Delays.

of any airport, sector, or ARTCC must be coordinated with the appropriate ARTCC TMU. 3. Deicing.

Coordination 17 − 5 − 4 JO 7210.3Z 12/10/15 4. Other. field providers have accepted it; however, if the ATCSCC elects to override the automation and c. Enable notification of proposed restrictions.

approves a restriction/modification before all provider(s) accept, it must coordinate this action with 17 − 5 − 10. NTML PROCEDURES the affected provider(s).

a. Facilities must enter, review, and respond to 4. When a restriction is in conference status, the data in the NTML, as appropriate.

requestor must initiate a conference through the ATCSCC with providers. If an amendment is b. TMI data must be entered using the appropriate necessary, the ATCSCC amends and approves the template and coordinated with the appropriate restriction while on the conference.

facility. Appropriate template means the one best suited for the type of event, such as a ground stop, NOTE − delays, etc. The “Miscellaneous” templates must not Any party may initiate a conference when deemed be used if another template is appropriate. The appropriate.

Justification, Remarks, and Text fields must not contain any information that can be entered in other b. Restrictions/modifications that do not require fields on the template.

ATCSCC review and approval: NOTE − 1. Requesting facility must enter the restriction/ Causal information entered in the “Restriction” template modification in NTML.

is disseminated to many other software programs for monitoring the status of the NAS.

2. Providing facilities should review and c. Facilities must verbally contact other facilities respond using NTML within 15 minutes.

when necessary to accomplish a task if electronic 3. If all providing facilities accept the restric- coordination has not been completed or is tion/modification using the NTML software, it must inappropriate to the situation, e.g., emergencies, classified information. be considered coordinated/approved.

4. If a providing facility does not respond using 17 − 5 − 11. PROCESSING REQUESTS FOR the NTML within 15 minutes, the requesting facility REROUTES AND RESTRICTIONS FOR must contact the providing facility/facilities to FACILITIES WITH NTML verbally coordinate the restriction/modification.

a. Restrictions/modifications that require NOTE − ATCSCC review and approval: In the event that no one at the providing facility is available to accept a restriction in NTML, the requesting 1. Requesting facility must enter the restriction/ facility does have the ability to force the restriction into modification in NTML.

its log so it can be used internally. This must only be done after the verbal coordination mentioned in para 2. Providing facilities should review and 17 − 5 − 11b4 is complete.

respond using NTML within 15 minutes.

c. Restrictions/modifications associated with NOTE − reroutes coordinated through the ATCSCC: The restriction/modification, if not responded to, will be placed in conference status 15 minutes after it has been 1. Restrictions/modifications that have been entered by the requesting facility.

approved/coordinated will be discussed during the 3. If all providing facilities accept the restric- development of the reroute.

tion/modification using the NTML software, the ATCSCC must approve or deny the restriction/modi- 2. Any facility requiring a restriction in fication as appropriate. The ATCSCC may deny/ conjunction with a reroute that has been coordinated amend a restriction at anytime; however, it must call through the ATCSCC must enter the initiative into the requesting facility and explain the reason for the the RSTN template with the SVR WX RERTE button denial/amendment. For automation purposes, the enabled. NTML processes these restrictions as ATCSCC should not approve a restriction until all approved and no further coordination is required.

Coordination 17 − 5 − 5 JO 7210.3Z 12/10/15 17 − 5 − 12. DELAY REPORTING conventions, runway closures, and procedural changes affecting terminals and/or ARTCCs).

Technical Operations is responsible for reporting all a. Verbally notify the ATCSCC through the unplanned outages that pertain to FAA equipment.

appropriate protocol, of any arrival, departure, or en route delay reaching or expected to reach 15 minutes NOTE − except for Expect Departure Clearance Time (EDCT) Planned events/outages are construed to mean that the delays created by ground delay programs or ground event or outage is scheduled in advance of the occurrence.

stops issued by the ATCSCC. The verbal notification a. The TMU must coordinate the operational must include the number of aircraft actually in delay, impact the outage/project/event will cause with the the projected maximum delay, and the number of MTO or designee, through their TMO. This includes, aircraft expected to encounter delays. The facility but is not limited to, reduction in AAR/ADR, must verbally notify the ATCSCC and impacted anticipated TMIs, alternate missed approach proced- facilities when delays fall below 15 minutes.

ures, and anticipated delays or any other significant impacts within the NAS.

b. Facilities must update their delay status through the NTML. Facilities that do not have NTML must b. To ensure the ATCSCC receives all planned verbally report the delay increments in 15 − minute events and outages that could have a significant increments to the overlying facility. The first facility impact on the NAS, the MTO/designee or the OSG with NTML must enter the delay information.

must enter the impact data on the Strategic Events Coordination Web site at http://sec.faa.gov.

c. When notified that a facility is in a 15 − minute c. The electronic SIR must contain the following delay situation, the ATCSCC and all impacted information: facilities, must subscribe to the delay report through the NTML until the facility verbally notifies the 1. Airport/facility identifier.

ATCSCC/impacted facilities that they are no longer in delays of 15 minutes or more.

2. Overlying ARTCC.

3. Scheduled dates/times.

d. Facilities must verbally notify the ATCSCC, through the appropriate protocol, when delays reach 4. Description of outage/project/event.

or are anticipated to reach 90 minutes, except for EDCT delays as a result of a GDP. Facilities must 5. Operational impact.

document in their NTML, or daily log if the facility does not have NTML, that the verbal notification was 6. Facility recall.

completed. The ATCSCC must document in their 7. Flight check requirements.

NTML that the 90 − minute verbal notification was received. The facility manager must be notified when 8. Anticipated delays.

delays reach 90 minutes, except for delays as a result of a GDP.

9. Anticipated TMIs.

10. Customer coordination.

11. General information.

17 − 5 − 13. ELECTRONIC SYSTEM IMPACT REPORTS 12. Contact information.

13. Date/time of scheduled telecons.

AT facilities must coordinate with their TMU or overlying TMU for developing an electronic system NOTE − impact report (SIR) for all planned outages/projects/ SIRs cannot be viewed on the OIS by facilities or our events that could cause a significant system impact, customers until the ATCSCC has approved the content.

reduction in service, or reduction in capacity (for Instructions for entering items in detail are provided on example, air shows, major sporting events, business the Web site at http://sec.faa.gov.

Coordination 17 − 5 − 6 JO 7210.3Z 12/10/15 FIG 17 − 5 − 1 Electronic SIR Process d. The ATCSCC will access the SIRs on the SEC tarmac delay aircraft. These issues vary by location page, make modifications as necessary, and submit and may include but are not limited to: the SIR for dissemination. Once the ATCSCC has (a) Accommodating a tarmac delay aircraft submitted the SIR, the information can be viewed on would require airborne holding that would result in the intranet at http://www.atcscc.faa.gov/ois/ on the delays of 15 minutes or more.

OIS page under “System Impact Reports.” (b) Use of an active runway to taxi a tarmac e. Field facilities, TMUs, TMOs, MTOs, the delay aircraft that would preclude the use of that service center OSG, and the ATCSCC must ensure runway for arrivals or departures and result in that SIRs: arrival/departure delays of 15 minutes or more.

1. Are coordinated, developed, and submitted (c) Taxi of tarmac delay aircraft would result with as much advance notice as possible before the in placing other aircraft in jeopardy of violating the planned event/outage.

“Three/Four-Hour Tarmac Rule.” NOTE − (d) Taxi of tarmac delay aircraft would Providing the SIR in a timely manner allows our displace departure aircraft already in a reportable customers to more effectively plan their operation and delay status and result in delays in excess of an reduce the impact to the extent practicable.

additional 15 minutes.

2. Do not contain sensitive security informa- (e) The taxi of a tarmac delay aircraft to the tion.

ramp, gate, or alternate deplaning area would result in a diversion or the airborne holding of more than 17 − 5 − 14. TARMAC DELAY OPERATIONS three aircraft.

a. Facility Procedures. The ATCSCC, en route 2. Operational complexity, surface operations, facilities, and affected terminal facilities must other arrival/departure runways, taxi routes, ramp develop procedures for handling requests related to areas, and low visibility operations.

tarmac delays for arriving or departing aircraft. ATMs 3. Security and/or Customs concerns.

must ensure that those procedures are in a facility directive and briefed annually. Issues to consider 4. Local safety considerations, such as multiple when developing local procedures should include: runway crossings.

1. What constitutes a “significant disruption” of 5. Location of alternate deplanement areas, if service at that location in order to accommodate a applicable.

Coordination 17 − 5 − 7 JO 7210.3Z 12/10/15 6. Taxiway/runway closures and/or airport information on FAA Form 7230 − 4 in CEDAR as a construction. MOR “M”entry when: 7. Notification, coordination, and investigation (1) An airport within their geographic requirements. jurisdiction has received a tarmac delay request or taxi for deplanement related to the “Three/Four − b. Requirements.

Hour Tarmac Rule.” 1. When a tarmac delay taxi request/deplane- (2) The facility becomes aware of an ment request is received, primarily from the pilot in aircraft that has or may have exceeded the command: “Three/Four − Hour Tarmac Rule.” (a) An aircraft requesting taxi clearance for (e) Facilities equipped with NTML should tarmac delay reasons should be issued clearance as utilize the program to forward the information to the soon as operationally practical, unless a significant TRACON/ARTCC/ATCSCC.

disruption of airport operations or a compromise of NOTE − safety or security would result.

The 7230-4 MOR “M” entry on CEDAR should be (b) Tower − only and tower/TRACON facilit- comprehensive and include pertinent information such as ies must verbally notify the overlying facility and date, time, location of the occurrence, the identification document the incident with pertinent information on of the aircraft involved, the time a tarmac delay taxi request was made, and other known information FAA Form 7230 − 4 in CEDAR as a MOR “M”entry concerning movement of the aircraft. Data used during when: the review may include ASDE data, flight progress strips, (1) The facility is informed of a tarmac voice replay, etc.

delay request or taxi for deplanement related to the 2. When an ARTCC is notified that an aircraft “Three/Four − Hour Tarmac Rule.” has or may have exceeded the “Three/Four-Hour (2) The facility becomes aware of an Tarmac Rule,” they must notify the ROC as soon as aircraft that has or may have exceeded the possible; the ROC must then notify the WOC as soon “Three/Four–Hour Tarmac Rule.” as possible. Notification should include the date, time, and location of the occurrence, as well as the (c) TRACONs must verbally notify the identification of the aircraft involved.

overlying ARTCC TMU and document the incident with pertinent information on FAA Form 7230 − 4 in 3. When a facility is notified that an aircraft has CEDAR MOR “M”entry when: or may have exceeded the “Three/Four − Hour Tarmac Rule,” all available records pertinent to that event (1) An airport within their geographic will be retained in accordance with FAA Order jurisdiction has received a tarmac delay request or JO 8020.16.

taxi for deplanement related to the “Three/Four − Hour Tarmac Rule.” 4. Consumer complaints are to be handled as follows: (2) The facility becomes aware of an aircraft that has or may have exceeded the (a) Refer the complainant to the appropriate “Three/Four − Hour Tarmac Rule.” airline.

(d) ARTCCs must verbally notify the (b) Do not engage in discussion with the ATCSCC and document the incident with pertinent consumer.

Coordination 17 − 5 − 8 JO 7210.3Z 12/10/15

Section 6. Traffic Management Initiatives

17 − 6 − 1. GENERAL altitude until they are clear of a particular airspace.

Capping may apply to the initial segment of the flight a. Traffic Management Initiatives (TMIs) are or for the entire flight.

techniques used to manage demand with capacity in the NAS.

3. Low Altitude Arrival/Departure Routing (LAADR). A set of routings with altitude expecta- 1. Properly coordinated and implemented TMIs tions for usage in times of severe weather constraints are an important tool in the air traffic system. These on the system. LAADR may apply to the departure or initiatives contribute to the safe and orderly the arrival phase of flight. LAADR requires a written movement of air traffic.

agreement with the customers prior to implementing.

2. Any TMI creates an impact on customers. It b. Miles − in − trail (MIT). The number of miles is imperative to consider this impact and implement required between aircraft that meet a specific criteria.

only those initiatives necessary to maintain system The criteria may be separation, airport, fix, altitude, integrity.

sector, or route specific. MIT are used to apportion b. Dynamic TMIs are those imposed on an as traffic into manageable flows, as well as, provide needed basis to manage fluctuations in traffic space for additional traffic (merging or departing) to demands.

enter the flow of traffic.

c. Minutes − in − trail (MINIT). The number of 17 − 6 − 2. BACKGROUND minutes required between successive aircraft. It is Some TMIs may also be considered “control normally used in a non − radar environment, or when instructions” or procedures; the difference is transitioning to a non − radar environment, or determined by the magnitude of the event, the additional spacing is required due to aircraft coordination process, and the length of time it is deviating around weather.

implemented. TMIs may also be referred to as d. Fix balancing. Assigning an aircraft a fix other “restrictions,” especially in conjunction with miles − than in the filed flight plan in the arrival or departure in − trail.

phase of flight to equitably distribute demand.

17 − 6 − 3. POLICY e. Airborne holding. Planned holding of aircraft may be utilized. This is normally done when the To maintain the integrity of the air traffic system, operating environment supports holding and the facility TM personnel must employ the least weather conditions are expected to improve shortly; restrictive methods available to minimize delays.

this ensures aircraft are available to fill the capacity at the airport.

17 − 6 − 4. TYPES OF TMIs f. Sequencing Programs. These programs are a. Altitude.

designed to achieve a specified interval between 1. Utilized to segregate different flows of aircraft; they may be software generated or traffic, or to distribute the number of aircraft determined by TM personnel. Different types of requesting access to a specified geographic region.

programs accommodate different phases of flight.

2. Colloquialisms: 1. Departure Sequencing Program (DSP) − Assigns a departure time to achieve a constant flow (a) Tunneling − Term to indicate traffic will of traffic over a common point. Normally, this be descended prior to the normal descent point at the involves departures from multiple airports.

arrival airport to remain clear of an airspace situation; e.g., holding.

2. En route Sequencing Program (ESP) − (b) Capping − Term to indicate aircraft will Assigns a departure time that will facilitate be cleared to an altitude lower than their requested integration in the en route stream.

Traffic Management Initiatives 17 − 6 − 1 JO 7210.3Z 12/10/15 3. Arrival Sequencing Program (ASP) − 17 − 6 − 5. EXCEPTION Assigns fix crossing times to aircraft destined to the The above list is not all − inclusive and does not same airport.

preclude the innovation and application of other procedures that will result in improved customer 4. Center TRACON Automation System service.

Traffic Management Advisor (CTAS − TMA) − Assigns meter fix/arc crossing times to aircraft to 17 − 6 − 6. TMI DATA manage airport arrival demand.

The efficiency of the NAS is enhanced when all g. Reroutes: participants have access to the same data. Utilization of shared technology, (e.g., Flow Evaluation Area) 1. Reroutes are ATC routings other than the enhances the coordination process.

filed flight plan. They are issued to: (a) Ensure aircraft operate with the “flow” of 17 − 6 − 7. TMI APPROVAL AUTHORITY traffic.

a. The ATCSCC is the approval authority for all en route and designated terminals inter − facility TMIs, (b) Remain clear of special use airspace.

except as identified in subparagraph (b) below and (c) Avoid congested airspace.

MIT restrictions of ten (10) miles or less. TMIs that are expected to result in reportable delays must be (d) Avoid areas of known weather or where coordinated through the ATCSCC. Reportable delays aircraft are deviating or refusing to fly.

are delays of 15 − minutes or more as defined in FAA Order JO 7210.55, Operational Data Reporting 2. Operators should file new flight plans when Requirements.

they are more than 45 minutes from departure.

NOTE − 3. Sources for route information: New York TRACON is a designated terminal and others may be included at the direction of System Operations.

(a) Airport/Facility Directory.

b. The Center/TRACON is responsible for TMI (b) Preferential Route Information in facilit- within their area of jurisdiction (underlying ies.

terminals) that do not cause reportable delays.

(c) Route Management Tool.

17 − 6 − 8. PROCESSING TMI (d) North American Route Notice.

a. The initiating facility must identify the need for a TMI, explore alternatives, and prepare a (e) Federal Air Regulations.

justification.

(f) Notices to Airmen.

b. The initiating facility must be prepared to discuss the proposal at the request of the ATCSCC (g) Advisories issued by ATCSCC. (These and/or the receiving facility prior to implementation are listed on the Operational Information System.)

during the joint review process.

4. More information on routes is contained in c. Facilities must continuously monitor and Section 17, Coded Departure Routes, Section 18, evaluate the TMI, and make adjustments as Route Advisories, and Section 20, National necessary, including cancellation.

Playbook.

d. Facilities must conduct post event analysis on h. Ground Delay Programs. (See Section 9, the TMI, and document any known negative impacts/feedback.

Ground Delay Programs.)

i. Airspace Flow Programs. (See Section 10, 17 − 6 − 9. FIELD FACILITY Airspace Flow Programs (AFP).)

RESPONSIBILITIES FOR TMIs j. Ground Stops. (See Section 11, Ground a. Evaluate capacity and demand. The assessment Stop(s).) must include the evaluation of all data required to Traffic Management Initiatives 17 − 6 − 2 JO 7210.3Z 12/10/15 make an informed decision. The data may include 17 − 6 − 11. TMIs WITHIN ARTCC AREA OF Flow Evaluation Areas (FEA)/Flow Constrained JURISDICTION Areas (FCA), traffic counts and lists from the Facilities must: Enhanced Traffic Management System, and coordin- a. Coordinate TMIs with all impacted facilities ation with impacted facilities.

within their jurisdiction.

b. Consider internal options prior to requesting b. Contact the ATCSCC at any time internal inter − facility TMIs.

restrictions may result in reportable delays; have an c. When interfacility TMIs are appropriate, adverse affect on other national initiatives; or result coordinate with the ATCSCC and provide the in the implementation of additional initiatives.

following information: c. Enter all applicable information in the NTML.

1. A detailed and specific identification of the problem.

17 − 6 − 12. TMIs OF 10 MIT OR LESS 2. Intra − facility actions taken/considered.

TMIs must be coordinated consistent with the following procedures: 3. A detailed explanation of the assistance required, including options available.

a. The requesting facility notifies the providing facility in a timely manner.

4. Identification of potential system impacts.

b. The TMI must not exceed four (4) hours.

d. Document the TMI in the NTML. Severe weather MIT coordinated through the ATCSCC must c. The TMI is documented in the NTML, be entered in the NTML utilizing the “severe including justification and any negative impacts weather” feature by the facility requesting the MIT.

associated with the TMI.

REFERENCE − d. If the facilities cannot reach agreement, the For ARTCC to ARTCC and ARTCC to N90 MIT responsibilities and restriction request is forwarded to the ATCSCC for coordination, refer to paragraph 17 − 7 − 5.

resolution.

17 − 6 − 10. ATCSCC RESPONSIBILITIES e. The ATCSCC may suspend these procedures at FOR TMI any time by notifying the impacted facilities.

a. Advise facilities of system impacts. The 17 − 6 − 13. EN ROUTE SEQUENCING impacts will be determined by conferencing PROGRAM (ESP) IMPLEMENTATION impacted facilities, as necessary, and may require sharing FEAs/FCAs.

ESP assigns a departure time that will facilitate integration into an en route stream. Runway 1. If a MIT restriction is modified while on the configuration and departure procedures must be conference, the ATCSCC will modify the restriction considered for accurate projections. The TMU must: in the NTML while on the conference.

a. Enter TM messages (FT, FE, etc.) to produce 2. Once the restriction is coordinated, the strips and automatically acquire full data blocks on restriction or modified restriction will be approved departures, arrivals, and overflight traffic specifying and sent to all relevant facilities.

the appropriate destination.

b. Issue a decision regarding the request. For b. Inform appropriate sectors and ATCTs that ESP negative responses, document the rationale in will be in effect (time) for aircraft destined to disapproving the request.

specified airports and routes.

c. Issue advisories, as appropriate.

c. Regulate VFR services to ensure that delays are d. Monitor TMI pertinent to the position of distributed equally, especially if a ground delay operation.

program is in effect for a primary airport.

e. Maintain a database of MIT TMI for historical d. If an aircraft does not depart within the and statistical analysis. designated departure window, the appropriate sector Traffic Management Initiatives 17 − 6 − 3 JO 7210.3Z 12/10/15 and/or ATCT must contact the TMU to obtain a new 3. Complete capping and tunneling plans by release time. March 1, 2009, and update their plans biannually, no later than May 1 and November 1 of each calendar year.

17 − 6 − 14. TMIs OF 25 MIT OR GREATER 4. Include in the plan: a. All FAA TMUs requesting initiatives of 25 MIT or greater must: (a) A description of planned capping and tunneling procedures that may be used within the 1. Create an FEA that: departure ARTCC airspace.

(a) Adequately represents the constrained (b) Directions of use (for example, North area.

Plan, South Plan, etc.).

(b) Captures the flights affected by the (c) Altitudes, including expected start and/or requested initiative.

end points of capping and tunneling actions.

2. Share the FEA with the ATCSCC.

(d) Routes and distances of expected use.

3. Enter the name of the FEA in the remarks (e) Information concerning how and when the section of the NTML Restrictions tab and coordinate plan affects arrivals, departures, terminal or en route justification for the restriction.

airspace.

NOTE − (f) All facilities impacted.

1. TMUs are exempt from creating FEAs for situations that cannot be represented due to filtering limitations in b. ARTCC TMUs must: the FEA tool.

1. Submit facility capping and tunneling plans 2. Flights to specific runways, flights using specific to the ATCSCC Automation Office for inclusion in departure procedures, flights that may be offloaded to the Operational Information System by May 15 and alternative routing are examples of items that cannot be November 15 of each calendar year. This will allow represented.

facilities and customers to evaluate the impact of b. If an extension to a 25 MIT or greater restriction these plans and any possible strategic and tactical is necessary, the TMU must: options to them.

1. Amend the shared FEA end time to cover the 2. Coordinate capping and tunneling plans revised time period.

through the ATCSCC before implementation.

2. Coordinate the extension request with the 3. Coordinate issues, alternate initiatives, and ATCSCC.

exit strategies with the ATCSCC and affected facilities.

c. The ATCSCC may suspend the requirements for facilities to develop FEAs associated with MIT NOTE − restrictions at any time. Capping and tunneling can provide a rapid solution to some situations; however, consideration needs to be given to potential weather constraints, such as turbulence and 17 − 6 − 15. CAPPING AND TUNNELING icing, and the effects of fuel and flight time for the aircraft included.

a. ARTCCs must: 4. Provide local information to aid the ATCSCC 1. Provide a basic capping and tunneling plan in with developing alternative, successful reroute coordination with affected TRACON for all airports options for customers to consider, as needed.

listed in the Operational Evolution Partnership, as a minimum. 5. Implement tactical initiatives and update as necessary, for example, MIT/MINIT.

2. Develop, maintain, coordinate, and modify all capping and tunneling plans with the TMU, the 6. Coordinate changes or cancellation of ATCSCC, and affected facilities within or adjacent to capping and tunneling plans with the ATCSCC and their area of jurisdiction. affected facilities.

Traffic Management Initiatives 17 − 6 − 4 JO 7210.3Z 12/10/15 c. The ATCSCC must: able. Provide details regarding distance and altitude information, when available.

1. Respond to requests for the implementation 4. Transmit required advisories to implement of the capping and tunneling plan and evaluate capping and tunneling plans. This advisory should possible alternatives.

specify airports included, alternate routes and options as able, expected duration, transition points (route or 2. Notify affected facilities and customers of altitude), reason for implementation, and modifica- capping and tunneling implementation and the tions to the plan.

airports, routes, and/or airspace that will be impacted.

5. Evaluate and advise affected facilities and 3. Transmit planned advisories before imple- customers of cancellation of capping and tunneling mentation of capping and tunneling, when applic- initiatives, as appropriate.

Traffic Management Initiatives 17 − 6 − 5 JO 7210.3Z 12/10/15

Section 7. Flow Evaluation Area (FEA) and Flow

Constrained Area (FCA)

17 − 7 − 1. GENERAL g. FEA/FCA flight list: Aircraft that penetrate the FEA/FCA during the specified valid time.

FEAs and FCAs support common situational h. Route guidance: Suggested reroutes, issued in awareness and provide customers increased flexibil- an advisory that suggest or provide examples of ity in responding to conditions in the (NAS) by routing possibilities away from a defined constraint providing a graphical description of a constraint and associated with an FEA/FCA. This guidance may not an associated list of flights that traverse the area provide routes for all flights captured in the identified. FEAs and FCAs provide reroutes which FEA/FCA.

are published through a reroute advisory with an optional flight list attached. Stakeholders can 17 − 7 − 3. RESPONSIBILITIES monitor FEAs and FCAs through the reroute monitor in traffic situation display the TSD, the Web situation Customers are expected to: display (WSD), or the collaborative constraint a. Enter the FCA name in the remarks section situation display (CCSD).

when filing the flight plan.

b. Review advisories and examine their affected 17 − 7 − 2. DEFINITIONS flights.

a. Default route: A route published by the c. Use EI capability as needed, considering FAA ATCSCC in conjunction with user preferred route guidance. Early filing of a flight plan may be trajectory (UPT) for facilities to assign any aircraft used in lieu of this requirement.

that remain on the dynamic list.

d. Examine their affected flights and submit decisions for routing in accordance with the b. Dynamic list: A list of flights captured in an FEA/FCA. If unable, coordinate with the ATCSCC FEA/FCA that is continually updated as changes Tactical Customer Advocate.

occur to the aircraft’s route of flight.

e. Consider using private FEAs to monitor a c. Early Intent (EI): Customer route preference situation and evaluate an area of concern.

submitted to the Traffic Flow Management System (TFMS). EI routes identify routing preferences or f. Evaluate and select routes that meet their remove the flight from the constrained area.

objectives.

Customers are expected to file their flight plans in NOTE − accordance with EI unless otherwise coordinated Customers may identify available routes via the Route with the ATCSCC.

Options Generation (ROG).

d. EI Window: Time period when customers can 17 − 7 − 4. PROCEDURES submit EI or file out of the FEA.

a. The FAA TMU must: e. FCA: The defined region of airspace, flight 1. Remain cognizant of operational areas of filters, and time interval used to identify flights interest and use FEAs to evaluate those areas.

subject to a constraint. System stakeholders may be required to take action to mitigate the constraint 2. When naming FEAs that will be shared, identified by the FCA.

ensure the name is descriptive to the constraint or airspace captured. Ensure FEAs do not contain FCA f. FEA: The defined region of airspace, flight in the name and do not begin with a number or special filters, and time interval used to identify flights. An character.

FEA should be used by system stakeholders to evaluate and/or mitigate potential or existing 3. Share FEAs with the ATCSCC that may constraints. require implementation of TMIs (i.e., reroutes, Flow Evaluation Area (FEA) and Flow Constrained Area (FCA) 17 − 7 − 1 JO 7210.3Z 12/10/15 miles − in − trail, ground stops, etc.) If requesting a 3. Create FEAs that define the geographical reroute in conjunction with a shared FEA, notify the area of concern with appropriate altitude and time ATCSCC via the NTML of the FEA and the proposed limits, plus any other relevant filters to select affected reroute. traffic.

4. Monitor the NTML and respond to field 4. Contact the ATCSCC to coordinate a public facility requests for reroutes associated with shared FEA or an FCA.

FEAs. Evaluate reroute requests and, if applicable, 5. Coordinate public FEAs and FCAs with conference the appropriate stakeholders to coordinate facilities within their area of jurisdiction.

the reroute.

6. Monitor the FCA dynamic list. Based on 5. Issue any associated routes via the “Create information provided in the FCA advisory, appropri- Reroute” tool.

ate action must be taken in regard to flights that 6. Ensure the FCA or public FEA expires at the remain on the list.

end of the published valid time unless coordination is accomplished and an advisory issued that cancels 7. Monitor the system impact of the routes and the initiative.

contact the ATCSCC if these routes will cause a local flow issue.

7. Provide FAA facilities with guidance on the use of default routes and when they may be 8. Coordinate with the ATCSCC if it becomes discontinued.

necessary to issue an FCA.

9. Monitor the public FEA or FCA and, as 17 − 7 − 5. ARTCC TO ARTCC required, coordinate modifications to the initiatives COORDINATION with the ATCSCC.

These procedures must be utilized in the develop- ment and coordination of ARTCC to ARTCC and 10. When an FCA is used to manage a ARTCC to N90 MIT.

constraint; review the advisory issued by the ATCSCC and comply with the provisions of the 17 − 7 − 6. RESPONSIBILITIES advisory.

ARTCC TMU must follow guidelines for the FEA 11. When TMIs that impact other stakeholders naming convention as follows: will be required to resolve a situation: a. For Airport MIT: (a) Coordinate with the ATCSCC.

[Requester]_[Provider]_[Airport] (b) Provide local information which aids the EXAMPLE − ATCSCC with developing successful reroute options 1. ZDC_ZJX_EWR for customers to consider.

2. ZTL_ZID_ATL (c) Monitor impacts of customer preferences.

b. For Airway/Route: [Requester]_[Provider]_[Airway] (d) Take tactical action as necessary.

EXAMPLE − 12. Assign default routes to flights that are not 1. ZDC_ZJX_J55 routed around the constraint as directed in reroute 2. ZNY_N90_PARKE advisories.

17 − 7 − 7. PROCEDURES b. The ATCSCC must: The ARTCC TMU must: 1. Issue public FEAs and issue an advisory, as a. Draw the FEA at the common ARTCC or necessary. Public FEAs must have a descriptive name ARTCC/N90 boundary.

that is pertinent to the event.

b. Draw the FEA per route.

2. Issue FCAs and, issue an advisory, as necessary. Include in the advisory any actions c. Filter the FEA for single airport destinations, required by customers and field facilities. except where MITs are requested for multiple Flow Evaluation Area (FEA) and Flow Constrained Area (FCA) 17 − 7 − 2 JO 7210.3Z 12/10/15 destinations in an ‘as one’ restriction; in which case, route environment is 7 miles per minute of flight the FEA must be filtered to reflect that information. time.

EXAMPLE − d. Review the total number of aircraft as presented Two aircraft passing through an FEA 3 MINITs should be in the 15 − minute FEA/FCA timeline bar. considered to be 21 MITs of one another.

2. An accepted distance consideration for N90 e. Select and review the FEA/FCA Dynamic List TMIs is 5 miles per minute of flight time.

for restrictions needed based on distance between f. Complete electronic coordination and share the aircraft, making sure the “ENTRY” column is set to FEA with the ATCSCC as required.

display aircraft in chronological order of times as they enter the FEA.

g. Continually evaluate and assess MIT for effectiveness and cancel the restriction at the earliest 1. An accepted distance consideration for the en opportunity.

Flow Evaluation Area (FEA) and Flow Constrained Area (FCA) 17 − 7 − 3 JO 7210.3Z 12/10/15

Section 8. Monitor Alert Parameter

NOTE − 17 − 8 − 1. PURPOSE This does not apply to combined sectors MA values.

The Monitor Alert Parameter (MAP) establishes a b. MAP values for combined sectors may exceed numerical trigger value to provide notification to the baseline value by more than three. Normal sector facility personnel, through the MA function of the combinations and associated MAP values must be TFMS, that sector/airport efficiency may be forwarded to the manager ATCSCC.

degraded during specific periods of time. The efficiency of a functional position or airport in + c. Baseline MAP values may be adjusted / − 3.

providing air traffic services is a shared responsibility + Adjustments of more than / − 3 requires concurrence of the TM team. That team consists of the ATCS(s), of the TMU and representatives of the area of OS(s), and the TMU. These entities must monitor, specialization. Adjustments to the baseline values assess and act on sector/airport loading issues to will be documented, including rationale, and ensure that these NAS elements operate efficiently.

maintained by the TMU.

The ability of a functional position or airport to d. The MAP value will be dynamically adjusted to provide air traffic services may be affected by a reflect the ability of the functional position to provide variety of factors (i.e., NAVAIDs, meteorological air traffic service. During periods of reduced conditions, communications capabilities, etc.); efficiency the MAP will be dynamically adjusted therefore MAP is a dynamic value which will be downward and conversely, when efficiency is adjusted to reflect the capabilities of the functional improved, the MAP will be adjusted upward, but not position or airport.

to exceed the baseline or documented, adjusted value.

17 − 8 − 2. IMPLEMENTATION PROCEDURES 17 − 8 − 3. RESPONSIBILITIES MAP values are established and will be assigned for Facility TMUs must: air traffic functional positions, within the MA function of TFMS as follows: a. Monitor all adapted sectors and airports within their area of jurisdiction for alerts generated by the Average Sector MAP VALUE MA function of the TFMS.

Flight Time b. Maintain communications with areas of 3 min. 5 specialization to determine functional position constraints and adjust MAP values to indicate the 4 min. 7 functional position capabilities.

5 min. 8 c. Set the MA look ahead value at least one hour 6 min. 10 into the future with 1.5 hours to 2.5 hours being the 7 min. 12 recommended time frame.

8 min. 13 NOTE − The recommendation to set the look ahead value to 9 min. 15 between 1.5 and 2.5 hours is for preplanning purposes.

10 min. 17 Action taken to address an alert should take place approximately 1 hour prior to the alerted time frame. This 11 min. 18 activity will allow for a further review and evaluation of the TFMS data. A key in the analysis process is the 12 min. or greater 18 determination of the duration of the alert. TM initiatives should be primarily for those time frames when the MAP a. Average sector flight time will be calculated value will be equaled or exceeded for a sustained period using data indicating functional position operations of time (usually greater than 5 minutes).

for a consecutive Monday through Friday, 7:00 AM − 7:00 PM local time frame. d. Respond to alerts by: Monitor Alert Parameter 17 − 8 − 1 JO 7210.3Z 12/10/15 1. Analyzing data for the alerted time frame to for resolution, additional analysis will be conducted.

develop expected impact and recommendations to The analysis should result in recommendations to address the alert. address the identified constraint and may include sector design adjustment, flow dispersion, or user 2. For red alerts − notify the affected area of the operations adjustment. Should the local facility not alert, indicating the expected impact and recommen- be able to implement resolution recommendations ded action.

due to external factors (i.e., lack of equipment, 3. For yellow alerts − notify the affected area of nonconcurrence from other facilities), the local the alert when analysis indicates that the ability of the facility will elevate the issue to the responsible sector to provide efficient air traffic services will be Service Area office.

degraded due to abnormal operations.

e. Maintain an operational log of red alerts and 17 − 8 − 5. RESOLVING RECURRING retain for 15 days the following information: SECTOR LOADING ISSUES 1. Date and time of alert.

The elevation of a recurring sector loading issue to the regional level indicates that the local facility 2. Results of analysis including expected requires additional assistance in resolving the issue.

impact and recommendation to address.

The appropriate Service Area office will allocate 3. Time area notified.

necessary resources to address the sector loading issue and will ensure that: 4. Action, if any, to be taken.

a. The local facility forwards a staff study to the 5. Functional position configuration (i.e., sector Service Area office outlining activities taken to combine status, staffing).

resolve the recurring sector loading problem, 6. The time period(s), by facility, during which solutions explored, and recommendations for an alert notification(s) has/have been suspended.

resolution. The report will also contain specific initiatives the facility is employing to currently 17 − 8 − 4. ANALYSIS REQUIREMENTS manage the sector.

a. Facilities will produce, utilizing the Off Line b. The originating facility Service Area office will Aircraft Management Program or equivalent pro- develop an action plan to address the identified gram, a 15 minute summary sector activity report for problem and will: each red alert and each yellow alert conforming to 1. Notify ATCSCC of any continuing TM subpara 17 − 8 − 3d3.

initiatives being implemented to resolve the sector b. Alerts generated by the MA function of the loading problem.

TFMS will be further evaluated by post event 2. Dedicate resources within the division to analysis. The focus of this analysis will be towards evaluate the facility’s findings.

assessing the effectiveness and impact, both to the sector and the user, of action taken or not taken as a 3. Serve as the focal point for coordinating result of a documented alert. A one minute sector inter − facility activity as appropriate.

summary report will be utilized to assist in the impact 4. Coordinate with appropriate FAA Headquar- analysis of the alerted time frame.

ters service units for assistance as necessary.

c. When a pattern of alerts is established (i.e., same sector, same time frame, on a daily basis or 5. Forward to the manager ATCSCC, within 60 requirement for additional resources to manage on a days of receiving the facility’s report, a copy of the routine basis) which requires recurring TM initiatives draft action plan and associated milestones.

Monitor Alert Parameter 17 − 8 − 2 JO 7210.3Z 12/10/15

Section 9. Ground Delay Programs

17 − 9 − 1. POLICY and may consist of one or more ARTCCs and one or more Canadian airports. All departure aircraft will Ground Delay Programs (GDP) must be applied to all receive an EDCT to the GDP airport.

aircraft departing airports in the contiguous U.S., as b. Delay Assignment (DAS). A method for well as, from select Canadian airports. Aircraft that assigning delays to aircraft based on the GDP have been assigned an EDCT in a GDP should not be parameters. The delay assignment is calculated in subject to additional delay. Exceptions to this policy 15 − minute increments and appears as a table in are miles − in − trail and departure/en route spacing TFMS.

initiatives that have been approved by the ATCSCC.

GDP procedures do not apply to facilities in Alaska.

c. General Aviation Airport Program (GAAP). A method for assigning delays to aircraft based on 17 − 9 − 2. GENERAL arrival slot availability at the airport.

A GDP is a TM process administered by the 17 − 9 − 5. VARIABLES IN GDPs ATCSCC; when aircraft are held on the ground in order to manage capacity and demand at a specific GDPs may be modified and affected due to changing location, by assigning arrival slots. The purpose of conditions. Some of those variables include, but are the program is to support the TM mission and limit not limited to, GDP Adjustments, Diversion airborne holding. It is a flexible program and may be Recovery, and User Options.

implemented in various forms depending upon the a. GDP Adjustments. The ATCSCC may make needs of the air traffic system. The EDCT is revisions and compressions to the GDP as conditions calculated based on the estimated time en route and at the airport or within the airspace change.

the arrival slot. It is important for aircraft to depart as close as possible to the EDCT to ensure accurate b. Diversion Recovery. During periods where delivery of aircraft to the impacted location. GDPs there are a large number of diverted flights, the GDP provide for equitable assignment of delays to all may be adjusted to provide priority for the recovery system users.

of aircraft diversions over nondiverted flights.

c. User Options. Users are permitted to exchange 17 − 9 − 3. BACKGROUND and substitute Controlled Times of Arrival (CTA) congruent with CDM agreements concerning In the past, GDPs were issued manually, followed by substitutions.

software called Groverjack. These systems were based on the Official Airline Guide data, and did not take into account dynamic changes the system users 17 − 9 − 6. ATCSCC PROCEDURES made to their schedule. The Flight Schedule Monitor Upon receipt of information that traffic flows have (FSM) was developed through the collaborative been or are expected to be impacted and that decision making process with system users to provide significant delays will result, the ATCSCC must: a dynamic method of implementing and managing a. Conference affected facilities and system users, GDPs. System users submit schedule changes to as appropriate , to determine AARs and review FSM, which keeps a current up − to − the − minute system demand and other known or anticipated schedule of flights. The Flight Schedule Analyzer (FSA) is used to monitor and review the effectiveness factors.

of GDPs.

b. Determine when implementation of a GDP is appropriate and the flow rate to be used.

17 − 9 − 4. DEFINITIONS Consideration will be given to the impact on other air traffic control facilities and user groups.

a. GDP Parameters. Aircraft departing within a defined geographical area are initially assigned delay c. Transmit an ATCSCC advisory providing in the GDP. This area is developed using the FSM, information to air traffic control facilities and user Ground Delay Programs 17 − 9 − 1 JO 7210.3Z 12/10/15 groups about the implementation, revision, compres- h. Provide an EDCT or DAS when requested by sion, and cancellation of a GDP. Except for the an ARTCC.

cancellation of a GDP, the ATCSCC advisory must i. Coordinate with affected facilities to ensure the include the following items: GDP is adequately managing the demand.

1. Airport.

j. Obtain arrival and departure counts from affected facilities, as appropriate.

2. Delay Assignment Mode.

k. Utilize the TSD and FSM to monitor traffic 3. Aggregate Demand List (ADL) Time.

flow patterns, obtain estimated arrival counts, or 4. Program Type. (Optional) obtain airborne delay estimates.

5. Arrivals Estimated For.

l. When appropriate and workload permitting, utilize FSA to monitor the GDP.

6. Program Rate.

7. Flights Included.

17 − 9 − 7. ARTCC PROCEDURES 8. Scope.

The ARTCC TMU must: 9. Additional Facilities Included.

a. Issue a General Information message (GI) to all towers and FSSs advising of the GDP. In some 10. Exempt Facilities.

instances, verbal notification, in addition to a GI, may 11. Canadian Airports Included. (When applic- enhance the dissemination of information.

able.)

b. Issue EDCT information to non − FDEP/FDIO 12. Delay Assignment Table Applies To. equipped towers and other users in sufficient time for (Optional.)

proper planning and control actions. This does not include non − FDEP towers that are satellites of 13. Maximum Delay or Delay Limit. (As TRACON/RAPCON facilities. The TRACON/ appropriate).

RAPCON is responsible for satellite EDCTs.

14. Average Delay. (Optional).

c. Evaluate the Delay Assignment Mode and assign EDCTs, as appropriate.

15. Reason.

1. For DAS, assign an EDCT using the DAS 16. Remarks.

table to aircraft that do not receive an EDCT and are d. Transmit the DAS table to ARTCC TMUs via destined to an affected airport within their ARTCC TFMS and the NADIN circuits, if appropriate.

boundaries. Contact the ATCSCC for aircraft destined to an airport outside their ARTCC e. Transmit EDCTs to ARTCCs and linked system boundaries.

users.

2. For GAAP, contact the ATCSCC for an NOTE − EDCT for aircraft that do not receive an EDCT.

A CT message is automatically transferred to the ARTCC’s computers by the ETMS and appears on flight d. Keep the ATCSCC apprised of cancellations progress strips as an EDCT. In the event of a and diversions to or from the affected airport.

communication failure between the ETMS and the NAS computer, the CT message can be manually entered by the e. Relay information to the ATCSCC when ARTCC TMC with ATCSCC approval.

advised by a terminal facility about EDCT issues.

f. Input ATCSCC coordinated modifications to f. Request a revised EDCT from the ATCSCC EDCT into FSM.

when notified by the terminal facility that a flight will be unable to depart within EDCT parameters as NOTE − Modifications may be made through TFMS. defined in FAAO JO 7110.65, Air Traffic Control.

g. Continually monitor, adjust, and cancel GDPs, g. Advise the appropriate terminal facility or as appropriate, and transmit an ATCSCC advisory as controller after receiving a revised EDCT from the necessary. ATCSCC.

Ground Delay Programs 17 − 9 − 2 JO 7210.3Z 12/10/15 h. Utilize FSM to obtain information about the 17 − 9 − 9. AMENDING EDCTs GDP, and may utilize FSA to monitor the GDP.

a. All requests to amend EDCTs earlier than the current EDCT must be coordinated with the ATCSCC.

17 − 9 − 8. TERMINAL PROCEDURES b. Facilities without FSM should contact their The Terminal TMU must: overlying facility to request a new EDCT.

a. Utilize FSM, if available, to obtain EDCT c. Modifications to EDCTs for a time later than the information.

current EDCT must be processed in accordance with the following guidelines: b. Obtain from the ARTCC TMU and apply the 1. The pilot/operator must be in contact with appropriate delay to: ATC.

1. Airfile aircraft destined to the affected 2. Facilities with FSM may utilize the EDCT airport.

Change Request (ECR) tool to assign a new EDCT utilizing the Slot Credit Substitution (SCS) method, 2. Any other flight not assigned an EDCT.

followed by the unlimited delay option, when c. Ensure that internal flight plans are entered into available.

the EAS computer in order to receive an equitable 3. If the time generated by ECR is not delay.

acceptable (normally two hours of additional delay or longer), the facility must contact the ATCSCC d. Ensure the EDCT is included in the flight clearance when a GDP is in effect. If an EDCT is not through the appropriate protocol, for a new EDCT.

received and a GDP is in effect, contact the ARTCC d. All EDCTs amendments not obtained using the TMU for an EDCT.

ECR tool must be coordinated via the appropriate protocol.

e. Issue EDCT information to non − FDEP/FDIO equipped towers and other users in sufficient time for 17 − 9 − 10. CANCELLATION PROCEDURES proper planning and control actions.

a. When conditions no longer warrant ground f. To the extent possible, plan ground movement delays, the ATCSCC must: of aircraft destined to the affected airport so that flights will meet the parameters in FAAO 1. Conference all affected facilities and system users, as appropriate, to develop an operational plan JO 7110.65, Air Traffic Control. If unable, advise the ATCSCC, through the appropriate protocol. for release of ground delayed traffic into the system.

2. Transmit an ATCSCC advisory stating the g. Ensure aircraft with an EDCT that are in a GDP has been cancelled. The advisory must include Ground Stop are not released without the approval of the following items: the issuing authority for the Ground Stop.

(a) Airport.

h. When a GDP is in effect for the local airport, (b) ADL Time.

forward the total number of hourly arrivals and departures to the ATCSCC, through the appropriate (c) Reason.

protocol, as soon as possible after each hour in order (d) Remarks.

that timely GDP adjustments may be made.

3. Purge flights from the TFMS.

i. Coordinate closely with the appropriate ARTCC b. The ARTCC TMU and the Terminal TMU TMU on conditions affecting current or projected must: arrival rates.

1. Issue cancellation information to underlying NOTE − facilities, using normal communication methods, in Terminal facilities may utilize FSM to obtain information sufficient time for proper planning and control concerning the GDP, including EDCTs, and may utilize actions.

FSA to monitor the GDP.

Ground Delay Programs 17 − 9 − 3 JO 7210.3Z 12/10/15 2. Notify facility personnel, as appropriate, of concerning substitutions. The ATCSCC may deny the cancellation. substitution requests when: (a) AARs are varying rapidly.

17 − 9 − 11. DOCUMENTATION (b) Workload necessitates.

a. The ATCSCC must document all pertinent (c) Deemed appropriate by the NOM/NTMO.

information related to the GDP in their position logs, 2. The ATCSCC must: including, but not limited to, the start and stop times and the reason for the GDP .

(a) Ensure that when flights are traded, the delay factor is equal to the original delay factor after b. The ARTCC TMU and the Terminal TMU must the trade/substitution has been completed.

document all pertinent information related to the GDP.

(b) Document substitutions.

(c) Transmit an ATCSCC advisory when 17 − 9 − 12. USER OPTIONS substitutions are suspended and include an estimated time when substitutions will resume.

When a GDP is in effect, system users may exercise options other than ground delays. Users must 17 − 9 − 13. VFR FLIGHTS coordinate options directly with the ATCSCC.

a. VFR flights requesting an IFR clearance to a a. Intermediate landing. The flight should land at GDP airport should be handled as follows: the intermediate airport to provide the delay necessary for the flight to arrive at the CTA. An 1. DAS. Assign a delay from the DAS table.

intermediate landing airport within the arrival 2. GAAP. Call the ATCSCC for a time.

ARTCC should not be accepted without coordination and approval from the ATCSCC.

b. Aircraft requesting to remain VFR will be at the discretion of the terminal facility with the GDP, if b. Substitution of flights.

they can be accommodated without additional delay 1. Users are permitted to exchange and to IFR aircraft, except in unusual circumstances; for substitute CTAs congruent with CDM agreements example, emergency, MEDEVAC.

Ground Delay Programs 17 − 9 − 4 JO 7210.3Z 12/10/15

Section 10. Airspace Flow Programs (AFP)

17 − 10 − 1. GENERAL 4. For the potential AFP, model program rates, scope, and duration.

The FSM was developed to provide a dynamic 5. Transmit a proposed advisory unless imme- method of implementing and managing ground delay diate implementation is necessary.

programs. The creation and publication of FEAs and FCAs serve to identify areas of limited capacity to 6. Conference affected facilities and customers system customers that require a reduction in demand to review system demand, other known or anticipated through rerouting flights (voluntary or mandatory).

factors, program rates, scope, and duration.

An alternative to managing airspace congestion is to 7. If it is determined that an AFP is the most merge these two technologies and create AFPs. An appropriate TMI: AFP is a traffic management tool that assigns specific (a) Send the AFP using the FSM and transmit arrival slots and corresponding EDCTs to manage an advisory.

capacity and demand for a specific area identified by the FCA. It is important for aircraft to depart as close (b) Coordinate with affected facilities to as possible to the EDCT to ensure accurate delivery ensure the AFP is adequately managing demand.

of aircraft to the impacted area.

(c) Use the TSD and FSM to monitor traffic flow patterns.

17 − 10 − 2. POLICY (d) Manage AFPs with revisions, extensions, and compressions, as appropriate, and transmit AFPs may be applied to all aircraft departing airports advisories.

in the contiguous United States and from select Canadian airports. Aircraft that have been assigned (e) Provide EDCT information when reques- an EDCT in an AFP should not be subject to ted.

additional delay. Exceptions to this policy are b. The ARTCC TMU must: miles − in − trail and departure/en route spacing 1. Issue a GI message to all towers, sectors and initiatives that have been approved by the ATCSCC.

flight service stations advising of the AFP. In some AFP procedures do not apply to facilities in Alaska.

instances, verbal notification, in addition to a GI, may enhance the dissemination of information.

17 − 10 − 3. RESPONSIBILITIES 2. Monitor the effectiveness of the AFP and Facilities must: notify the ATCSCC with requests for adjustments and/or revisions as necessary.

a. Develop and share FEAs that may require AFP 3. Issue EDCT information to non FDEP/ consideration.

FDIO − equipped towers and other customers in b. Comply with AFP − generated EDCTs.

sufficient time for proper planning and control actions. This does not include non − FDEP towers that are satellites of TRACON facilities. The TRACON 17 − 10 − 4. PROCEDURES is responsible for issuing these EDCTs to satellite Upon receipt of information that traffic flows have towers.

been impacted, or are expected to be impacted, and 4. Evaluate the DAS mode and assign EDCTs, that significant delays may result: as appropriate.

a. The ATCSCC must: (a) Acquire an EDCT from the ATCSCC for aircraft that do not receive an EDCT.

1. Identify the constraint and potential AFP.

(b) For aircraft not assigned an EDCT, the 2. Implement, monitor, and cancel AFPs as TMU must advise the ARTCC area supervisor of the appropriate.

appropriate DAS delay. If requested, the TMU should 3. Issue an FCA and tag as FSM − eligible. provide reroute information to avoid the AFP.

Airspace Flow Programs (AFP) 17 − 10 − 1 JO 7210.3Z 12/10/15 5. Keep the ATCSCC apprised of cancellations 1. Facilities with FSM may use the EDCT ECR and diversions. tool to assign an EDCT that is later than the current control time for the flight. Select the SCS option 6. Relay information to the ATCSCC about when assigning a new EDCT for a flight. If the SCS EDCT issues (i.e., flights requiring a revision option is not available, use the unlimited delay because of mechanical or flight crew duty issues.)

option. For flights captured in an AFP, select the ECR tool applicable to the corresponding FCA element.

7. Use FSM to obtain information about the AFP (flights captured, EDCTs, route changes, etc.) 2. To assign an earlier control time to a flight or for EDCT amendments not obtained using the ECR 8. Provide EDCT information, when requested, tool, coordinate through the Tactical Customer for flights departing underlying nontowered airports.

Advocate (TCA) at the ATCSCC.

If a flight departing a nontowered airport is airborne 3. Facilities without FSM must contact their and not in compliance with an AFP EDCT, overlying facility to request a new EDCT.

coordinate with the ATCSCC for the appropriate course of action.

f. Cancellation procedures: 1. When conditions no longer warrant AFP 9. Ensure compliance with EDCTs issued for ground delays, the ATCSCC must: aircraft departing nontowered airports.

(a) Conference facilities and customers to c. The ARTCC must, when advised of a VFR develop an operational plan for release of ground − aircraft requesting an IFR clearance through an area delayed traffic into the system.

under an AFP: (b) Consider using the Integrated Modeling 1. The ATCS will advise his/her supervisor/ Tool when evaluating a cancellation.

controller − in − charge when an unscheduled flight (c) Purge the AFP and transmit an advisory occurs needing an EDCT.

stating the AFP has been canceled.

2. The supervisor will coordinate the appropri- 2. The ARTCC TMU and the terminal TMU ate DAS delay with the TMU and advise the ATCS.

must: 3. The ATCS will advise the pilot of the DAS (a) Issue cancellation information to underly- delay and take the necessary action such as airborne ing facilities.

holding, reroute, etc.

(b) Notify facility personnel, as appropriate, d. The TRACON/ATCT must: of the cancellation.

g. Documentation: 1. Use FSM or TFMS, if available, to obtain EDCT information.

Facilities must use the NTML where applicable to document all pertinent information related to the 2. Ensure the EDCT is included in the flight AFP, including, but not limited to, the start and stop clearance when an AFP is in effect.

times and the reason for the AFP. Facilities that do not have NTML will log information as required by local 3. Issue EDCT information to non − FDEP/ procedure.

FDIO − equipped towers and other customers in sufficient time for proper planning and control h. Customer options: actions.

1. When an AFP is in effect, system customers may exercise options other than ground delays.

4. Provide EDCT information, when requested, for flights departing underlying nontowered airports.

(a) Intermediate landing: The flight should land at the intermediate airport to provide the delay 5. To the extent possible, plan ground move- necessary for the flight to arrive at the CTA.

ment of aircraft to meet the parameters of their Customer coordination with the TCA is required to EDCTs; if unable, advise the ARTCC.

avoid assignment of additional delay after an e. Amending EDCTs: intermediate landing.

Airspace Flow Programs (AFP) 17 − 10 − 2 JO 7210.3Z 12/10/15 (b) Reroutes: Customers may reroute flights requests when deemed appropriate. The ATCSCC out of an AFP. Alternative route options will must transmit an advisory when substitutions are normally be discussed on either a planning telecon or suspended and include an estimated time when an ad hoc telecon. substitutions will resume.

(b) Customers are permitted to exchange and 2. Substitution of flights.

substitute CTAs congruent with CDM agreements (a) The ATCSCC may deny substitution concerning substitutions.

Airspace Flow Programs (AFP) 17 − 10 − 3 JO 7210.3Z 12/10/15

Section 11. Collaborative Trajectory Options Program

(CTOP)

17 − 11 − 1. GENERAL demand. Then, based on customer preferred options (as specified in a TOS), it assigns either a route to CTOP is a method of managing demand through avoid the FCA, or a route and EDCT to meet an constrained airspace leveraging the use of one or allocated slot time within the FCA.

more FCAs while considering customer preference b. TOS - Trajectory Options Set - A message sent with regard to both route and delay as defined in a by the NAS user to TFMS defining a group of Trajectory Options Set (TOS). CTOP TMIs are preferences for how they would like to see a specific managed through the Traffic Situation Display flight managed. These preferences are defined (TSD). The TOS will allow the customer to better through a combination of routes and/or altitudes manage flights by expressing route and delay and/or speeds with each trajectory being weighted preferences. Whereas a traditional flight plan through the use of flight operator submitted contained a single request with a defined route, preferences.

altitude, and speed, a TOS may contain multiple trajectory options with each one containing a different route, altitude, or speed. In addition to 17 − 11 − 4. ATCSCC PROCEDURES multiple options within a single TOS, each option The ATCSCC must: may contain “start” and “end” times which they are willing to accept for that particular option. Each a. In conjunction with the field facilities, identify option will be ranked in the order of customer the constraint through the use of FEA(s)/FCA(s).

preference indicating their willingness to accept one b. Conference affected facilities and system users option over another. This will be expressed in as appropriate.

minutes of ground delay. Using algorithms c. Create the CTOP in the Traffic Situation comparing capacity and demand, the CTOP will look Display.

at each trajectory option and determine the amount of ground delay that would need to be associated with d. When time permits, send the Proposed CTOP that option (which may be zero). CTOP will then with the advisory.

assign the most preferred trajectory available.

e. Send the Actual CTOP with the advisory.

Customers must file flight plans in accordance with the TOS option assigned. Customers may manage f. Coordinate with affected facilities to ensure the their flights through the use of the TOS or through the CTOP is adequately managing demand.

substitution of flights.

g. Revise CTOP parameters as necessary and send the Revised CTOP.

17 − 11 − 2. POLICY h. Cancel the CTOP as per Chapter 17-11-8.

CTOP may be applied to all aircraft departing airports in the contiguous United States and from select 17 − 11 − 5. ARTCC PROCEDURES international airports. Aircraft that have been The ARTCC TMU must: assigned an EDCT in a CTOP should not be subject to additional delay. Exceptions to this policy are a. Issue a GI message advising of the CTOP. In miles-in-trail and departure/en route spacing some instances, verbal notification, in addition to a initiatives that have been approved by the ATCSCC.

GI, may enhance the dissemination of information.

b. Monitor the effectiveness of the CTOP and 17 − 11 − 3. DEFINITIONS notify the ATCSCC with requests for adjustments and/or revisions as necessary.

a. CTOP - Collaborative Trajectory Options Program - A type of traffic management initiative c. Issue assigned route and EDCT information to which leverages one or more FCAs to identify non FDEP/FDIO-equipped towers and other Collaborative Trajectory Options Program (CTOP) 17 − 11 − 1 JO 7210.3Z 12/10/15 customers in sufficient time for proper planning and NOTE − Field facilities will only have the “unlimited” option control actions. This does not include non-FDEP available for use.

towers that are satellites of TRACON facilities.

b. Field facilities requesting a time other than the d. Relay information, received from Terminal time assigned through the “unlimited” option must facilities, to the ATCSCC about EDCT issues (i.e., coordinate through the ATCSCC.

flights requiring a revision due to mechanical or flight crew duty issues).

c. Field facilities without the CTOP “UPDATE e. Ensure route compliance with assigned TOS EDCT” feature must contact their overlying facility option and issue route amendments as needed. to request a new EDCT.

f. Provide EDCT information, when requested, d. The ATCSCC may amend EDCTs via the for flights departing underlying non-towered CTOP “UPDATE EDCT” feature by first attempting airports. If a flight departing a non-towered airport to utilize the “Unlimited” option, followed by the is airborne and not in compliance with a CTOP “Limited” option, followed by the “Manual” option.

EDCT, coordinate with the ATCSCC for the appropriate course of action.

17 − 11 − 8. CANCELLATION PROCEDURES 17 − 11 − 6. TERMINAL PROCEDURES When conditions no longer warrant a CTOP, The TRACON/ATCT must: a. The ATCSCC must: a. Use the TSD/TSD-C to verify EDCT when 1. Conference facilities and customers as missing or pilots advise they have something appropriate to develop an operational plan for exiting different.

the CTOP.

b. Ensure the EDCT is included in the flight clearance when a CTOP is in effect.

2. Cancel the CTOP and transmit an advisory stating the CTOP has been canceled.

c. Issue EDCT information to non-FDEP/ FDIO-equipped towers.

b. The ARTCC TMU and the terminal TMU must: d. Provide EDCT information, when requested, 1. Issue cancellation information to underlying for flights departing underlying non-towered air- facilities.

ports.

2. Notify facility personnel, as appropriate, of e. Forward EDCT issues to their overlying the cancellation.

facility.

f. Facilities with TMUs, assist the ARTCC to ensure route compliance. 17 − 11 − 9. DOCUMENTATION Facilities must use the NTML, where applicable, to 17 − 11 − 7. AMENDING EDCTs document all pertinent information related to the a. Field facilities with TSD may use the UPDATE CTOP. Facilities that do not have NTML will log EDCT feature to assign an EDCT. information as required by local procedure.

Collaborative Trajectory Options Program (CTOP) 17 − 11 − 2 JO 7210.3Z 12/10/15

Section 12. Ground Stop(s)

17 − 12 − 1. POLICY to last more than 30 minutes. Local GSs must not be extended without prior approval of the ATCSCC.

Ground stop(s) (GS) override all other traffic a. The TMU must: management initiatives. Aircraft must not be released from a GS without the approval of the originator of 1. Explore and, if warranted, implement the GS.

alternative initiatives before implementing a local GS.

2. Notify the ATCSCC before implementing a 17 − 12 − 2. GENERAL local GS.

The GS is a process that requires aircraft that meet a NOTE − specific criteria to remain on the ground. The criteria If conditions prohibit notifying the ATCSCC before the GS may be airport specific, airspace specific, or is implemented, the TMU must inform the ATCSCC as equipment specific; for example, all departures to soon as practical.

San Francisco, or all departures entering Yorktown 3. Issue GS information to underlying facilities, sector, or all Category I and II aircraft going to using normal communication methods, in sufficient Charlotte. GSs normally occur with little or no time for proper planning.

warning. Since GSs are one of the most restrictive methods of traffic management, alternative initiat- b. The Terminal facility must notify the appropri- ives must be explored and implemented if ate TMU before implementing a local GS.

appropriate. GSs should be used: NOTE − If conditions prohibit notifying the TMU before the GS is a. In severely reduced capacity situations (below implemented, the facility must inform the TMU as soon as most user arrival minimums, airport/runway closed practical.

for snow removal, or aircraft accidents/incidents); c. The ATCSCC must: b. To preclude extended periods of airborne 1. When available, use the FSM to implement holding; the GS.

c. To preclude sector/center reaching near 2. Issue an advisory.

saturation levels or airport grid lock; 17 − 12 − 4. NATIONAL GROUND STOP(S) d. In the event a facility is unable or partially unable to perform ATC services due to unforeseen Prior to implementing a national GS, less restrictive circumstances; traffic management initiatives must be evaluated.

Upon receipt of information that an immediate e. When routings are unavailable due to severe constraint is needed to manage a condition: weather; and a. The ATCSCC must: f. When routings are unavailable due to cata- strophic events. 1. Time permitting, conference affected facilit- ies and system users, as appropriate, to implement a NOTE − national GS.

Helicopters are exempt from ground stops based on weather unless specifically included by the ARTCC 2. When appropriate, utilize Flight Schedule facility when requesting the ground stop.

Monitor (FSM) to implement a national GS, except when deemed impractical.

17 − 12 − 3. LOCAL GROUND STOP(S) NOTE − FSM does not allow for the implementation of category A facility may initiate a local GS when the facilities specific GSs, for example, GS for single airline flights or impacted are wholly contained within the facility’s GS for all Cat I and II flights. In these cases the use of the area of responsibility and conditions are not expected FSM GS is not practical.

Ground Stop(s) 17 − 12 − 1 JO 7210.3Z 12/10/15 3. Transmit an ATCSCC advisory providing 17 − 12 − 5. CANCELLATION PROCEDURES information to air traffic facilities and user groups a. The ATCSCC must: about the implementation or modification of a 1. Time permitting, conference affected facilit- national GS. The ATCSCC advisory must include the following items: ies and system users, as appropriate, to develop an operational plan to release nationally ground stopped (a) Airport.

traffic.

(b) Facilities Included.

2. Transmit an ATCSCC advisory when a (c) Expect Update Time. national GS has been cancelled.

(d) Reason.

3. Transmit an ATCSCC advisory to cancel an ATCSCC issued local GS advisory.

(e) Probability of Extension.

4. The advisory must include the following (f) Remarks. (Optional) items: 4. Continually monitor, adjust, and cancel (a) Airport.

national GSs, as appropriate, and transmit an ATCSCC advisory as necessary .

(b) Facilities Released.

5. Coordinate with the affected facilities to b. The ARTCC TMU and the Terminal facilities ensure the GS is managing the condition.

must: b. The ARTCC TMU must: 1. Issue cancellation information to underlying facilities, using normal communication methods, in 1. Explore and implement alternative initiatives sufficient time for proper planning and control prior to requesting a national GS, if feasible.

actions.

2. Issue GS information to underlying facilities, 2. Notify facility personnel, as appropriate, of using normal communication methods, in sufficient the cancellation.

time for proper planning.

3. Notify the ATCSCC if a local GS was 3. Coordinate closely with the ATCSCC on coordinated with the ATCSCC.

conditions affecting capacity .

c. The Terminal facilities must: 17 − 12 − 6. DOCUMENTATION 1. Issue GS information to underlying facilities, a. The ATCSCC must document all pertinent using normal communication methods, in sufficient information related to the GS in their position logs, time for proper planning.

including, but not limited to, the start and stop times, 2. Coordinate closely with the appropriate the affected facilities, and the reason for the GS.

TMU on conditions affecting the national GS.

b. The ARTCC TMU and the Terminal facilities 3. Request release of aircraft through the must document all pertinent information related to appropriate protocol. the GS in their position logs.

Ground Stop(s) 17 − 12 − 2 JO 7210.3Z 12/10/15

Section 13. Special Traffic Management Programs

17 − 13 − 1. SPECIAL EVENT PROGRAMS 10. The number of slots to be allocated per airport, or group of airports, per time increment (e.g., Special procedures may be established for a location ten arrivals every fifteen minutes or forty aircraft to accommodate abnormally large traffic demands every sixty minutes).

(Indianapolis 500 Race, Kentucky Derby, fly-ins) or 11. Coordination accomplished with impacted a significant reduction in airport capacity for an facilities and any unresolved issues.

extended period (airport runway/taxiway closures for airport construction). These special procedures may b. The service area office must forward the remain in effect until the event is over or local TM NOTAM to System Operations Airspace Aeronautic- procedures can handle the situation.

al Information Management/Publications, for public- ation no later than 28 days prior to the publication 17 − 13 − 2. COORDINATION date. Cutoff submittal dates and publication dates are printed inside the front cover of the monthly NOTAM Documentation to justify special procedures must be Flight Information Publication.

submitted by the facilities to the En Route and NOTE − Oceanic Operations Service Area Office and The toll − free number/web address to obtain a STMP slot Terminal Operations Area Office 90 days in advance, are: with a copy to the appropriate Manager, Tactical 1. Touch − tone interface: 1 − 800 − 875 − 9755.

Operations. The service area office must review and 2. Web interface: www.fly.faa.gov.

forward the request to the ATCSCC for coordination 3. Trouble number: (540) 422 − 4246.

and approval 60 days in advance.

17 − 13 − 3. IMPLEMENTATION a. Documentation must include the following as a minimum: a. Special TM programs must be managed by the ATCSCC or the affected ARTCC. The ATCSCC 1. The reason for implementing special proced- must transmit an advisory containing the reason for ures and a statement of system impact. Include the the program, airport(s)/sector(s) involved, dates and total number of additional flights expected.

times the program will be in effect, telephone 2. Airport(s)/sector(s) to be controlled.

numbers to be used, and any special instructions, as appropriate. The affected ARTCC must monitor 3. Capacity restraints by user category (five air special TM programs to ensure that the demand to the carrier, three air taxi, seven general aviation, three center/terminal facilities is equal to the capacity.

military) per hour per airport.

b. The ATCSCC will disseminate a password and 4. Hours capacity must be controlled specified instructions for facility STMP reports. Detailed in both local time and in UTC (e.g., 0900 − 1859 EST, instructions can be found on the web site for the web 1400 − 2359Z or, 0900 − 1859 EDT, 1300 − 2259Z).

interface, or in the Aeronautical Information Manual 5. Type of flight to be controlled (e.g., for the touch − tone interface.

unscheduled, arrivals, departures, IFR, VFR).

17 − 13 − 4. AIRPORT RESERVATION OFFICE 6. Days of the week and dates (e.g., Thursday, May 7 through Monday, May 11 or Friday, May 22 a. The Airport Reservations Office (ARO) has and Sunday, May 24).

been established to monitor the operation and allocation of reservations for unscheduled operations 7. A draft copy of the associated NOTAM and temporary flight restrictions. (Electronic mailing at airports designated by the Administrator under FAA adopted rules. These airports are generally preferred).

known as slot controlled airports. The ARO allocates 8. IFR/VFR capacity at each airport/sector.

reservations on a first come, first served basis 9. Resource cost estimate including staffing and determined by the time the request is received at the telephone requirements. ARO. Standby lists are not maintained. Reservations Special Traffic Management Programs 17 − 13 − 1 JO 7210.3Z 12/10/15 are allocated through the ARO by the Enhanced d. Refer to the Web site or touch − tone phone Computer Voice Reservation System (e − CVRS) and interface below for the current listing of the slot not by the local air traffic control facility. controlled airports, limitations, and reservation procedures.

b. Requests for reservations for unscheduled NOTE − flights at the slot controlled airports will be accepted The Web interface/telephone numbers to obtain a beginning 72 hours before the proposed time of reservation for unscheduled operations at a slot operation.

controlled airport are: 1. http://www.fly.faa.gov/ecvrs.

c. Flights with declared emergencies do not 2. Touch − tone: 1 − 800 − 875 − 9694 (e − CVRS interface).

require reservations.

3. Trouble number: (540) 422 − 4246.

Special Traffic Management Programs 17 − 13 − 2 JO 7210.3Z 12/10/15

Section 14. Severe Weather Management

17 − 14 − 1. GENERAL for alternate routes and initiatives that transcend center or terminal boundaries.

a. On a national basis, the AT system is most a. The ATCSCC must: susceptible to thunderstorm activity between April and October. Thunderstorms create a major 1. Be responsible for severe weather manage- disruption to the normal and organized movement of ment operations.

air traffic and significantly increase the workload in 2. Ensure coordination is completed to imple- an impacted facility. To meet this challenge, System ment TM initiatives in support of severe weather Operations has charged the ATCSCC to deal directly management.

and independently with severe weather problem areas.

3. Conduct a daily operations critique with affected facilities and system customers, as appropri- b. When the potential exists for severe weather ate.

which will cause a disruption to normal traffic 4. Receive and evaluate facility requests for movements, the ATCSCC will implement proced- alternate routes and initiatives to avoid severe ures designed to optimize the use of the available weather.

airspace. Strategic planning is an integral part of severe weather management and the responsibility of 5. Coordinate with appropriate facilities and all involved.

customers to determine the need for developing alternate routes and initiatives to avoid severe c. Facilities will be called upon to favor and accept weather.

traffic that is not normally routed through their area.

In the interest of a balanced flow and to minimize 6. Coordinate alternate routes with all affected delays, we expect air traffic facilities to accept this facilities.

alternate flow. All facilities are expected to 7. Transmit advisories defining severe weather participate and cooperate when called upon. A areas and alternate routes.

properly developed, coordinated, and implemented plan will result in the better use of available airspace. 8. Conference all affected facilities and system users to apprise them of weather conditions that will impact the NAS.

17 − 14 − 2. DUTIES AND RESPONSIBILITIES b. Facility TMUs must coordinate with the The ATCSCC must be the final approving authority ATCSCC for matters pertaining to severe weather.

Severe Weather Management 17 − 14 − 1 JO 7210.3Z 12/10/15

Section 15. Severe Weather Avoidance Plan (SWAP)

17 − 15 − 1. GENERAL when defined as “severely constrained.” A severely constrained area is identified as an airway, fix, or SWAPs are formalized programs that are of sector impacted by any circumstance that signific- considerable value in areas that are particularly antly reduces, but does not eliminate the ability to susceptible to severe weather. SWAP statements are handle aircraft.

prepared by ARTCC TMUs and provide specific NOTE − details surrounding a particular weather event. The This minimum flow of traffic will ensure that demand does ARTCC TMUs consider applicable alternatives that not exceed current capacity, yet will assist in determining may be used to mitigate expected airspace impacts.

the suitability for increased traffic for the impacted route These include CDRs, playbook routes, FEA/FCAs, or area.

capping/tunneling, AFPs, and any other TMIs that (e) Increase and reduce TMIs as necessary to are being considered. The SWAP statement is then accommodate airspace impacts.

delivered to the ATCSCC for discussion and coordination and may be sent as a SWAP advisory.

(f) Record in NTML two or more aircraft SWAP advisories are sent by the ATCSCC and identifications: developed from SWAP statements and provide (1) When flights deviate significantly, direction to customers and facilities on what TMIs are and/or elect not to file or fly on a route impacted by expected to be used to manage airspace constraints.

weather.

Plans that are properly developed, coordinated, and (2) When flights elect not to depart and/or implemented can reduce coordination and TM land due to the current weather conditions.

restrictions associated with rerouting aircraft around (3) Forward flight information to the areas of severe weather, resulting in better utilization ATCSCC.

of available airspace.

4. Facilities may consider issuing a SWAP 17 − 15 − 2. RESPONSIBILITIES statement indicating all expected impacts to available routes and airspace in their area of concern. The a. Air traffic facilities must: SWAP statement should contain mitigation strategies 1. Favor and accept traffic flows that are not for expected impacts. This includes alternate routes, normally routed through their area. use of CDRs, use of TMIs, altitude capping/tunnel- ing, possible FEAs/FCAs, AFPs, etc.

2. Monitor, evaluate, and adjust programs to b. The ATCSCC must: ensure maximum effectiveness.

1. Obtain a severe weather analysis from 3. Use the following procedures when consider- weather information providers and discuss the ing a route unusable: findings with the appropriate TMU.

(a) Notify the ATCSCC anytime airspace, 2. Conference affected facilities and customers established flows of traffic, routes or any other factor to apprise them of forecast severe weather conditions affecting airborne capacity becomes or is expected to and the routes or areas that will be impacted.

become unusable. The ATCSCC must be notified when normal traffic can be accepted.

3. Formulate a dynamic severe weather opera- tional plan. Coordinate TMIs and alternate routes (b) Enter into the NTML, using the “SWAP” with all affected facilities.

tab, any information regarding unusable routes and/or routes that become available.

4. Use, to the extent possible, the following options in the order listed when developing an (c) Solicit flights to file and/or fly routes that operational plan: are impacted by weather, when appropriate.

(a) Expanded miles − in − trail initiatives.

(d) Issue minute − in − trail/mile − in − trail re- strictions that allow airspace to remain available (b) SWAP advisories.

Severe Weather Avoidance Plan (SWAP) 17 − 15 − 1 JO 7210.3Z 12/10/15 NOTE − ARTCCs. If possible, this coordination should be When developing the SWAP advisory, the ATCSCC should completed at least 2 hours prior to expected consider all possible mandatory and recommended route implementation.

options; applicable CDRs and playbooks; and the use of 2. When suitable, facilities should consider User Preferred Trajectory (UPT) and Integrated developing a SWAP statement that specifies expected Collaborative Routing (ICR) strategies.

airspace impacts; developed shared FEAs represent- (c) Reroutes.

ing airspace impacts; possible route closures; (d) Ground delay programs. effective times of constraints; and expected routing alternatives including applicable CDRs and play- (e) AFPs.

book routes.

(f) Ground Stops.

3. Notify affected facilities within their area of responsibility when SWAP is expected to be 5. Transmit advisories describing the existing implemented, including initiatives, reroutes, and or forecast weather conditions, the operational plan, affected times.

alternate routes, or cancellation thereof.

4. Furnish the sector or facility issuing the 6. Be the final approving authority for traffic revised clearance a route of flight to a point where the flows and reroutes.

new route connects with the filed route.

c. The ARTCC TMU must: 5. Notify the ATCSCC and affected facilities 1. Coordinate with the ATCSCC when imple- within their area of responsibility when normal menting SWAP procedures that affect other routings can be resumed.

Severe Weather Avoidance Plan (SWAP) 17 − 15 − 2 JO 7210.3Z 12/10/15

Section 16. Preferred IFR Routes Program

17 − 16 − 1. GENERAL 3. Identifying a single office of responsibility for their preferred IFR routes program. This office a. This section identifies responsibilities and must act as the office of primary responsibility (OPR) establishes procedures for the development, revision, for the facility and must be the focal point for and cancellation of preferred IFR routes in the NAS.

coordination with the appropriate En Route and The objective of preferred routes is the expeditious Oceanic Operations Service Area Office.

movement of traffic during heavy demand periods b. En Route and Oceanic Operations Service Area and the reduction of TM initiatives and coordination.

offices must be responsible for: User acceptance will be greatly enhanced by the prompt cancellation of unnecessary routes and the 1. Reviewing proposed routes to ensure that prompt and thorough coordination of new or revised NAVAID identifications, airway designations, route routes.

connectivity and fix names are correct.

b. Preferred IFR routes should be established only 2. Reviewing all preferred routes at least when traffic density and safety makes such routes annually and revise or cancel routes as necessary.

necessary for the expeditious movement of air traffic.

3. Serving as the focal point for coordination Except for the short climb or descent segments with the ATCSCC and System Operations Airspace between the terminal and the en route structure, and Aeronautical Information Management.

preferred routes must be developed using designated airways/routes as depicted on en route charts. c. The ATCSCC must be responsible for: Preferred routes are normally established between 1. Managing the national preferred IFR routes two terminal areas, but routes may also be established program.

between a terminal and an en route fix, an en route fix 2. Operating as the OPR at the national level.

and a terminal, or two en route fixes.

3. Providing operational review of submitted c. The impact of airspace actions on preferred IFR preferred routes to examine the routes for operational routes must be considered. Retention of the most user impact.

desirable route(s), consistent with TM requirements, must also be considered.

4. Acting as the approving authority for preferred IFR routes.

d. Comments concerning problems or recommendations to improve the preferred IFR route d. The NFDC must be responsible for: program are encouraged and should be forwarded to 1. Entering the route in the national database.

the ATCSCC.

2. Forwarding errors noted during the validation to the ATCSCC for resolution.

17 − 16 − 2. RESPONSIBILITIES 3. Publishing the route as an add − on page to the a. ARTCCs must be responsible for: National Flight Data Digest (NFDD).

1. Identifying, developing, coordinating, and 17 − 16 − 3. DEVELOPMENT PROCEDURES establishing preferred routes, as needed, in accordance with the provisions of this section. The Routes and route segments must be defined by any originating ARTCC is responsible for ensuring the combination of the following: accuracy of the submitted route (e.g., checking for a. Type and number of the airway, jet route, or typographical errors) and for route connectivity and RNAV route (e.g., V43, J54).

compatibility with NAS processing.

b. NAVAID identifier, intersection name, or fix 2. Maintaining and verifying route validity and name codes (e.g., ARD, BELLE).

accuracy by establishing, revising, and canceling preferred routes as operational needs dictate. c. NAVAID radial/distance (e.g., ARD201113).

Preferred IFR Routes Program 17 − 16 − 1 JO 7210.3Z 12/10/15 d. NAVAID radial (e.g., ARD201). adaptation and NAS compatibility before using the above techniques.

e. Portion of routes not necessary to comply with 10. All preferred IFR routes must have specified the preferred route objective should be contained effective times of operation based on need. Effective within brackets [ ]. Any routing between the fixes times must be published in the AFD and, in the case inside the brackets is normally at the pilot’s of single direction routes, on en route charts as discretion. The first fix after the right − hand bracket appropriate.

is where the preferred portion of the route actually 11. Low altitude preferred IFR routes must have begins.

inclusive altitudes. Minimum obstruction clearance EXAMPLE − altitude, minimum en route altitude, and minimum [DFW GVE] GVE J37 J55 PVD V139 HTM BOS reception altitude must be considered when f. When developing or reviewing preferred routes, establishing inclusive altitudes.

considerations should include: 12. Define points of transition from one airway/route structure to another by using NAVAIDs/ 1. Terminal/en route traffic flow patterns and fixes which are common to both structures and traffic density.

depicted on en route charts for both structures. When 2. Radar coverage.

describing high altitude preferred routes, victor airways may be used to define climbing/descending 3. Beginning and termination fixes of SIDs/ segments provided that such usage does not exceed STARs and correlation with the SID/STAR program.

the service limitations of the NAVAID.

4. North American Route (NAR) System.

13. Low frequency nondirectional beacons must not be used except when absolutely necessary 5. Special use airspace.

or when international routes enter/depart the NAS 6. Computer − adapted preferential arrival (e.g., routes in Alaska or oceanic control areas).

routes, preferential departure routes, and preferential 14. Single − direction routes may be established depar- ture/arrival routes.

in the high altitude stratum to enhance safety and expedite air traffic. The routes may begin or end at 7. Lead time requirements for publication in the any fix within the en route structure and need not AFD, DOD flip, en route high/low altitude charts, serve a specific terminal area. Single − direction routes area charts, SID/STAR charts, instrument approach serving terminal/en route needs must be depicted on procedure charts, and other flight planning publica- en route charts and those routes serving a terminal tions.

area must be listed in the AFD and may also be 8. NAVAID identifiers and name codes must be depicted on en route charts.

used in preferred route descriptions, except that intersection/fix names must be spelled out in the 17 − 16 − 4. COORDINATION PROCEDURES AFD, pending assignment of five letter name codes.

a. General: The coordination process accomplishes two things. First, it informs 9. NAVAID radials or radial distance fixes must not be used to avoid airway/jet route rule making users/facilities/Service Area offices that a preferred actions. NAVAID radials are used only where route is being established or revised and solicits necessary. Radial/distance fixes must be used only input. Second, it provides users, facilities, service area offices, and publishers with timely information for expediency pending assignment of intersection or fix name code by the NFDC. Route descriptions in so that the necessary actions can be initiated and the AFD should be compatible with the computer accomplished within established schedules. Except for editorial corrections, proposed preferred routes description, except as previously specified. When it is necessary to use NAVAID radials or radial/distance must be fully coordinated well in advance of planned fixes to describe direct route segments, use one of the publication dates.

following: b. User coordination: Users must be allowed at least 30 days to review and comment on proposed NOTE − preferred routes. Coordination should be through: The originator is responsible for verifying computer Preferred IFR Routes Program 17 − 16 − 2 JO 7210.3Z 12/10/15 1. Designated user representatives. (b) After the 30 day coordination forward completed preferred IFR routes to System Operations 2. Designated organization or association rep- Airspace and Aeronautical Information Management resentatives when users are members.

for publication.

3. FAA/user meetings.

17 − 16 − 5. PROCESSING AND 4. The ATCSCC for user organizations at the PUBLICATION national level.

a. The airspace information cutoff dates listed in c. Interfacility coordination: the AFD are the last date that preferred routes may be received by the NFDC to assure publication on the 1. The originating ARTCC must be defined as planned effective date. The following procedures follows: must apply: (a) New routes: The ARTCC identifying the 1. Plan “effective” dates to coincide with the need to establish a new preferred IFR route.

issue date of the AFD.

(b) Existing routes: The ARTCC identifying 2. Send approved preferred routes to the the need to change or delete a preferred IFR route.

ATCSCC at least 15 weeks prior to the desired (c) When establishment, change, or deletion effective date. Include the desired effective date.

of a preferred route is proposed by a facility other than Effective dates must coincide with the 56 − day an ARTCC, the requesting facility must coordinate charting cycle due to airway changes affecting with the parent ARTCC. The parent ARTCC must preferred routes.

assume responsibility as the originator.

3. ATCSCC must forward approved preferred routes to arrive at the NFDC at least 9 weeks prior to 2. The originating ARTCC must: the desired effective date.

(a) Coordinate with all affected ATC NOTE − facilities and users at the local level.

The importance of adequate lead time cannot be overemphasized. Experience has shown that early (b) Forward the completed data to the En submission for publication reduces errors, workload, and Route and Oceanic Operations Service Area office printing costs. In the case of major or lengthy changes, and Terminal Operations Service Area office.

additional lead time may be necessary. Facilities should coordinate with the ATCSCC to determine if the requested 3. Each Service Area office must: effective date can be met.

(a) Resolve differences between its ATC b. Preferred routes must be submitted to the facilities.

NFDC on standard 8.5 by 11 (inches) white bond paper, camera ready, to be included in the NFDD. To (b) Coordinate with the users at the Service Area office level. facilitate editing and processing, it is recommended that the preferred route text be submitted as an (c) Forward the completed data to the electronic mail attachment. The specific format for ATCSCC.

preferred routes is noted in examples 1, 2, and 3 below. For those submissions not covered by d. The originating Service Area office must example, the originator should contact NFDC for forward unresolvable controversial proposals, with guidance.

all comments and objections, to ATCSCC for resolution. Proposals which are approved will be sent c. The following three examples show the formats for processing. Disapprovals will be returned to the for the submission of preferred IFR route data. The Service Area office originating the proposal.

first shows the addition of new routes, the second shows the modification of existing routes, and the 1. The ATCSCC must: third shows the deletion of existing routes.

(a) Complete coordination with the users at Compliance is mandatory to eliminate the possibility the national level. of error in publication.

Preferred IFR Routes Program 17 − 16 − 3 JO 7210.3Z 12/10/15 EXAMPLE − NOTE − Multiple routes are considered a set and the entire set must 1. Adding new routes, use this format: be deleted to be shown as in this example. If only one route of the set is deleted, use the modified format in example 3.

SPECIAL USE AIRSPACE

3. Modifying existing routes, use this format: LOW ALTITUDE PREFERRED ROUTES (or other applicable section)

SPECIAL USE AIRSPACE

NORTHEAST U.S. EFFECTIVE HOURS LOW ALTITUDE PREFERRED ROUTES (or other applicable section) (applicable A/FD) UTC NORTHEAST U.S. EFFECTIVE Effective April 28, 1994, the following routes are HOURS added: (applicable A/FD) UTC BALTIMORE TO NORFOLK Effective April 28, 1994, the following routes are NEW: (70 − 170 INCL., NON − 1100 − 0300 modified: JET) BALTIMORE TO NORFOLK V93 PXT V16 V33 V286 STEIN OLD: (70 − 170 INCL., NON − JET) 1100 − 0300 OR V87 PXT V6 V73 V286 STEIN (70 − 170), JETS) DAILY 1100 − 0300 OR V33 V286 STEIN (70 − 170), JETS) DAILY 1100 − 0300 V33 V286 STEIN BALTIMORE TO ROCHESTER NEW: V31 ROC154 CHESY 1100 − 0300 BALTIMORE TO ROCHESTER V81 ROC154 CHESY 1100 − 0300 2. Deleting existing routes, use this format: Note − Notice that in the routes from Baltimore to

SPECIAL USE AIRSPACE

Norfolk, there are two available routes and that only the first route changed. The two routes are LOW ALTITUDE PREFERRED ROUTES considered a set and the entire set must be (or other applicable section) submitted, even if only one route is being changed.

NORTHEAST U.S. EFFECTIVE HOURS (applicable A/FD) UTC Effective April 28, 1994, the following routes are deleted: BALTIMORE TO NORFOLK BALTIMORE TO ROCHESTER Preferred IFR Routes Program 17 − 16 − 4 JO 7210.3Z 12/10/15

Section 17. North American Route Program

17 − 17 − 1. PURPOSE d. Customer flight plan filing requirements are authorized the following exemptions: The NRP provides the users of the NAS greater 1. Customers may file and fly any published flexibility in flight plan filing at or above 29,000 feet transition of the DPs and/or STARs, regardless of the (FL290).

mileage from the airport to transition end point.

17 − 17 − 2. RESPONSIBILITIES 2. Customers should not file DP/STAR trans- itions in offshore transition areas (12 NM or more off a. The ATCSCC must: the United States shoreline) 1. Have the authority to suspend and/or modify NRP operations for specific geographical areas or 17 − 17 − 3. PROCEDURES airports. Suspensions may be implemented for severe a. “NRP” must be retained in the remarks section weather reroutes, special events, or as traffic/equip- of the flight plan if the aircraft is moved due to ment conditions warrant.

weather, traffic, or other tactical reasons. In these 2. Conduct special user teleconferences and situations, every effort will be made to ensure the transmit ATCSCC advisories whenever a provision aircraft is returned to the original filed flight of the NRP will not be available to the user plan/altitude as soon as conditions warrant.

community for more than one hour.

b. Traffic management specialists must not enter b. ARTCC TMUs must: “NRP” in the remarks section of a flight plan unless prior coordination concerning this particular flight is 1. Avoid issuing route and/or altitude changes accomplished with the ATCSCC or as prescribed by for aircraft which display the remarks “NRP” except international NRP flight operations procedures.

when due to strategic, meteorological or other dynamic conditions.

c. The en route facility within which an international flight entering the conterminous United 2. Coordinate with ATCSCC before imple- States requests to participate in the NRP must enter menting any reroute to NRP flights beyond 200 NM “NRP” in the remarks section of the flight plan.

from point of departure or destination.

3. Monitor activity to identify potential sector/ 17 − 17 − 4. REPORTING REQUIREMENTS airport constraint that may impact DP/STAR operations and coordinate with the ATCSCC for Reports of unusual or unsatisfactory events problem resolution.

attributable to NRP traffic should be forwarded to the System Operations ATCSCC TCA via facsimile at c. DP/STAR procedures for the ARTCCs are (540) 422 − 4196 or telephone at (540) 359 − 3146.

authorized the following exemptions: Reports must include, at a minimum: aircraft call 1. NRP flights will be allowed to file and fly any sign, type, altitude, route of flight, affected sectors, published transitions of the DPs and/or STARs. Not brief description of event, description of impact, and all of the published transitions may be available, due any actions taken.

to facility procedural constraints.

17 − 17 − 5. USER REQUIREMENTS 2. In the case of radar vector DPs the ARTCC will clear the NRP flight to the first en − route a. International operators filing through the NAVAID/fix/waypoint of the flight plan as soon as Canadian airspace to destinations within the practical.

conterminous United States must file an inland 3. When problems are identified involving the navigational fix within 30 NM north of the common use of the DP/STAR transitions, immediately notify Canada/United States airspace geographical bound- the ATCSCC for resolution. ary to be eligible to participate in the NRP.

North American Route Program 17 − 17 − 1 JO 7210.3Z 12/10/15 b. Flights must be filed and flown via any format, or NAVAID, per each ARTCC that a direct published DP or STAR for the departure/arrival route segment traverses and these waypoints or airport respectively, or published preferred IFR NAVAIDs must be located within 200 NM of the routes, for at least that portion of flight which is preceding ARTCC’s boundary. Additional route within 200 NM from the point of departure or description fixes for each turning point in the route destination. If the procedures above do not extend to must be defined.

200 NM, published airways may be used for the remainder of the 200 NM. If the procedures above do e. Operators must ensure that the route of flight avoids active restricted areas and prohibited areas by not exist, published airways may be used for the at least 3 NM unless permission has been obtained entire 200 NM.

from the using agency to operate in that airspace and c. Operators that file a flight plan which conforms the appropriate air traffic control facility is advised.

to a published preferred IFR route must not enter “NRP” in the remarks section of that flight plan.

f. Operators must ensure that “NRP” is entered in d. Operators must ensure that the route of flight the remarks section of the flight plan for each flight contains no less than one waypoint, in the FRD participating in the NRP program.

North American Route Program 17 − 17 − 2 JO 7210.3Z 12/10/15

Section 18. Coded Departure Routes

17 − 18 − 1. PURPOSE 2. Error check all submitted route elements and forward errors noted during the validation to the This section prescribes policies and guidelines for ATCSCC for resolution.

Coded Departure Route(s) (CDR).

c. ARTCCs must: 1. Identify, develop, coordinate, and establish 17 − 18 − 2. DEFINITION CDRs, as needed, in accordance with this section.

2. Supply a POC for the ATCSCC to contact The CDR program is a combination of coded air regarding CDRs.

traffic routings and refined coordination procedures designed to mitigate the potential adverse impact to 3. Ensure that all affected facilities have the FAA and users during periods of severe weather approved newly created CDRs, or CDR route or other events that impact the NAS.

amendments, prior to inclusion in the operational database.

4. Ensure CDRs in the national database are 17 − 18 − 3. POLICY limited to 20 per city pair.

Abbreviated clearances must only be used with 5. Notify the originating Center when a CDR CDRs at locations covered by a Memorandum of must be modified to accommodate changes within Agreement (MOA) between the customers and the your airspace, e.g., traffic flow changes, airway FAA that specifies detailed procedures, or with realignments, and navigational aid designator general aviation customers who include in the changes. Exceptions − revisions to Standard remarks section of their flight plan, “CDR Capable”.

Terminal Arrival (STAR) Procedure and Standard NOTE − Instrument Departure (SID) Procedure numbers will Air Traffic Control Facilities will determine which city be entered at the ATCSCC.

pairs will be included in the database.

6. Ensure EAS Stereo Flight Plans utilized for CDRs and CDRs published in the operational database are identical.

17 − 18 − 4. RESPONSIBILITIES 7. Report unusable, inaccurate, or unsatisfact- a. The ATCSCC must: ory CDRs to the ATCSCC POC or via Planning Team (PT) feedback form available on the ATCSCC 1. Manage the national CDR program.

web page. Reports must include the CDR designator, 2. Operate as Office of Primary Interest (OPI) at affected sectors, and specific description of the the national level.

impact, and, if appropriate, suggestion for modifica- tion.

3. Conduct a review of the submitted CDRs and 8. Facilitate the coordination necessary for the facilitate necessary corrections.

usage of abbreviated clearances, when requested.

4. Notify activation/deactivation of CDR usage d. The terminal facilities must coordinate with through the ATCSCC Advisory System.

their parent ARTCC for all matters pertaining to b. The National Flight Data Center must: CDRs.

1. Forward to the ATCSCC Point of Contact 17 − 18 − 5. CDR DATA FORMAT (POC) any changes to published navigational All Centers must develop and update CDRs in database, (i.e., SIDs/STARs, NAVAIDs, preferred accordance with the following: routes, etc.) contained in the National Flight Data Digest(s) (NFDD) that are effective for the a. Eight − Character Designator. All facilities must subsequent chart date. This data must be provided at use the eight character naming convention. The eight least 45 days before the chart date. character name must comply as follows: Coded Departure Routes 17 − 18 − 1 JO 7210.3Z 12/10/15 1. Characters one through three are the record of all the current CDRs. The staging database three − letter ID of the origination airport. is read − only to users but amendable by FAA facilities. The staging database replaces the 2. Characters four through six are the three − let- operational database on each chart date.

ter ID for the destination airport.

g. CDRs must be processed in accordance with the 3. Characters seven and eight are reserved for following timelines: local adaptation and may be any two alphanumeric characters other than O or I. 1. All changes must be entered into the staging database at least 36 days prior to each chart date. The NOTE − staging database is closed to changes 35 days prior to O and I must not be used to preclude confusion with each chart date.

numbers zero and one. (Examples of the naming convention are: ATLLAX9N, BOSLAX01, and NOTE − EWRSFOGR).

The timeline for the staging database is available under the Options drop − down menu. In addition to the b. CDRs may be developed for aircraft with basic drop − down menu, the status of the staging database is navigational capabilities or with advanced RNAV given at each login to the CDR database.

capabilities. When developing or amending CDRs, the RNAV STAR is preferred. Facilities may include 2. 30 − 35 Days Prior to the Chart Date. During both conventional and RNAV CDRs in their CDR this period, the staging database is checked for errors.

database. Any errors are forwarded to the POC designated at each facility for correction. If the error cannot be c. All CDRs must have current procedure numbers corrected immediately, the route involved will be (SID/STAR) included as a part of the route string.

deleted from the database for that cycle. Once the NOTE − error is corrected, the route may be reentered for a Examples of acceptable procedure numbers are: LGC8, future date.

OTT5, and SWEED5. Examples of unacceptable NOTE − procedure numbers are: MINKS#, MINKS STAR, 30 days prior to the Chart Date the staging database is MINKS%.

available to FAA and users for downloading or updating d. All CDR route strings must tie into normal of their files.

arrival routings into the destination airport.

3. On each chart date, the staging database e. Approved database format: replaces the operational database and a mirror copy becomes the new staging database. The staging 1. Route string data must include only database is available for changes until it is locked uppercase characters (A − Z) or numbers with spaces 35 days prior to the next chart date, and the cycle separating each element (J48 ODF MACEY2 ATL).

starts over.

2. No dots, dashes, asterisks, plus signs, or placeholders are to be included, because most flight 17 − 18 − 6. PROCEDURES planning systems will not accept them.

a. Facilities must notify ATCSCC when imple- 3. No leading zeroes are permitted in victor or menting and terminating CDRs.

jet airways (J12 is permitted, J012 is not).

b. The ATCSCC must issue an advisory when f. CDRs for each location must be published via facilities are implementing or terminating CDRs.

the national CDR database. Updates to the CDR database will coincide with the normal 56 − day chart c. Facilities must make real − time reports of updates. There are two segments of the CDR unusable or inaccurate CDRs through the ATCSCC database. The operational database is a read − only for follow − up by the ATCSCC POC.

Coded Departure Routes 17 − 18 − 2 JO 7210.3Z 12/10/15

Section 19. Route Advisories

17 − 19 − 1. PURPOSE d. For Your Information (FYI): Advisories requiring no action.

This section prescribes policies and guidelines for issuing Route Advisories. e. User Preferred Trajectory (UPT): The route that the user requests based on existing conditions.

17 − 19 − 2. POLICY f. System stakeholders: A group of interdependent NAS users and FAA air traffic facilities.

In accordance with Federal Air Regulations, all operators have the right of refusal of a specific route g. Protected Segment: The protected segment is a and may elect an alterative. Alternatives include, but segment on the amended TFM route that is to be are not limited to, ground delay, diversion to another inhibited from automatic adapted route alteration by airport, or request to stay on the filed route.

ERAM.

h. Protected Segment Indicator: The protected 17 − 19 − 3. EXPLANATION OF TERMS area will be coded on the display and strips using the a. Required (RQD): System stakeholders must examples in TBL 17 − 19 − 1.

take action to comply with the advisory.

i. TMI Indicator: This denotes protected coding exists for a flight’s route even though the coding b. Recommended (RMD): System stakeholders should consider Traffic Management Initiatives within the route may be scrolled off the view surface.

(TMI) specified in the advisory.

j. TMI Identifier: Identifies the name of the c. Planned (PLN): Traffic management initiatives initiative and is inserted into the beginning of that may be implemented. Interfacility Remarks after the clear weather symbol.

TBL 17 − 19 − 1 Example of Protected Segment Indicators Presentation Character Used Example Display Bracketing chevrons >< ILM..FAK..J109.>LEONI.J110.IHD.J518.DJB<..DTW Enroute Flight Reverse bracketing parentheses )( ILM FAK J109 )LEONI J110 IHD J518 DJB( DTW Strip 17 − 19 − 4. ROUTE ADVISORY MESSAGES 5. Include Traffic: Factors identifying specific flows of traffic in the route.

a. All route advisories must specify whether an 6. Facilities Included: May indicate the specific action is RQD, RMD, PLN, FYI.

facilities or use the phrase “multiple facilities;” a minus sign ( − ) indicates to omit that facility’s traffic b. The following information will be included in from the route.

a route advisory: 7. Flight Status: Will indicate all, airborne, or 1. Header: Includes the DCC advisory number, nonairborne.

category of route, and action. A “/FL” indicates that 8. Valid: Time frame for the route will be a flight list is attached to the advisory.

specified.

2. Name: Descriptive of the situation to the 9. Probability of Extension: High, medium, extent possible.

low, or none will be stated.

3. Constrained Area: Impacted area referenced 10. Remarks: Further clarifying information.

by the advisory.

11. Associated Restrictions: Traffic manage- 4. Reason: Causal factors for the advisory. ment restrictions to be implemented in conjunction Route Advisories 17 − 19 − 1 JO 7210.3Z 12/10/15 with the route, e.g., miles in trail. ALT RSTN indicated. When UPT is indicated, an additional indicates that there is an altitude restriction route(s) must be listed. This route becomes the associated with the advisory. “default” route.

12. Modifications: Amendments to the standard 14. Footer: Date/time group for Flight Service Playbook routing. Station information.

13. Route: A specific route, route options, or c. Categories of route advisories and possible user preferred trajectory around the area may be actions are listed in TBL 17 − 19 − 2 .

TBL 17 − 19 − 2 Categories of Route Advisories and Possible Actions ROUTE REQUIRED RECOMMENDED PLANNED INFORMATION CATEGORY RQD RMD PLN FYI 1. Route     2. Playbook    3. CDR    4. Special Operations  5. NRP Suspensions  6. VACAPES (VS)   7. NAT  8. Shuttle Activity    9. FCA  10. FEA    11. Informational    12. Miscellaneous    17 − 19 − 5. RESPONSIBILITIES including local adaptations that affect route changes; e.g., Preferential Arrival Routes and Preferential a. The ATCSCC must: Arrival Departure Routes, and forward any issues 1. Be the final approval authority for all routes that may require modification to normal traffic flows that traverse multiple center or terminal boundaries. within their area of jurisdiction when national support may be required.

2. Coordinate routes with impacted facilities prior to implementing the route.

2. Coordinate routes with facilities within their area of jurisdiction.

3. Verbally notify all impacted en route facilities of the implementation, modification, or NOTE − Normally the ATCSCC coordinates with en route cancellation of routes as the situation dictates.

facilities, en route facilities coordinate with terminals.

4. Document and disseminate coordinated 3. Participate in the PT TELCON as appropri- routes through an advisory with a flight list, if ate.

appropriate.

4. Implement the required routes for flights less 5. Implement, modify, and/or cancel routes.

than 45 minutes from departure or airborne. The b. Field facilities must: departure Center is responsible for ensuring that 1. Remain cognizant of operational areas of proposed flights are on the proper route, and airborne interest in the National Airspace System (NAS) traffic is the responsibility of the Center with track Route Advisories 17 − 19 − 2 JO 7210.3Z 12/10/15 control and communications when the advisory is c. The ATCSCC coordinates routes with impacted received. facilities and issues advisories.

5. Forward user requests to deviate from d. The ATCSCC verbally advises all impacted required routes to the ATCSCC, if they traverse more Centers that a route advisory has been issued, than one Center.

modified, or cancelled.

6. Not amend flight plans for flights outside e. Field facilities and users review advisories and their area of jurisdiction without prior approval.

dynamic lists, and take appropriate action.

c. NAS users should: f. Field facilities issue routes to users if flight 1. Amend flight plans to the published route plans do not reflect the required routes as stated in the when aircraft are 45 minutes or more from departure; advisory.

2. Forward requests to the ATCSCC Tactical g. If a route is cancelled, field facilities leave the Customer Advocate (TCA) when an aircraft is on the aircraft on the existing route at the time of the ground and is requesting to deviate from a published cancellation of the route, unless a new route pertinent route.

to the aircraft is issued.

17 − 19 − 6. PROCEDURES h. NAS users forward requests to the ATCSCC TCA for flights that request to be exempted from a. System stakeholders must forward information required routes. The TCA completes the coordination to be considered in route planning and route and provides a determination on the request to the implementation when capable.

appropriate party(ies).

b. Time permitting, the ATCSCC consolidates the information for inclusion into the PT TELCON, or i. Routes are implemented, modified, and can- initiates tactical action, as required. celled as needed.

Route Advisories 17 − 19 − 3 JO 7210.3Z 12/10/15

Section 20. Operations Plan

17 − 20 − 1. PURPOSE 17 − 20 − 3. RESPONSIBILITIES a. The ARTCC TMO or their designee must: Establishes the process, structure and responsibilities for developing, managing and implementing a daily 1. Participate via the PT Telephone Conference strategic plan for air traffic operations in the National (TELCON) in the formulation and development of Airspace System (NAS).

the OP when stated on the previous OP, or requested later by the ATCSCC, or issues within the facility arise that may require inclusion in the OP.

17 − 20 − 2. DEFINITION 2. Provide input on: a. The Operations Plan (OP): The OP is a plan for management of the NAS. The OP is a collaboratively (a) Equipment outages having an operational developed plan. The OP is derived by the Planning impact; Team (PT) after collaboration with the FAA and (b) Internal initiatives; customer’s weather forecasters, FAA Air Route Traffic Control Center (ARTCC) Traffic Manage- (c) Terminal constraints; ment Officer (TMO) or designee, other FAA field (d) Route closure/recovery information; facility management personnel, airline planners, Air Traffic Control System Command Center (ATCSCC) (e) Anticipated Traffic Management Initiat- personnel, international facilities, military, and ives (TMI) necessary to manage the system; or general aviation system customers.

(f) Other issues which may impact operations b. Trigger: A specific event that causes a specific (i.e., staffing, special events, etc.). See FIG 17 − 20 − 1, traffic management initiative (TMI) to be implemen- Operational Planning TELCON Checklist.

ted.

3. Brief and direct facility Operational Super- 1. A trigger is for planning purposes and is visors, Traffic Management Supervisors, Traffic intended to reduce coordination when implementing Management Units, and operational personnel on the the specified TMI.

implementation of the OP and gather additional information for the next TELCON.

2. All en route facilities impacted by the TMI must be contacted prior to implementing the TMI in 4. Coordinate with and provide direction to response to the trigger. underlying facilities on the implementation of the OP.

5. Monitor and assess the OP, notifying the 3. En route facilities must relay TMIs to affected ATCSCC of problems that may impact the OP.

terminal facilities within their area of jurisdiction.

6. Provide operational feedback for use in 4. All triggers will be identified by “IF, THEN” post − operational evaluation of the OP.

clauses in the OP.

EXAMPLE − b. The ATCSCC must: IF thunderstorms develop as forecast on J96, THEN ZKC 1. Maintain the Planning Team (PT) TELCON will initiate the ORD BDF1 Playbook route.

Bridge.

c. The OP will specify: 2. Maintain a web page for publicizing the OP 1. Terminal constraints: facilities where delays to aviation systems users.

are expected to be 15 minutes or greater.

c. The ATCSCC National Operations Manager 2. En route constraints: facilities where expan- (NOM) must: ded miles − in − trail, deviations, and tactical reroutes 1. Direct the facility National Traffic Manage- may be required.

ment Officer (NTMO), ATCSCC operational units, and personnel on implementation of the OP.

Operations Plan 17 − 20 − 1 JO 7210.3Z 12/10/15 2. Coordinate with and provide direction to c. The PT collaborates on the formation of the OP.

FAA facilities on implementation of the OP. The OP is normally developed for the hour beginning after the TELCON commences and the subsequent d. The ATCSCC PT must: six (6) hours. The OP is updated, amended, and evaluated on a recurring basis through a dedicated 1. Lead the PT in development of the OP.

TELCON Phone Bridge at the ATCSCC.

2. Record participation of FAA and non − FAA d. Collaborative Convective Forecast Product entities in PT TELCONs.

(CCFP): The CCFP is the consolidated input of 3. Formulate the OP through coordination with ARTCC Weather Service Unit (CWSU), Aviation PT members using the OP Timeline.

Weather Center (AWC) personnel, ATCSCC Weather Unit (DCCWU) personnel, and airline meteorolo- 4. Brief the NOM, NTMO, and other ATCSCC gists. The CCFP is the primary weather product used operational elements on the OP.

by the PT in developing the OP.

5. Post the OP on the ATCSCC web site and e. OP Timeline (all times local/eastern): The OP issue as a numbered advisory.

Timeline provides a method for group decision − mak- 6. Document agreed upon triggers in the OP. ing and collaboration in dealing with system constraints. Modification of the timeline, participa- e. The Terminal Facility Management must: tion, and scheduling is done at the discretion of the PT and as directed by the ATCSCC.

1. When notified by the ARTCC TMO or designee or ATCSCC PT, participate in the PT 1. 5:00 a.m. − National Weather TELCON: TELCONs.

ATCSCC PT monitors the weather TELCON, receives midnight operational briefing, and collabor- 2. Brief and direct facility operational personnel ates with select FAA facilities and users for the next on actions required by the OP.

amendment.

3. Monitor and assess the OP, notifying the 2. 6:00 a.m. − Amendment to the OP is ATCSCC of problems that may impact the OP.

published on the ATCSCC web page and through an ATCSCC numbered advisory.

17 − 20 − 4. PROCEDURES 3. 6:00 − 7:00 a.m. − Individual team entities conduct an assessment of operation in preparation for a. The PT is composed of FAA and customer the OP TELCON. The ATCSCC identifies and weather forecasters, FAA ARTCC’s TMO, or notifies FAA facilities required to participate in the designee, other FAA field facility management PT TELCON.

personnel, airline strategic planners, ATCSCC personnel, international facilities, and military and 4. 7:15 a.m. − Planning TELCON conducted: general aviation system customers.

The OP is developed by the PT.

b. The ATCSCC has been delegated the authority 5. 8:00 a.m. − The OP is published on the to direct the operation of the PT TELCONs for the ATCSCC web site and via numbered advisory.

FAA.

6. 8:00 − 9:00 a.m. − Individual team entities 1. The ATCSCC will notify those FAA facilities conduct an assessment of operation in preparation for required to participate as part of the PT TELCON.

the OP TELCON.

2. Military, international, and general aviation 7. 9:15 a.m. − Planning TELCON conducted: entities will be included as necessary. The OP is developed by the PT.

Operations Plan 17 − 20 − 2 JO 7210.3Z 12/10/15 NOTE − TELCON/planning cycle repeats every 2 hours or as conditions warrant. The time intervals may be varied; however, each OP and associated advisory will state the time for the next TELCON.

FIG 17 − 20 − 1 Operational Planning TELCON Checklist Review the Current OP Review the CCFP Input from the Areas ♦ Staffing ♦ Combined Sectors ♦ Anticipated Initiatives ♦ Equipment ♦ Anticipated Traffic Volume ♦ Constraints/Other Input from Approaches and Towers ♦ Current Configuration and AAR ♦ Anticipated Configuration and AAR ♦ Other Miscellaneous ♦ VIP Movement ♦ Special Events ♦ Military Activities ♦ Diversions Flow Constrained Areas ♦ Current ♦ Anticipated ♦ Pathfinders ♦ Recovery Anticipated Traffic Management Initiatives ♦ Alternatives ♦ Triggers Needed ♦ Exit Strategy Needed Operations Plan 17 − 20 − 3 JO 7210.3Z 12/10/15

Section 21. National Playbook

17 − 21 − 1. PURPOSE 3. As a minimum, conduct a yearly review of the National Playbook routes and procedures.

The National Playbook is a collection of Severe 4. Facilitate the validation process for Weather Avoidance Plan (SWAP) routes that have additions, modifications, updates, and corrections.

been pre − validated and coordinated with impacted ARTCCs. The National Playbook is designed to 5. Coordinate the activation/deactivation of mitigate the potential adverse impact to the FAA and National Playbooks.

customers during periods of severe weather or other 6. Maintain a listing of all National Playbook events that affect coordination of routes. These events routes on the ATCSCC web page.

include, but are not limited to, convective weather, military operations, communications, and other b. The NFDC must forward to the ATCSCC point situations.

of contact (POC) any changes to published navigational database, (i.e., SIDs/STARs, NAVAIDs, preferred routes, etc.) contained in the National 17 − 21 − 2. POLICY Flight Data Digests (NFDD) that are effective for the subsequent chart date. This data must be provided at National Playbook routes must only be used after least 45 days before the chart date.

collaboration and coordination between the ATCSCC and the TMU(s) of affected air traffic c. The En Route and Oceanic Operations Service facilities.

Area and Terminal Operations Service Area offices must: 17 − 21 − 3. DEFINITION 1. Ensure facilities submit data as required.

2. Resolve discrepancies and issues identified.

The National Playbook is a traffic management tool developed to give the ATCSCC, other FAA facilities, 3. Submit suggestions for improving the and customers a common product for various route process, when applicable.

scenarios. The purpose of the National Playbook is to d. The ARTCCs must: aid in expediting route coordination during those periods of constraint on the NAS. The National 1. Identify, develop, and coordinate National Playbook contains common scenarios that occur Playbook routes as needed, in accordance with this during each severe weather season, and each includes section.

the resource or flow impacted, facilities included, and 2. Supply a POC for the ATCSCC to contact specific routes for each facility involved. These regarding National Playbook routes.

routes may include any combination of the following NAS elements: Navigation Reference System (NRS) 3. Participate in the validation process of waypoints, RNAV waypoints, RNAV fixes, National Playbook routes impacting their facility.

NAVAIDS, DPs, and STARs. The playbooks are The validation of a National Playbook route is validated by the individual facilities involved in that considered complete when all facilities affected by scenario. The National Playbook is that route have confirmed the route as acceptable.

available on the ATCSCC Web site at Validation may also be accomplished by responding http://www.atcscc.faa.gov/Operations/operations.html.

through the Route Management Tool (RMT), where it is available.

4. Report unusable, inaccurate, or unsatisfact- 17 − 21 − 4. RESPONSIBILITIES ory route data contained in the National Playbook to a. The ATCSCC must: the ATCSCC Strategic Operations office. Reports must include the National Playbook designation and 1. Manage the National Playbook program.

specific description of the data error and, if 2. Operate as OPI at the national level. appropriate, suggestion for modification.

National Playbook 17 − 21 − 1 JO 7210.3Z 12/10/15 5. Recommend improvements in the process, if coordination with FAA facilities and customers, and applicable. must be coordinated with the ATCSCC and validated at least 35 days prior to each chart date to be eligible e. Terminal Facilities must coordinate with their for inclusion in that update.

parent ARTCC for all matters pertaining to the NOTE − National Playbook.

1. The ATCSCC will conduct an annual meeting or telecon to coordinate the National Playbook additions, 17 − 21 − 5. NATIONAL PLAYBOOK DATA deletions, and significant route modifications. This FORMAT coordination will include FAA facilities and customers.

a. All ARTCCs must develop and update the 2. Seven days prior to the chart date, a preview version National Playbook in accordance with the following: of the National Playbook will be made available to FAA facilities via the ATCSCC Web site.

1. All National Playbook routes that specify the use of an arrival and departure procedure must have 17 − 21 − 6. PROCEDURES that procedure number (SID/STAR) included as part of the route string.

a. National Playbook routes are considered active NOTE − when the ATCSCC has completed coordination with Examples of acceptable procedure numbers are: LGC8, all impacted facilities. An ATCSCC numbered OTT5, and SWEED5. Examples of unacceptable advisory will be sent by the ATCSCC describing the procedure numbers are: MINKS#, MINKS STAR, and route being used.

MINKS %.

b. National Playbook routes may be modified 2. Approved database format: tactically to achieve an operational advantage. The (a) Route string data must include only ATCSCC will coordinate these changes verbally with uppercase characters (A − Z) or numbers with spaces all impacted facilities and ensure that the published separating each element (i.e., J48 ODF MACEY2 advisory contains the modifications.

ATL.)

c. Facilities must monitor and provide real − time (b) No dots, dashes, asterisks, plus signs, or reports of the impact and continued need for the use placeholders are to be included.

of the National Playbook routes through the ATCSCC.

(c) No leading zeroes are permitted in victor or jet airways (J12 is permitted, J012 is not).

d. A National Playbook route is no longer active when the expiration time stated on the advisory has b. National Playbook routes will be published on been reached without an extension coordinated or a the ATCSCC Web site. Updates to the National decision to cancel the route has been reached. If the Playbook will coincide with the normal 56 − day chart route is cancelled prior to the expiration time, the updates.

ATCSCC will coordinate with all impacted facilities c. Changes to the National Playbook must be and publish an advisory stating that the route has been processed in accordance with the following cancelled.

timelines: e. If there are circumstances that prevent the use of 1. All changes require validation with affected a National Playbook route, then the air traffic facility facilities and therefore must be submitted to the involved must inform the ATCSCC. It is the ATCSCC POC at least 35 days prior to each chart responsibility of the impacted facility and the date.

ATCSCC to ensure the route is not utilized until the 2. All National Playbook additions, deletions, circumstances preventing its use are corrected or the and significant route modifications require route is deleted.

National Playbook 17 − 21 − 2 JO 7210.3Z 12/10/15

Section 22. Traffic Management (TM) Support of

Non − Reduced Vertical Separation Minima (RVSM)

Aircraft

17 − 22 − 1. PURPOSE enter RVSM airspace subject to FAA approval and clearance: This section prescribes policies and guidelines for a. Department of Defense aircraft; Traffic Management (TM) support of Non − Reduced Vertical Separation Minima (RVSM) Aircraft.

b. Foreign State (government) aircraft; c. Active air ambulance utilizing MEDEVAC call 17 − 22 − 2. POLICY sign; In accordance with 14 CFR Section 91.180, domestic d. Flights conducted for aircraft certification and RVSM airspace (FL 290 − 410) is exclusionary development flights for RVSM.

airspace. With only limited exceptions, all operators and individual aircraft must have received RVSM 17 − 22 − 5. OPERATOR ACCESS OPTIONS authorization from the Federal Aviation Administration (FAA) to operate at RVSM altitudes.

Operators of excepted non − RVSM aircraft requesting If an aircraft or its operator has not been authorized access to DRVSM airspace have the following for RVSM operation, the aircraft is referred to as a options available to them: “non − RVSM” aircraft. Excepted non − RVSM aircraft a. Letter of Agreement/Memorandum of are granted access to RVSM altitudes on a workload Understanding (LOA/MOU). Comply with a permitting basis. Priority in RVSM airspace is LOA/MOU for operations within a single or adjacent afforded to RVSM compliant flights, then RVSM facility.

file − and − fly flights.

b. File − and − Fly. File a flight plan and make the initial request to access RVSM airspace by requesting 17 − 22 − 3. DEFINITIONS an ATC clearance.

a. File − and − Fly. Operators of excepted non − NOTE − RVSM flights requesting access to or through RVSM Non − RVSM aircraft not listed under excepted flights may airspace will file a flight plan. This flight plan serves climb/descend through RVSM airspace without leveling as the notification to the FAA of the operator’s intent off, subject to FAA approval and clearance.

to request access to or through RVSM airspace.

c. DOD. Enter STORM flights on the DOD Priority Mission website. For STORM flights that are b. STORM Flight. A non − RVSM exception within 60 minutes of departure notify the departure designated by the Department of Defense (DOD) for RVSM facility via telephone, in addition to entering special consideration via the DOD Priority Mission the flight into the DOD Priority Mission website.

website.

NOTE − c. Entry Facility. Facility where an aircraft Special consideration will be afforded a STORM flight; penetrates RVSM airspace designated for U.S. air however, accommodation of any non − RVSM exception traffic control.

flight is workload permitting.

d. RVSM Facility. Air Traffic facility that provides air traffic services in RVSM airspace.

17 − 22 − 6. DUTIES AND RESPONSIBILITIES Traffic Management Units (TMU) in facilities with 17 − 22 − 4. EXCEPTED FLIGHTS RVSM airspace must: Under the authority granted in 14 CFR a. Monitor, assess, and act on the information in Section 91.180, the Administrator has determined the Traffic Situation Display (TSD) to evaluate the that the following groups of non − RVSM aircraft may facility’s ability to manage non − RVSM aircraft; Traffic Management (TM) Support of Non − Reduced Vertical Separation Minima (RVSM) 17 − 22 − 1 Aircraft JO 7210.3Z 12/10/15 b. Coordinate calls from DOD operators of 4. Number of aircraft in formation, when STORM flights that will depart within 60 minutes, applicable.

with the appropriate area supervisor/controller − in − c. For a non − RVSM exception flight inbound to charge. Obtain and coordinate the following the U.S., the TMU at the entry facility receives the information: request for access to RVSM airspace directly from an 1. Call sign. international point of contact (POC). The TMU must coordinate the information received from the 2. Origination point.

international POC with the appropriate operational 3. Proposed departure time. supervisor/controller − in − charge in a timely manner.

Traffic Management (TM) Support of Non − Reduced Vertical Separation Minima (RVSM) 17 − 22 − 2 Aircraft JO 7210.3Z 12/10/15

Section 23. Contingency Plan Support System (CPSS)

17 − 23 − 1. PURPOSE 5. Tell all affected offices when making any change to the National Airspace System that might This section prescribes policies and guidelines for affect internal or adjacent ARTCC contingency plans managing ARTCC Operational Contingency Plan (for example, airway changes, frequency changes, (OCP) data within the Contingency Plan Support airspace redesign, airway realignment, etc.)

System (CPSS). The CPSS is maintained via the RMT. 6. Report unusable, inaccurate, or unsatisfact- ory CPSS information directly to the ATCSCC CPSS POC. Real − time implementation problems should be 17 − 23 − 2. DEFINITION reported to the ATCSCC National System Strategy The CPSS, as defined in FAA Order JO 1900.47, Air Team and to the ATCSCC CPSS POC. Reports must Traffic Organization Operational Contingency Plan, include the facility plan name, affected sectors, is a software application used to collect, share, specific description of the impact, and if appropriate, publish, and distribute OCPs for operational access suggestion for modification.

and use by field facilities, the ATCSCC, and 7. Coordinate with underlying terminal facilit- customers during ATC Zero events.

ies for all matters pertaining to CPSS data information.

17 − 23 − 3. RESPONSIBILITIES c. Service Center Operations Support Group a. The ATCSCC must: must: 1. Manage the CPSS database following FAA 1. Review CPSS data for currency and Order JO 1900.47, Air Traffic Organization consistency.

Operational Contingency Plan.

2. Serve as liaison between ARTCCs and 2. Designate a POC for the management of the ATCSCC on CPSS matters.

CPSS database.

3. Serve as information and training resource b. ARTCCs must: for ARTCCs to help them maintain current and 1. Develop and maintain the accuracy of OCP accurate information in CPSS.

data within CPSS following FAA Order JO 1900.47, Air Traffic Organization Operational Contingency Plan. 17 − 23 − 4. PROCEDURES 2. Designate a POC to coordinate with the a. OCP data for each ARTCC must be published ATCSCC on the management of the ARTCC’s CPSS within CPSS via the national RMT database. Updates database information.

to the RMT database will coincide with the 56 − day chart update cycle.

3. Coordinate with all affected facilities when changing CPSS data before including them in the b. OCP data must be processed in accordance with CPSS database.

the following timelines: 4. Ensure that CPSS data are available to 1. All revisions to CPSS data must be provided operational positions.

to the ATCSCC CPSS POC at least 30 days before NOTE − each chart date.

Before publication in the CPSS, the facility must ensure 2. The ATCSCC POC must enter all revisions to that hardcopy, or other electronic means of making this the CPSS data at least 14 days before the chart update.

information available, is provided to operational The RMT database will then be locked.

personnel and the ATCSCC.

Contingency Plan Support System (CPSS) 17 − 23 − 1 JO 7210.3Z 12/10/15

Section 24. Route Test

17 − 24 − 1. PURPOSE (a) Detailed summary of the route test being requested and the anticipated results.

This section describes policies and guidelines for (b) List of affected FAA facilities and conducting and evaluating route tests.

stakeholders with which coordination has been completed.

17 − 24 − 2. DEFINITION (c) Length of time for which the route test will a. Route test − a process established for the be in effect, not to exceed 180 days.

purpose of: (d) Detailed summary of the possible impact 1. Assessing new routing concepts.

to the NAS, surrounding facilities, and stakeholders.

2. Exploring alternative routing possibilities.

3. Perform an air traffic safety analysis in accordance with FAA Order 1100.161, Air Traffic 3. Developing new routes to enhance system Safety Oversight.

efficiency and safety.

4. After the above items have been completed b. Route test will: and the test approved, conduct the test as requested.

1. Last for a pre − determined length of time, 5. Determine if the route test timeframe is usually 90 days.

adequate. A facility may be granted an extension of 2. Include, but not be limited to, the following up to 90 days with the approval of the ATCSCC.

NAS elements: Submit requests for extension through the MTO to the ATCSCC Procedures Office, with supporting (a) NRS waypoints.

documentation. Facilities requesting extensions (b) RNAV waypoints.

exceeding 180 days must review and comply with FAA Order 1050.1, Policies and Procedures (c) NAVAIDs.

Considering Environmental Impacts, to ensure (d) Departure Procedures (DP).

environmental studies are completed. Include the studies with your request.

(e) Standard Terminal Arrival Routes (STAR).

6. Within 30 days of completion of the test: (a) Conduct a review and analysis with the 17 − 24 − 3. POLICY stakeholders and accept comments.

Route tests must be conducted only after collabora- (b) Determine if the proposed route is viable tion and coordination between the ATCSCC, affected or if other alternatives should be explored.

en route and terminal facilities, and stakeholders.

(c) Document test results and prepare a Route tests will include existing certified NAS post − test report in accordance with Air Traffic Safety elements. The ATCSCC is the final approval Analysis and with FAA Order 1100.161, Air Traffic authority for all route tests.

Safety Oversight.

7. If the route is determined to be beneficial, 17 − 24 − 4. RESPONSIBILITIES initiate implementation and have the route published a. The requesting facility must: in appropriate charts, databases, letters of agreement, and any other appropriate FAA publications.

1. Ensure coordination is accomplished with all affected FAA facilities and stakeholders. b. The ATCSCC must: 2. Submit a formal letter, in memorandum 1. Review the route test memorandum and format, to the ATCSCC Procedures Office, through approve the test or provide justification for the regional MTO. The memorandum must include: disapproval.

Route Test 17 − 24 − 1 JO 7210.3Z 12/10/15 2. Review and approve requests for test extensions or provide justification for disapproval.

3. Issue any necessary traffic management advisories.

4. Be the approving authority for any TMIs requested in association with the route test.

Route Test 17 − 24 − 2 JO 7210.3Z 12/10/15

Section 25. Traffic Management Advisor (TMA)

17 − 25 − 1. PURPOSE to view and manage arrival flows to an ARTCC’s internal airports.

This section establishes procedures and g. Time-Based Flow Management (TBFM) . The responsibilities for the use of Traffic Management technology and methods of balancing demand and Advisor (TMA).

capacity utilizing time.

h. Traffic Flow Management (TFM) . The 17 − 25 − 2. DEFINITIONS processes and initiatives a TMC uses to balance air traffic demand with system capacity.

a. Adjacent Center Metering (ACM) . An exten- sion of SCM that provides time-based metering i. Traffic Management Advisor (TMA) . A capability to neighboring facilities. There are three comprehensive, automated method of planning categories of ACM processing and control at a efficient arrival trajectories from cruise altitude to the facility: runway threshold.

1. Controlling facility – The TMA unit that 17 − 25 − 3. RESPONSIBILITIES exercises control over SCM and/or ACM settings and the relevant metering operation.

a. The ATCSCC must: 2. Limited Control - The ability to manage 1. Be the final decision authority for specific ACM settings and activities for relevant TMA-related operations and initiatives.

metering operations.

2. Manage the equity of overall system delays 3. Non-Controlling - A facility that only has throughout the NAS.

monitoring capability.

3. Host/participate in ACM discussions and support all ACM and other time-based metering b. Coupled Scheduling . An automation process initiatives. Collaborate on an exit strategy when that adds additional meter-points and allows the ACM is no longer required.

linking of time-based flow management (TBFM) systems. This results in more optimal balancing and 4. Include the status of any pertinent distribution of delays over a greater distance from the TMA-related information on the planning telecons airport or meter point.

and on the Operational Information System (OIS).

c. En Route Departure Capability (EDC) . A 5. Prioritize TBFM activity based on NAS functionality within TMA that assists TMCs in and/or facility constraints.

formulating release times to adapted meter points in 6. Inform impacted facilities of relevant space.

information that would influence arrival metering d. Metering . A method of controlling aircraft decisions or en route EDC operations.

demand by scheduling the time at which each aircraft 7. Establish and maintain multi-facility should cross a predetermined fix.

communications when necessary for ACM operations.

e. Rippling . The recalculation of TMA − generated, frozen scheduled times of arrival (STA) resulting 8. Log ACM events and other TMA activities as from a manual action at the controlling graphical user appropriate in the NTML.

interface (GUI). Rippling, also commonly referred to 9. Serve as a repository for TBFM information as “rescheduling” or “reshuffling,” can be executed and TMA reference materials.

independently but is normally associated with changes to TMA configurations or settings.

b. All TMUs with controlling TMA systems must: f. Single Center Metering (SCM) . An application of the TMA tool that provides TMCs with the ability 1. Determine appropriate TMA settings.

Traffic Management Advisor (TMA) 17 − 25 − 1 JO 7210.3Z 12/10/15 2. Ensure TMA settings are entered, current, is necessary. Enable the metering list when rippling is complete.

and coordinated.

11. Use TMA to determine release times for 3. Monitor TMA to determine metering internal departures to a metered airport.

timeframes and coordinate start/stop times and reportable delays with the ATCSCC and affected 12. Monitor arrival and departure flows for facilities.

potential metering actions/changes.

13. Monitor internal and adjacent facility 4. Communicate meter start/stop information to metering compliance and take appropriate action.

operational areas, operating positions, and participating facilities, and enter into NTML as 14. Coordinate and disable sector meter list necessary.

when metering times are no longer in effect.

5. Enable sector meter list as coordinated.

c. Supporting TMUs performing ACM or coupled scheduling must: 6. Monitor internal facility metering delays and initiate actions, as appropriate, when values exceed or 1. Determine appropriate local TMA settings.

are projected to exceed delays that can be absorbed by 2. Ensure TMA settings are entered, current, control sectors. Notify the FLM or affected and coordinated.

areas/sectors of actions taken and expected out- comes. 3. Coordinate with controlling facility and ATCSCC, as appropriate.

7. Monitor multi-metering scenarios. Advise 4. Communicate meter start/stop information to ATCSCC if time based metering (TBM) to multiple operational areas, operating positions, and airports or fixes is impacting or projected to impact participating facilities.

sector or facility level operations.

5. Enable sector meter list as coordinated.

8. Coordinate changes to the metering plan or updates to the TMA schedule with the affected 6. Use TMA to determine release times for facilities.

internal departures to a metered airport.

9. Coordinate internally with affected areas and 7. Monitor arrival and departure flows for with any ACM supporting facilities before taking potential metering actions/changes.

action to update the TMA schedule.

NOTE − Coordinate and disable the sector meter list when rippling 10. To the extent possible, avoid making any is necessary. Enable the metering list when rippling is changes in TMA that cause a global schedule change complete.

(rippling) during metering operations. Advise 8. Monitor internal and upstream compliance.

affected facilities and sectors before rippling.

9. Disable the sector meter list when metering NOTE − has been completed.

Coordinate and disable the sector meter list when rippling Traffic Management Advisor (TMA) 17 − 25 − 2 JO 7210.3Z 12/10/15

Section 26. Weather Management

17 − 26 − 1. GENERAL needed to be continued beyond the typical 16 hour day, the TMO could approve this.

This section prescribes policy and responsibilities to 2. Work with the local NWS ensure required weather products and services are Meteorologist-in-Charge (MIC) to ensure local provided in a timely manner.

orders and procedures define the NWS support expected and that compliance in the provision of the 17 − 26 − 2. BACKGROUND support is attained.

3. Ensure NWS meteorologists receive facility The FAA (AJR) maintains an Inter-Agency Agreement (IA) with the National Oceanic and and air traffic control system familiarization training, as appropriate.

Atmospheric Administration/National Weather Service (NWS) for the provision of meteorological 4. Forward any unresolved issues with NWS services to FAA facilities and specifies assignment of support to the appropriate Service Area and the FAA NWS meteorologists to the ATCSCC and to each COTR for the IA.

ARTCC. The meteorologists provide ATC 5. Maintain a copy of the current IA and SOW.

operational personnel advised of weather conditions that may be hazardous to aviation or impede the flow b. The Weather Coordinator must: of air traffic in the NAS sixteen hours a day/seven 1. Disseminate the inter/intrafacility SIGMETs, days a week. Specific duties of the meteorologists are AIRMETS, CWAs, and Urgent PIREPs.

outlined below in section 17-26-4 for FAA personnel awareness. Additional details can be found in the IA 2. Provide assistance in the collection and Statement of Work (SOW) and NWS Instruction dissemination of other significant weather 10-803, Support to Air Traffic Control Facilities.

information. WC priority of duties and responsibilities include: 17 − 26 − 3. POLICY (a) Inter/intrafacility dissemination of SIGMET’s.

Facility managers will designate an operational ATC (b) Dissemination of CWA’s within the representative to serve as the Weather Coordinator ARTCC.

(WC). The WC position is required for all shifts and is the primary interface between the NWS (c) Dissemination of urgent PIREP’s within meteorologist and the facilities air traffic staff. The the ARTCC.

WC position is located in the TMU of each ARTCC.

(d) Dissemination of CWA’s to other facilit- This position is a 24 hour position and can be ies (via other than LSAS).

combined with the OMIC when there are no TMU personnel present. All personnel assigned to this (e) Dissemination of AIRMETS within the function must receive training for the associated ARTCC.

responsibilities. If weather conditions warrant and (f) Inter/intrafacility dissemination of workload permits, the WC may perform other Meteorological Impact Statements as required (via operational or administrative functions.

other than LSAS).

(g) Dissemination of other weather 17 − 26 − 4. RESPONSIBILITIES intelligence within the ARTCC as specified by local requirements.

a. Facility Managers must: (h) Receipt and handling of requests for 1. Have operational responsibility for the NWS PIREP/SIGMET /AIRMET/ CWA’s and other meteorologists although responsibility for day to day pertinent weather information.

activities can be delegated to the TMO. For example, if weather conditions warrant that the CWSU staff c. NWS meteorologists’ duties include: Weather Management 17 − 26 − 1 JO 7210.3Z 12/10/15 1. Provide meteorological advice and (b) Unscheduled products include the consultation to ARTCC operational personnel and Meteorological Impact Statement (MIS) which is an other designated FAA air traffic facilities, terminal, unscheduled planning forecast describing conditions FSS and AFSS, within the ARTCC area of expected to begin within 4 to 12 hours which will, in responsibility. the forecaster’s judgment, impact the flow of air traffic within the ARTCC’s area of responsibility and the Center Weather Advisory (CWA) which is an 2. Provide scheduled and unscheduled briefings unscheduled air traffic and aircrew advisory and products as needed per the IA SOW, NWS statement for conditions currently in existence or Instruction 10-803, and the operational direction of beginning within the next 2 (two) hours.

the Facility Manager. Examples include: 3. The MIC will work with the Facility Manager (a) Scheduled Briefings generally consist of to ensure local orders and procedures define the NWS forecast weather conditions pertinent to the ARTCC support expected, to include operating hours. The area during a specified period, plus an extended MIC will also ensure back-up support plans are in outlook. These briefings are scheduled and provided place when and if the meteorologists at the center are as required by the facility manager. not available.

Weather Management 17 − 26 − 2

JO 7210.3Z 12/10/15

Part 6. REGULATORY INFORMATION

Chapter 18. Waivers, Authorizations, and Exemptions

Section 1. Waivers and Authorizations

18 − 1 − 1. PURPOSE 18 − 1 − 3. RESPONSIBILITIES This section prescribes policy and guidelines for the a. Air traffic, as designated by the Service Area grant or denial or a Certificate of Waiver or Director, is responsible for the grant or denial of Authorization from Title 14, Code of Federal Certificate of Waiver or Authorization, except for Regulations (14 CFR). those sections assigned to Flight Standards (detailed in subpara b).

18 − 1 − 2. POLICY b. Flight Standards, as designated by the Administrator, and described in FAA’s Rulemaking a. FAAO 1100.5, FAA Organization − Field, Manual, is responsible for providing advice with delegates to the Service Operations Service Area respect to the qualification of civil pilots, airworthi- Directors and Flight Standards Division Managers ness of civil aircraft, and the safety of persons and the Administrator’s authority to grant or deny a property on the ground. Additionally, Flight Certificate of Waiver or Authorization (FAA Form Standards has the responsibility for the grant or 7711 − 1), and permits the redelegation of this denial of Certificate of Waiver or Authorization from authority. Further, redelegation of the authority to the following sections of 14 CFR: grant or deny waivers or authorizations must be consistent with the functional areas of responsibility 1. Section 91.119, Minimum safe altitudes: as described in FAA’s Rulemaking Manual, and may General; be limited if deemed appropriate.

2. Section 91.175, Takeoff and landing under b. Applications for a Certificate of Waiver or IFR; Authorization acted upon by a En Route and Oceanic 3. Section 91.209 , Aircraft lights; Operations Service Area or Terminal Operations Service Area office will normally be processed in 4. Section 91.303, Aerobatic flight; accordance with guidelines and standards contained 5. Any section listed in 91.905 as appropriate herein, unless found to be in the best interest of the for aerobatic demonstrations and other aviation agency to deviate from them.

events.

c. Applications for waiver or authorization that 6. Section 105.21, Parachute operations over or require both Air Traffic Organization and Flight Standards technical considerations must be handled into congested areas or open air assembly of persons, jointly. as appropriate for aerobatic demonstrations and other aviation events.

d. The grant of a Certificate of Waiver or Authorization constitutes relief from the specific c. Certificate Holder, compliance with the provi- regulations stated, to the degree and for the period of sions of a waiver is the responsibility of the holder time specified in the certificate, and does not waive who must be thoroughly informed regarding the any state law or local ordinance. Should the proposed waiver and those actions required of them by any operations conflict with any state law or local special provisions. The holder must be advised that ordinance, or require permission of local authorities it is their responsibility to ensure that all persons or property owners, it is the applicant’s responsibility participating in the operation are briefed on the to resolve the matter. waiver.

Waivers and Authorizations 18 − 1 − 1 JO 7210.3Z 12/10/15 18 − 1 − 4. PROCESSING CERTIFICATE OF a. Issued to an organization, whenever possible, in WAIVER OR AUTHORIZATION (FAA preference to an individual but indicate name and title FORM 7711 − 2) REQUESTS of the individual acting for the organization.

b. Specify the operations that are permitted by the a. Requests for a Certificate of Waiver or waiver or authorization.

Authorization (FAA Form 7711 − 2) may be accepted by any FAA facility and forwarded, if necessary, to c. Define the area and specify altitudes at which the appropriate office having waiver authority. Those they may be conducted.

offices making the determination of whether an d. Specify the regulation, or portion thereof application should be processed by higher authority waived by numerical and letter reference as well as may forward the request to the appropriate Service title. This section is left blank for authorizations (e.g., Area Director for action. Those requests that are unmanned air vehicle operations, etc.).

forwarded to FAA Washington Headquarters for processing must include all pertinent facts, back- e. Specify the effective and expiration dates, ground information, recommendation(s), as well as including hours of operation. The specific dates and the basis and reasons for requesting Headquarters hours of operation must allow sufficient time for the action.

accomplishment of the operation and, if appropriate, an alternate date to cover cancellations that might be b. Requests must be coordinated with all necessary due to adverse weather conditions. Except concerned FAA elements, prior to approval, by the for waivers or authorizations issued by ATO for office that is most convenient to the applicant and unmanned aircraft flight or Flight Standards, waivers having waiver authority, even though the proposed or authorizations must not be made effective for more operation will be conducted within or extended into than 12 calendar months. Waivers or authorizations other jurisdictional areas. This procedure is intended issued by Flight Standards and ATO may be made to establish one office as the agency contact for an effective for 24 calendar months in accordance with applicant and will preclude the need for the petitioner Flight Standards and ATO policies. Flight Standards to deal with the FAA at various locations.

may issue waivers for aerobatic practice areas (APAs) to remain in effect for 36 calendar months. If a longer 18 − 1 − 5. PROCESSING CERTIFICATE OF duration is requested, or the operation is of national WAIVER OR AUTHORIZATION RENEWAL importance, advise the proponent to petition for an OR AMENDMENT REQUESTS exemption utilizing 14 CFR Section 11.63, How and to whom do I submit my petition for rulemaking or a. A renewal request should be made by means of petition for exemption.

a new application. However, a request by another f. Restrict the waiver or authorization to the extent method is acceptable if its substance is essentially the same as the previous application or when, in the required by the operation. Further, any special provisions that are required to provide for an judgment of the waiver or authorization office, the adequate level of flight safety and the protection of request is sufficiently similar that new considerations are not required. persons and property on the surface (e.g., limitations, location, time periods, type aircraft) must be b. An existing waiver or authorization may be specified and included as part of the waiver or amended either by reissuance or by letter.

authorization.

18 − 1 − 6. ISSUANCE OF CERTIFICATE OF 18 − 1 − 7. RETENTION OF CERTIFICATES WAIVER OR AUTHORIZATION (FAA OF WAIVER OR AUTHORIZATION FORM 7711 − 1) The issuing office must retain one copy of each Waivers and authorizations must be completed in waiver, authorization or denial, along with support- accordance with the following instructions and must ing data, for at least one year after the date of denial be signed only by the appropriate authority (see or expiration, as appropriate. Significant or unusual FIG 18 − 1 − 1 and Example). The FAA Form 7711 − 1 waivers or authorizations may be retained for longer should be: periods.

Waivers and Authorizations 18 − 1 − 2 JO 7210.3Z 12/10/15 18 − 1 − 8. WAIVER, AUTHORIZATION OR 18 − 1 − 9. CANCELLATION OF WAIVERS DENIAL PROCEDURE AND AUTHORIZATIONS The applicant must be advised in writing of the A waiver or authorization may be canceled at any waiver or authorization approval or denial, and, if time by the Administrator, the person authorized to appropriate, what is required to obtain reconsidera- grant the waiver or authorization, or the representat- tion.

ive designated to monitor a specific operation. As a general rule, a waiver or authorization should be a. Applicant: The original waiver, authorization or canceled when it is no longer required or there is an denial, and a copy of the application must be abuse of its provisions or unforeseen safety factors forwarded to the applicant.

develop. Failure to comply with the waiver or b. Issuing Office: The original of the application authorization is cause for cancellation. Cancellation and a copy of the waiver, authorization or denial must procedures, as applicable, must be used as follows: be retained by the issuing office.

a. Notify the holder immediately.

c. Washington Headquarters: Except for waivers b. Verify and document the basis for the or authorizations issued by Flight Standards Service, cancellation.

forward copies of waivers, authorizations or written denials to the Washington Headquarters, System c. Notify the appropriate Service Area office, as Operations Airspace and Aeronautical Information well as the issuing office.

Management.

d. Provide the holder with written notice of d. Other Distribution: Other than as specified cancellation, or written confirmation of a verbal above and as necessary to satisfy Service Area office cancellation, with copies to appropriate offices.

needs, distribution must be limited to those offices that have a need for the information. e. Take any other action deemed necessary.

Waivers and Authorizations 18 − 1 − 3 JO 7210.3Z 12/10/15 FIG 18 − 1 − 1 FAA Form 7711 − 1 Waivers and Authorizations 18 − 1 − 4 JO 7210.3Z 12/10/15

EXAMPLE OF SPECIAL PROVISIONS

These special provisions are for suggested use only. You will need to modify them or develop new ones depending on the proponent and the operating conditions.

1. Contact the [name of FAA facility] at [telephone number], not less than 24 hours or more than 48 hours prior to conducting any [name of event], for the purpose of issuing a Notice to Airmen.

2. Contact the [name] Air Route Traffic Control Center at [telephone number], prior to and immediately after [name of event], for the purpose of providing real time notice of operations.

3. All persons connected with this [name of event] must be familiar with this waiver and its special provisions, as well as part 101, [specific section of 14 CFR].

4. [Any other special provision(s) as required].

Waivers and Authorizations 18 − 1 − 5 JO 7210.3Z 12/10/15

Section 2. Elimination of Fixed − Wing Special Visual

Flight Rules Operations

NOTE − 18 − 2 − 1. PURPOSE Section 3, Appendix D to Part 91 of 14 CFR lists the locations wherein fixed − wing SVFR operations are This section prescribes policy and guidance for the prohibited.

elimination of fixed − wing special visual flight rules (SVFR) operations within Class B and Class C airspace areas. 18 − 2 − 3. RESPONSIBILITIES a. Each Service Area office must conduct periodic reviews of terminal areas to determine when 18 − 2 − 2. POLICY fixed − wing SVFR operations should be eliminated or restored in the specific airspace areas.

Fixed − wing SVFR operations may interfere with the safe, orderly and expeditious flow of aircraft b. Each Service Area office must forward the operating under instrument flight rules (IFR) within names of the airspace surface areas recommended for certain high activity airspace areas (Class B, or C elimination/restoration of fixed − wing SVFR opera- airspace areas only). To preclude such adverse effect, tions, with detailed justification, to the System it may be necessary to eliminate SVFR operations Operations Airspace and Aeronautical Information within those affected airspace areas. Management for review.

Elimination of Fixed − Wing Special Visual Flight Rules Operations 18 − 2 − 1 JO 7210.3Z 12/10/15

Section 3. Current Authorizations and Exemptions from

Title 14, Code of Federal Regulations

18 − 3 − 1. AUTHORIZATIONS AND 18 − 3 − 2. AUTHORIZATION AND EXEMPTIONS FROM TITLE 14, CODE OF EXEMPTION REQUESTS FEDERAL REGULATIONS (14 CFR) Requests for updated summaries of all current air Authorizations and exemptions from specified traffic control authorizations and exemptions from sections of 14 CFR have been granted to specified 14 CFR processed by System Operations Airspace Departments, Agencies, and certain aircraft operators and Aeronautical Information Management should to permit accomplishment of their assigned missions be made through the Service Area office.

(i.e., to conduct inflight identification, surveillance, and pursuit operations) subject to specified condi- tions and limitations.

Current Authorizations and Exemptions from Title 14, Code of Federal Regulations 18 − 3 − 1 JO 7210.3Z 12/10/15

Section 4. Parachute Jump Operations

18 − 4 − 1. NONEMERGENCY PARACHUTE 7. Notification procedures.

JUMP OPERATIONS 8. Assigned transponder code when appropri- a. All concerned personnel must familiarize ate.

themselves with 14 CFR Part 105, and obtain the 9. Any other items pertinent to the needs of the required information required by Section 105.25 ATC system and the users.

when processing requests for authorization or notification of nonemergency parachute jumps.

c. Where ongoing jump sites are established, NOTAM information must be submitted for b. When operational/procedural needs require or publication in the AFD.

when warranted by high density air traffic or constrained airspace, negotiate letters of agreement d. To the extent possible, advise parachute that designate areas of ongoing jump activity as jumping organizations or responsible individuals of permanent jump sites. Letters of agreement should known high traffic density areas or other airspace contain: where sport parachuting may adversely impact 1. The description and the location of the jump system efficiency, such as IFR departure/arrival zone(s) and the conditions of use.

routes, Federal airways, VFR flyways, military training routes, etc.

2. The activity schedules.

e. A record of the jump operations must be 3. The maximum jump altitudes, common jump maintained in the facility files for 15 days. The altitudes and common parachute opening altitudes records must contain at least a copy of the NOTAM, (all altitudes should be expressed in feet above mean reason(s) for cancellation (if applicable), name of the seal level).

person(s) effecting coordination, and instructions or 4. The communication frequencies to be used conditions imposed on the jump operation.

by the jump aircraft.

f. Upon request, air traffic facilities must furnish 5. Jump aircraft call signs.

whatever information might be available concerning 6. Jump aircraft climb and descent areas. parachute jumps to the U.S. Coast Guard.

Parachute Jump Operations 18 − 4 − 1 JO 7210.3Z 12/10/15 Section 5. Moored Balloons, Kites, Unmanned Rockets,

and Unmanned Free Balloons/Objects

18 − 5 − 1. MOORED BALLOONS, KITES, period, or the balloon’s/object’s flight cannot be UNMANNED ROCKETS, AND UNMANNED terminated as planned: FREE BALLOONS/OBJECTS a. Determine from the operator the last known and the present estimated position of the balloon/object as Apply the following guidelines to moored balloon, well as the time duration that the balloon/object is kite, unmanned rocket, or unmanned free balloon estimated to stay aloft. Also obtain other information flights conducted in accordance with Part 101 of from the operator such as the operator’s access to a 14 CFR: chase plane, hazardous material onboard, balloon/ob- a. Facilities receiving moored balloon, kite, ject coloring, special lighting, etc.

unmanned rocket, or unmanned free balloon b. Attempt to locate and flight follow the derelict information must ensure that appropriate notices balloon/object.

include the information required by 14 CFR Sections 101.15, 101.37, and 101.39.

c. Determine if the balloon’s/object’s flight can be terminated by the operator. If the balloon’s/object’s b. Notice information must be forwarded to flight can be terminated, inform the operator of any affected air traffic facility/s. Also, air traffic facilities known air traffic that might be a factor.

must forward notices received to the appropriate FSS d. If the balloon’s/object’s flight cannot be for dissemination as a NOTAM.

terminated: c. Handle unmanned free balloon operations 1. Advise the operator that the balloon/object is below 2,000 feet above the surface in Class B, Class declared to be a derelict and as such is a potential C, Class D or Class E airspace areas requiring ATC hazard to air navigation.

authorization as follows: 2. Notify the ATCSCC, the regional Operations 1. Authorize the request if the operation is not Center, and all affected facilities of the derelict. The expected to impact the normally expected movement ATCSCC will serve as the focal point for the of traffic.

collection and dissemination of further information.

2. Coordinate with other affected facilities 3. Provide the ATCSCC with revised position before authorizing the flight.

or altitude information.

d. Request the operator of unmanned free balloon 4. If required, assistance in locating and flights to forward position reports at any time they are tracking the balloon may be requested from the needed to assist in flight following.

National Military Command Center (NMCC), NORAD, or other agencies with surveillance NOTE − capabilities through the ATCSCC. If appropriate, the Operators are required only to notify the nearest FAA ATC ATCSCC will advise the NMCC that the derelict facility if a balloon position report is not recorded for balloon is a current or potential hazard to air traffic.

2 hours. Other position reports are forwarded only as requested by ATC. If the balloon cannot be located or flight followed, it poses at least a potential hazard.

NOTE − 18 − 5 − 2. DERELICT BALLOONS/OBJECTS The final decision to destroy the derelict balloon is the responsibility of the appropriate NORAD Commander.

Take the following actions when a moored balloon/object is reported to have escaped from its e. Record and handle the derelict balloon as a moorings and may pose a hazard to air navigation, the Miscellaneous Incident.

operator of an unmanned free balloon advises that a REFERENCE − position report has not been recorded for a 2 − hour FAAO JO 7110.65, Para 9 − 6 − 2, Derelict Balloons.

Moored Balloons, Kites, Unmanned Rockets, and Unmanned Free Balloons/Objects 18 − 5 − 1

JO 7210.3Z 12/10/15

Chapter 19. Temporary Flight Restrictions

Section 1. General Information

19 − 1 − 1. PURPOSE c. Section 91.139, Emergency Air Traffic Rules.

d. Section 91.141, Flight Restrictions in the This section prescribes guidelines and procedures Proximity of the Presidential and Other Parties.

regarding the use and issuance of regulatory temporary flight restrictions (TFRs).

e. Section 91.143, Flight Limitation in the Proximity of Space Flight Operations.

19 − 1 − 2. AUTHORITY f. Section 91.145, Management of Aircraft a. The FAA Administrator has sole and exclusive Operations in the Vicinity of Aerial Demonstrations and Major Sporting Events.

authority over the navigable airspace of the United States. The Administrator has broad authority under g. Section 99.7, Special Security Instructions.

Section 40103 of Title 49 of the United States Code (U.S.C.) to regulate, control, and develop plans for 19 − 1 − 5. TFR NOTAM CONTENT the use of the navigable airspace and to formulate policy for navigable airspace. See also 49 U.S.C.

TFR NOTAMs must comply with procedures Section 40101(d).

detailed in FAA Order JO 7930.2, Notices to Airmen (NOTAM).

b. Title 14 of the Code of Federal Regulations (14 CFR) parts 91 and 99 contain regulations addressing 19 − 1 − 6. TFR INFORMATION temporary flight restrictions and Special Security Instructions.

a. Educational information regarding TFRs can be found in 14 CFR parts 91 and 99, and the 19 − 1 − 3. REASONS FOR ISSUING A TFR Aeronautical Information Manual.

While not all inclusive, a TFR may be issued for the b. National Airspace System (NAS) users or other following reasons: toxic gas leaks or spills; fumes interested parties should contact the nearest flight from flammable agents which, if fanned by rotor or service station for TFR information. Additionally, propeller wash, could endanger persons or property you can find TFR information on automated on the surface or in other aircraft; volcanic eruptions briefings, Notice to Airmen (NOTAM) publications, that could endanger airborne aircraft and occupants; and on the Internet at http://www.faa.gov . The FAA hijacking incidents that may endanger persons or also distributes TFR information to aviation user property on the surface, or airborne aircraft and groups and requests these groups to further occupants; aircraft accident/incident sites; aviation or disseminate the information to their members.

ground resources engaged in wildfire suppression; aircraft relief activities following a disaster; aerial 19 − 1 − 7. TFRs OUTSIDE OF THE UNITED demonstrations or major sporting events. A Special STATES AND ITS TERRITORIES Security Instruction may be issued for reasons of TFRs are only implemented for sovereign U.S.

national security.

airspace and its territories. If restrictions are located in an area that extends beyond the 12 − mile coastal 19 − 1 − 4. TYPES OF TFRs limit or a U.S border, the NOTAM will contain TFRs may be issued under the following regulations: language limiting the restriction to the airspace of the U.S., and its territories and possessions. The FAA a. Section 91.137, Temporary Flight Restrictions may issue an advisory via the NOTAM System to in the Vicinity of Disaster/Hazard Areas.

inform affected users of any hazard or dangerous b. Section 91.138, Temporary Flight Restrictions information outside of the sovereign U.S. airspace in National Disaster Areas in the State of Hawaii. and its territories.

General Information 19 − 1 − 1 JO 7210.3Z 12/10/15 19 − 1 − 8. TFR QUESTIONS Direct any questions or concerns regarding TFRs to the ATO service area manager having jurisdiction over the TFR area. You may also contact Mission Support, Airspace, Regulations, and ATC Procedures Group, FAA Headquarters, Washington, D.C., at (202) 267 − 8783.

General Information 19 − 1 − 2 JO 7210.3Z 12/10/15

Section 2. Temporary Flight Restrictions in the Vicinity

of Disaster/Hazard Areas (14 CFR Section 91.137)

19 − 2 − 1. PURPOSE occupants; nuclear accident or incident; and hijackings.

This section prescribes guidelines and procedures b. 14 CFR 91.137(a)(2): aviation or ground regarding the management of aircraft operations in resources engaged in wildfire suppression; and the vicinity of disaster/hazard areas in accordance aircraft relief activities following a disaster (for with 14 CFR Section 91.137. TFRs issued under this example, earthquake, tidal wave, flood, etc.).

section are for disaster/hazard situations that warrant regulatory measures to restrict flight operations for a c. 14 CFR 91.137(a)(3): disaster/hazard incidents specified amount of airspace, on a temporary basis, of limited duration that would attract an unsafe in order to provide protection of persons or property congestion of sightseeing aircraft, such as aircraft in the air or on the ground.

accident sites.

19 − 2 − 2. RATIONALE 19 − 2 − 4. REQUESTING AUTHORITIES TFRs in accordance with 14 CFR Section 91.137 are A TFR under 14 CFR Section 91.137 may be issued when necessary to: requested by various entities, including military commands; regional directors of the Office of a. 14 CFR 91.137(a)(1) − Protect persons and Emergency Planning; Civil Defense State Directors; property on the surface or in the air from an existing civil authorities directing or coordinating air or imminent hazard associated with an incident on the operations associated with disaster relief; civil surface when the presence of low flying aircraft authorities directing or coordinating organized relief would magnify, alter, spread, or compound that air operations (including representatives of the Office hazard.

of Emergency Planning, U.S. Forest Service, and b. 14 CFR 91.137(a)(2) − Provide a safe state aeronautical agencies); and law enforcement environment for the operation of disaster relief agencies.

aircraft.

c. 14 CFR 91.137(a)(3) − Prevent an unsafe 19 − 2 − 5. ISSUING TFRs congestion of sightseeing and other aircraft above an a. FAA Headquarters or the ATO service area incident or event that may generate a high degree of managers (or their designee) having jurisdiction over public interest.

the area concerned may issue a TFR.

NOTE − b. TFRs issued for hijacking events may be issued This provision applies only to disaster/hazard incidents of by FAA Headquarters or the ATO service area limited duration that would attract an unsafe congestion managers (or designee) with coordination through of sightseeing aircraft.

the Domestic Events Network (DEN) air traffic security coordinator (ATSC).

19 − 2 − 3. SITUATIONS FOR RESTRICTIONS c. ARTCC managers (or designee) may issue TFRs in accordance with 14 CFR Section 91.137 TFRs in accordance with 14 CFR Sections may be issued for, but are not limited to, the following 91.137(a)(1) and (a)(2).

situations: d. TFRs issued in accordance with 14 CFR a. 14 CFR 91.137(a)(1): toxic gas leaks or spills; Section 91.137(a)(3) require FAA Headquarters flammable agents or fumes that, if fanned by rotor or approval.

propeller wash, could endanger persons or property on the surface or, if entered by an aircraft, could e. TFRs issued for law enforcement activities endanger persons or property in the air; volcanic require approval from the ATO Director of System eruptions that could endanger airborne aircraft and Operations Security (or designee).

Temporary Flight Restrictions in the Vicinity of Disaster/Hazard Areas (14 CFR Section 19 − 2 − 1 91.137) JO 7210.3Z 12/10/15 NOTE − c. Section 91.137(a)(3). Restrictions issued in Law enforcement activities that may warrant TFRs accordance with this section prohibit all aircraft from include, but are not limited to, situations where there is a operating in the designated area unless at least one of direct hazard to aircraft (for example, shots fired at the following conditions is met: aircraft) or where the presence of aircraft could 1. The operation is conducted directly to or from exacerbate the danger to personnel on the ground (for an airport within the area, or is necessitated by the example, SWAT or other personnel moving into position, etc.). impracticability of VFR flight above or around the area due to weather or terrain, and the operation is not conducted for the purpose of observing the incident 19 − 2 − 6. DEGREE OF RESTRICTIONS or event. Notification must be given to the ATC facility that was specified in the NOTAM for a. Section 91.137(a)(1). Restrictions issued in coordination with the official in charge of the activity.

accordance with this section prohibit all aircraft from operating in the designated area unless that aircraft is 2. The aircraft is operating under an ATC participating in the disaster/hazard relief activities approved IFR flight plan.

and is being operated under the direction of the 3. The aircraft is carrying incident or event official in charge of on − scene emergency response personnel, or law enforcement officials.

activities.

4. The aircraft is carrying properly accredited b. Section 91.137(a)(2). Restrictions issued in news representatives and, prior to entering that area, accordance with this section prohibit all aircraft from a flight plan is filed with FSS or the ATC facility operating in the designated area unless at least one of specified in the NOTAM. Flight plans must include the following conditions is met: aircraft identification, type, and color; radio frequencies to be used; proposed times of entry to and 1. The aircraft is participating in hazard relief exit from the TFR area; the name of news media or activities and is being operated under the direction of organization and purpose of flight.

the official in charge of on − scene emergency response activities.

19 − 2 − 7. RESPONSIBILITIES 2. The aircraft is carrying law enforcement a. All FAA personnel approving or issuing TFRs officials.

must ensure that restrictions meet regulatory criteria and are issued in accordance with FAA directives.

3. The aircraft is operating under an ATC approved IFR flight plan.

b. The ATO Director of System Operations Security (or designee) must: 4. The operation is conducted directly to or from 1. Review and, if warranted, approve TFRs an airport within the area, or is necessitated by the issued for law enforcement activities in accordance impracticability of VFR flight above or around the with the provisions of 14 CFR Section 91.137.

area due to weather or terrain. Notification must be given to the ATC facility or office that was specified 2. Act as the operational representative for in the NOTAM for coordination with the official in media concerns regarding active 14 CFR 91.137 charge of on − scene emergency response activities.

TFRs.

Also, the operation does not hamper or endanger c. ATO service area managers (or designee) must: relief activities and is not conducted for observing the disaster. 1. Review all flight restrictions in their jurisdiction issued in accordance with 14 CFR 91.137 5. The aircraft is carrying properly accredited at least every 30 days.

news representatives, and prior to entering the area, 2. Coordinate with affected air traffic facilities, a flight plan is filed.

event personnel, and local authorities when NOTE − applicable.

Coordination with the official in charge of on − scene 3. Coordinate with the Domestic Events emergency response activities is required prior to ATC Network (DEN) air traffic security coordinator allowing any IFR or VFR aircraft to enter into the TFR (ATSC) when hijacking situations are involved.

area.

Temporary Flight Restrictions in the Vicinity of Disaster/Hazard Areas (14 CFR Section 19 − 2 − 2 91.137) JO 7210.3Z 12/10/15 d. ARTCC air traffic managers (or designee) facility must serve as a primary “communication having jurisdiction over the area concerned must: facility” for communications between the emergency control authorities and affected aircraft.

1. Accept requests for and, if warranted, establish TFRs in accordance with the provisions of 9. Issue flight restrictions, NOTAM, and 14 CFR Sections 91.137(a)(1) and 91.137(a)(2).

appropriate cancellation in a timely manner.

2. Contact the System Operations Support e. All air traffic facilities must: Center (SOSC) at (202) 267 − 8276 to obtain approval for TFRs requested for law enforcement activities. 1. To the maximum extent possible, render assistance to the agency requesting the TFR.

3. Inform all affected facilities of the TFR; including location, altitude, and effective times.

2. Disseminate TFR information to all affected pilots in the area by all possible means.

4. Coordinate with SUA using agencies when a TFR may impact SUA activities.

3. Refer all media requests for information concerning TFRs to the SOSC at (202) 267 − 8276.

5. Notify the Regional Operations Center when a 91.137(a)(1) TFR has been issued. Ensure information is passed to Service Center Operations 19 − 2 − 8. REVISIONS AND Support Group (OSG) and SOSC personnel.

CANCELLATIONS 6. Reroute IFR traffic around the TFR, unless a. When restrictions are necessary beyond the prior approval is obtained from the on − scene published termination date/time, the ARTCC must coordinator.

ensure that a revised NOTAM and an appropriate 7. Maintain a chronological log of all TFR cancellation are issued.

related actions on FAA Form 7230 − 4, Daily Record of Facility Operation Log, to include: b. When the ARTCC within whose area the restrictions are established receives information from (a) The name and the organization of the the ATO service area or the agency that requested the person requesting the TFR.

restrictions that the restrictions are no longer (b) A brief description of the situation.

required, the ARTCC must take action to cancel them. If the information is received by another (c) The estimated duration of the restrictions.

facility, that facility must notify the ARTCC, which (d) The name of the agency responsible for will take appropriate action.

on − scene emergency activities and the telephone or c. When it is obvious that the restrictions are no other communications contact.

longer required but a cancellation request has not (e) A description of the location of the been received, the ARTCC must take action to affected area.

ascertain the status of the restrictions from the ATO 8. Act as, or designate, an ATC coordination service area or the agency that requested the facility. If assistance is required, the coordination restrictions, and if appropriate, cancel them.

Temporary Flight Restrictions in the Vicinity of Disaster/Hazard Areas (14 CFR Section 19 − 2 − 3 91.137) JO 7210.3Z 12/10/15

Section 3. Temporary Flight Restrictions in National

Disaster Areas in the State of Hawaii (Section 91.138)

19 − 3 − 1. PURPOSE b. The aircraft is carrying law enforcement officials.

TFRs issued in accordance with 14 CFR Section 91.138 address a determination that an inhabited area c. The aircraft is carrying persons involved in an within a declared national disaster area in the State of emergency or a legitimate scientific purpose.

Hawaii needs protection for humanitarian reasons.

d. The aircraft is carrying properly accredited newspersons, and before entering the area, a flight 19 − 3 − 2. REQUESTING AUTHORITIES plan is filed with the appropriate FAA or ATC facility The Governor of the State of Hawaii or the specified in the NOTAM, and the operation is Governor’s designee may request a TFR under conducted in compliance with the conditions and 14 CFR 91.138.

restrictions established by the official in charge of on − scene emergency response activities.

19 − 3 − 3. DEGREE OF RESTRICTIONS e. The aircraft is operating in accordance with an ATC clearance or instruction.

The TFR will specify the extent and duration necessary to protect persons and property on the surface. Restrictions issued under this section 19 − 3 − 4. DURATION OF RESTRICTIONS prohibit all aircraft from operating in the designated area unless at least one of the following conditions is A NOTAM issued under this section is effective for met: 90 days or until the national disaster area designation a. Authorization is obtained from the official in is terminated, whichever comes first, or otherwise charge of associated emergency or disaster relief terminated by notice or extended at the request of the response activities, and the aircraft is operated under Governor of the State of Hawaii or the Governor’s the conditions of that authorization. designee.

Temporary Flight Restrictions in National Disaster Areas in the State of Hawaii (Section 19 − 3 − 1 91.138) JO 7210.3Z 12/10/15

Section 4. Emergency Air Traffic Rules (14 CFR

Section 91.139)

19 − 4 − 1. PURPOSE 19 − 4 − 3. ISSUING TFRs TFRs issued in accordance with 14 CFR Section TFRs issued in accordance with 14 CFR Section 91.139 utilize NOTAMs to advise of the issuance and 91.139 may be issued by the FAA Administrator (or operations under emergency air traffic rules and designee), the Chief Operating Officer of the ATO, regulations.

FAA ATO Headquarters, or the ATO Director of System Operations Security.

19 − 4 − 2. REQUESTING AUTHORITIES 19 − 4 − 4. DEGREE OF RESTRICTIONS Whenever the Administrator determines that an emergency condition exists, or will exist, relating to a. NOTAMs issued communicate information the FAA’s ability to operate the air traffic control concerning the rules and regulations that govern system and during which normal flight operations flight operation, the use of navigation facilities, and under this chapter cannot be conducted consistent designation of that airspace in which the rules and with the required levels of safety and efficiency: regulations apply.

a. The Administrator issues an immediately b. When a NOTAM has been issued under this effective air traffic rule or regulation in response to section, no person may operate an aircraft, or other that emergency condition.

device governed by the regulation concerned, within b. The Administrator (or designee) may utilize the the designated airspace except in accordance with the NOTAM system to provide notification of the authorizations, terms and conditions prescribed in the issuance of the rule or regulation. regulation covered by the NOTAM.

Emergency Air Traffic Rules (14 CFR Section 91.139) 19 − 4 − 1 JO 7210.3Z 12/10/15

Section 5. Flight Restrictions in the Proximity of the

Presidential and Other Parties (14 CFR Section 91.141)

19 − 5 − 1. PURPOSE 19 − 5 − 3. ISSUING TFRs TFRs issued in accordance with 14 CFR Section 91.141 may be issued by the ATO Director of System TFRs issued in accordance with 14 CFR Section Operations Security (or designee).

91.141 address air security with respect to airspace over presidential and other parties.

19 − 5 − 4. DEGREE OF RESTRICTIONS No person may operate an aircraft over or in the vicinity of any area to be visited or traveled by the President, the Vice President, or other public figures 19 − 5 − 2. REQUESTING AUTHORITIES contrary to the restrictions established by the FAA and published in a NOTAM.

A TFR under 14 CFR Section 91.141 may be requested by the Washington headquarters office of 19 − 5 − 5. PROCEDURES the U.S. Government agency responsible for the protection of the person concerned. This agency will Flight restrictions in the proximity of the President, contact FAA Headquarters in accordance with Vice President, and other parties must be in established procedures and request the necessary accordance with FAA Order JO 7610.4, Special regulatory action. Operations.

Flight Restrictions in the Proximity of the Presidential and Other Parties (14 CFR 19 − 5 − 1 Section 91.141) JO 7210.3Z 12/10/15

Section 6. Flight Limitation in the Proximity of Space

Flight Operations (14 CFR Section 91.143)

19 − 6 − 1. PURPOSE affected airspace can issue a TFR under 14 CFR Section 91.143.

TFRs issued in accordance with 14 CFR Section 91.143 address space flight operations.

19 − 6 − 3. DEGREE OF RESTRICTIONS No person may operate an aircraft of U.S. registry, or pilot an aircraft under the authority of an airman 19 − 6 − 2. REQUESTING AUTHORITIES certificate issued by the FAA within areas designated FAA Headquarters or the Manager of Terminal or En in a NOTAM for space flight operations except when Route and Oceanic Service Area Operations (or their authorized by ATC, or the proponent for the flight designee) having control jurisdiction over the operation.

Flight Limitation in the Proximity of Space Flight Operations (14 CFR Section 91.143) 19 − 6 − 1 JO 7210.3Z 12/10/15

Section 7. Management of Aircraft Operations in the

Vicinity of Aerial Demonstrations and Major Sporting

Events (14 CFR Section 91.145)

19 − 7 − 1. PURPOSE must be forwarded to the Director of Terminal Operations at least 90 − days in advance.

This section prescribes guidelines and procedures in NOTE − accordance with 14 CFR Section 91.145, Manage- ATC must coordinate with the official responsible for ment of Aircraft Operations in the Vicinity of Aerial the aerial demonstration prior to authorizing VFR or Demonstrations and Major Sporting Events. Addi- IFR aircraft to operate within the restricted airspace.

tionally, this section provides guidance on the f. The ATCSCC is responsible for ensuring the processing of sponsor requests for these types of balance of NAS demand with system capacity. As operations.

such, all efforts that address the management of aircraft operations in the NAS must be coordinated, 19 − 7 − 2. POLICY prior to being finalized, with the ATCSCC to ensure that the planned operation would not overtly impact a. Situations that may warrant a TFR under this the system.

section include, but are not limited to: military and civilian aerial demonstrations or major sporting 19 − 7 − 3. RESPONSIBILITIES events of limited duration to protect persons or property on the surface or in the air, to maintain air a. The Airspace and Rules Manager, System safety and efficiency, or to prevent the unsafe Operations Airspace and Aeronautical Information congestion of aircraft in the vicinity of an aerial Management, oversees all regulatory actions issued demonstration or major sporting event.

under 14 CFR Section 91.145. Send TFR request information at least 45 days in advance of an aerial b. All ATC regulatory actions to be considered for demonstration or major sporting event.

events of this type that will require an interpretation of, or exemption from, 14 CFR, must be forwarded b. The Manager of Airspace Procedures oversees all procedures used in managing aircraft operations in to System Operations Airspace and Aeronautical Information Management, at least 90 − days in the vicinity of aerial demonstrations and sporting advance of the event. events (refer to Chapter 18 of this order for additional guidelines regarding waiver and authorization c. All nonregulatory avenues (e.g., drafting and responsibilities).

dissemination of procedural information, temporary c. The regional ATO Service Area Managers (or control tower, etc.) must be exhausted before their designee) is responsible for the grant or denial considering regulatory restrictions.

of Certificate of Waiver or Authorization (FAA Form d. Restrictions issued under this section prohibit 7711 − 1) for the following Sections/parts of 14 CFR: the operation of any aircraft or device, or any activity 1. Section 91.117, Aircraft Speed.

within the designated airspace area except in accordance with the authorizations, terms, and 2. Section 91.126, operating on or in the vicinity conditions of the TFR published in the NOTAM, of an airport in Class G airspace.

unless otherwise authorized by: (1) Air Traffic 3. Sections 91.131, 130, 129, 127 Operations in Control; or (2) A Certificate of Waiver or Class B, C, D, and E airspace areas respectively.

Authorization FAA Form 7711 − 1 issued for the aerial 4. Section 91.135, Operations in Class A demonstration by Flight Standards.

Airspace.

e. Any procedural matters developed for the 5. Part 101, Moored Balloons, Kites, Un- management of aircraft operations in the vicinity of manned Rockets, and Unmanned Free Balloons.

aerial demonstrations and major sporting events that will require a procedural interpretation or waiver, 6. Part 103, Ultralight Vehicles.

Management of Aircraft Operations in the Vicinity of Aerial Demonstrations and Major 19 − 7 − 1 Sporting Events (14 CFR Section 91.145) JO 7210.3Z 12/10/15 7. Part 105, Parachute Operations (except those d. FAAO 8700.1, General Aviation Operations Sections delegated to Flight Standards, refer to Inspector’s Handbook contains information pertain- 19 − 7 − 3d). ing to the issuance of a Certificate of Waiver or Authorization.

d. Flight Standards (AFS) is responsible for ensuring the qualification of civil pilots, airworthi- 19 − 7 − 5. COORDINATION ness of civil aircraft participating in these events; as well as the safety of persons and property on the Air traffic facilities receiving requests for flight ground affected by these events. In addition, AFS has restrictions in accordance with 14 CFR Section 91.145 must maintain a chronological log of all the responsibility for the grant or denial of Certificate of Waiver or Authorization from the following related actions.

Sections of 14 CFR: a. Facilities receiving these types of requests must obtain the following information from the notifying 1. Section 91.119, Minimum Safe Altitudes.

agency/office: 2. Section 91.175, Takeoff and Landing Under 1. Name and organization of the person IFR.

requesting the waiver.

3. Section 91.209, Aircraft Lights.

2. A brief description of the event/activity.

4. Section 91.303, Aerobatic Flight, Authoriz- 3. The estimated duration of the restrictions ing Industrial and Agricultural Support Operations.

(e.g., start date/time and termination date/time).

5. Any Section listed in Section 91.905 as 4. The name/telephone number, or other appropriate for aerobatic demonstrations and other communications arrangements, of the on − scene aviation events.

official that would respond to any required coordination during the event. In addition, the name 6. Section 105.15, Jumps Over or into of the agent responsible for any on − scene emergency Congested Areas or Open Air Assembly of Persons, activities, if different from the above.

as Appropriate for Aerobatic Demonstrations and 5. A description of the affected area, and any Other Aviation Events.

requested airspace area, by reference to prominent NOTE − geographical features depicted on aeronautical Applications for waiver or authorization that require both charts, or by geographical coordinates and fixes when Air Traffic and Flight Standards technical considerations the latter is available.

must be handled jointly. Additionally, a copy of all such waivers must be sent to the affected ATC facility(s) having 6. A signed, written request from the individual control jurisdiction over the affected airspace and the requesting the waiver, which states the reason for the regional (530) manager. Requests for a TFR, waiver, or restriction.

authorization for an aviation event requires coordination with the appropriate ATC facility and the regional ATO b. Sporting Events.

Service Area Managers.

1. Requests for sporting event restrictions must be forwarded to the appropriate regional ATO Service 19 − 7 − 4. RELATED DOCUMENTS Area Managers for action.

2. The regional ATO Service Area Managers a. 14 CFR Section 91.145, Management of will review the request, and if it meets the criteria in Aircraft Operations in the Vicinity of Aerial accordance with 14 CFR Section 91.145, forward the Demonstrations and Major Sporting Events.

their recommendation and all applicable information b. Advisory Circular 91 − 63, Temporary Flight (including the signed, written request from the Restrictions.

originator) to the Airspace and Rules Manager at least 30 − days prior to the event.

c. Advisory Circular 91 − 45, Waivers: Aviation Events contains information to assist prospective 3. If the TFR is not approved as requested, the sponsors and other interested parties in planning and Airspace and Rules Manager must inform the conducting an aviation event. regional ATO Service Area Managers, indicating the Management of Aircraft Operations in the Vicinity of Aerial Demonstrations and Major 19 − 7 − 2 Sporting Events (14 CFR Section 91.145) JO 7210.3Z 12/10/15 basis for the disapproval. The regional ATO Service a. Consider the following when developing Area Managers must inform the requestor of the procedures for managing aircraft operations in the disapproval and any available alternatives. vicinity of aerial demonstrations and open − air assembly major sporting events: c. Aerial Demonstrations. Any request for a TFR, 1. Refer to Chapter 17, Traffic Management waiver, or authorization for an aviation event requires National, Center, and Terminal, of this order for coordination with the appropriate ATC facility and additional guidelines regarding special traffic the regional ATO Service Area Managers at least 90 management programs.

days prior to the event.

2. Consideration should be given to the number 1. The NOTAM request and sample NOTAM and types of aircraft involved in the operation (e.g., must be submitted by the FSDO to the responsible non − radio equipped aircraft).

ATC facility at least 90 days in advance of the aviation event. The NOTAM must reflect the dates, 3. Procedures should specify the minimum times, lateral and vertical limits of the airspace airspace/altitude requirements to manage aircraft specified on the Certificate of Waiver or Authoriza- operations in the vicinity of the event.

tion Application (FAA Form 7711 − 1).

4. Determine whether the event warrants the use 2. The ATC facility coordinates the request with of a temporary control tower.

the regional ATO Service Area Managers.

b. Coordinate the proposed procedures with the 3. The regional ATO Service Area Managers ATO Airspace and Rules Manager, as appropriate, will review the request, and if it meets the criteria in and forward the information to the ATO Publications.

accordance with 14 CFR Section 91.145, forward c. Airspace and Rules Manager will disseminate their recommendation and all applicable information the procedures to affected airspace users via: (including the signed, written request from the originator) to the Airspace and Rules Manager at least 1. The Notices to Airmen publication. If this 30 − days prior to the event.

publication is used, the required information must be sent to ATO Publications for processing, at least 4. If approved by the Airspace and Rules 60 − days in advance of the event.

Manager, the NOTAM will be forwarded to the U.S.

NOTAM Office for publication. If at all possible, 2. The NOTAM will be forwarded to the U.S.

other means will be utilized to disseminate the NOTAM Office for publication no later than 5 days information. (Class II publication, Airport/Facility prior to the event.

Directory, AOPA website, etc.)

19 − 7 − 7. PROCESS FOR TFRs 5. If the TFR is not approved as requested, the Airspace and Rules Manager must inform the a. When recommending the use of Section 91.145 regional ATO Service Area Managers, indicating the to manage aircraft operations in the vicinity of aerial basis for the disapproval. The Regional ATO Service demonstrations, the following guidelines should be Area Managers must inform the requestor of the used: disapproval and any available alternatives.

1. Aerial demonstrations and sporting events occurring within Class B airspace areas should be 19 − 7 − 6. SPECIAL TRAFFIC MANAGEMENT handled through existing procedures, without PROGRAM GUIDELINES additional restrictions. However, each situation is unique and should be addressed as such.

Each regional ATO Service Area Manager is responsible for the drafting of special traffic 2. At times it may be necessary to issue management plans for the management of aircraft restrictions to protect airspace not contained within operations in the vicinity of aerial demonstrations regulated airspace. For an aerial demonstration, if any and major sporting events. Accordingly, the ATO segment of the requested airspace is outside of Service Area Managers, in concert with the affected regulated airspace, a restriction may be issued if the facility personnel, must: following criteria are met: Management of Aircraft Operations in the Vicinity of Aerial Demonstrations and Major 19 − 7 − 3 Sporting Events (14 CFR Section 91.145) JO 7210.3Z 12/10/15 (a) Military aircraft are conducting aerobatic published termination date/time, the regional ATO demonstrations. Service Area Managers must advise the Airspace and Rules Manager to ensure that a revised NOTAM and (b) Civilian aircraft that operate in excess of an appropriate cancellation are issued.

200 knots are conducting aerobatic demonstrations.

(c) Parachute demonstration teams are per- b. When it is obvious that the restrictions are no forming.

longer required, but no information to that effect has been received, the regional ATO Service Area NOTE − Managers must take action to ascertain the status of A Class D NOTAM (advisory NOTAM) will be issued for any aerial demonstration that does not require a TFR. the restrictions from the agency/person that requested the restrictions.

b. Restrictions issued by the Airspace and Rules Manager are regulatory actions, and all restrictions c. For an Aerial Demonstration − The event issued must consider the impact on nonparticipating organizer should submit two separate requests: aircraft operations. Accordingly, restrictions for aerial demonstrations will normally be limited to a 1. One to the ATO Service Area Managers, at 5 nautical mile radius from the center of the least 45 days prior to the event.

demonstration, at an altitude equal to aircraft performance, but will be no greater than the 2. An application for a certificate of waiver or minimum airspace necessary for the management of authorization (FAA Form 7711 − 2) for the restriction aircraft operations in the vicinity of the specified area.

to the appropriate Flight Standards District Office, 90 Flight management restrictions for major sporting days before the event for a civilian aerial events should be implemented 1 hour before until 1 demonstration and 120 days before the event for a hour after each event, limited to a 1 nautical mile military aerial demonstration.

radius from the center of the event and 2,500 feet above the surface. Traffic management plans are to d. For a Major Sporting Event − Submit the TFR include marshalling aircraft (e.g., blimps, banner request to the ATO Service Area Managers at least 45 towing aircraft, media) on the periphery of these days in advance of the major sporting event. The ATO events.

Service Area Managers will assess the need for a TFR and forward their recommendation to the Airspace 19 − 7 − 8. REVISIONS AND and Rules Manager. The Airspace and Rules Manager CANCELLATIONS will determine whether a TFR is necessary and issue a. When restrictions are necessary beyond the the TFR accordingly.

Management of Aircraft Operations in the Vicinity of Aerial Demonstrations and Major 19 − 7 − 4 Sporting Events (14 CFR Section 91.145) JO 7210.3Z 12/10/15

Section 8. Special Security Instructions (14 CFR

Section 99.7)

19 − 8 − 1. PURPOSE addition to applicable parts of 14 CFR part 99) comply with special security instructions issued by In accordance with 14 CFR Section 99.7, the FAA, in the Administrator in the interest of national security, consult with the Department of Defense or other under agreement between the FAA and the Federal security/intelligence agencies, may issue Department of Defense, or other Federal security/in- special security instructions to address situations telligence agencies.

determined to be detrimental to the interests of national defense.

19 − 8 − 4. DEFINITIONS 19 − 8 − 2. REQUESTING AUTHORITIES a. The Department of Defense, or other Federal a. Air Defense Identification Zone (ADIZ) − An security/intelligence agency may request a TFR area of airspace over land or water in which the ready under 14 CFR Section 99.7.

identification, location, and control of all aircraft (except for Department of Defense and law b. The Director, System Operations Security, enforcement aircraft) is required in the interest of oversees TFR information issued under this section.

national security.

19 − 8 − 3. DEGREE OF RESTRICTIONS b. Defense Area − Any airspace of the contiguous Each person operating an aircraft in an Air Defense United States that is not an ADIZ in which the control Identification Zone (ADIZ) or Defense Area must (in of aircraft is required for reasons of national security.

Special Security Instructions (14 CFR Section 99.7) 19 − 8 − 1 JO 7210.3Z 12/10/15

Section 9. Security Notice (SECNOT)

19 − 9 − 1. POLICY miles on either side of the route of flight from the last reported position or departure point of the aircraft.

This section contains policy, responsibilities, and SECNOT alerts must be distributed outside the FAA procedures for issuing a SECNOT. A SECNOT is to fixed base operators and law enforcement only issued when the aircraft identification is known agencies. When contacting airports or offices outside and either a security violation has occurred or an of official government agencies, provide no further aircraft is considered a security risk.

information other than that which is contained in the SECNOT. A SECNOT expiration time will be 19 − 9 − 2. PURPOSE provided by the ATSC at the time of issue. The DEN may expand the search area to cover the maximum a. A SECNOT enables the FAA to locate aircraft range of the aircraft.

that violate national security measures or are considered a security risk. National security d. Upon receiving notification of a SECNOT, the measures include the DC SFRA and TFRs. Security controller must forward all information of the subject risks include stolen aircraft and other law aircraft to the FLM/CIC. If information is not known, enforcement activities involving aircraft.

broadcast call sign on all frequencies and advise the b. A SECNOT is a request originated by the Air FLM/CIC of the response. The FLM/CIC must check Traffic Security Coordinator (ATSC) for an extensive the position records to determine if the aircraft has communications search for aircraft involved or contacted your facility. Immediately notify the parent suspected of being involved in a security violation or ARTCC OM or DEN of subsequent contact and keep are considered a security risk.

the alert in an active status until cancellation is received or the SECNOT expiration time is reached.

19 − 9 − 3. RESPONSIBILITIES e. When information becomes known about an a. A SECNOT will include the aircraft identifica- aircraft for which a SECNOT message has been tion, search area, and expiration time. The search issued, do the following: area, as defined by the ATSC, could be a single airport, multiple airports, a radius of an airport or fix, 1. Forward any information on the aircraft to the or a route of flight. Once the expiration time has been parent ARTCC OM or DEN.

reached, a SECNOT is considered to be cancelled.

2. Do not take any action related to the b. SECNOT aircraft lookouts must be initiated by SECNOT aircraft other than normal ATC procedures.

the ATSC via telephone to FSS and broadcast on the DEN.

f. The SECNOT alert remains in effect until c. SECNOT aircraft alerts must be given wide canceled by the DEN or the expiration time is distribution, including all FAA air traffic facilities 50 reached.

Security Notice (SECNOT) 19 − 9 − 1

JO 7210.3Z 12/10/15

Part 7. SYSTEM OPERATIONS SECURITY

Chapter 20. Operations Security, Strategic and Tactical

Section 1. Organizational Missions

20 − 1 − 1. SYSTEM OPERATIONS SECURITY Strategic Operations Security is the focal point for all MISSION internal and external security requests that impact the NAS. Strategic Operations Security is responsible for The System Operations Security mission is to communicating the implementation of all operational balance the demands of homeland security/national security procedures and any impacts on the NAS.

defense with the operational integrity and economic consideration of the National Airspace System (NAS). System Operations Security coordinates to 20 − 1 − 3. TACTICAL OPERATIONS preserve national security regarding real time SECURITY MISSION operational issues and events in the NAS. This Tactical Operations Security is responsible to ensure commitment is fostered through interagency co- the real − time coordination and implementation of ordination at the strategic and tactical levels with the security procedures within the NAS mainly through communication of dynamic decision making during the Domestic Events Network, (DEN) and National real time events.

Capital Region Coordination Center, (NCRCC).

Tactical Operations Security is the focal point for all 20 − 1 − 2. STRATEGIC OPERATIONS active security measures and adjustments made for SECURITY MISSION security and/or operational considerations. Tactical Strategic Operations Security is responsible for the Operations Security is also responsible for the planning and coordination of homeland security/na- coordination of intelligence reporting and its nexus to tional defense needs within the NAS. In this capacity, the operational aspects of the NAS.

Organizational Missions 20 − 1 − 1 JO 7210.3Z 12/10/15

Section 2. Organizational Responsibilities

20 − 2 − 1. STRATEGIC OPERATIONS c. Implement national security measures on a SECURITY tactical dynamic basis, taking action to cancel or modify when appropriate.

Strategic Operations Security must: d. Monitor and analyze active security measures, a. Develop national NAS security programs.

optimizing timely coordination to ensure minimal impact to the NAS.

b. Develop security related Temporary Flight Restriction (TFR) procedures.

e. Be the focal point for regulating daily security measures.

c. Develop and coordinate Presidential airspace protection initiatives.

f. Recommend and approve alternative security measures when national initiatives are not appropri- d. Coordinate security measures impacting the ate or sufficient.

NAS directly with designated Service Area and facility representatives.

g. Be the final approving authority regarding all real − time security determinations regarding opera- e. Ensure that all appropriate coordination has tions within the NAS.

been accomplished prior to the implementation of a h. Review operational security deficiencies (pilot known security measure or program.

deviations and external/internal complaints) and f. Provide guidance and direction to the maintain- provide recommendations to the Director, System ers and users of the NAS regarding security programs Operations Security.

and procedures.

i. Be responsible for the daily management of g. Provide briefings to appropriate levels within Presidential airspace security initiatives.

the FAA and industry on current and projected security measures and associated impacts.

20 − 2 − 3. FIELD FACILITIES h. Maintain close liaison with appropriate Service Air Traffic facilities must ensure that: Areas and other FAA services on all security a. NAS security measures are implemented and programs.

briefed to all operational personnel.

i. Maintain close liaison with external agencies b. They are prepared to implement and coordinate and departments regarding security measures that known security measures. This is to include impact the NAS.

maintaining a listening watch of the Domestic Events Network when it is known that a facility is needed on 20 − 2 − 2. TACTICAL OPERATIONS the network.

SECURITY c. Coordination and communication of operation- Tactical Operations Security must: al impacts and considerations during security events is accomplished in a dynamic fashion.

a. Staff and manage the Domestic Events Network (DEN).

d. All violators of NAS security programs are tracked and identified when possible.

b. Maintain a close liaison with homeland security/national defense at operational decision e. Appropriate action is taken regarding identified making levels. violators.

Organizational Responsibilities 20 − 2 − 1 JO 7210.3Z 12/10/15

Section 3. Line of Authority

20 − 3 − 1. SYSTEM OPERATIONS SECURITY air traffic control specialists that have been provided with additional training and responsibilities in the Manager, Strategic Operations Security and Man- area of air security and air defense.

ager, Tactical Operations Security are under the b. The ATSC works under the general supervision general supervision of the Director, System of the Tactical Manager. In the absence of the Tactical Operations Security. And as such, have been Manager, the ATSC responsible for the Domestic delegated all the rights and responsibilities of the Events Network (DEN) assumes the operational Director.

responsibility of System Operations Security.

c. ATSCs assigned to liaison positions will 20 − 3 − 2. AIR TRAFFIC SECURITY normally be directly assigned at the Commanding COORDINATOR (ATSC) General Officer staff level, such as Continental a. Air Traffic Security Coordinators (ATSCs) are NORAD Region (CONR) or NORAD.

Line of Authority 20 − 3 − 1 JO 7210.3Z 12/10/15

Section 4. Supplemental Duties

20 − 4 − 1. DOMESTIC EVENTS NETWORK responsible for the coordination, planning, and (DEN) timely communication of POTUS, VPOTUS, FLOTUS, or USSS supported VIP movements and a. Domestic Event Network (DEN). A 24/7 FAA associated security measures.

sponsored telephonic conference call network b. Tactical Operations Security is responsible for (recorded) that includes all of the air route traffic the real − time coordination of POTUS, VPOTUS, control centers (ARTCC) in the United States. It also FLOTUS, or USSS supported VIP movement and includes various other Governmental agencies that tactical adjustments to security initiatives as monitor the DEN. The purpose of the DEN is to coordinated with the USSS.

provide timely notification to the appropriate authority that there is an emerging air − related c. Tactical Operations Security personnel, work- problem or incident.

ing in conjunction with the USSS, are the final authority on adjustments to or implementation of b. Required ATC facility DEN participation.

no − notice security measures regarding POTUS, 1. All ARTCCs.

VPOTUS, FLOTUS, or USSS supported VIP movement.

2. All facilities in the National Capital Region (NCR). d. All security initiative coordination regarding POTUS, VPOTUS, FLOTUS, or USSS supported 3. Approach control facilities must participate VIP movements will be coordinated on the DEN. At on the DEN during President of the United States no time should the exact location of the above be (POTUS) TFRs, National Special Security Events transmitted over the DEN.

(NSSE) affecting their area, or when directed by e. Presidential Prohibited Areas (P − 56A & B, System Operations Security or the DEN Air Traffic P − 40, etc.) are coordinated and managed by Strategic Security Coordinator (ATSC).

Operations Security working in concert with the 4. ATCT must participate on the DEN during USSS. The System Operations Support Center arrival and departure phase of POTUS, Vice (SOSC), 202 − 267 − 8276, is responsible for waivers President of the United States (VPOTUS), First Lady to prohibited areas. Tactical Operations Security is of the United States (FLOTUS) movements, or when responsible for the real time coordination of directed by System Operations Security or the DEN Prohibited Area violations. Field facilities are ATSC.

responsible for the tracking and processing of 5. If the ATC facility is not actively monitoring violators.

the DEN or have a dedicated line to the DEN, they f. All security related requests to ATC facilities should call into the DEN directly via from external agencies (for example, Air and Marine (202) 493 − 4170.

Operations Center [AMOC], Federal Bureau of Investigation [FBI], USSS, etc.), unless critical or a 6. All communication regarding real − time life or death situation, must be referred to the DEN at security concerns and operational impacts should be (202) 493 − 4170.

initiated and coordinated on the DEN. The premise of the DEN is a need to share versus a need to know.

20 − 4 − 3. SPECIAL INTEREST FLIGHTS 7. The DEN is an open mode of communication (SIFs) and is not intended for classified information.

a. Special Interest Flights identified by FAA, the Department of Defense or other national security 20 − 4 − 2. PRESIDENTIAL/UNITED STATES agencies are the responsibility of Tactical Operations SECRET SERVICE (USSS) SUPPORTED Security and must be coordinated on the DEN real VIP MOVEMENT time.

a. Tactical Operations Security, System Opera- b. Tactical Operations Security, System Opera- tions Support Center (SOSC), (202) 267 − 8276, is tions Support Center, 202 − 267 − 8276, is responsible Supplemental Duties 20 − 4 − 1 JO 7210.3Z 12/10/15 for advanced coordination regarding special interest b. Tactical Operations Security is responsible for flights from State Department designated special the tactical coordination of classified operations in interest countries known to the Agency. the NAS. Tactical Operations Security, in coordina- tion with appropriate agencies, is the final authority regarding classified operations within the NAS.

20 − 4 − 4. CONTINUITY OF OPERATIONS AND CONTINUATION OF GOVERNMENT 20 − 4 − 6. INTELLIGENCE ANALYSIS AND (COOP/COG) COMMUNICATION a. Strategic Operations Security is responsible to a. Tactical Operations Security must provide establish Agency policies and procedures regarding staffing at operational locations where intelligence COOP/COG activities.

and threat assessments potentially impacting the b. Tactical Operations Security is responsible for NAS are processed and reviewed.

the coordination and accomplishment of Agency b. Tactical Operations Security is responsible to COOP/COG initiatives upon activation.

communicate any intelligence/threat concerns with c. Tactical Operations Security, in conjunction potential NAS impact to the Director, System with appropriate agencies, is the final authority Operations Security.

regarding NAS operations involving COOP/COG c. Tactical Operations Security personnel are activities.

responsible to correlate the feasibility of threats and the potential impact to the NAS.

20 − 4 − 5. CLASSIFIED OPERATIONS d. Tactical Operations Security will work in a. Strategic Operations Security is responsible for conjunction with Strategic Operations Security to the coordination and implementation of all classified amend and/or implement national security proced- operations that impact the NAS. ures to mitigate any potential threats to the NAS.

Supplemental Duties 20 − 4 − 2 JO 7210.3Z 12/10/15

Section 5. Coordination

20 − 5 − 1. COORDINATION 1. Coordinate with all facilities affected by a pending or recurring security measure.

Coordinate through verbal and automated methods.

2. Ensure interagency coordination regarding When available, use tools that permit common any security measure within the NAS.

situational awareness.

3. Facilitate coordination between defense/se- curity forces and air traffic facilities.

20 − 5 − 2. COMMUNICATION AND 4. Initiate inquiries regarding ATC involvement DOCUMENTATION in security infractions.

a. When time and mission requirements permit, b. Field facilities must: utilize communication techniques that emphasize consensus decision making. 1. Communicate and coordinate with System Operations Security and external agencies regarding b. In a tactical situation, verbal communication security measures and associated operations in the will be sufficient for the exercising of the authority NAS.

within this section.

2. Report aviation security incidents in a timely c. The NAS Daily Security Report will be manner.

maintained by an ATSC and will be utilized to record 3. Utilize the DEN for the communication of any verbal decisions and operational security matters potential security related issues.

within the NAS.

4. Ensure compliance with Agency security policies and tactical decisions.

20 − 5 − 3. RESPONSIBILITIES 5. Remain responsible for the safety of air traffic a. System Operations Security must: while achieving compliance with security initiatives.

Coordination 20 − 5 − 1

JO 7210.3Z 12/10/15

Appendix 1. Air Carrier Contact for the Distribution of

Incident Reports

ABX AIR ARROW CARGO Robert Gray Gerardo A. Delgado Director of Safety Director − Safety & Compliance 145 Hunter Drive 1701 N. W. 63rd Avenue Wilmington, OH 45177 Miami, FL 33122 Telephone: 800 − 736 − 3973 x62288 Telephone: 305 − 876 − 6600 ASTAR AIR CARGO AIRTRAN AIRWAYS John C. Chase J. P. Dagon Senior Manager, Safety & IEP Director of Safety 3336 S State Route 73 9955 AirTran Boulevard Wilmington, OH 45177 Orlando, FL 32827 Telephone: 937 − 302 − 5437 Telephone: 407 − 318 − 5430 ATLANTIC SOUTHEAST AIRLINES AIR WISCONSIN AIRLINES Captain Les Stephens Thomas J. Wittman Director of Safety, Security and Compliance Managing Director of Safety A − Tech Center W6390 Challenger Drive, Suite 203 990 Toffie Terrace Appleton, WI 54914 − 9120 Atlanta, GA 30354 − 1363 Telephone: 920 − 749 − 4172 Telephone: 404 − 856 − 1160 ALASKA AIRLINES ATLAS AIR Gary Beck John Aliberti Director of Safety Director of Safety P.O. Box 68900 2000 Westchester Avenue Seattle, WA 98168 Purchase, NY 10577 Telephone: 206 − 392 − 6043 Telephone: 914 − 701 − 8341 AMERICAN AIRLINES CHAUTAUQUA AIRLINES Captain Matt Wise Joe Richardson Manager Flight Safety Director of Safety 4333 Amon Carter Boulevard 8909 Purdue Road Ft. Worth, TX 75261 Indianapolis, IN 46268 Telephone: 817 − 931 − 1356 Telephone: 317 − 471 − 2398 AMERICAN EAGLE COLGAN AIR Dave Kennedy Daryl LaClair Sr. Vice President Operations Director of Safety 4333 Amon Carter Boulevard 10677 Aviation Lane Fort Worth, TX 76155 Manassas, VA 20110 Telephone: 817 − 967 − 1295 Telephone: 703 − 656 − 2536 Appendix 1 − 1 Air Carrier Contact for the Distribution of Incident Reports JO 7210.3Z 12/10/15 COMAIR FRONTIER AIRLINES Mark Berner Norman G. Dawkin Director of Safety Director, Aviation Safety & Security 77 Comair Boulevard 7001 Tower Road Erlanger, KY 41018 Denver, CO 80249 Telephone: 859 − 767 − 2363 Telephone: 720 − 374 − 4318 GULFSTREAM INTERNATIONAL CONTINENTAL AIRLINES Craig Attell Donald Gunther Director of Safety Vice President, Safety & Regulatory Compliance 1550 SW 43rd Street 1600 5th Street Ft. Lauderdale, FL 33315 Houston, TX 77002 Telephone: 954 − 359 − 8043 x3254 Telephone: 713 − 324 − 8502 HORIZON AIR DELTA AIR LINES Chris Keinath Kenneth Hylander Director of Safety Director of Safety 8070 Airtrans Way P.O. Box 20706 Portland, OR 97218 Atlanta, GA 30320 Telephone: 503 − 384 − 4396 Telephone: 404 − 715 − 0351 JETBLUE AIRWAYS ERA AVIATION Steve Predmore Michelle Fabry Vice President − Safety Director of Safety & Security 118 − 29 Queens Boulevard 6160 Carl Brady Drive Forest Hills, NY 11375 Anchorage, AK 99502 Telephone: 718 − 709 − 3036 Telephone: 907 − 243 − 6633 MIDWEST AIRLINES Christopher D. White EVERGREEN INTERNATIONAL AIRLINES VP of Safety & Regulatory Compliance Darrin Bradshaw 6744 S. Howell Avenue – AP − 304 Director of Safety Oak Creek, WI 53154 3850 Three Mile Lane Telephone: 414 − 570 − 4126 McMinnville, OR 97128 Telephone: 503 − 472 − 0011 NORTH AMERICAN AIRLINES Rudy Quevedo FEDERAL EXPRESS CORPORATION Director of Safety Gilbert D. Mook Federal Circle Building 141 Sr. Vice President, Air Operations JFK International Airport 2005 Corporate Avenue Jamaica, NY 11430 Memphis, TN 38132 Telephone: 718 − 907 − 2140 Telephone: 901 − 369 − 3600 PACE AIRLINES FLEXJET Harlan Cobert Don Rickerhauser Director of Safety, Security & Regulatory Manager, Safety and Security Compliance 3400 Waterview Parkway, Suite 400 3800 N. Liberty Street Richardson, TX 75080 Winston − Salem, NC 27105 Telephone: 972 − 720 − 2644 Telephone: 536 − 776 − 4184 Appendix 1 − 2 Air Carrier Contact for the Distribution of Incident Reports JO 7210.3Z 12/10/15 POLAR AIR CARGO TRANS STATES AIRLINES Scott G Davis Greg Pochapsky Director of Safety Director of Safety 2200 Westchester Avenue 11495 Navaid Road Purchase, NY 10577 Bridgeton, MO 63044 Telephone: 914 − 701 − 8179 Telephone: 314 − 222 − 4754 REPUBLIC AIRLINES UNITED AIRLINES Larry Wilkinson Joe Kolshak Director of Safety Senior Vice President, Operations 8909 Purdue Road P.O. Box 66100 Indianapolis, IN 46268 Chicago, IL 60666 Telephone: 317 − 471 − 2254 Telephone: 847 − 700 − 4000 SHUTTLE AMERICA UNITED PARCEL SERVICE Lee Hayes Chris Williams Director of Safety Director of Safety 8909 Purdue Road 1400 N. Hurstbourne Parkway Indianapolis, IN 46268 Louisville, KY 40223 Telephone: 317 − 471 − 2316 Telephone: 502 − 329 − 6551 SKYWEST AIRLINES US AIRWAYS Dave Faddis Paul Morell Director Operations − Safety/Compliance VP of Safety and Regulatory Compliance 444 South River Road 400 E Sky Harbor Boulevard St. George, UT 84790 Phoenix, AZ 85034 Telephone: 435 − 634 − 3360 Telephone: 480 − 693 − 1476 SOUTHWEST AIRLINES USA3000 AIRLINES Tim Logan Joe Guhin Director of Operational Safety Dir. of Safety & Reg Compliance 2702 Love Field Drive 335 Bishop Hollow Road Dallas, TX 75235 Newtown Square, PA 19073 Telephone: 214 − 792 − 3536 Telephone: 610 − 325 − 1289 SPIRIT AIRLINES WARBELOWS AIR VENTURES Andrew Swenson Jenahl Alexander Director of Safety Director of Safety 2800 Executive Way 3758 University Avenue Miramar, FL 33025 Fairbanks, AK 99709 Telephone: 954 − 628 − 4897 Telephone: 907 − 374 − 6201 SUN COUNTRY AIRLINES WORLD AIRWAYS Kevin Bottemiller Kevin Hiatt Director Safety and Security Vice President, Corporate Safety and Compliance 1300 Mendota Heights Road 101 World Drive Mendota Heights, MN 55120 Peachtree, GA 30269 Telephone: 651 − 681 − 3966 Telephone: 770 − 632 − 8275 Appendix 1 − 3 Air Carrier Contact for the Distribution of Incident Reports JO 7210.3Z 12/10/15

Appendix 2. Air Carrier Points of Contact for Aircraft

Identification Problems

AIRTRAN AIRWAYS ALOHA AIRLINES Mr. Gregory Christopher Mr. T. F. Derieg 9955 AirTran Boulevard Sr. V. P., Flight Operations Orlando, FL 32827 P.O. Box 30028 Telephone: (407) 318 − 5096 Honolulu, Hawaii 96820 Email: Gregory.Christopher@airtran.com AMERICA WEST AIRLINES Mr. David Scott AIR CANADA Manager, Current Schedules Mr. Volker Wackernagel Air Canada Centre, Zip 1257 Mail Code: CH − PLN 111 West Rio Salado Parkway P.O. Box 14000 Tempe, AZ 85281 Dorval, Quebec H4Y 1H4 Canada Telephone: (514) 422 − 6336 Telephone: (480) 693 − 5853 Email: volker.wackernagel@aircanada.ca Email: Dave.Scott@AmericaWest.com AMERICAN AIRLINES AIR CANADA JAZZ Mr. Nick Careen Mr. Scott Pool Senior Director, SOC and Resource Planning Manager, Current Schedules MD 5554, P.O. Box 619616 310 Goudy Drive Dallas/Fort Worth Airport, TX 75261 − 9616 Halifax International Airport Enfield, Nova Scotia, BT2 1E4, Canada Telephone: (817) 967 − 2597 Email: Scott.Pool@aa.com Telephone: (902) 873 − 5448 Email: Nick.Careen@flyjazz.ca AMERICAN EAGLE AIR WISCONSIN Mr. Al Kassebaum Mr. Bob Dunham Schedules Manager Manager, Scheduling MD 5494, P.O. Box 619616 203 Challenger Drive Dallas/Fort Worth Airport, TX 75261 − 9616 Appleton, WI 54915 Telephone: (817) 963 − 1992 Telephone: (920) 749 − 4143 Email: al.kassebaum@aa.com Email: bdunham@airwis.com ASTAR AIR CARGO ALASKA AIRLINES Mr. Terry Sherlin Lynae Jacobson Manager, Aircraft Dispatch Manager, Air Traffic Control & Airfield Operations 3336 State Route 73, Building 11, Suite 100 P.O. Box 68900 − SEAOZ Wilmington, OH 45150 Seattle, WA 98168 − 0900 Telephone: (937) 302 − 5481 Telephone: (206) 392 − 6340 Dispatch: (937) 302 − 5561; 5541; 5542 Email: lynae.Jacobson@alaskaair.com Email: terry.sherlin@astaraircargo.us Appendix 2 − 1 Air Carrier Points of Contact for Aircraft Identification Problems JO 7210.3Z 12/10/15 ATA AIRLINES FEDEX Mr. John Gracie Mr. Stephen J. Vail Director, System Operations Control Sr. Manager Air Traffic Operations 7337 W. Washington Street 3131 Democrat Road, Bldg. C Indianapolis, IN 46231 Memphis, TN 38118 − 0120 Telephone: (317) 282 − 5056 Telephone: (901) 224 − 5469 Email: John.Gracie@iflyata.com Email: sjvail@fedex.com CHAUTAUQUA AIRLINES FRONTIER AIRLINES Ms. Cindy Battle Mr. George Webster Suite 300 Director, System Operations Control Frontier Center One 8909 Purdue Road 7001 Tower Road Indianapolis, IN 46268 Denver, CO 80249 − 7312 Telephone: (317) 484 − 6029 Telephone: (720) 374 − 4591 Email: cbattle@rjet.com Email: Gwebster@flyfrontier.com COLGAN AIR HAWAIIAN AIR Ms. Dot Chaplin or Mr. Glenn Taniguchi Mr. Thomas Reich Director, Schedule Planning P.O. Box 1650 P.O. Box 30008 10677 Aviation Lane Honolulu International Airport Manassas, VA 20110 Honolulu, Hawaii 96820 Telephone: (703) 368 − 8880 Email: Dot.Chaplin@colganair.com Email: Thomas.Reich@colganair.com JETBLUE Mr. Tom Rinow CONTINENTAL AIRLINES Director, Operations Mr. Tony Geffert 118 − 29 Queens Blvd.

1600 Smith Street, 8th Floor Forest Hills, NY 11375 HQSSK Telephone: (646) 734 − 8940 Houston, TX 77002 Email: Tom.Rinow@jetblue.com Telephone: (713) 324 − 2029 Email: tgeffe@coair.com MESA AIR GROUP Mr. Mike Holcomb DELTA AIR LINES Suite 204 Ms. Jamie Reklau 4700 Yorkmont Road Schedule Development, Dept 661 Charlotte, NC 28208 P.O. Box 20706 Telephone: (704) 359 − 9807 Atlanta, GA 30320 − 6001 Email: mike.holcomb@mesa − air.com Telephone: (404) 773 − 0470 Email: Jamie.L.Reklau@delta.com MIDWEST AIRLINES EVERGREEN INT’L AIRLINES Ms. Suki Ziegenhagen Captain Steve Harp Senior Schedule Coordinator 3850 Three Mile Lane 6744 S. Howell Avenue, HQ23 McMinnville, Oregon 97128 − 9496 Oak Creek, WI 53154 Telephone: (503) 472 − 0011, Ext. 4982 Telephone: (414) 570 − 3661 Email: steve.harp@evergreenaviation.com Email: suki.ziegenhagen@midwestairlines.com Appendix 2 − 2 Air Carrier Points of Contact for Aircraft Identification Problems JO 7210.3Z 12/10/15 NORTHWEST AIRLINES TRANS STATES AIRLINES Mr. Curtis Taylor Mr. Wade Cutkomp Manager, ATC Operations 11495 Natural Bridge Road Department F − 7010 Bridgeton, MO 63044 7200 34th Avenue South Telephone: (314) 222 − 4324 Minneapolis, MN 55450 − 1106 Email: wcutkomp@transstates.com Telephone: (612) 727 − 7775 Email: curtis.taylor@nwa.com UNITED AIRLINES Mr. David G. Faul Staff Planner, Current Schedules REPUBLIC AIRLINES EXOAS Ms. Cindy Battle P.O. Box 66100 Suite 300 Chicago, Illinois 60666 − 0100 8909 Purdue Road Telephone: (847) 700 − 7094 Indianapolis, IN 46268 Email: david.faul@united.com Telephone: (317) 484 − 6029 Email: cbattle@rjet.com UPS AIRLINES Mr. Tim Stull SOUTHWEST AIRLINES Manager − Air Traffic Systems Network Planning 825 Lotus Avenue P.O. Box 36611 Louisville, KY 40213 Dallas, TX 75235 − 1611 Telephone: (502) 359 − 5704 Telephone: (214) 792 − 6324 Email: tstull@ups.com Email: Callsigns@wnco.com US AIRWAYS SPIRIT AIRLINES (including Piedmont and PSA Airlines) Ms. Callie Choat Mr. Quentin Bondurant Director, System Operations Control Manager, Current Schedules 2800 Executive Avenue Mail Code: CH − PLN Miramar, FL 33025 111 West Rio Salado Parkway Telephone: (954) 447 − 7961 Tempe, AZ 85281 Email: CallieC@SpiritAir.com Email: Quentin_Bondurant@usairways.com Appendix 2 − 3 Air Carrier Points of Contact for Aircraft Identification Problems JO 7210.3Z 12/10/15

Appendix 3. Air Carrier Aircraft for Air Traffic Activity

Operations Count

For traffic count purposes, an air carrier aircraft is considered to be an aircraft capable of carrying more than 60 passengers. All of the following model types, when accompanied by a Federal Aviation Administration authorized three − letter company designator, must be counted as air carrier operations in all Air Traffic Activity Reports. This applies even though the aircraft is conducting air freight operations.

Designator Model Designator Model A124 An − 124 Ruslan B463 BAe − 146 − 300 A148 An − 148 B701 707 − 100 A158 An − 158 707 − 300, C − 18, C − 137, E − 8 J − Stars, B703 EC − 18, EC − 137, KC − 137, 707 A − 300B4 − 600, A − 300C4 − 600, A306 Phalcon A − 300F4 − 600 B712 717 − 200 Business Express A − 300B2, A − 300B2 − 1, A − 300B2 − 100, A − 300B2 − 200, B720 720 A − 300B2K − 3, A − 300B4 − 100, A30B B721 727 − 100, C  22 A − 300B4 − 2, A − 300B4 − 200, B722 727 − 200 A − 300C4 − 200, A − 300F4 − 200 737 − 200 Surveiller, CT  43, B732 A310 A − 310, CC − 150 Polaris VC  96 A318 A − 318Elite B733 737  300 A319 A − 319 ACJ, VC − 1 ACJ B734 737  400 A320 A − 320 Prestige B735 737 − 500 A321 A − 321 B736 737 − 600 A − 330 − 200 Prestige/Voyager, B737 737 − 700 BBJ, C − 40 Clipper, MAX 7 A332 KC − 30 B738 737 − 800 BBJ2, MAX 8 A333 A − 330 − 300 B739 737 − 900 BBJ3, MAX 9 A342 A − 340 − 200 Prestige B741 747 − 100 A343 A − 340 − 300 Prestige B742 747 − 200, E − 4, VC − 25 A345 A − 340 − 500 Prestige B743 747 − 300 A346 A − 340 − 600 Prestige 747 − 400 (international, winglets), B744 A358 A − 350 − 800 XWB Prestige YAL − 1 A359 A − 350 − 900 XWB Prestige B748 747 − 8 A35K A − 350 − 1000 XWB Prestige B74D 747 − 400 (domestic, no winglets) A388 A380 − 800 Prestige B74R 747SR AJ27 ARJ − 21 − 700 Xiangfeng B74S 747SP AT72 ATR − 72 − 200 B752 757 − 200, C  32 AT73 ATR − 72 − 210 B753 757 − 300 AT75 ATR − 72 − 210A, ATR − 72 − 500 B762 767 − 200, KC − 767 AT76 ATR − 72 − 600 B763 767 − 300 ATP ATP, 61 B764 767 − 400 B461 BAe − 146 − 100, Statesman B772 777 − 200, 777 − 200ER BAe − 146 − 200, Quiet Trader, B462 B773 777 − 300 Statesman Appendix 3 − 1 Air Carrier Aircraft for Air Traffic Activity Operations Count JO 7210.3Z 12/10/15 Designator Model Designator Model B77L 777 − 200LR, 777 − F E170 170, 175, ERJ − 170 B77W 777 − 300ER E190 190, 195, ERJ − 190 Lineage 1000 B788 787 − 8 Dreamliner (Srs. 8) F100 100 B789 787 − 9 Dreamliner (Srs. 9) F28 F − 28 Fellowship B78X 787 − 10 Dreamliner (Srs. 10) F70 70 BA11 BAC − 111 One − Eleven IL18 Il  18 Bizon, 20, 22 Zebra, 24 BCS1 BD − 500 CSeries CS100 IL62 Il − 62 BCS3 BD − 500 CSeries CS300 IL86 Il − 86, Il − 87 L − 049/749Constellation, L − 1049 IL96 Il − 96 Super Constellation, C − 121, J728 728JET CONI RC − 121, EC − 121, VC − 121, R7V, L101 L − 1011 TriStar WV Warning Star L188 L − 188 Electra CL − 600 Challenger 870, CL − 600 CRJ7 MD11 MD − 11 Regional Jet CRJ − 700, CRJ − 701 MD81 MD − 81 CL − 600 Regional Jet CRJ − 705, CRJ9 MD82 MD − 82 CL − 600 Challenger 890, CRJ − 900 MD83 MD − 83 CRJX CL − 600 Regional Jet CRJ − 1000 DC − 4, C − 54, EC − 54, HC − 54, MD87 MD − 87 DC4 TC − 54, VC − 54, R5D Skymaster, MD88 MD − 88 DC − 6, C − 118, VC − 118, R6D MD90 MD − 90 DC6 Liftmaster R721 727 − 100RE Super 27 DC7 DC − 7 Seven Seas R722 727 − 200RE Super 27 DC − 10, KC − 10 Extender, KDC − 10, DC10 RJ1H Avro RJ − 100, RJ − 100 Avroliner MD10 RJ70 Avro RJ − 70, RJ − 70 Avroliner DC85 DC − 8 − 50 Jet Trader RJ85 Avro RJ − 85, RJ − 85 Avroliner DC86 DC − 8 − 60 T134 Tu − 134 DC87 DC − 8 − 70 T144 Tu − 144 DC91 DC − 9 − 10 T154 Tu − 154 DC92 DC − 9 − 20 T204 Tu − 204, Tu − 214, Tu − 224, Tu − 234 DC − 9 − 30, C − 9 Nightingale, Skytrain DC93 T334 Tu − 334 YK42 Yak − 42, Yak − 142 DC94 DC − 9 − 40 YS11 YS  11 DC95 DC − 9 − 50 DH8D DHC − 8 − 400 Dash 8 Appendix 3 − 2 Air Carrier Aircraft for Air Traffic Activity Operations Count JO 7210.3Z 12/10/15

Appendix 4. Glide Slope Outage Waiver Request

Request for Authorization to Conduct Simultaneous Independent Approaches with Glide Slope Out After 29 Days Submit via Email to: AJT − 2 9 − AJT − HQ − Correspondence@faa.gov Section 1 Facility Identification: (KXYZ) Runway (###) Glide Slope OTS: Dates of Expected Outage: (xx/xx/xx to xx/xx/xx) Reason Glideslope is OTS: Section 2 (Simultaneous) Approaches Impacted: Runway Usage Percentage: IFR Limits/Weather Minimum: RNAV Capability/Equipage: Peak IFR Airport Arrival Rate: Section 3 Impact if Authorization is Not Granted: Facility Manager must include a narrative of the operational impact if continuation of this procedure is not ap- proved.

Section 4 Attach a copy of the facility Contingency Plan for Glide Slope Out Procedures.

Appendix 4 − 1 Glide Slope Outage Waiver Request 12/10/15 JO 7210.3Z

Index

[References are to page numbers] R & D Flight, 5 − 2 − 1

A

Airport, Traffic Patterns, 2 − 1 − 9 ADAPTATION OF EXTERNAL ALTIMETER Airport Arrival Rate (AAR), 10 − 7 − 1 SETTINGS, 8 − 2 − 1 Airport Construction, 10 − 3 − 5 ADAPTED ALTIMETER SETTINGS, 8 − 2 − 1 Change in Runway Length, 10 − 3 − 5 Airport Emergency Plans, 2 − 1 − 4 Administration of Facilities ATS Continuity, 2 − 1 − 3 Airport Lighting, 10 − 6 − 1 Authorization for Separation, 2 − 1 − 6 Altimeter Requirements, 2 − 10 − 1 Checking Published Data, 2 − 1 − 2 Altimeter Setting to ARTCC, 2 − 10 − 2 Duty Familiarization, 2 − 2 − 1 Equipment Trouble, 2 − 2 − 6 Altitude Assignments, S/VFR and VFR, 3 − 8 − 4 Facility Directives Repository, 2 − 2 − 6 ALTRV FLIGHT DATA PROCESSING, 8 − 1 − 1 Handling MANPADS Incidents, 2 − 1 − 4 AMPLITRON OR PARAMETRIC AMPLIFIER Interregional Requirements, 2 − 1 − 1 FAILURE, 7 − 2 − 1 Position Responsibilities, 2 − 2 − 1 Appearance, 2 − 7 − 1 Position/Sector Binders, 2 − 1 − 1 Reference Files, 2 − 1 − 1 Approach Control Ceiling, 2 − 1 − 6 Release of Information, 2 − 1 − 2 Approach Light Systems, 10 − 6 − 2 Sign In/Out and On/Off Procedures, 2 − 2 − 3 APPROACHES TO PARALLEL RUNWAYS, Standard Operating Procedures, 2 − 1 − 1 10 − 3 − 6 VSCS Equipment, 2 − 2 − 6 AREAS OF NONVISIBILITY, 10 − 1 − 2 ADVANCE APPROACH INFORMATION, 6 − 4 − 1, ARFF, 2 − 1 − 4 10 − 3 − 2 ARTCC to ARTCC Coordination, 17 − 7 − 2 ADVISORY SERVICE TO ARRIVING VFR Procedures, 17 − 7 − 2 FLIGHTS, 10 − 4 − 2 Responsibilities, 17 − 7 − 2 AERONAUTICAL ADVISORY STATIONS ASDE PERFORMANCE CHECKS, 10 − 5 − 3 (UNICOM/MULTICOM), 3 − 2 − 2 ASR PERFORMANCE CHECKS, 10 − 5 − 2 Air Traffic Control Assigned Airspace (ATCAA), ATIS, 10 − 4 − 1 2 − 1 − 10 ATSC. See Air Traffic Security Coordinator Air Traffic Security Coordinator (ATSC), 20 − 3 − 1 AUTHORIZED MESSAGES NOT DIRECTLY Air Traffic Tactical Operations Programs, 17 − 2 − 1 ASSOCIATED WITH AIR TRAFFIC SERVICES, 3 − 2 − 1 Aircraft Automated Position Sign On/Off, 4 − 6 − 5 DOE, 5 − 3 − 1 Accidents, Reported/Unreported, 5 − 3 − 1 AUTOMATED WEATHER DISPLAY STATUS, Atmosphere Sampling, 5 − 3 − 1 8 − 3 − 1 Due Regard Operations, 5 − 3 − 1 AUTOMATIC ACQUISITION/TERMINATION Special Flights, 5 − 3 − 1 AREAS, 11 − 2 − 2, 11 − 8 − 2 Weather Reconnaissance Flights, 5 − 3 − 2 AUTOMATION PROGRAM CHANGES, 11 − 8 − 1 Flight Inspection, 5 − 2 − 1 High Altitude Inspections, 5 − 2 − 1 Identification Problems, 2 − 1 − 6

B

Identifying DOT/FAA, 5 − 2 − 1 Open Skies Treaty Aircraft Priority Flights (F BACKUP/AUGMENTATION OF WEATHER and D), 5 − 3 − 3 OBSERVATIONS, 2 − 9 − 1 Index I − 1 12/10/15 JO 7210.3Z [References are to page numbers] Bird Hazards, 2 − 1 − 7 Conferences Coordination of Procedures, 4 − 2 − 1 Blood Donors, 2 − 8 − 2 Local, 4 − 2 − 1 Bomb Threats, 2 − 1 − 3 Published Items, 4 − 2 − 1 Briefing, Air Traffic Bulletin, 2 − 2 − 5 Conflict Alert, 11 − 2 − 2 Briefings, Order Changes, 2 − 2 − 5 CONFLICT ALERT FUNCTION PARAMETERS, 8 − 2 − 1 Continuity of Operations and Continuation of

C Government (COOP/COG), 20 − 4 − 2

COOP/COG. See Continuity of Operations and CA, 11 − 8 − 2 Continuation of Government CALCULATING AARs, 10 − 7 − 1 Coordination Capping and Tunneling, 17 − 6 − 4 Communication and Documentation, 20 − 5 − 1 Coordination, 20 − 5 − 1 CATEGORIES OF OPERATIONS, 9 − 1 − 1 Responsibilities, 20 − 5 − 1 CHANGES TO MTR AND MOA PUBLISHED Correspondence ACTIVITY SCHEDULES, 6 − 3 − 2 Disposition of VAR, 4 − 5 − 2 Charts Irregular Operation, 4 − 1 − 1 Disposition of Obsolete, 2 − 1 − 9 Letters of Procedures, 4 − 5 − 1 EOVM, 3 − 8 − 4 Letters to Airmen, 4 − 5 − 1 Minimum Vectoring Altitude, 3 − 8 − 1 Policy/Procedures, 4 − 1 − 1 Preliminary Environmental Review, 4 − 1 − 1 CLASS B AIRSPACE, 11 − 1 − 3 Service Area Review, 4 − 1 − 1 CLASS C AIRSPACE, 11 − 1 − 2 Standards, 4 − 1 − 1 Classified Operations, 20 − 4 − 2 CRITERIA FOR IFR AIRCRAFT HANDLED COUNT, 9 − 1 − 1 CLEANING INSTRUMENT COVERS, 3 − 1 − 2 CWAs, 6 − 3 − 1 Color Displays − Terminal, Color Use on ATC Displays, 3 − 9 − 1 Combine/Recombine an ATCT/TRACON, 2 − 1 − 10

D

Communications DATA COMMUNICATION, 6 − 3 − 2 Battery − powered Transceivers, 3 − 3 − 2 CIRNOT Handling, 2 − 2 − 4 DATA DISPLAY FOR BLOCK ALTITUDE Emergency Frequencies, 3 − 3 − 1 FLIGHTS, 8 − 3 − 1 Facility Status Report, 3 − 3 − 2 DATA RECORDING, 11 − 3 − 1 GENOT Handling, 2 − 2 − 4 Monitoring Frequencies, 3 − 3 − 1 DATA RETENTION, 11 − 3 − 1 Service ”F”, 3 − 3 − 1 DEFICIENCIES IN SYSTEM, 7 − 2 − 1, 10 − 5 − 2 Telephone, 3 − 3 − 1 DEN. See Domestic Events Network Testing ELT, 3 − 3 − 2 Use of Communications, 3 − 2 − 1 Density Altitude Broadcast, 2 − 10 − 2 FBI Use, 3 − 2 − 1 Derelict Balloons/Objects, 18 − 5 − 1 VSCS Frequency Backup, 3 − 3 − 3 VSCS Reconfigurations, 3 − 3 − 3 DIGITAL MAP VERIFICATION, 8 − 3 − 1, 11 − 2 − 4, VTABS, 3 − 3 − 3 11 − 8 − 3 Comparison Checks, 2 − 10 − 1 Domestic Events Network (DEN), 20 − 4 − 1 COMPUTER DATA RETENTION, 8 − 1 − 2 DTM, 11 − 2 − 3 Index I − 2 12/10/15 JO 7210.3Z [References are to page numbers] ERAM MASTER TOOLBAR MAP BUTTON

E

LABEL, 8 − 2 − 2 E − MSAW ADAPTATION, 8 − 2 − 2 ERAM SPECIAL ACTIVITY AIRSPACE (SAA) ADAPTATION , 8 − 2 − 2 ELECTRONIC ATTACK (EA), 7 − 2 − 1 ERIDS, 6 − 10 − 1 ELT Incident, 9 − 3 − 1 Establishing Diverse Vector Area, 3 − 8 − 7 En Route Explosives Detection, 2 − 1 − 5 Areas of Operation, 6 − 1 − 1 Areas of Specialization, 6 − 1 − 1 Computer Interface, 6 − 6 − 1

F

Flight Progress Strip, Usage, 6 − 1 − 2 General, 6 − 1 − 1 Facility Operating Position Designators, 6 − 1 − 1 Identification, 2 − 1 − 9 Operations, 6 − 3 − 1 Visitors, 2 − 7 − 2 Sector Information Binders, 6 − 2 − 1 FACILITY COMPLEMENTS, 2 − 5 − 2 Sectors, 6 − 1 − 1 Facility Directives Repository (FDR), 2 − 2 − 6 Configuration, 6 − 1 − 1 Services, 6 − 4 − 1 Facility Equipment Stored Flight Plan, 6 − 5 − 1 Basic, 3 − 1 − 1 Stored Flight Plan Program Color Displays − Terminal, 3 − 9 − 1 Bulk Store File Generator Transfer Procedures, 3 − 1 − 2 Maintenance, 6 − 5 − 2 Maintenance, 3 − 1 − 1 Preparation, 6 − 5 − 2 FACILITY SECURITY, 2 − 7 − 1 Coordination, 6 − 5 − 2 Criteria, 6 − 5 − 1 Facility Statistical Data Implementation, 6 − 5 − 2 Aircraft Contacted, 16 − 2 − 1 Remarks Data, 6 − 5 − 2 Amending and Reviewing Data, 12 − 5 − 1 Flight Plan Count, 16 − 3 − 1 EN ROUTE CONTROLLER TEAM CONCEPT, General, 12 − 1 − 1, 16 − 1 − 1 6 − 2 − 1 Instrument Approach, 9 − 2 − 1 En Route Data Itinerant Operations, 12 − 2 − 1 Deficiencies, 7 − 2 − 1 Local Operations, 12 − 3 − 1 Performance, 7 − 1 − 1 Operational Count, 9 − 1 − 1 Other Reports and Forms, 9 − 3 − 1 En Route Decision Support Tool (EDST), 6 − 7 − 1 Overflight Operations, 12 − 4 − 1 En Route Information Display System, 6 − 10 − 1 Pilot Briefing Count, 16 − 4 − 1 General, 6 − 10 − 1 Printing of Lists and Tallies (Model 1 Full Capa- city), 16 − 6 − 1 EN ROUTE SECTOR INFORMATION BINDER, Reports and Information, 16 − 5 − 1 6 − 2 − 1 Familiarization/Currency Requirements, 2 − 3 − 1 Equipment FAULT LOG, 11 − 3 − 2 Frequencies, 15 − 2 − 1 General, 15 − 1 − 1 FDR. See Facility Directives Repository FEES, 4 − 8 − 1 EQUIVALENT LATERAL SPACING OPERATIONS (ELSO), 10 − 3 − 7 Field Facilities, 20 − 2 − 1 ERAM HOLD INFORMATION FACILITY FLIGHT PROGRESS STRIP USAGE, 10 − 1 − 4 DIRECTIVE REQUIREMENTS, 8 − 2 − 2 Flight Request ERAM HOLDING PATTERN ADAPTATION , Aerobatic Practice, 5 − 4 − 3 8 − 2 − 2 Certifying Record Attempts, 5 − 4 − 2 Index I − 3 12/10/15 JO 7210.3Z [References are to page numbers] Crop Duster/Antique, 5 − 4 − 2

H

Deviation, 5 − 4 − 1 Flight Test, 5 − 4 − 2 HANDLING OF SIGMETs, CWAs, AND PIREPs, Photogrammetric Flights, 5 − 4 − 3 6 − 3 − 1 Sanctioned Speed, 5 − 4 − 2 Hours of Duty, 2 − 4 − 1 Service Hours, 2 − 4 − 1 Flight Service Operations Status of Service, 2 − 4 − 1 General, 13 − 1 − 1 Operations, 13 − 3 − 1 Positions/Services, 13 − 2 − 1

Services, 13 − 4 − 1 I

Flight Plan, Prefiled, 13 − 4 − 1 IFR AIRCRAFT HANDLED, 9 − 1 − 1 Flight Service Station ILS/MLS HEIGHT/DISTANCE LIMITATIONS, Operations 10 − 3 − 2 Airport, Search Arrangements, 13 − 3 − 1 INCOMPATIBLE LIGHT SYSTEM OPERATION, Landing Area, Status Check, 13 − 3 − 1 10 − 6 − 1 Liaison Visits, 13 − 3 − 1 Tie − In NOTAM Responsibility, 13 − 3 − 1 Information, Law Enforcement, 2 − 2 − 5 Position/Service Information Binders, Position/ Intelligence Analysis and Communication, 20 − 4 − 2 Services, 13 − 2 − 1 FOIA Accident/Incident, 4 − 8 − 1

J

Computer Data, 4 − 8 − 1 JOB REQUIREMENTS, 2 − 2 − 1 Preserve Tape, 4 − 8 − 1 Forms 7210 − 8, 9 − 3 − 1, 9 − 3 − 3

L

7230 − 10, 4 − 6 − 3, 4 − 6 − 8 7230 − 12, 9 − 2 − 1, 9 − 2 − 2 LADP, 10 − 1 − 5 7230 − 13, 16 − 5 − 1 LAND AND HOLD SHORT OPERATIONS 7230 − 14, 9 − 1 − 3, 9 − 1 − 4 (LAHSO), 10 − 3 − 2 7230 − 16, 9 − 2 − 1 Law Enforcement, Cooperation with, 2 − 7 − 1 7230 − 4, 4 − 6 − 1, 4 − 6 − 7, 17 − 5 − 4 7233 − 1, 16 − 3 − 1, 16 − 4 − 1 LAWRS Hours of Operation, 2 − 9 − 1 7233 − 4, 16 − 3 − 1, 16 − 4 − 1 Legal Liabilities of Personnel, 2 − 2 − 1 7233 − 5, 16 − 4 − 1 7233 − 6, 16 − 5 − 2 Letters of Agreement, 4 − 3 − 1 7460 − 2, 11 − 2 − 2, 11 − 4 − 1 Aircraft Call Signs, 4 − 4 − 1 Preparation, 4 − 6 − 1 AIT, 4 − 3 − 6 Approval, 4 − 3 − 3 FUNCTIONAL USE OF CERTIFIED TOWER Cancellation, 4 − 3 − 4 RADAR DISPLAYS, 10 − 5 − 1 Developing, 4 − 3 − 3 Operations Under Exemptions, 4 − 4 − 1 Review, 4 − 3 − 3 Revisions, 4 − 3 − 4 RSU, 4 − 4 − 2

G

Subjects, 4 − 3 − 2 Line of Authority Gate Hold Procedures, 10 − 4 − 2 Air Traffic Security Coordinator (ATSC), 20 − 3 − 1 GO − AROUND/MISSED APPROACH, 10 − 3 − 6 System Operations Security, 20 − 3 − 1 Index I − 4 12/10/15 JO 7210.3Z [References are to page numbers] LINE UP AND WAIT (LUAW) OPERATIONS, MOBILE CONTROL TOWERS, 10 − 1 − 5 10 − 3 − 3 MODE C INTRUDER (MCI) ALERT LOCAL INTERIM ALTITUDE, 8 − 2 − 3 PARAMETERS, 8 − 2 − 1, 11 − 8 − 3 LOW LEVEL WIND SHEAR/MICROBURST MSAW, 11 − 2 − 2, 11 − 8 − 2 DETECTION SYSTEMS, 10 − 3 − 1 MSAW DTM CARTOGRAPHIC LOW VISIBILITY OPERATIONS, 10 − 1 − 4 CERTIFICATION, UPDATES, AND LUAW, 10 − 3 − 3 RECOMPILATION, 11 − 8 − 3 MULTI − SENSOR RADAR OPERATIONS, 11 − 8 − 5

M

MULTIPLE RUNWAY CROSSINGS, 10 − 3 − 4 MAGNETIC VARIATION OF VIDEO MAPS/GEO MAPS AT STARS FACILITIES, 11 − 8 − 3

N

MANPADS, Handling MANPADS Incidents, 2 − 1 − 4 NAS Changes, 3 − 1 − 2 Maps, Video NAS En Route Automation Common Reference Points, 3 − 7 − 2 Displays, 8 − 3 − 1 Intensity, 3 − 7 − 1 General, 8 − 1 − 1 Mapping Standards, 3 − 7 − 1 Procedures, 8 − 2 − 1 Tolerance for Fix Accuracy, 3 − 7 − 1 Video Map Data, 3 − 7 − 1 National Playbook, 17 − 21 − 1 MCI, 11 − 2 − 2 National Programs ATTS, 11 − 2 − 1 Medical, 2 − 8 − 1 Data Recording and Retention, 11 − 3 − 1 Alcohol, 2 − 8 − 2 Helicopter Route Chart, 11 − 6 − 1 Clearance Requirements, 2 − 8 − 1 Standard Terminal Automation Replacement Sys- Drugs and Sedatives, 2 − 8 − 1 tem (STARS), 11 − 8 − 1 Special Evaluations, 2 − 8 − 1 Terminal Area VFR Route, 11 − 7 − 1 Status, 2 − 8 − 2 Terminal VFR Radar Services, 11 − 1 − 1 Meteorological Services and Equipment TPX − 42, 11 − 4 − 1 Broadcasts, 14 − 4 − 1 VFR Planning Chart, 11 − 5 − 1 EFAS, 14 − 3 − 1 General, 14 − 1 − 1 National Traffic Management Log, 17 − 5 − 1 Weather Briefing, 14 − 2 − 1 Navigational Aids MIA, 10 − 4 − 8 Malfunctions, 3 − 5 − 2 Monitoring, 3 − 5 − 1 MILITARY AIRCRAFT MOVEMENTS, 9 − 1 − 2 Originating NOTAMs, 3 − 5 − 2 MILITARY ATC BOARDS, 10 − 1 − 1 NONAVIATION WEATHER SERVICE, 2 − 9 − 1 Military Headquarters, 1 − 1 − 2 MINIMUM IFR ALTITUDES (MIA), 6 − 4 − 1 MINIMUM SAFE ALTITUDE WARNING

O

(MSAW) AND CONFLICT ALERT (CA), 11 − 8 − 2 Ocean21, 6 − 8 − 1 MINIMUM VECTORING ALTITUDE CHARTS Controller Pilot Data Link Communications, (MVAC) PREPARATION 6 − 8 − 2 (TERMINAL/MEARTS), 3 − 8 − 1 Error Repair Position Responsibilities, 6 − 8 − 1 Index I − 5 12/10/15 JO 7210.3Z [References are to page numbers] Facility Manager Responsibilities, 6 − 8 − 1 Precision Approach Path Indicator (PAPI) Systems, General, 6 − 8 − 1 10 − 6 − 3 Ocean21 Channel Changeovers, 6 − 8 − 2 Precision Obstacle Free Zone (POFZ), 10 − 1 − 6 Operational Supervisor − In − Charge Responsibilit- Precision Runway Monitor − Simultaneous Offset ies, 6 − 8 − 1 Instrument Approaches, 10 − 4 − 6 Outages, 6 − 8 − 2 Transfer of Position, 6 − 8 − 2 Presidential Aircraft Communications Circuits, Use of, 5 − 1 − 2 OPERATING INITIALS, 2 − 2 − 3 Coordination, 5 − 1 − 1, 5 − 1 − 3 OPERATING POSITION DESIGNATORS, Monitoring, 5 − 1 − 2 10 − 1 − 1 Movement, 5 − 1 − 3 OPERATION OF LIGHTS WHEN TOWER IS Rescue Support, 5 − 1 − 3 CLOSED, 10 − 6 − 1 Security of Information, 5 − 1 − 3 OPERATIONAL AARs, 10 − 7 − 2 Presidential Movement, 20 − 4 − 1 OPERATIONAL GUIDANCE FOR FUSION, Pretaxi Clearance Procedures, 10 − 4 − 2 3 − 6 − 4 PROCEDURES FOR OPENING AND CLOSING OPERATIONAL MODE TRANSITION RUNWAYS, 10 − 1 − 4 PROCEDURES, 11 − 8 − 4 PROCESSING GPS ANOMALY REPORTS, Operational Suitability, 11 − 2 − 2 3 − 5 − 2 Operations Security, Strategic and Tactical Prohibited/Restricted Areas, 2 − 1 − 7 Coordination, 20 − 5 − 1 Line of Authority, 20 − 3 − 1 Organizational Missions, 20 − 1 − 1

Q

Organizational Responsibilities, 20 − 2 − 1 Supplemental Duties, 20 − 4 − 1 Quality Assurance Review, 4 − 6 − 1 Opposite Direction Operations, 2 − 1 − 11 Organizational Missions

Strategic Operations Security Mission, 20 − 1 − 1 R

System Operations Security Mission, 20 − 1 − 1 RADAR DISPLAY INDICATORS, 10 − 5 − 1 Tactical Operations Security Mission, 20 − 1 − 1 RADAR PERFORMANCE CHECKS, 7 − 1 − 1 Organizational Responsibilities Field Facilities, 20 − 2 − 1 RADAR SELECTION PROCEDURES, 11 − 8 − 4 Strategic Operations Security, 20 − 2 − 1 RADAR TOLERANCES, 10 − 5 − 2 Tactical Operations Security, 20 − 2 − 1 Radar Use, 3 − 6 − 2 Outdoor Laser Demonstrations, 2 − 1 − 10 Beacon System, 3 − 6 − 2 Commissioning Facilities, 3 − 6 − 1 Monitoring Mode 3/A Codes, 3 − 6 − 2

P

Prearranged Coordination, 3 − 6 − 3 System and Display Setting, 3 − 6 − 3 PARTICIPATION IN LOCAL AIRPORT Target Sizing, 3 − 6 − 3 DEICING PLAN (LADP), 10 − 1 − 5 RAIN CONFIGURATION, 11 − 9 − 2 Pilot Eduction, 4 − 2 − 1 RECEIPT OF NOTAM DATA, 6 − 3 − 1 PIREPs, 6 − 3 − 1 POSITION DUTIES AND RESPONSIBILITIES, RECOMMENDED ALTITUDES FOR 10 − 2 − 1 SURVEILLANCE APPROACHES, 10 − 5 − 3 Practice Instrument Approaches, 6 − 4 − 1, 10 − 4 − 3 Recorders, Tape Index I − 6 12/10/15 JO 7210.3Z [References are to page numbers] Assignment of Channels, 3 − 4 − 1 Route Advisories, 17 − 19 − 1 Use of, 3 − 4 − 1 Route Test, 17 − 24 − 1, 17 − 25 − 1 VSCS Data Retention, 3 − 4 − 3 Runway Recording Equipment Intersection Takeoffs, 2 − 1 − 5 Checking and Changing, 3 − 4 − 2 Obstacle Identification, 2 − 1 − 9 Handling Tapes, DATs or DALR Storage, 3 − 4 − 2 RUNWAY AND TAXIWAY LIGHTS, 10 − 6 − 4 Records Collection of Data, 4 − 6 − 1 RUNWAY EDGE LIGHTS ASSOCIATED WITH Facility, 4 − 6 − 1 MEDIUM APPROACH LIGHT SYSTEM/RUNWAY ALIGNMENT Reduced Separation on Final, 10 − 4 − 7 INDICATOR LIGHTS, 10 − 6 − 4 Reduced Vertical Separation Minimum, 6 − 9 − 1 RUNWAY FLOODLIGHTS, 10 − 6 − 4 Equipment Suffix and Display Management, 6 − 9 − 2 RUNWAY STATUS LIGHTS (RWSL), 10 − 6 − 4 Facility Manager Responsibilities, 6 − 9 − 1 RVV/RVR Equipment, 2 − 9 − 2 Front − Line Manager − In − Charge/Controller − In − Charge Responsibilities, 6 − 9 − 2 RWSL, 10 − 6 − 4 General, 6 − 9 − 1 Mountain Wave Activity, 6 − 9 − 3 Non − RVSM Operator Coordination Require-

S

ments, 6 − 9 − 2 Operations Manager − In − Charge Responsibilities, Safety Logic Systems Supervisor/CIC Procedures, 6 − 9 − 2 11 − 9 − 1 Suspension of RVSM, 6 − 9 − 3 Ensure Status, 11 − 9 − 1 Wake Turbulence and Weather Related Turbu- Limited Configuration, 11 − 9 − 2 lence, 6 − 9 − 3 Monitor Alerts and Ensure Corrective Action, 11 − 9 − 2 Regulatory Information System Operation, 11 − 9 − 1 Authorizations and Exemptions, 18 − 3 − 1 Watch Checklist, 11 − 9 − 2 Fixed − wing SVFR, 18 − 2 − 1 Moored Balloons, Kites, and Unmanned Rockets, SAME, 2 − 9 − 3 18 − 5 − 1 SECTIONAL AERONAUTICAL AND Parachute Jump, 18 − 4 − 1 TERMINAL AREA CHARTS, 10 − 1 − 1 Temporary Flight Restrictions, 19 − 1 − 1 Waivers and Authorizations, 18 − 1 − 1 Security, 2 − 7 − 1 RELAY OF RVV/RVR VALUES, 10 − 3 − 2 SECURITY OF JOINT − USE RADAR DATA, 2 − 7 − 2 REPORTING DEATH, ILLNESS, OR OTHER PUBLIC HEALTH RISK ON BOARD SELECTED ALTITUDE LIMITS, 8 − 3 − 1 AIRCRAFT, 2 − 1 − 11 SELECTING ACTIVE RUNWAYS, 10 − 1 − 2 Reports SHUTDOWN OF PAR ANTENNAS, 10 − 5 − 1 Delay Reporting, 4 − 7 − 1 Monthly, 4 − 7 − 1 SIFs. See Special Interest Flights System Impact, 4 − 7 − 1 SIGMET AND PIREP HANDLING, 10 − 3 − 1 Unidentified Flying Object, 4 − 7 − 1 SIGMETs, 6 − 3 − 1 REQUIREMENTS FOR ERAM DATA BLOCK CHANGES WITHOUT COORDINATION , SIMULTANEOUS CONVERGING 8 − 2 − 2 INSTRUMENT APPROACHES, 10 − 4 − 5 RESTRICTED DRUGS, 2 − 8 − 2 SIMULTANEOUS INDEPENDENT REVIEW AIRSPACE STRUCTURE, 6 − 3 − 1 APPROACHES, 10 − 4 − 3 Index I − 7 12/10/15 JO 7210.3Z [References are to page numbers] SIMULTANEOUS WIDELY − SPACED Airport Arrival Rate (AAR), 10 − 7 − 1 PARALLEL OPERATIONS, 10 − 4 − 4 General, 10 − 1 − 1 Lighting, 10 − 6 − 1 SINGLE PERSON MIDNIGHT OPERATIONS, Operations, 10 − 3 − 1 2 − 6 − 4 Position Binders, 10 − 2 − 1 SINGLE SITE COVERAGE ATTS Radar, 10 − 5 − 1 OPERATIONS, 11 − 8 − 5 Services, 10 − 4 − 1 SINGLE SITE COVERAGE STAGE A Time Checks, 2 − 4 − 1 OPERATIONS, 8 − 2 − 1 Time Standards, 2 − 4 − 1 Special Interest Flights (SIFs), 20 − 4 − 1 TOWER/RADAR TEAM CONCEPTS, 10 − 1 − 1 SPECIAL INTEREST SITES, 2 − 1 − 13 TOWER/RADAR TEAM POSITION BINDERS, SPECIAL RADAR ACCURACY CHECKS, 10 − 2 − 1 7 − 1 − 1 Traffic Lights, Gates, and Signals, 3 − 1 − 2 SPECIAL USE FREQUENCIES, 6 − 4 − 1 Traffic Management SPECIFIC AREA MESSAGE ENCODING ARTCC to ARTCC Coordination, 17 − 7 − 2 (SAME) WEATHER RADIOS, 2 − 9 − 3 Coded Departure Routes, 17 − 18 − 1 Strategic Operations Security, 20 − 2 − 1 Coordination, 17 − 5 − 1 Flow Constrained Area (FCA), 17 − 7 − 1 Strategic Operations Security Mission, 20 − 1 − 1 Flow Evaluation Area (FEA), 17 − 7 − 1 SUA and PAJA Frequency Information, 2 − 1 − 10 Ground Delay Programs, 17 − 9 − 1 Ground Stop(s), 17 − 10 − 1, 17 − 12 − 1 Supplemental Duties Initiatives, 17 − 6 − 1 Classified Operations, 20 − 4 − 2 Line of Authority, 17 − 3 − 1 Continuity of Operations and Continuation of Monitor Alert Parameter, 17 − 8 − 1 Government (COOP/COG), 20 − 4 − 2 North American Route Program, 17 − 11 − 1, Domestic Events Network (DEN), 20 − 4 − 1 Intelligence Analysis and Communication, 17 − 17 − 1 20 − 4 − 2 Organizational Missions, 17 − 1 − 1 Presidential Movement, 20 − 4 − 1 Preferred IFR Routes Program, 17 − 16 − 1 Special Interest Flights (SIFs), 20 − 4 − 1 Responsibilities, 17 − 2 − 1 Severe Weather Management, 17 − 14 − 1 Suspicious Activities, 2 − 7 − 1 Special Programs, 17 − 13 − 1 Suspicious Aircraft/Pilot Activities, 2 − 1 − 11 Supplemental Duties, 17 − 4 − 1 SWAP, 17 − 15 − 1 System Operations Security, 20 − 3 − 1 Operations Security, Strategic and Tactical, Traffic Management (TM) Support of 20 − 1 − 1 Non − Reduced Vertical Separation Minima (RVSM) Aircraft, 17 − 22 − 1 System Operations Security Mission, 20 − 1 − 1 TRANSITION PROCEDURES, 8 − 1 − 1 TRSA, 11 − 1 − 2

T

T & A Recording, 4 − 6 − 5

U

Tactical Operations Security, 20 − 2 − 1 Tactical Operations Security Mission, 20 − 1 − 1 Unauthorized Laser Illumination of Aircraft, 2 − 1 − 10 Takeoff Clearance, 10 − 3 − 4 Temporary Flight Restrictions, 19 − 1 − 1 URET. See User Request Evaluation Tool Terminal Operations, Services, and Equipment USE OF ACTIVE RUNWAYS, 10 − 1 − 2 Index I − 8 12/10/15 JO 7210.3Z [References are to page numbers] USE OF MODIFY AND QUICK LOOK

W

FUNCTIONS, 11 − 2 − 1 WAIVER TO INTERIM ALTITUDE USE OF OTHER THAN FAA REQUIREMENTS, 8 − 2 − 2 COMMUNICATIONS CIRCUITS, 3 − 2 − 1 Washington, DC, Special Flight Rules Area (DC USE OF STARS QUICK LOOK FUNCTIONS, SFRA), 2 − 1 − 8 11 − 8 − 1 Watch Coverage, 2 − 5 − 1 Area Supervision, 2 − 5 − 1 User Request Evaluation Tool CIC, 2 − 5 − 2 Computer Data Retention, 6 − 7 − 3 Consolidating Positions, 2 − 5 − 2 Outages, 6 − 7 − 2 Holiday Staffing, 2 − 5 − 2 Responsibilities, Front − Line Manager − in − Overtime Duty, 2 − 5 − 2 Charge, 6 − 7 − 1 Relief Periods, 2 − 5 − 1 Responsibilities, Facility Manager, 6 − 7 − 1 Schedules, 2 − 5 − 1 Responsibilities, Operations Manager − in − Supervision Coverage, 2 − 5 − 1 Charge, 6 − 7 − 1 Supervisors Hours of Duty, 2 − 5 − 2 Restrictions Inventory and Evaluation, 6 − 7 − 3 Standard Use of Automated Flight Data Manage- Watch Supervision ment, 6 − 7 − 2 Assignments, 2 − 6 − 1 Traffic Counts and Delay Reporting, 6 − 7 − 3 Basic Watch Schedule, 2 − 6 − 3 Transfer of Position Responsibility, 6 − 7 − 4 CIC, 2 − 6 − 1 URET Airspace Configuration Elements, 6 − 7 − 2 Consolidating Positions, 2 − 6 − 3 Waiver, Interim Altitude Requirements, 6 − 7 − 3 Controller − in − Charge Designation, 2 − 6 − 2 Controller − in − Charge Selection, 2 − 6 − 2 Holiday Staffing, 2 − 6 − 4 Manager, 2 − 6 − 1 Overtime Duty, 2 − 6 − 4

V

Relief Periods, 2 − 6 − 3 Supervisor, 2 − 6 − 1 VFR Waypoint Chart Program, 11 − 10 − 1 Weather/Visibility, 2 − 9 − 1 Criteria, 11 − 10 − 1 Dissemination, 2 − 9 − 1 Definition, 11 − 10 − 1 Record Center, 2 − 9 − 2 Policy, 11 − 10 − 1 Visibility Charts, 2 − 9 − 2 Responsibilities, 11 − 10 − 2 Visual Observations, 2 − 9 − 2 Video Maps, 11 − 2 − 3 Wind Indicator Cross Check, 2 − 10 − 1 Visual Approach Slope Indicator (VASI) Systems, Wind Instrument Sensors, 2 − 10 − 1 10 − 6 − 3 WIND INSTRUMENTS AT APPROACH Volcanic Ash, 17 − 4 − 3 CONTROL FACILITIES, 10 − 3 − 1 Index I − 9

Federal Aviation JO 7210.3Z Administration 12/10/15

BRIEFING GUIDE

A V L I A A R T E I O D N E F A N D M O I I T N A I R S T

U.S. DEPARTMENT OF TRANSPORTATION

FEDERAL AVIATION ADMINISTRATION

Initiated By: AJV − 0 Vice President, Mission Support Services 12/10/15 JO 7210.3Z Table of Contents Paragraph Title Page Number 1 − 2 − 4 ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BG − 4, 17, 19 2 − 1 − 30 OPPOSITE DIRECTION OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . BG − 22 2 − 2 − 6 SIGN IN / OUT AND ON / OFF PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . BG − 4 2 − 3 − 3 REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BG − 26 2 − 6 − 6 RELIEF PERIODS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BG − 28 3 − 1 − 1 BASIC EQUIPMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BG − 4 3 − 1 − 2 PERIODIC MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BG − 4 3 − 4 − 4 HANDLING RECORDER TAPES , DATS OR DALR STORAGE . . . . . . . . BG − 29 3 − 4 − 5 VSCS DATA RETENTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BG − 29 3 − 5 − 1 NAVAID MONITORING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BG − 17 3 − 6 − 7 PREARRANGED COORDINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BG − 4, 30 3 − 8 − 5 ESTABLISHING DIVERSE VECTOR AREAS (DVAs) . . . . . . . . . . . . . . . . BG − 31 4 − 3 − 8 AUTOMATED INFORMATION TRANSFER (AIT) . . . . . . . . . . . . . . . . . . BG − 4 4 − 6 − 5 PREPARATION OF FAA FORM 7230-4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . BG − 19 6 − 5 − 4 REMARKS DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BG − 30 6 − 6 − 5 MESSAGE CONTENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BG − 30 Chapter 6, USER REQUEST EVALUATION TOOL (URET) . . . . . . . . . . . . . . . . . . . . BG − 4 Section 7 6 − 9 − 2 FACILITY MANAGER RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . BG − 19 8 − 1 − 1 TRANSITION PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BG − 4 8 − 2 − 1 SINGLE SITE COVERAGE STAGE A OPERATIONS . . . . . . . . . . . . . . . . BG − 4 8 − 2 − 2 ADAPTED ALTIMETER SETTINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BG − 4 8 − 2 − 4 CONFLICT ALERT FUNCTION PARAMETERS . . . . . . . . . . . . . . . . . . . . BG − 4 8 − 2 − 5 PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BG − 4 8 − 2 − 6 E - MSAW ADAPTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BG − 4 8 − 2 − 7 WAIVER TO INTERIM ALTITUDE REQUEST . . . . . . . . . . . . . . . . . . . . . BG − 4 8 − 2 − 8 REQUIREMENTS FOR ERAM DATA BLOCK CHANGES WITHOUT BG − 4 COORDINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 − 2 − 9 ERAM HOLD INFORMATION FACILITY DIRECTIVES RERQUIRE- BG − 4 MENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8 − 2 − 10 ERAM SPECIAL ACTIVITY AIRSPACE ( SAA ) ADAPTATION . . . . . . . . BG − 4 8 − 2 − 11 ERAM HOLDING PATTERN ADAPTATION . . . . . . . . . . . . . . . . . . . . . . . BG − 4 8 − 2 − 12 ERAM MASTER TOOLBAR MAP BUTTON LABEL . . . . . . . . . . . . . . . . BG − 4 8 − 2 − 13 LOCAL INTERMIN ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BG − 4 Briefing Guide BG − 2 12/10/15 JO 7210.3Z 9 − 2 − 1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BG − 17 10 − 3 − 6 ILS / MLS HEIGHT / DISTANCE LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . BG − 17 10 − 3 − 14 GO-AROUND/MISSED APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BG − 33 10 − 4 − 6 SIMULTANEOUS INDEPENDENT APPROACHES . . . . . . . . . . . . . . . . . . BG − 33 10 − 4 − 7 SIMULTANEOUS INDEPENDENT CLOSE PARALLEL APPROACHES- BG − 35 HIGH UPDATE RADAR NOT REQUIRED . . . . . . . . . . . . . . . . . . . . . . . . .

10 − 4 − 8 SIMULTANEOUS WIDELY-SPACED PARALLEL OPERATIONS . . . . . . BG − 19, 35 10 − 4 − 10 PRECISION RUNWAY MONITOR - SIMULTANEOUS OFFSET INSTRU- BG − 17 MENT APPROACHES 11 − 2 − 6 AUTOMATIC ACQUISITION / TERMINATION AREAS . . . . . . . . . . . . . . . BG − 4 11 − 3 − 2 DATA RETENTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BG − 19 11 − 8 − 6 AUTOMATIC ACQUISITION / TERMINATION AREAS . . . . . . . . . . . . . . . BG − 4 11 − 9 − 3 MONITOR ALERTS AND ENSURE CORRECTIVE ACTION . . . . . . . . . . BG − 19 17 − 5 − 4 RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BG − 19 17 − 5 − 14 TARMAC DELAY OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BG − 19 17 − 9 − 6 ATCSCC PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BG − 4 17 − 18 − 4 RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BG − 4 18 − 1 − 6 ISSUANCE OF CERTIFICATE OF WAIVER OR AUTHORIZATION BG − 37 (FAA FORM 7711-1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20 − 2 − 2 TACTICAL OPERATIONS SECURITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BG − 19 Appendix 3 AIR CARRIER AIRCRAFT FOR AIR TRAFFIC ACTIVITY OPERA- BG − 38 TIONS COUNT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Appendix 4 GLIDESLOPE OUTAGE WAIVER REQUEST . . . . . . . . . . . . . . . . . . . . . . BG − 43 Briefing Guide BG − 3 12/10/15 JO 7210.3Z 1. PARAGRAPH NUMBER AND TITLE: 1 − 2 − 4. ABBREVIATIONS 2–2 − 6. SIGN IN / OUT AND ON / OFF PROCEDURES 3–1 − 1. BASIC EQUIPMENT 3–1 − 2. PERIODIC MAINTENANCE 3–6 − 7. PREARRANGED COORDINATION 4–3 − 8 . AUTOMATED INFORMATION TRANSFER (AIT) Chapter 6, Section 7, User Request Evaluation Tool (URET) 8 − 1 − 1. TRANSITION PROCEDURES 8–2 − 1. SINGLE SITE COVERAGE STAGE A OPERATIONS 8–2 − 2. ADAPTED ALTIMETER SETTINGS 8–2 − 4. CONFLICT ALERT FUNCTION PARAMETERS 8–2 − 5. MODE C INTRUDER (MCI) ALERT PARAMETERS 8–2 − 6. E - MSAW ADAPTATION 8–2 − 7. WAIVER TO INTERIM ALTITUDE REQUEST 8–2 − 8. REQUIREMENTS FOR ERAM DATA BLOCK CHANGES WITHOUT COORDINATION 8–2 − 9. ERAM HOLD INFORMATION FACILITY DIRECTIVES RERQUIREMENTS 8–2 − 10. ERAM SPECIAL ACTIVITY AIRSPACE ( SAA ) ADAPTATION 8–2 − 11. ERAM HOLDING PATTERN ADAPTATION 8–2 − 12. ERAM MASTER TOOLBAR MAP BUTTON LABEL 8 − 2 − 13. LOCAL INTERMIN ALTITUDE 11 − 2 − 6 . AUTOMATIC ACQUISITION / TERMINATION AREAS 11 − 8 − 6. AUTOMATIC ACQUISITION / TERMINATION AREAS 17 − 9 − 6. ATCSCC PROCEDURES 17 − 18 − 4. RESPONSIBILITIES 2. BACKGROUND: Several years ago, the FAA began replacing the En Route legacy computer known as HOST, with a new, NextGen enabling system, En Route Automation Modernization (ERAM). The installation of ERAM was accomplished using a waterfall implementation process over the span of many years. During the transition period, FAA Order 7210.630C has been utilized as guidance for air traffic control services. As the transition nears completion, guidance for personnel at facilities that use ERAM is being incorporated into FAA Order 7210.3.

3. CHANGE: OLD NEW 1-2-4. ABBREVIATIONS 1-2-4. ABBREVIATIONS Add EBUS − Enhanced Backup Surveillance System Add EDST − En Route Decision Support Tool Add ERAM − En Route Automation Modernization Add SDP − Surveillance Data Processing DARC − Direct Access Radar Channel Delete URET − User Request Evaluation Tool Delete Briefing Guide BG − 4 12/10/15 JO 7210.3Z OLD NEW 2-2-6. SIGN IN/OUT AND ON/OFF 2-2-6. SIGN IN/OUT AND ON/OFF PROCEDURES PROCEDURES The following is applicable to all FAA air traffic No Change facilities, but does not apply to FAA contract facilities.

Cru-X/ART is the official time and attendance Cru-X/ART is the official time and attendance system for both signing in/out for a shift and on and system for both signing in/out for a shift and on and off positions, not paper logs nor Common off positions, not paper logs nor Common ARTS/ ARTS/HOST/NTML/FSS or other Agency or local ERAM /NTML/FSS or other Agency or local programs. Facilities may use Common ARTS/ programs. Facilities may use Common ARTS/ HOST/NTML/FSS to sign on positions for position ERAM /NTML/FSS to sign on positions for preference settings; however, these systems/pro- position preference settings; however, these grams must not be used for official time and systems/programs must not be used for official time attendance nor position times. Duplicate paper logs and attendance nor position times. Duplicate paper for sign in/out of the shift and on and off positions logs for sign in/out of the shift and on and off must not be utilized during normal daily operations. positions must not be utilized during normal daily operations.

OLD NEW 3-1-1.BASIC EQUIPMENT 3-1-1.BASIC EQUIPMENT a. The basic operating equipment for ARTCCs a. The basic operating equipment for ARTCCs consists of flight progress boards, radar displays, consists of flight progress boards, radar displays, communications, automation, and where communications, and automation equipment. At applicable URET equipment. At facilities utilizing facilities utilizing Ocean21, additional equipment Ocean21, additional equipment consists of Air consists of Air Traffic Situation Displays and Traffic Situation Displays and Auxiliary Displays. Auxiliary Displays. This equipment is arranged in This equipment is arranged in individual units individual units called sectors and laid out in called sectors and laid out in accordance with accordance with master plans maintained in the En master plans maintained in the En Route and Route and Oceanic Service Area offices. Air traffic Oceanic Service Area offices. Air traffic managers managers may recommend changes to these plans.

may recommend changes to these plans.

OLD NEW 3-1-2. PERIODIC MAINTENANCE 3-1-2. PERIODIC MAINTENANCE Title through c No Change d. Upon facility acceptance of any URET system, Delete that system becomes a component of the air traffic system for the purposes of requests from Technical Operations personnel for approval to shut down that system for periodic maintenance.

e. Notification of any planned or unplanned Delete outage of URET shall be coordinated following the guidelines in Chapter 8, NAS En Route Automation, and guidelines developed and maintained by URET facilities.

Briefing Guide BG − 5 12/10/15 JO 7210.3Z OLD NEW 3-6-7. PREARRANGED COORDINATION 3-6-7. PREARRANGED COORDINATION Title through b No Change 1. Requirement that the NAS Stage A (en route) 1. Requirement that the following are fully or ATTA (terminal) systems are fully operational. operational.

Add (a) Terminal- ATTS Add (b) En Route- SDP, FDP, and safety alert (CA, MCI, E-MSAW) processing.

OLD NEW 4-3-8. AUTOMATED INFORMATION 4-3-8. AUTOMATED INFORMATION TRANSFER (AIT) TRANSFER (AIT) Title through 3(e) No Change c. Due to system design, the transfer of data stored c. Due to system design, the transfer of data stored in the fourth line of the DSR FDB will not be in the fourth line of the DSR FDB will not be displayed to the controller when operating on the displayed to the controller when operating on the backup system in either DARC/Host or DARC only backup system in EBUS only mode.

modes.

OLD NEW Chapter 6. En Route Operations and Services No Change Section 7. User Request Evaluation Tool (URET) Section 7. En Route Decision Support Tool (EDST) 6-7-1. GENERAL 6-7-1. GENERAL URET is an en route decision support tool that is EDST is used by the sector team in performing its used by the sector team in performing its strategic strategic planning responsibilities. EDST uses planning responsibilities. URET uses flight plan flight plan data, forecast winds, aircraft data, forecast winds, aircraft performance performance characteristics, and track data to characteristics, and track data to derive expected derive expected aircraft trajectories, and to predict aircraft trajectories, and to predict conflicts conflicts between aircraft and between aircraft and between aircraft and between aircraft and special special use or designated airspace. It also provides use or designated airspace. It also provides trial trial planning and enhanced flight data management planning and enhanced flight data management capabilities.

capabilities.

OLD NEW 6-7-2. FRONT-LINE 6-7-2. FRONT-LINE MANAGER-IN-CHARGE MANAGER-IN-CHARGE RESPONSIBILITIES RESPONSIBILITIES a. Where authorized, perform URET data entries a. Where authorized, perform EDST data entries to keep the activation status of designated URET to keep the activation status of designated Airspace Airspace Configuration Elements current. Configuration Elements current.

b. Ensure that the URET Airspace Status Display b. Ensure that the EDST Airspace Status Display information accurately reflects current Special information accurately reflects current Special Activity Airspace (SAA) status. Activity Airspace (SAA) status.

Briefing Guide BG − 6 12/10/15 JO 7210.3Z c. Perform coordination and designated actions in c. Perform coordination and designated actions in the event of a URET outage or degradation, in the event of an EDST outage or degradation, in accordance with the requirements of this order and accordance with the requirements of this order and as designated by facility directive. as designated by facility directive.

d. Assist in sector preparations needed to d. Assist in sector preparations needed to transition to and from URET operations. transition to and from EDST operations.

OLD NEW 6-7-3. OPERATIONS 6-7-3. OPERATIONS MANAGER-IN-CHARGE MANAGER-IN-CHARGE RESPONSIBILITIES RESPONSIBILITIES a. Ensure that the URET Airspace Status Display a. Ensure that the EDST Airspace Status Display information accurately reflects current SAA status. information accurately reflects current SAA status.

b. Perform coordination and designated actions in b. Perform coordination and designated actions in the event of a URET outage or degradation, in the event of an EDST outage or degradation, in accordance with the requirements of this order and accordance with the requirements of this order and as designated by facility directive. as designated by facility directive.

OLD NEW 6-7-4. FACILITY MANAGER 6-7-4. FACILITY MANAGER RESPONSIBILITIES RESPONSIBILITIES a. Ensure LOAs, SOPs, and Sector Position a. Ensure LOAs, SOPs, and Sector Position Binders are current to support URET. Binders are current to support EDST .

1. Facility managers must consider URET 1. Facility managers must consider EDST functions and limitations in reviewing all current functions and limitations in reviewing all current LOAs and/or negotiating all future LOAs. LOAs and/or negotiating all future LOAs.

2 through 2a No Change (b) Special Use Airspace (SUA) use and status. (b) Special Activity Airspace ( SAA ) use and status.

2(c) through 2(f) No Change b. Ensure all facility directives are current to b. Ensure all facility directives are current to support URET. Directives must include, but are not support EDST . Directives must include, but are not limited to: limited to: 1. URET Outages. 1. Outages.

2. URET Airspace Configuration Elements Data 2. Airspace Configuration Elements Data Entry .

Entry.

b3 No Change 4. Sectors authorized to use URET Inappropriate 4. Sectors authorized to use Inappropriate Altitude for Direction of Flight (IAFDOF) Manual Altitude for Direction of Flight (IAFDOF) Manual Mode. Mode.

5. Sectors authorized to use the URET Drop 5. Sectors authorized to use the Drop Track Track Delete function and the conditions under Delete function and the conditions under which it which it may be used. may be used.

6. Conditions under which a controller can 6. Conditions under which a controller can deactivate an adapted URET restriction. deactivate an adapted EDST restriction.

b7 No Change Briefing Guide BG − 7 12/10/15 JO 7210.3Z 8. Facility standard for annotating status of 8. Facility standard for annotating status of manual coordination at URET sectors where manual coordination at sectors where automated automated coordination with an external facility is coordination with an external facility is not not available (e.g., international facility, VFR available (e.g., international facility, VFR tower).

tower). Facility directives may require either the Facility directives may require either the use of the use of the URET Coordination Menu or flight Coordination Menu or flight progress strips, and progress strips, and must define a standard for each must define a standard for each sector.

URET sector.

9. Facility standard for annotating hold 9. Facility standard for annotating hold instructions and reporting delay information at instructions and reporting delay information at URET sectors. Facility directives may require sectors. Facility directives may require either the either the use of the URET Hold Annotations, flight use of the EDST Hold Data Menu/Hold view, the progress strips, or a facility-approved worksheet, Hold Annotations Menu, flight progress strips, or and must define a standard for each URET sector. a facility-approved worksheet, and must define a standard for each sector.

OLD NEW 6-7-5. URET AIRSPACE CONFIGURATION 6-7-5. EDST AIRSPACE CONFIGURATION ELEMENTS ELEMENTS a. URET Airspace Configuration Elements are: a. Airspace Configuration Elements are: a1 through a2 No Change 3. URET adapted restrictions . 3. A dapted restrictions.

b. For each adapted airspace configuration b. For each EDST adapted airspace configuration element adapted in URET, facility directives must element, facility directives must designate at least designate at least one primary position and one one primary position and one secondary position to secondary position to be responsible to update the be responsible to update the status (e.g., status (e.g., active/inactive) and/or the activation active/inactive) and/or the activation schedule for schedule for that element. that element.

NOTE − NOTE − 1. Accurate conflict probe results require timely updates 1. Accurate conflict probe results require timely updates to the current activation status and/or the projected to the current activation status and/or the projected activation schedule for airspace configuration elements. activation schedule for airspace configuration elements.

2. Designating a position to have secondary 2. Designating a position to have secondary responsibility for each EDST Airspace Configuration responsibility for each URET Airspace Configuration Element is essential to maintain the capability to perform Element is essential to maintain the capability to perform updates in the event that equipment at the primary updates in the event that equipment at the primary position is temporarily out of service.

position is temporarily out of service.

3. Positions to be considered for primary or secondary 3. Positions to be considered for primary or secondary designation include a specified sector, TMU, or designation include a specified sector, TMU, or operations supervisor. operations supervisor.

c. ATC positions and personnel authorized by c. ATC positions and personnel authorized by facility directive must perform automation entries facility directive must perform automation entries in URET in a timely manner to update the status of in a timely manner to update the status of SAAs, SAAs, restrictions, and ASF. restrictions, and ASF.

d. For a URET airspace configuration element d. For an EDST airspace configuration element that is associated with a particular sector or sectors that is associated with a particular sector or sectors and whose status is highly dynamic in nature: and whose status is highly dynamic in nature: Briefing Guide BG − 8 12/10/15 JO 7210.3Z 1. The designated sector(s) should be assigned 1. The designated sector(s) should be assigned the primary responsibility to keep the URET status the primary responsibility to keep the EDST status current. current.

2. The TMU or the appropriate operations 2. The TMU or the appropriate operations supervisor should be assigned the secondary supervisor should be assigned the secondary responsibility to keep URET status current. responsibility to keep EDST status current.

OLD NEW 6-7-6. STANDARD USE OF AUTOMATED 6-7-6. STANDARD USE OF AUTOMATED FLIGHT DATA MANAGEMENT FLIGHT DATA MANAGEMENT Use of the checkbox flight data management feature Use of the checkbox flight data management feature of URET must be standardized in accordance with of EDST must be standardized in accordance with individual facility directives. individual facility directives.

OLD NEW 6-7-7. URET OUTAGES 6-7-7. EDST OUTAGES a. In accordance with Chapter 8, NAS En Route a. In accordance with Chapter 8, NAS En Route Automation, and the requirements in this chapter, Automation, and the requirements in this chapter, URET facilities must develop and maintain facilities must develop and maintain procedures for procedures for transition to and from URET transition to and from EDST operations.

operations.

NOTE- NOTE- The back-up for URET is flight progress strips. The back-up for EDST is flight progress strips .

b. Planned Outages. b. Planned EDST Outages.

1. Schedule preventive or periodic maintenance 1. Schedule preventive or periodic maintenance of URET to coincide with periods of low air traffic of EDST to coincide with periods of low air traffic volume. volume.

2. Notification of planned local URET outages 2. Notification of planned local EDST outages must be coordinated with the Operations Manager must be coordinated with the Operations Manager no less than 2 hours in advance. no less than 2 hours in advance.

3. The Operations Manager must notify the 3. The Operations Manager must notify the neighboring URET facilities of a planned URET adjacent EDST facilities of a planned outage no outage no less than 1 hour in advance. less than 1 hour in advance.

4. The Operations Manager must notify 4. The Operations Manager must notify Operations Supervisors of a planned URET outage Operations Supervisors of a planned EDST outage as soon as known. as soon as known.

5. Each Operations Supervisor must notify the 5. Each Operations Supervisor must notify the sector teams in their area of a planned URET outage sector teams in their area of a planned EDST outage as soon as known. as soon as known.

6. At least 20 minutes prior to a local URET 6. At least 20 minutes prior to a local EDST outage, Operations Supervisors must ensure that outage, Operations Supervisors must ensure that sectors resume posting and maintenance of flight sectors resume posting and maintenance of flight progress strips, in accordance with FAAO JO progress strips, in accordance with FAAO JO 7110.65, Air Traffic Control, requirements for a 7110.65, Air Traffic Control, requirements for a non − URET environment, except as otherwise non − EDST environment, except as otherwise permitted by facility directive. permitted by facility directive.

c. Unplanned URET Outages. c. Unplanned EDST Outages.

Briefing Guide BG − 9 12/10/15 JO 7210.3Z 1. A facility directive must include a checklist 1. A facility directive must include a checklist detailing actions to be taken and roles and detailing actions to be taken and roles and responsibilities during an unplanned URET outage. responsibilities during an unplanned EDST outage.

2. When an unplanned URET outage occurs, 2. When an unplanned EDST outage occurs, sectors must post and maintain flight progress strips sectors must post and maintain flight progress strips in accordance with FAAO 7110.65, Air Traffic in accordance with FAAO JO 7110.65 , Air Traffic Control, requirements for a non-URET Control, requirements for a non- EDST environment, except as otherwise permitted by environment, except as otherwise permitted by facility directive. facility directive.

NOTE − NOTE − 1. A full transition to strips may not be necessary based 1. A full transition to strips may not be necessary based on the duration of the outage. Outages of short duration on the duration of the outage. Outages of short duration may allow continued use of the URET data while strips may allow continued use of the EDST data while strips are prepared for use in the event that the outage are prepared for use in the event that the outage continues. continues.

2. A “snapshot” of URET flight data at the time of the 2. A “snapshot” of EDST flight data at the time of the outage will be available to the sector team. Although the outage will be available to the sector team. Although the data will not be updated and will become stale, it may be data will not be updated and will become stale, it may be used to assist the sector team while reestablishing the used to assist the sector team while reestablishing the support of strips. support of strips.

3. Any failure recovery action that will result in 3. Any failure recovery action that will result in the automatic clearing of the URET data on a the automatic clearing of the EDST data on a position’s display must be approved by the position’s display must be approved by the Operations Manager. Operations Manager.

d No Change 1. In the event that URET is operational, but alert 1. In the event that EDST is operational, but alert data may be affected due to an associated equipment data may be affected due to an associated equipment malfunction, the National Operations Manager malfunction, the National Operations Manager (NOM) must notify the Operations Manager who (NOM) must notify the Operations Manager who must in turn notify Operations Supervisors. Each must in turn notify Operations Supervisors. Each Operations Supervisor must ensure that each sector Operations Supervisor must ensure that each sector team in their area of specialization is cognizant of team in their area of specialization is cognizant of the potential for degradation. the potential for degradation.

OLD NEW 6-7-8. TRANSITION AND TRAINING Delete PLANNING The Facility air traffic manager must ensure that Delete detailed facility plans are prepared defining: a. Training schedules of Certified Professional Delete Controllers, Operations Supervisors, Operations Managers, Traffic Management Coordinators, and Traffic Management Supervisors.

b. Training schedules of developmental Delete controllers based on national training directives.

Briefing Guide BG − 10 12/10/15 JO 7210.3Z OLD NEW 6-7-9. RESTRICTIONS INVENTORY AND 6-7-8. RESTRICTIONS INVENTORY AND EVALUATION EVALUATION a. Facilities must identify responsibilities and a. Facilities must identify responsibilities and establish procedures for the creation and establish procedures for the creation and maintenance of a facility restriction inventory once maintenance of a facility restriction inventory.

URET is fully operational. Facility plans should Facility plans should include identification and include identification and cataloging each air traffic cataloging each air traffic restriction, by type, restriction by type, purpose, and frequency/ purpose, and frequency/ duration in effect.

duration in effect.

b. Facilities must create a plan and conduct b. Facilities must create a plan and conduct ongoing evaluations on the need to relax or remove ongoing evaluations on the need to relax or remove restrictions not warranted during URET operations. restrictions not warranted during EDST operations.

This must include URET impact on ability to This must include EDST impact on ability to relax/remove restrictions and identification of relax/remove restrictions and identification of dependencies between ability to remove dependencies between ability to remove restrictions and automation capabilities/ restrictions and automation capabilities/ limitations. limitations.

c. Submit annually to the Vice President of En c. Submit annually to the Vice President of En Route and Oceanic Services, an Evaluation Report Route and Oceanic Services, an Evaluation Report on facility restriction relaxation/removal related to on facility restriction relaxation/removal related to URET. EDST .

OLD NEW 6-7-10. TRAFFIC COUNTS AND DELAY 6-7-9. TRAFFIC COUNTS AND DELAY REPORTING REPORTING a. Automated counts of traffic activities are the a. Automated counts of traffic activities are the preferred methods during use of URET. preferred methods.

b. Adherence to all applicable delay reporting b. Adherence to all applicable delay reporting directives must continue while URET is directives shall continue while EDST is operational. operational.

c. Delay information, must be recorded on c. Delay information, must be recorded on available flight progress strips, on facility approved available flight progress strips, on facility approved forms, or via the automated URET delay reporting forms, or via the automated delay reporting features features for aircraft in hold. Facility directives must for aircraft in hold. Facility directives must detail detail the procedures for collecting and reporting the procedures for collecting and reporting this this information to the ATCSCC. information to the ATCSCC.

OLD NEW 6-7-11. COMPUTER DATA RETENTION 6-7-10. COMPUTER DATA RETENTION Follow the guidelines detailed in this order to retain Follow the guidelines detailed in this order to retain URET recorded data. EDST recorded data.

Briefing Guide BG − 11 12/10/15 JO 7210.3Z OLD NEW 6-7-12. WAIVER TO INTERIM ALTITUDE 6-7-11. WAIVER TO INTERIM ALTITUDE REQUIREMENTS REQUIREMENTS a. If, at any URET facility, a facility directive has a. If a facility directive has been issued to waive been issued to waive the mandatory computer entry the mandatory computer entry of interim altitudes, of interim altitudes, controllers and supervisors in controllers and supervisors in any affected area and any affected area and adjacent areas or facilities adjacent areas or facilities must be informed of the must be informed of the resulting potential for resulting potential for misleading conflict probe misleading URET alert data. alert data.

b. Each URET facility should strongly consider b. Each facility should strongly consider the the benefits of URET in evaluating any current or benefits of conflict probe in evaluating any current future waiver for data entry of interim altitudes. or future waiver for data entry of interim altitudes.

URET accuracy in assigning alert priorities for Conflict probe accuracy in assigning alert surrounding sectors, including those in neighboring priorities for surrounding sectors, including those in URET facilities, is dependent upon the subject adjacent ERAM facilities, are dependent upon the sector’s entry/update of interim altitudes. subject sector’s entry/update of interim altitudes.

OLD NEW 6-7-13. TRANSFER OF POSITION 6-7-12. TRANSFER OF POSITION RESPONSIBILITY RESPONSIBILITY Each URET facility must ensure that pertinent Each EDST facility must ensure that pertinent URET information is integrated into any Position information is integrated into any Position Relief Relief briefing list, whether manual or electronic. briefing list, whether manual or electronic.

OLD NEW 8-1-1. TRANSITION PROCEDURES 8-1-1. TRANSITION PROCEDURES a through b(c) No Change c. The air traffic manager must not cause or permit c. The air traffic manager must not cause or permit the operational use of the Direct Access Radar the operational use of the Enhanced Backup Channel (DARC) solely for purposes of training Surveillance System (EBUS) solely for purposes when the primary operational system is available. of training when the primary operational system is available.

OLD NEW 8-2-1. SINGLE SITE COVERAGE STAGE A 8-2-1. THREE MILE OPERATIONS OPERATIONS Facilities may adapt all sort boxes within 40 miles Facilities may adapt airspace to permit the use of 3 of the antenna to that site as preferred and with the NM separation as defined in FAAO 7110.65, Air single site indicator set to permit the use of 3 miles Traffic Control, subpara 5-5-4c, subpara 5-5-4d radar separation as defined in FAAO 7110.65, Air or subpara 5-5-4e, provided all of the following Traffic Control, subpara 5-5-4b3 , Minima. This are met: adaptation may be used provided: a. A significant operational advantage will be a. A significant operational advantage will be obtained using single site coverage. Consideration obtained. Consideration must be given to such must be given to such aspects as terminal interface, aspects as terminal interface, radar reliability, etc.

radar reliability, etc.: and b. Facility directives are issued to: b. Facility directives are issued to: 1. Define areas within 40 NM of any radar site 1. Define the 3 NM separation area.

in which the adaptation has been modified.

Briefing Guide BG − 12 12/10/15 JO 7210.3Z 2. Permit 3 NM separation in the modified area. 2. Permit 3 NM separation in the defined area.

3. Accommodate local procedural changes. 3. Accommodate local procedural changes.

Add c. ERAM: Add 1. Within 40 NM of the preferred sensor.

Add 2. The 3 NM separation area is displayable on the video map.

Add 3. The aircraft alert volume is adapted for 3 NM separation.

Add d. Non-ERAM: All sort boxes within 40 miles of the antenna are adapted to that site as preferred and with the single site indicator set to permit the use of 3 NM radar separation.

OLD NEW 8-2-2. ADAPTED ALTIMETER SETTINGS 8-2-2. ADAPTED ALTIMETER SETTINGS Ensure a current altimeter setting from the adapted Ensure a current altimeter setting from the adapted reporting station for each radar sort box or reporting station for each radar sort box / geographic area is input into the center’s computer. surveillance sort cell or geographic area is input When an altimeter setting for an adapted reporting into the center’s computer. When an altimeter station cannot be obtained, enter the altimeter setting for an adapted reporting station cannot be setting from the appropriate alternate reporting obtained, enter the altimeter setting from the station. appropriate alternate reporting station.

OLD NEW 8-2-4. CONFLICT ALERT FUNCTION 8-2-4. CONFLICT ALERT (CA) FUNCTION PARAMETERS PARAMETERS a. Use the nominal value of parameters specified a. Use the approved CA preset values as defined in NAS Configuration Management Documents for in the ERAM Site Adaptation Manual (SAM) the CA function unless a waiver to adjust parameter unless otherwise approved by the En Route and value is received from the En Route and Oceanic Oceanic Safety and Operation Support Office.

Safety and Operation Support Office.

b. Facility air traffic managers are authorized to b. Facility air traffic managers are authorized to inhibit the display of CA at specified sectors and inhibit the display of CA at specified sectors.

within ERAM Aircraft Alert Volumes (AAVs) .

OLD NEW 8-2-5. MODE C INTRUDER (MCI) ALERT 8-2-5. MODE C INTRUDER (MCI) ALERT PARAMETERS PARAMETERS a. Use the nominal value of parameters specified a. Use the approved MCI CA preset values as in the NAS Configuration Management Document defined in the ERAM Site Adaptation Manual for the MCI Alert function, except the base altitude (SAM) unless otherwise approved by the parameter, unless a waiver to adjust parameter En Route and Oceanic Safety and Operations value is received from the En Route and Oceanic Support Office.

Safety and Operations Support Office.

Briefing Guide BG − 13 12/10/15 JO 7210.3Z OLD NEW 8-2-6. E-MSAW ADAPTATION 8-2-6. E-MSAW ADAPTATION Ensure that all internal airspace is adapted for Ensure that all internal airspace is adapted for E-MSAW processing. Ensure that the altitude E-MSAW processing. Ensure that the internal information adapted in the polygons agrees with the altitude information adapted in the polygons agrees MIA sector charts and that the automation is with the MIA sector charts and is in accordance adapted in accordance with the appropriate NAS with the ERAM Site Adaptation Manual.