Section 4. Services
10-4-1. AUTOMATIC TERMINAL INFORMATION SERVICE (ATIS)
a. ATIS
provides advance noncontrol airport/terminal area and meteorological
information for use by aircraft arriving and departing and operating within
the terminal area. This can be accomplished by data link text, available
upon request, and/or a voice message recording, which is a repetitive
broadcast on a voice outlet.
b. Assign ATIS
responsibilities to a specific position of operation. These shall include
updating ATIS messages and disseminating current messages to pertinent
positions of operation.
c. Before
transmitting, the voice and/or text message shall be reviewed to ensure
content is complete and accurate. When appropriate, the voice/text shall be
cross checked to ensure the message contents is the same. In a conventional
controller prepared voice recording, ensure the speech rate does not exceed
100 words per minute, the enunciation is of the highest quality, and each
part of the message is easily understood. When feasible, the review of the
message should be made by a person other than the one who prepared the
original, preferably a supervisor or CIC.
d. Specific
sequential portions of the alphabet may be assigned between facilities or
for an arrival and departure ATIS when confusion could result from using the
entire alphabet for each ATIS.
1. A LOA shall
be established between facilities designating the ATIS codes which will be
used by each facility.
2. A facility
directive shall be developed designating the ATIS alphabet codes which will
be used by each facility or for an arrival and departure ATIS.
REFERENCE-
FAAO JO 7110.65, Para 2-9-1, Application.
EXAMPLE-
Departure ATIS codes could be assigned codes of "Alfa" through "Mike" and
arrival ATIS codes assigned "November" through "Zulu." The ATIS codes may
also be divided between facilities.
e. Make ATIS
messages a matter of record on facility recorders. If not possible, retain a
written record of each message in the facility's files for 15 days.
f. Keep
messages as brief and as concise as possible. Optimum duration of up to 30
seconds should not be exceeded unless required for message content
completeness.
g. During the
hours of operation, part-time towers that have ATIS capabilities and ASOS/AWOS
ground to air broadcast capability, shall ensure that the latest METAR/SPECI
weather sequence is broadcast only on ATIS. ASOS/AWOS shall not be allowed
to broadcast weather concurrent with ATIS.
h. During the
hours of nonoperation, part-time towers that have ATIS capabilities should
record for continuous broadcast the following information:
NOTE-
Those facilities that have ASOS/AWOS broadcast capability shall allow
the automated weather report to be broadcast on the ASOS/AWOS frequency in
the one minute update mode and include the applicable information in
subparas 10-4-1h, 1 thru 5 at the time of closing.
1. The local
tower hours of operation.
2. ASOS/AWOS
frequency.
3. The
appropriate common traffic advisory frequency (CTAF).
4. The
frequency for operating radio controlled approach lights.
5. The FAA
facility and frequency for additional information.
EXAMPLE-
(Name of tower) tower hours of operation are (time) local time to (time)
local time. The frequency for automated weather is (frequency). The common
traffic advisory frequency is (frequency). Pilot operated approach lighting
is available on (frequency). For additional information contact (name of
approach control or center) on (frequency).
10-4-2. PRETAXI
CLEARANCE PROCEDURES
a. If a need
exists, facilities should develop pretaxi clearance procedures for departing
IFR aircraft. Use of CD frequency is desirable for implementing such
procedures. However, facilities without CD frequency may use GC frequency
for pretaxi clearance if the service can be provided without derogating the
primary function of GC. When developing pretaxi clearance procedures, do the
following:
1. Coordinate the proposed procedures with the airport users.
2. Inform
System Safety and Procedures, when procedures are implemented.
b. Include the
following in pretaxi procedures:
1. The
procedures are not mandatory.
2. The pilot
calls CD or GC not more than 10 minutes before proposed taxi time.
3. The IFR
clearance or the delay information should be issued at the time of initial
callup.
4. When the IFR
clearance is issued on CD frequency, the aircraft is changed to GC for taxi
clearance.
5. Normally,
the pilot need not inform GC of having received IFR clearance on CD
frequency. Some high activity towers with unique operating position
arrangements or operating conditions may require the pilot to inform GC of a
portion of his/her routing or that he/she has received his/her IFR
clearance.
10-4-3. GATE HOLD
PROCEDURES
a. The
objective of gate hold procedures is to restrict departure delays to 15
minutes or less after engine start and taxi time. Facility air traffic
managers shall ensure gate hold procedures and departure delay information
are made available to all pilots prior to engine startup. Implement gate
hold procedures when departure delays exceed or are expected to exceed 15
minutes.
b. Facility air
traffic managers shall meet with airport management and users to develop
local gate hold procedures at airports that have identified the need and
where air traffic operations dictate. Gate hold procedures, when required,
will be developed in accordance with limitations imposed by local
conditions. Include the following general provisions in the procedures when
gatehold procedures are established.
1. Pilots shall
contact GC/CD prior to starting engines to receive start time or taxi time,
as appropriate. The sequence for departure shall be maintained in accordance
with the initial callup unless modified by flow control restrictions.
2. Develop
notification procedures for aircraft unable to transmit without engine(s)
running.
NOTE-
Inability to contact GC/CD prior to engine start shall not be justification
to alter the departure sequence.
3. The operator
has the final authority to decide whether to absorb the delay at the gate,
have the aircraft towed to another area, or taxi to a delay absorbing area.
4. GC/CD
frequency is to be monitored by the pilot. A new proposed engine start time
or taxi time shall be issued if the delay changes.
10-4-4. ADVISORY
SERVICE TO ARRIVING VFR FLIGHTS
When it is desirable
to reduce the workload at the LC position, procedures should be established
whereby arriving aircraft make their first contact with the control tower on
the approach control frequency, regardless of weather, provided the
following conditions exist:
a. Approach
control and LC positions use separate frequencies.
b. ATC service
to IFR flights is not affected.
c. Use of the
procedure will not hinder the operation of VFR aircraft by requiring
excessive routing or spacing.
d.
Consideration is given to establishing radio contact points based on time or
distance rather than on landmarks with which some pilots may not be
familiar.
e. Where
possible, radio contact points and the routes between them and the airport
are different from those used by IFR flights.
f. Pilot
participation is encouraged rather than required, and compliance with the
procedures is not made mandatory.
10-4-5. PRACTICE
INSTRUMENT APPROACHES
a. VFR aircraft
practicing instrument approaches at the approach control's primary airport
shall be provided IFR separation in accordance with FAAO JO 7110.65, Air
Traffic Control, Chapter 4, Section 8, Approach Clearance Procedures.
NOTE-
The primary airport is the airport from which approach control service is
provided, except for remoted facilities where the facility air traffic
manager will designate the primary report.
b. IFR
separation to VFR aircraft in accordance with FAAO JO 7110.65, Chapter 4,
Section 8, Approach Clearance Procedures, shall be provided to all secondary
airports under the approach control's jurisdiction to the extent possible
within existing resources. Where separation service is provided to an
airport with an AFSS/FSS that provides LAA, or a nonapproach control tower,
provisions for handling such aircraft, including aircraft being provided DF
service, shall be included in a LOA.
c. Where
standard separation is not provided to VFR aircraft conducting practice
approaches, instruct the aircraft to maintain VFR and provide traffic
information.
d. At airports
where the tower does not provide approach control service, handle practice
instrument approaches in accordance with a LOA between the tower and the
facility providing approach control service.
e. Facilities
shall issue a letter to airmen advising the users of those airports where
standard separation is provided for VFR aircraft conducting practice
instrument approaches. The letter should specify which facility will handle
the aircraft practicing instrument approaches and include the appropriate
frequencies.
REFERENCE-
Para 4-5-2, Letters to Airmen.
10-4-6. SIMULTANEOUS
ILS/MLS APPROACHES
The concept for
conducting simultaneous ILS, MLS, or ILS and MLS approaches to parallel
runways with straight-in approaches is:
a. A separate
ILS/MLS system is required for each parallel runway. A minimum distance of
4,300 feet between centerlines is required when dual simultaneous MLS or ILS
front course approaches are used. A minimum distance of 5,000 feet between
centerlines is required for triple simultaneous ILS, MLS or ILS, and MLS
approaches at airports with field elevation less than 1,000 feet MSL. Other
integral parts of the total Simultaneous ILS/MLS Approach System include
radar, communications, ATC procedures, and appropriate airborne equipment.
b. When
simultaneous ILS/MLS approaches are being conducted, the pilot is expected
to inform approach control, prior to departing an outer fix, if the aircraft
does not have the appropriate airborne equipment or they do not choose to
conduct a simultaneous approach. Provide individual handling to such
aircraft.
c. Closely
monitor weather activity that could impact the final approach course.
Weather conditions in the vicinity of either final approach course may
dictate a change of the approach in use. (See subpara 10-1-6b Note,
Selecting Active Runways.)
d. All
turn-on's and final approaches are monitored by radar. Since the primary
responsibility for navigation rests with the pilot, instructions from the
controller are limited to those necessary to ensure separation between
aircraft. Information and instructions are issued, as necessary, to contain
the aircraft's flight path within the "Normal Operating Zone" (NOZ).
Aircraft which are observed to enter the "No Transgression Zone" (NTZ) are
instructed to alter course left or right, as appropriate, to return to the
desired course. Unless altitude separation is assured between aircraft,
immediate action must be taken by the controller monitoring the adjacent
parallel approach course to require the aircraft in potential conflict to
alter its flight path to avoid the deviating aircraft.
e. Missed
approach procedures are established with climbs on diverging courses. To
reduce the possibility of error, the missed approach procedure for a single
runway operation should be revised, as necessary, to be identical with that
of a simultaneous ILS/MLS operation.
f. The
following minimum radar and communications equipment shall be provided for
monitoring simultaneous ILS/MLS approaches:
1. One separate
airport surveillance radar display of a model currently certified for ATC
functions. A high-resolution, color monitor with alert algorithms, such as
the Final Monitor Aid or that required in the Precision Runway Monitor
program, shall be required as follows:
(a) At locations where triple simultaneous approaches are conducted to
parallel runways with centerlines separated by at least 4,300 feet but less
than 5,000 feet, and the airport field elevation is less than 1,000 feet MSL.
(b) At
locations where triple simultaneous approaches are conducted to parallel
runways with field elevation 1,000 feet MSL or greater require an approved
FAA aeronautical study.
2. Authorize
simultaneous ILS/MLS approaches to parallel dual runways with centerlines
separated by 3,000 feet with one localizer offset by 2.5 degrees using a
precision runway monitor system with a 1.0 second radar update system, and,
when centerlines are separated by 3,400 feet when precision runway monitors
are utilized with a radar update rate of 2.4 seconds or less.
3. The common
NOZ and NTZ lines between the final approach course centerlines shall be
depicted on the radar video map. The NTZ shall be 2,000 feet wide and
centered an equal distance from the final approach centerlines. The
remaining spaces between the final approach courses are the NOZs associated
with each course.
4. Establish
monitor positions for each final approach course which have override
transmit and receive capability on the appropriate control tower
frequencies. A check of the override capability at each monitor position
shall be completed before monitoring begins. Monitor displays shall be
located in such proximity to permit direct verbal coordination between
monitor controllers. A single display may be used for two monitor positions.
5. Facility
directives shall define the position responsible for providing the minimum
applicable longitudinal separation between aircraft on the same final
approach course.
g. Dual local
control positions, while not manda-tory, are desirable.
h. Where
possible, establish standard breakout procedures for each simultaneous
operation. If traffic patterns and airspace permit, the standard breakout
altitude should be the same as the missed approach altitude.
10-4-7. PRECISION
RUNWAY MONITOR-SIMULTANEOUS OFFSET INSTRUMENT APPROACHES
a. Precision
Runway Monitor-Simultaneous Offset Instrument Approaches (PRM-SOIA) may be
conducted at airports with dual parallel runways with centerlines separated
by at least 750 feet and less than 3,000 feet, with one straight-in
Instrument Landing System (ILS)/Microwave Landing System (MLS) and one
Localizer Directional Aid (LDA), offset by 2.5 to 3.0 degrees using a PRM
system with a 1.0 second radar update system in accordance with the
provisions of an authorization issued by the Director of Terminal Safety and
Operations Support in coordination with AFS. A high-resolution color monitor
with alert algorithms, such as a final monitor aid (FMA) shall be required.
b. Notification
procedures for pilots unable to accept an ILS PRM or LDA PRM approach
clearance have been established in accordance with Advisory Circular 90-98,
Simultaneous Closely Spaced Parallel Operations Airports Using Precision
Runway Monitor Systems.
c. Closely
monitor weather activity that could impact the final approach course.
Weather conditions in the vicinity of either final approach course may
dictate a change of the approach in use. (See para 10-1-6, Selecting Active
Runways, subpara b Note.)
d. All turn-ons
and final approaches are monitored by radar. Since the primary
responsibility for navigation rests with the pilot, instructions from the
controller are limited to those necessary to ensure separation between
aircraft and to prevent aircraft from penetrating the NTZ. Information and
instructions are issued, as necessary, to contain the aircraft's flight path
within the Normal Operating Zone (NOZ). Aircraft which are observed
approaching the No Transgression Zone (NTZ) are instructed to alter course
left or right, as appropriate, to return to the desired course. Unless
altitude separation is assured between aircraft, immediate action must be
taken by the controller monitoring the adjacent parallel approach course to
require the aircraft in potential conflict to alter its flight path to avoid
the deviating aircraft.
e. Missed
approach procedures are established with climbs on diverging courses. To
reduce the possibility of error, the missed approach procedure for a single
runway operation should be revised, as necessary, to be identical with that
of the PRM-SOIA operation.
f. The following requirements shall be met for conducting PRM-SOIA:
1. All PRM, FMA,
ILS, LDA with glideslope, distance measuring equipment, and communications
frequencies must be fully operational.
2. The common
NOZ and NTZ lines between the final approach course centerlines shall be
depicted on the radar video map. The NTZ shall be 2,000 feet wide and
centered an equal distance from the final approach centerlines. The
remaining spaces between the final approach courses are the NOZs associated
with each course.
3. Establish
monitor positions for each final approach course that have override transmit
and receive capability on the appropriate control tower frequencies. A check
of the override capability at each monitor position shall be completed
before monitoring begins. Monitor displays shall be located in such
proximity to permit direct verbal coordination between monitor controllers.
A single display may be used for two monitor positions.
4. Facility
directives shall define the position responsible for providing the minimum
applicable longitudinal separation between aircraft on the same final
approach course.
g. Dual local
control positions, while not mandatory, are desirable.
h. Where
possible, establish standard breakout procedures for each simultaneous
operation. If traffic patterns and airspace permit, the standard breakout
altitude should be the same as the missed approach altitude.
i. Wake
turbulence requirements between aircraft on adjacent final approach courses
inside the LDA MAP are as follows (standard in-trail wake separation shall
be applied between aircraft on the same approach course):
1. When runways
are at least 2,500 feet apart, there are no wake turbulence requirements
between aircraft on adjacent final approach courses.
2. For runways
less than 2,500 feet apart, whenever the ceiling is greater than or equal to
500 feet above the MVA, wake vortex spacing between aircraft on adjacent
final approach courses need not be applied.
3. For runways
less than 2,500 feet apart, whenever the ceiling is less than 500 feet above
the MVA, wake vortex spacing between aircraft on adjacent final approach
courses as described in FAAO JO 7110.65, Air Traffic Control, para 5-5-4,
Minima, shall be applied unless acceptable mitigating techniques and
operational procedures are approved by the Director of Terminal Safety and
Operations Support pursuant to an AFS safety assessment. A request for a
safety assessment must be submitted to the Terminal Safety and Operations
Support Office through the service area office manager. The wake turbulence
mitigation techniques employed will be based on each airport's specific
runway geometry and meteorological conditions and implemented through local
facility directives.
4. All
applicable wake turbulence advisories must be issued.
j. A local
implementation team shall be established at each facility conducting
PRM-SOIA. The team should be comprised of representatives from the local
airport sponsor and other aviation organizations. The team will monitor
local operational integrity issues and report/refer issues for national
consideration as appropriate.
k. For any new
proposal to conduct PRM-SOIA, an operational need must be identified by the
ATC facility manager, validated by the service area office manager, and
forwarded to the Terminal Safety and Operations Support Office for
appropriate action. The statement of operational need should identify any
required site specific procedures.
10-4-8. REDUCED
SEPARATION ON FINAL
Separation between
aircraft may be reduced to 2.5 NM in-trail separation on the final approach
course within 10 NMs of the runway provided an average Runway Occupancy Time
(ROT) of 50 seconds or less is documented for each runway. ROT is the length
of time required for an arriving aircraft to 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 arrivals. The 250 arrivals
need not be consecutive, but shall contain a representative sample of the
types of aircraft that use the runway. Average ROT documentation shall be
revalidated, within 30 days, if there is a significant change in
runway/taxiway configuration, fleet mix, or other factors that may increase
ROT. Revalidation need not be done for situations that are temporary in
nature. Only the ROT for the affected runway(s) will need to be revalidated.
The revalidation documentation shall contain the following information for
each arrival:
a. Aircraft call sign.
b. Aircraft
type.
c. Time across
the threshold.
d. Time clear
of the runway.
e. Items c and
d above may be omitted if using a stopwatch. Record the total number of
seconds required for an aircraft to proceed from over the landing threshold
to a point clear of the runway when using a stopwatch.
REFERENCE-
FAAO JO 7110.65, Subpara 5-5-4f, Minima.
10-4-9. MINIMUM IFR
ALTITUDES (MIA)
At terminal facilities
that require minimum IFR altitude (MIA) charts, determine MIA information
for each control sector and display them at the sector. This shall include
off-airway minimum IFR altitude information to assist controllers in
applying 14 CFR Section 91.177 for off-airway vectors and direct route
operations. Facility air traffic managers shall determine the appropriate
chart/map method for displaying this information at the sector. Forward
charts and chart data records to Technical Operations Aviation System
Standards, National Flight Procedures, for certification and annual review.
NOTE-
1. For guidance in the preparation and review of Minimum IFR
Altitude charts see FAAO 7210.37, En Route Minimum IFR Altitude (MIA) Sector
Charts.
2. This may
be accomplished by appending the data on sector charts or MVA charts;
Special translucent sectional charts are also available. Special ordering
information is contained in FAAO 1720.23, Distribution of Aeronautical
Charts and Related Flight Information Publications. (Reference - para
3-8-2.) |