Table of Contents

Paragraph Number	Title
3-3-5	BRAKING ACTION ADVISORIES
3-6-2	IDENTIFICATION
3-9-9	TAKEOFF CLEARANCE
5-1-3	RADAR USE
8-9-3	LONGITUDINAL SEPARATION

1. PARAGRAPH NUMBER AND TITLE: 3-3-5. BRAKING ACTION ADVISORIES

2. BACKGROUND: Flight Standards has implemented a new policy for airplane operators engaged in air transportation that requires additional assessment of landing distance requirements based on the conditions present at the time of arrival. This policy requires that the flight crew calculate their required landing distance accounting for the runway contamination type and depth, or most recent braking action report for the runway to be used under the landing performance assessment policy. Some aircraft will begin to be restricted when braking action reports of "fair" are received. With the current Air Traffic Control (ATC) threshold of "poor" for placing advisory information on the Automatic Terminal Information Service (ATIS) the flight crews of these aircraft would not have any indication that they may be runway restricted until actually making radio contact with the tower controller. This late information could add additional workload for the flight crew at a very critical time of flight, and potentially lead to an unnecessary go-around with the resultant effects on the ATC workload. Therefore we are taking action to change the trigger for "BRAKING ACTION ADVISORIES ARE IN EFFECT" on the ATIS to any time a "fair" or worse braking action report is received.

3. CHANGE:

OLD		NEW
3-3-5. BRAKING ACTION ADVISORIES		3-3-5. BRAKING ACTION ADVISORIES
a. When runway braking action reports are received from pilots or the airport management which include the terms "poor" or "nil" or whenever weather conditions are conducive to deteriorating or rapidly changing runway conditions, include on the ATIS broadcast the statement "Braking Action Advisories are in effect."		a. When runway braking action reports are received from pilots or the airport management which include the terms "fair," "poor," or "nil" or whenever weather conditions are conducive to deteriorating or rapidly changing runway conditions, include on the ATIS broadcast the statement "Braking Action Advisories are in effect."
*REFERENCE-* through b2PHRASEOLOGY-		No Change
3. Advise the airport management that runway braking action reports of "poor" or "nil" have been received.		3. Advise the airport management that runway braking action reports of "fair," "poor," or "nil" have been received.

1. PARAGRAPH NUMBER AND TITLE: 3-6-2. IDENTIFICATION

2. BACKGROUND: ASDE provides a display to controllers on the position/location of aircraft/vehicles on the airport surface area. Its usage for providing positive control instruction requires that false alerts be positively identified as false targets. Under certain circumstances, such as rain or multipath, the radar may interpret and display false targets. Temporary Track Drop is used to temporarily prevent processing of false targets in specific selected areas without a radius of 20 to 100 feet. A Temporary Track Drop Area remains active for a specified amount of time from 2 seconds up to 24 hours. When it is activated over a specific site, new target tracks will not be generated. Therefore, after positive identification has occurred and Temporary Track Drop is activated, it shall be noted in the facility logs.

3. CHANGE:

OLD		NEW
3-6-2. IDENTIFICATION		3-6-2. IDENTIFICATION
a through b		No Change
Add		c. After positive verification that a target is false, through pilot/vehicle operator position report or controller visual observation, the track may be temporarily dropped, which will remove the target from the display and safety logic processing. A notation shall be made to FAA Form 7230-4, Daily Record of Facility Operation, when a track is temporarily dropped.

1. PARAGRAPH NUMBER AND TITLE: 3-9-9. TAKEOFF CLEARANCE

2. BACKGROUND: Radio communications transfer may occur prior to an aircraft crossing all runways en route to or reaching the approach end of the assigned runway. Stating the runway to be used in conjunction with a control instruction to an arriving or departing aircraft also enhances safety. Restating the crossing clearance decreases the likelihood of an aircraft departing the wrong runway.

3. CHANGE:

OLD		NEW
3-9-9. TAKEOFF CLEARANCE		3-9-9. TAKEOFF CLEARANCE
a. When only one runway is active, issue takeoff clearance.		a. When issuing a clearance for takeoff, first state the runway number followed by the takeoff clearance.
*PHRASEOLOGY-* CLEARED FOR TAKEOFF.		PHRASEOLOGY- RUNWAY (number), CLEARED FOR TAKEOFF.
Add		EXAMPLE- "RUNWAY TWO SEVEN, CLEARED FOR TAKEOFF."
*NOTE-* Turbine-powered aircraft may be considered ready for takeoff when they reach the runway unless they advise otherwise.		No Change
*REFERENCE-* FAAO JO 7110.65, Para 4-3-1, Departure Terminology.		No Change
b. When more than one runway is active, first state the runway number followed by the takeoff clearance.		b. If the takeoff clearance is issued before the aircraft has crossed all intersecting runways, restate the runway to be crossed with the takeoff clearance.
*PHRASEOLOGY-* RUNWAY (number), CLEARED FOR TAKEOFF.		PHRASEOLOGY- CROSS RUNWAY (number), RUNWAY (number) CLEARED FOR TAKEOFF.
*EXAMPLE-* "RUNWAY TWO SEVEN, CLEARED FOR TAKEOFF."		EXAMPLE- "CROSS RUNWAY TWO FOUR LEFT, RUNWAY TWO FOUR RIGHT, CLEARED FOR TAKEOFF."

1. PARAGRAPH NUMBER AND TITLE: 5-1-3. RADAR USE

2. BACKGROUND: This change incorporates editorial clarifications to subparagraphs 5-1-3a2(b) and (c), previously addressed in GENOT 6/08, N 7110.437, Change to Order 7110.65R, Air Traffic Control, Paragraph 5-1-3a2, subparagraphs (a), (b), and (c), that expired on February 15, 2007. Additionally, this change clarifies that the requirement in subparagraph (c), to advise pilots when secondary radar is the only source of radar data, applies to terminal facilities only.

3. CHANGE:

OLD		NEW
5-1-3. RADAR USE		5-1-3. RADAR USE
Title through a1REFERENCE-		No Change
2. Outside Class A airspace, or where mix of Class A airspace/non-Class A airspace exists, only when:		No Change
(a) Additional coverage is provided by secondary radar beyond that of the primary radar, or		No Change
(b) The primary radar is temporarily unusable or out of service. Advise pilots when these conditions exist, or		No Change
Add		PHRASEOLOGY- PRIMARY RADAR UNAVAILABLE (describe location). RADAR SERVICES AVAILABLE ON TRANSPONDER EQUIPPED AIRCRAFT ONLY.
Add		NOTE- 1. Advisory may be omitted when provided on ATIS and pilot indicates having ATIS information.
		2. This provision is to authorize secondary radar only operations where there is no primary radar available and the condition is temporary.
(c) A secondary radar system is the only source of radar data for the area of service. When the system is used for separation, beacon range accuracy is assured, as provided in para 5-1-4, Beacon Range Accuracy. Advise pilots when these conditions exist.		(c) A secondary radar system is the only source of radar data for the area of service. When the system is used for separation, beacon range accuracy is assured, as provided in para 5-1-4, Beacon Range Accuracy. *TERMINAL.* Advise pilots when these conditions exist.
*PHRASEOLOGY-* PRIMARY RADAR UNAVAILABLE (describe location). RADAR SERVICES AVAILABLE ON TRANSPONDER EQUIPPED AIRCRAFT ONLY.		Delete
NOTE- 1. Advisory may be omitted when provided on ATIS and pilot indicates having ATIS information.		*NOTE-* Advisory may be omitted when provided on ATIS or by other appropriate notice to pilots.
2. This provision is to authorize secondary radar only operations where there is no primary radar available and the condition is temporary.		Delete

1. PARAGRAPH NUMBER AND TITLE: 8-9-3. LONGITUDINAL SEPARATION

2. BACKGROUND: Change 2 to FAAO 7110.65, Paragraph 8-9-3, Longitudinal Separation, allowed 10 minutes separation between aircraft operating in the Pacific ICAO Region. Notice 7110.472, Longitudinal Separation, clarifies that 10 minutes separation is only applicable to turbojet aircraft on the same track. The basic longitudinal separation between aircraft remains 15 minutes. While Change 2 was predicated on turbojet aircraft conducting operational trials in the Oakland Oceanic FIR for several years, the same safety case can be made for turbojet aircraft operating in the Anchorage Oceanic FIR. Consequently, effective with Notice 7110.472, FAA began operational trials, monitoring of data and appropriate safety case development to support the application of 10 minutes separation between turbojet aircraft on the same course operating in the Anchorage Oceanic FIR as well. Therefore, both Oakland and Anchorage Oceanic controllers may apply 10 minutes separation between turbojet aircraft operating on the same course.

3. CHANGE:

OLD		NEW
8-9-3. LONGITUDINAL SEPARATION		8-9-3. LONGITUDINAL SEPARATION
In accordance with Chapter 8, Offshore/Oceanic Procedures, Section 3, Longitudinal Separation, apply the following:		No Change
a. Minima based on time:		No Change
1. 10 minutes between aircraft; or		1. 15 minutes between aircraft; or
Add		2. 10 minutes between turbojet aircraft whether in level, climbing or descending flight, provided that the aircraft concerned follow the same track or continuously diverging tracks until some other form of separation is provided; or
2. The prescribed minima in accordance with para 8-3-3, Mach Number Technique.		3. The prescribed minima in accordance with para 8-3-3, Mach Number Technique.
Add		4. Reciprocal track aircraft - Where lateral separation is not provided, vertical separation shall be provided at least 10 minutes before and after the time the aircraft are estimated to pass or are estimated to have passed.