Provide airport traffic control service based only upon observed or known traffic and airport conditions.
NOTE -
When operating in accordance with CFR's, it is the responsibility of
the pilot to avoid collision with other aircraft. However, due to the limited
space around terminal locations, traffic information can aid pilots in
avoiding collision between aircraft operating within Class B, Class C,
or Class D surface areas and the terminal radar service areas, and transiting
aircraft operating in proximity to terminal locations.
Provide preventive control service only to aircraft operating in accordance with a letter of agreement. When providing this service, issue advice or instructions only if a situation develops which requires corrective action.
NOTE -
Preventive control differs from other airport traffic control in that
repetitious, routine approval of pilot action is eliminated. Controllers
intervene only when they observe a traffic conflict developing.
The local controller has primary responsibility for operations conducted on the active runway and must control the use of those runways. Positive coordination and control is required as follows:
{New-98-3 Revised February 26, 1998}
NOTE -
Exceptions may be authorized only as provided in paragraph 1-1-9,
Constraints Governing Supplements and
Procedural Deviations, and FAAO 7210.3, Use of Active Runways,
paragraph 10-1-7,
where justified by extraordinary circumstances at specific locations.
REFERENCE -
FAAO 7110.65, Constraints Governing Supplements and Procedural Deviations,
paragraph 1-1-9.
{New-98-3 Revised February 26, 1998}
FAAO 7210.3, Use of Active Runways, paragraph 10-1-7.
a. Ground control must obtain approval from local control before
authorizing an aircraft or a vehicle to cross or use any portion of an
active runway.
b. When the local controller authorizes another controller to
cross an active runway, the local controller shall verbally specify the
runway to be crossed preceded by the word "cross."
PHRASEOLOGY -
CROSS (runway) AT (intersection if necessary).
c. The ground controller shall advise the local controller when
the coordinated runway operation is complete. This may be accomplished
verbally or through visual aids as specified by a facility directive.
d. USA/USAF NOT APPLICABLE. Authorization for aircraft/vehicles
to taxi/proceed on or along an active runway, for purposes other than crossing,
shall be provided via direct communications on the appropriate local control
frequency. This authorization may be provided on the ground control frequency
after coordination with local control is completed for those operations
specifically described in a facility directive.
NOTE -
The USA and USAF establish local operating procedures in accordance
with USA and USAF directives.
e. The local controller shall coordinate with the ground controller
before using a runway not previously designated as active.
REFERENCE -
FAAO 7110.65, Coordination Between Local and Ground Controllers, paragraph
3-1-4.
3-1-4 Coordination Between Local and Ground Controllers
Local and ground controllers shall exchange information as necessary
for the safe and efficient use of airport runways and movement areas. This
may be accomplished via verbal means, flight progress strips, other written
information, or automation displays. As a minimum, provide aircraft identification
and applicable runway/intersection/taxiway information as follows:
a. Ground control shall notify local control when a departing
aircraft has been taxied to a runway other than one previously designated
as active.
REFERENCE -
FAAO 7110.65, Use of Active Runways, paragraph 3-1-3.
{New-98-3 Revised February 26, 1998}
FAAO 7210.3, Selecting Active Runways, paragraph 10-1-6.
b. Ground control shall notify local control of any aircraft taxied to an intersection for takeoff, unless departure from that intersection is specifically designated via prior coordination or facility directive as the standard operating procedure for the runway to be used. When standard procedures require departures to use a specific intersection, ground control shall notify local control when aircraft are taxied to other portions of the runway for departure.
REFERENCE -
FAAO 7110.65, Wake Turbulence Separation for Intersection Departures,
paragraph 3-9-7.
c. When the runways in use for landing/departing aircraft are not visible from the tower or the aircraft using them are not visible on radar, advise the local/ground controller of the aircraft's location before releasing the aircraft to the other controller.
3-1-5 Vehicles/Equipment/Personnel on Runways
a. Ensure that the runway to be used is free of all known ground
vehicles, equipment, and personnel before a departing aircraft starts takeoff
or a landing aircraft crosses the runway threshold.
b. Vehicles, equipment, and personnel in direct communications
with the control tower, may be authorized to operate up to the edge of
an active runway surface when necessary. Provide advisories as specified
in paragraph 3-1-6, Traffic Information, and paragraph 3-7-5, Precision
Approach Critical Area, as appropriate.
PHRASEOLOGY -
PROCEED AS REQUESTED; and if necessary, (additional instructions or
information)
NOTE -
Establishing hold lines/signs is the responsibility of the airport
manager. Standards for surface measurements, markings, and signs are contained
in the following Advisory Circulars: AC 150/5300-13, AC 150/5340-1, AC
150/5340-18, and AC 150/5340-1G. The operator is responsible to properly
position the aircraft, vehicle, or equipment at the appropriate hold line/sign
or designated point. The requirements in paragraph 3-1-12, Visually Scanning
Runways, remain valid as appropriate.
REFERENCE -
FAAO 7110.65, Runway Proximity, paragraph 3-7-4.
FAAO 7110.65, Touch-and-Go or Stop-and-Go or Low Approach, paragraph
3-8-2.
FAAO 7110.65, Altitude Restricted Low Approach, paragraph 3-10-10.
AC 150/5300-13, Airport Design.
{New-98-3 Added February 26, 1998}
AC 150/5340-1G, Standards for Airport Markings.
{New-98-3 Revised February 26, 1998}
14 CFR 91.129.
AIM, Obstruction Lights, paragraph 2-2-3.
P/CG, Runway in Use/Active Runway/Duty Runway.
a. Describe vehicles, equipment, or personnel on or near the movement area in a manner which will assist pilots in recognizing them.
EXAMPLE -
"Mower left of Runway Two Seven."
"Trucks crossing approach end of Runway Two Five."
"Workman on Taxiway Bravo."
"Aircraft left of Runway One Eight."
b. Describe the relative position of traffic in an easy to understand
manner, such as "to your right" or "ahead of you."
EXAMPLE -
"Traffic, U.S. Air MD-Eighty on downwind leg to your left."
"Kingair inbound from outer marker on straight-in approach to Runway
One Seven."
c. When using a certified tower radar display, you may issue
traffic advisories using the standard radar phraseology prescribed in paragraph
2-1-21, Traffic Advisories.
REFERENCE -
FAAO 7110.65, Altitude Restricted Low Approach, paragraph 3-10-10.
Determine the position of an aircraft before issuing taxi instructions or takeoff clearance.
NOTE -
The aircraft's position may be determined visually by the controller,
by pilots, or through the use of the ASDE.
3-1-8 Low Level Windshear Advisories
a. When low level windshear is reported by pilots or detected on any of the Doppler or Low Level Windshear Alert Systems (LLWAS), controllers shall issue the alert to all arriving and departing aircraft until the alert is broadcast on the ATIS and pilots indicate they have received the appropriate ATIS code. A statement shall be included on the ATIS for 20 minutes following the last report or indication of windshear.
REFERENCE -
FAAO 7110.65, PIREP Information, paragraph 2-6-3.
FAAO 7110.65, Content, paragraph 2-9-3.
FAAO 7110.65, Landing Information, paragraph 3-10-1.
PHRASEOLOGY -
LOW LEVEL WINDSHEAR ADVISORIES IN EFFECT.
b. At facilities without ATIS, ensure that windshear information
is broadcast to all arriving and departing aircraft for 20 minutes following
the last report or indication of windshear.
1. At locations equipped with LLWAS, the local controller shall
provide wind information as follows:
NOTE -
The LLWAS is designed to detect low level windshear conditions around
the periphery of an airport. It does not detect windshear beyond that limitation.
{New-98-3 Revised February 26, 1998}
REFERENCE -
FAAO 7210.3, Low Level Windshear Alert System (LLWAS), paragraph
10-3-3.
(a) If an alert is received, issue the centerfield wind
and the displayed field boundary wind.
PHRASEOLOGY -
WINDSHEAR ALERT. CENTERFIELD WIND (direction) AT (velocity). (Location
of sensor) BOUNDARY WIND (direction) AT (velocity).
(b) If multiple alerts are received, issue an advisory
that there are windshear alerts in two/several/all quadrants. After issuing
the advisory, issue the centerfield wind in accordance with paragraph 3-9-1,
Departure Information, followed by the field boundary wind most appropriate
to the aircraft operation.
PHRASEOLOGY -
WINDSHEAR ALERTS TWO/SEVERAL/ALL QUADRANTS. CENTERFIELD WIND (direction)
AT (velocity). (Location of sensor) BOUNDARY WIND (direction) AT (velocity).
(c) If requested by the pilot, issue specific field boundary
wind information even though the LLWAS may not be in alert status.
{New-98-3 Revised February 26, 1998}
NOTE -
The requirements for issuance of wind information remain valid
as appropriate under this paragraph, paragraph
3-9-1, Departure Information and paragraph 3-10-1, Landing Information.
2. LLWAS "Network Expansion" (LLWAS III) and LLWAS systems that
are integrated with TDWR provide the capability of displaying microburst
alerts, windshear alerts and wind information oriented to the threshold
or departure end of a runway. TDWR is designed to detect windshear and
microburst activity. The associated Ribbon Display, allows the controller
to read the displayed alert without any need for interpretation.
(a) If a windshear or microburst alert is received for
the runway in use, issue the alert information for that runway to arriving
and departing aircraft as it is displayed on the Ribbon Display.
PHRASEOLOGY -
(Runway)(arrival/departure)WINDSHEAR / MICROBURST ALERT, (windspeed)
KNOT GAIN / LOSS, (location).
EXAMPLE -
17A MBA 40K - 3MF
PHRASEOLOGY -
RUNWAY 17 ARRIVAL MICROBURST ALERT 40 KNOT LOSS 3 MILE FINAL.
EXAMPLE -
17D WSA 25K+ 2MD
PHRASEOLOGY -
RUNWAY 17 DEPARTURE WINDSHEAR ALERT 25 KNOT GAIN 2 MILE DEPARTURE
(b) If requested by the pilot or deemed appropriate by
the controller, issue the displayed wind information oriented to the threshold
or departure end of the runway.
PHRASEOLOGY -
(runway) DEPARTURE/THRESHOLD WIND (direction) AT (velocity).
(c) Alerts occurring on the edge of the system, or if
the system is unable to distinguish between windshear and microbursts;
an alert message will be displayed advising of a possible windshear outside
of the system network.
PHRASEOLOGY -
(appropriate wind or alert information) POSSIBLE WINDSHEAR OUTSIDE
THE NETWORK.
(d) If unstable conditions produce multiple alerts, issue
an advisory of multiple windshear/microburst alerts followed by specific
alert or wind information.
PHRASEOLOGY -
MULTIPLE WINDSHEAR/MICROBURST ALERTS (specific alert or wind information).
(e) When a microburst is detected, a statement shall be
included on the ATIS broadcast, "MICROBURST ADVISORIES IN EFFECT." This
item shall be included on the ATIS for at least 20 minutes following the
microburst alert.
{New-98-3 Revised February 26, 1998}
(f) The LLWAS "Network Expansion" is designed to operate with as many as 50 percent of the total sensors inoperative. When all three remote sensors designated for a specific runway arrival or departure wind display line are inoperative then the LLWAS-NE for that runway arrival/departure shall be considered out of service. When a specific runway arrival or departure wind display line is inoperative and wind shear/microburst activity is likely; (e.g.; frontal activity, convective storms, PIPEP's), a statement shall be included on the ATIS, "WIND SHEAR AND MICROBURST INFORMATION FOR RUNWAY (runway number) ARRIVAL/DEPARTURE, NOT AVAILABLE."
NOTE -
The geographic situation display (GSD) is a supervisory planning tool
and is not intended to be a primary tool for microburst or windshear alerts.
3-1-9 Use of Tower Radar Displays
{New-98-8 Revised August 13, 1998}
a. Uncertified tower display workstations shall be used only as an aid to assist controllers in visually locating aircraft or in determining their spacial relationship to known geographical points. Radar services and traffic advisories are not to be provided using uncertified tower display workstations. General information may be given in an easy to understand manner, such as "to your right" or "ahead of you."
{New-98-8 Added August 13, 1998}
EXAMPLE -
"Follow the aircraft ahead of you passing the river at the stacks."
"KingAir passing left to right."
{New-98-8 Added August 13, 1998}
REFERENCE -
FAAO 7210.3, FUNCTIONAL USE OF TOWER DISPLAYS, Paragraph 10-5-3.
{New-98-8 Added August 13, 1998}
b. Local controllers may use certified tower radar displays for
the following purposes:
1. To determine an aircraft's identification, exact location,
or spatial relationship to other aircraft.
NOTE -
This authorization does not alter visual separation procedures. When
employing visual separation, the provisions of paragraph 7-2-1, Visual
Separation, apply unless otherwise authorized by AAT-1.
REFERENCE -
FAAO 7110.65, Primary Radar Identification Methods, paragraph 5-3-2.
FAAO 7110.65, Beacon Identification Methods, paragraph 5-3-3.
FAAO 7110.65, ARTS/PIDP Identification Methods, paragraph 5-3-4.
2. To provide aircraft with radar traffic advisories.
3. To provide a direction or suggested headings to VFR aircraft
as a method for radar identification or as an advisory aid to navigation.
PHRASEOLOGY -
(Identification), PROCEED (direction)-BOUND, (other instructions
or information as necessary),
or
(identification), SUGGESTED HEADING (degrees), (other instructions
as necessary).
NOTE -
It is important that the pilot be aware of the fact that the directions
or headings being provided are suggestions or are advisory in nature. This
is to keep the pilot from being inadvertently mislead into assuming that
radar vectors (and other associated radar services) are being provided
when, in fact, they are not.
4. To provide information and instructions to aircraft operating
within the surface area for which the tower has responsibility.
EXAMPLE -
"Turn base leg now."
NOTE -
Unless otherwise authorized, tower radar displays are intended to be
an aid to local controllers in meeting their responsibilities to the aircraft
operating on the runways or within the surface area. They are not intended
to provide radar benefits to pilots except for those accrued through a
more efficient and effective local control position. In addition, local
controllers at nonapproach control towers must devote the majority of their
time to visually scanning the runways and local area; an assurance of continued
positive radar identification could place distracting and operationally
inefficient requirements upon the local controller. Therefore, since the
requirements of paragraph 5-3-1, Application, cannot be assured, the radar
functions prescribed above are not considered to be radar services and
pilots should not be advised of being in "radar contact."
{New-98-8 Redesignated August 13, 1998. Was b.}
c. Additional functions may be performed provided the procedures
have been reviewed and authorized by appropriate management levels.
REFERENCE -
FAAO 7110.65, Minima, paragraph 5-5-3.
When requested by a pilot or when you deem it necessary, inform an aircraft of any observed abnormal aircraft condition.
PHRASEOLOGY -
(Item) APPEAR/S (observed condition).
EXAMPLE -
"Landing gear appears up."
"Landing gear appears down and in place."
"Rear baggage door appears open."
3-1-11 Surface Area Restrictions
a. If traffic conditions permit, approve a pilot's request to cross Class C or Class D surface areas or exceed the Class C or Class D airspace speed limit. Do not, however, approve a speed in excess of 250 knots (288 mph) unless the pilot informs you a higher minimum speed is required.
NOTE -
Part 91.117 permits speeds in excess of 250 knots (288 mph) when so
required or recommended in the airplane flight manual or required by normal
military operating procedures.
REFERENCE -
FAAO 7110.65, Surface Areas, paragraph 2-1-16.
b. Do not approve a pilot's request or ask a pilot to conduct
unusual maneuvers within surface areas of Class B, C, or D airspace if
they are not essential to the performance of the flight.
EXCEPTION:
A pilot's request to conduct aerobatic practice activities may be approved,
when operating in accordance with a letter of agreement, and the activity
will have no adverse affect on safety of the air traffic operation or result
in a reduction of service to other users.
{New-98-3 Revised February 26, 1998}
REFERENCE -
FAAO 7210.3, Aerobatic Practice Areas, paragraph 5-4-7.
NOTE -
These unusual maneuvers include unnecessary low passes, unscheduled
flybys, practice instrument approaches to altitudes below specified minima
(unless a landing or touch-and-go is to be made), or any so-called "buzz
jobs" wherein a flight is conducted at a low altitude and/or a high rate
of speed for thrill purposes. Such maneuvers increase hazards to persons
and property and contribute to noise complaints.
3-1-12 Visually Scanning Runways
a. Local controllers shall visually scan runways to the maximum
extent possible.
b. Ground control shall assist local control in visually scanning
runways, especially when runways are in close proximity to other movement
areas.
3-1-13 Establishing Two-Way Communications
Pilots are required to establish two-way radio communications before entering the Class D airspace. If the controller responds to a radio call with "(a/c callsign) standby," radio communications have been established and the pilot can enter the Class D airspace. If workload or traffic conditions prevent immediate provision of Class D services, inform the pilot to remain outside the Class D airspace until conditions permit the services to be provided.
PHRASEOLOGY -
(a/c callsign) REMAIN OUTSIDE DELTA AIRSPACE AND STANDBY.
REFERENCE -
FAAO 7110.65, Visual Separation, paragraph 7-2-1.
3-1-14 Ground Operations When Volcanic Ash Is Present
When volcanic ash is present on the airport surface, and to the
extent possible:
a. Avoid requiring aircraft to come to a full stop while taxiing.
b. Provide for a rolling takeoff for all departures.
NOTE -
When aircraft begin a taxi or takeoff roll on ash contaminated surfaces,
large amounts of volcanic ash will again become airborne. This newly airborne
ash will significantly reduce visibility and will be ingested by the engines
of following aircraft.
REFERENCE -
AIM, Flight Operations in Volcanic Ash, paragraph 7-5-7.