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. ERRATA
Due to an inadvertent error during the printing process, please take. action to destroy FAA Order 7400.2E, Procedures for Handling
Airspace Matters, Change 1, effective July 7, 2001. Please replace thatChange with this publication.
• CHANGEU.S. DEPARTMENT OF TRANSPORTATION I I
7400.2E eHG 1FEDERAL AVIATION ADMINISTRATION .
6/4/01
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SUBJ: FAA ORDER 7400.2, PROCEDURES FOR HANDLING AIRSPACE MATTERS
1. PURPOSE. This change transmits revised pages to Order 7400.2, Procedures for HandlingAirspace Matters, and a Briefing Guide.
2. DISTRIl;lUTION. This change is distributed to select offices in Washington headquarters,regional offices, the FAA Technical Center, the FAA Aeronautical Center, all air traffic fieldfacilities, international aviation field offices, and interested aviation public.
3. EFFECTIVED;ATE. July 7, 2001.
4. EXPLANATION OF CHANGES. This change conveys editorial corrections andorganizational name changes.
5. DISPOSITION OF TRANSMITTAL. Retain this transmittal until superseded by a newbasic order.
6. PAGE CONTROL CHART. See the Page Control Chart attachment.
John S. WalkerProgram Director,Air Traffic Airspace Management
Date: .jO,j~ ~ , '2..i>1> 1..
Distribution: ZAT-740; AMA-522; AML-350; ATA-10; ATA-400; SVC-121-23
7/7/01
PAGE CONTROL CHART
7400.2E CHG 1
July 7, 2001
7400.2E CHG 1
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REMOVE PAGES DATEDTable of Contents vii and viii 12/7/00Table of Contents xi and xii 12/7/001-1-1 12/7/001-2-1 12/7/001-2-2 12/7/001-2-3 12/7/001-2-4 12/7/002-2-1 12/7/002-5-1 12/7/002-5-2 12/7/002-6-1 12/7/002-6-2 12/7/002-7-1 12/7/002-7-2 12/7/003-1-1 12/7/003-3-1 12/7/003-3-2 12/7/004-2-1 12/7/004-5-1 12/7/004-5-2 12/7/005-2-1 12/7/005-2-2 12/7/005-2-3 12/7/005-2-4 12/7/006-3-1 12/7/006-3-2 12/7/006-3-3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12/7/006-3-4 12/7/006-3-5 12/7/006-3-6 12/7/006-3-11 " 12/7/006-3-12 12/7/006-3-13 12/7/006-3-14 12/7/006-3-15 12/7/006-3-16 12/7/006-3-21 12/7/006-3-22 12/7/006-3-23 12/7/006-3-24 12/7/006-3-31 12/7/006-3-32 12/7/006-3-37 12/7/00
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10-3-4. AIRSPACE FEASIBILITY STIJDY 10-3-310-3-5. ONSITE EVALUATION 10-3-310-3-6. FORMULATION OF FAA DETERMINATION 10-3-3
Section 4. AIRPORT CHARTING AND PUBLICATION OF AIRPORT DATA
10-4-1. POLICY " 10-4-110-4-2. RESPONSIBILITy 10-4-110-4-3. AIRPORT CHARTING 10-4-1
Chapter 11. EVALUATING AERONAUTICAL EFFCT
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Section 1. GENERAL
11-1-1. EXISTING AND PROPOSED OBJECTS 11-1-111-1-2. AIRPORT TRAFFIC PATTERNS 11-1-111-1-3. INSTRUMENT FLIGHT PROCEDURES 11-1-111-1-4. AIR TRAFFIC CONTROL PROCEDURES 11-1-111-1-5. SAFETY OF PERSONS AND PROPERTY ON
THE GROUND '" 11-1-111-1-6. NOISE CONSIDERATION 11-1-211-1-7. AERONAUTICAL ACTIVITY 11-1-211-1-8. WIND ROSE DATA 11-1-211-1-9. HELICOPTER INGRESS-EGRESS ROUTES 11-1-211-1-10. DISPLACED THRESHOLDS AND CHANGING
THE RUNWAY END 11-1-211-1-11. EXISTING AIRPORTS 11-1-3
Section 2. PROCESSING OF AIRPORT PROPOSALS BY REGIONAL AIRPORTS OFFICES
11-2-1. PROPOSALS '.' 11-2-111-2-2. AIRPORT LAYOUT PLANS (ALP) 11-2-211-2-3. NON-PART 157 PROPOSED CONSTRUCTION
OR ALTERATION ON NON-OBLIGATEDPUBLIC-USE AIRPORTS. . . . . . . . . . . . . . . . . . . . . . . . . . 11-2-2
11-2-4. FAA COORDINATION 11-2-211-2-5. NEGOTIATION WITH SPONSOR 11-2-311-2-6. CIRCULARIZATION 11-2-311-2-7. EVALUATE COMMENTS AND
AERONAUTICAL EFFECT 11-2-411-2-8. INFORMAL AIRSPACE MEETINGS 11-2-411-2-9. ISSUE DETERMINATION 11-2-4
Section 3. PROCESSING OF AIRPORT PROPOSALS BY REGIONAL FLIGHT STANDARDS OFFICES
11-3-1. EFFECT ON SAFETY OF FLIGHT 11-3-111-3-2. EFFECT ON SAFETY OF PERSONS AND
PROPERTY ON THE GROUND 11-3-111-3-3. ONSITE EVALUATIONS 11-3-1
Section 4. PROCESSING OF AIRPORT PROPOSALS BY REGIONAL FLIGHT PROCEDURES OFFICES
11-4-1. EFFECT ON INSTRUMENT PROCEDURES 11-4-111-4-2. CHANGE OF AIRPORT STATUS FROM VFR TO IFR 11-4-111-4-3. EVALUATION OF INSTRUMENT RUNWAY
DESIGNATIONS 11-4-1
vii
Section 5. PROCESSING OF AIRPORT PROPOSALS BYfIONAL AIRWAY FACILITIES OFFICES
11-5-1. ELECTROMAGNETIC OR LINE-OF- GHTINTERFERENCE. . . . . . . . . . . . . .. . 10-5-1
11-5-2. EVALUATION OF INSTRUMENT R AYDESIGNATION , 10-5-1
11-5-3. CHANGE IN AIRPORT STATUS FROM VFR TO IFR 10-5-111-5-4. AIRPORT PROPOSALS 10-5-1
Section 6. PROCESSING OF AIRPORT PROPOSALS BY REGIONAL AIR TRAFFIC OFFICES
11-6-1. EFFECT ON AIR TRAFFIC CONTROL OPERATIONS 11-6-111-6-2. COORDINATION , 11-6-111-6-3. AIRPORT TRAFFIC PATTERNS 11-6-111-6-4. PART 77 REVIEW 11-6-211-6-5. DESIGNATION OF INSTRUMENT RUNWAYICHANGE
IN AIRPORT STATUS VFR TO IFR 11-6-211-6-6. ONSITE EVALUATION 11-6-2
Chapter 12. AIRPORT DETERMINATIONSSection 1. GENERAL
12-1-1. RESPONSIBILITY 12-1-112-1-2. TERMINOLOGY 12-1-112-1-3. CONDITIONAL DETERMINATIONS 12-1-112-1-4. EXPIRATION DATES 12-1-212-1-5. STATEMENT IN DETERMINATIONS 12-1-212-1-6. AIRPORT MASTER RECORD. . . . . . . . . . . . . . . . . . . . . . . . .. 12-1-312-1-7. ADVISE FEDERAL AGREEMENT AIRPORT SPONSORS 12-1-312-1-8. DISSEMINATION OF STUDY RESULTS 12-1-312-1-9. REVIEW OF SENSITIVE OR CONTROVERSIAL CASES
AND PART 157 DETERMINATIONS 12-1-312-1-10. DISPOSAL OF FEDERAL SURPLUS REAL
PROPERTY FOR PUBLIC AIRPORT PURPOSES 12-1-4
Chapter 13. MILITARY, NASA, AND OTHER AGENCYAIRPORT PROPOSALS
7400.2E CHG 1 7/7/01
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•Section 1. GENERAL
13-1-1. PRIOR NOTICE TO FAA 13-1-113-1-2. FORM OF NOTICE 13-1-113-1-3. FAA HEADQUARTERS REVIEWS 13':1-113-1-4. REGIONAL OFFICE REVIEW 13-1-113-1-5. MILITARY PROPOSALS OTHER THANMCP 13-1-1
Part 4. TERMINAL AND ENROUTE AIRSPACEChapter 14. DESIGNATION OF AIRSPACE CLASSES
Section 1. GENERAL
14-1-1. PURPOSE 14-1-114-1-2. DEFINITIONS 14-1-114-1-3. GOVERNING CRITERIA 14-1-214-1-4. FRACTIONAL MILES , 14-1-214-1-5. AIRSPACE LEGAL DESCRIPTION 14-1-2
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7/7/01 7400.2E CHG 1
20-1-8. MINIMUM EN ROUTE ALTITUDES (MEA) 20-1-220-1-9. PROCEDURAL REQUIREMENTS 20-1-220-1-10. ACTION TO RAISE BASE OF TRANSITIONAL AREAS 20-1-2
Section 2. FLIGHT INSPECTION REQIDREMENTS
20-2-1. REQUEST FOR FLIGHT INSPECTION DATA 20-2-120-2-2. FLIGHT INSPECTION DATA DISTRIBUTION 20-2-120-2-3. FLIGHT INSPECTION REQUESTS 20-2-120-2-4. FLIGHT INSPECTION REPORT " 20-2-1
Section 3. LOWIMEDIUM FREQUENCY AND VOR AIRWAYS
20-3-1. NAVAID SPACING 20-3-120-3-2. VERTICAL AND LATERAL EXTENT 20-3-120-3-3. WIDTH REDUCTIONS 20-3-1
Section 4. JET ROUTES
20-4-1. DESIGNATION 20-4-120-4-2. NAVAID SPACING 20-4-120-4-3. JET ROUTE WIDTH 20-4-1
Section 5. AREA NAVIGATION ROUTES
20-5-1. DISCUSSION 20-5-120-5-2. WAYPOINT CRITERIA 20-5-120-5-3. LATERAL PROTECTED AIRSPACE CRITERIA FOR
RNAV EN ROUTE SEGMENTS 20-5-120-5-4. EN ROUTE TURN PROTECTION CRITERIA. . . . . . . . . . . .. 20-5-1
Part 5. SPECIAL USE AIRSPACE
Chapter 21. GENERAL
Section 1. POLICY
21-1-1. PURPOSE 21-1-121-1-2. SCOPE 21-1-121-1-3. DEFINITION AND TYPES 21-1-121-1-4. CATEGORIES 21-1-121-1-5. SUA APPROVAL AUTHORITY 21-1-121-1-6. MINIMUM NUMBERS AND VOLUME 21-1-121-1-7. OPTIMUM USE OF AIRSPACE " 21-1-121-1-8. JOINT-USE POLICY 21-1-121-1-9. ENVIRONMENTAL ANALYSIS 21-1-221-1-10. CONTROLLING AGENCy 21-1-221-1-11. USING AGENCY 21-1-221-1-12. WAIVERS 21-1-221-1-13. PUBLIC NOTICE PROCEDURES 21-1-221-1-14. SUA NONRULEMAKING CIRCULARS 21-1-321-1-15. CHARTING AND PUBLICATION REQUIREMENTS 21-1-421-1-16. CERTIFICATION OF SUA GEOGRAPHIC
POSITIONAL DATA 21-1-421-1-17. LEAD REGION 21-1-4
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Section 2. SUA LEGAL DESCRIPTIONS
21-2-1. GENERAL 21-2-121-2-2. LATERAL BOUNDARIES 21-2-121-2-3. VERTICAL LIMITS 21-2-121-2-4. TIMES OF USE 21-2-221-2-5. CONTROLLING AGENCY , 21-2-221-2-6. USING AGENCY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 21-2-321-2-7. SUA LEGAL DESCRIPTION AMENDMENTS. . . . . . . . . . . .. 20-2-3
Section 3. SUA PROPOSALS
21-3-1. GENERAL 21-3-121-3-2. CLASSIFIED INFORMATION 21-3-121-3-3. PROPOSAL CONTENT 21-3-121-3-4. ABBREVIATED PROPOSALS 21-3-3
Section 4. COORDINATION OF PROPOSALS
21-4-1. POLICY 21-4-121-4-2. PROPOSAL PRE-COORDINATION 21-4-121-4-3. ATC FACILITY COORDINATION 21-4-121-4-4. SUBMISSION OF PROPOSALS , 21-4-1
Section 5. REGIONAL ACTIONS
21-5-1. GENERAL 21-5-121-5-2. REGIONAL PROCESSING REQUIREMENTS. . . . . . . . . . . .. 21-5-121-5-3. AERONAUTICAL IMPACT CONSIDERATION 21-5-221-5-4. ENVIRONMENTAL DOCUMENT REVIEW 21-5-221-5-5. REGIONAL DETERMINATION 21-5-221-5-6. DISAPPROVAL OF PROPOSALS 21-5-221-5-7. SUBMISSION OF APPROVAL RECOMMENDATIONS
TO FAA HEADQUARTERS 21-5-221-5-8. HANDLING OF PROPOSALS TO
REDUCE OR REVOKE SUA 21-5-321-5-9. FAA INITIATED SUA PROPOSALS 21-5-3
Section 6. AERONAUTICAL STUDY
21-6-1. PURPOSE 21-6-121-6-2. POLICY 21-6-121-6-3. CONTENT OF STUDY 21-6-1
Section 7. RESTRICTED AREA AND MOA ANNUAL UTILIZATION REPORTS
21-7-1. PURPOSE 21-7-121-7-2. REPORTING REQUIREMENTS 21-7-121-7-3. SUPPLEMENTARY REPORTS 21-7-121-7-4. UTILIZATION REPORT TERMS 21-7-121-7-5. REVIEW REQUIREMENT 21-7-221-7-6. REVIEW SUMMARY 21-7-2
Section 8. SUA REVIEW AND ANALYSIS
21-8-1. GENERAL 21-8-121-8-2. POLICY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21-8-121-8-3. SOURCES OF INFORMATION 21-8-1
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Part 1. GENERAL PROCEDURES FORAIRSPACE MANAGEMENT
Chapter 1. BASIC
Section 1. INTRODUCTION
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1-1-1. PURPOSE
a. This order prescribes policy, criteria,guidelines, and procedures applicable to the AirTraffic Airspace Management Program, ATA;Spectrum Policy and Management, ASR; Officeof Airport Planning and Programming, APP;Office of Airport Safety and Standards, AAS;Aviation System Standards, AVN; and FlightStandards Service, AFS.
b. This order also applies to all regional andfield organizational elements involved inru1emaking and nonru1emaking actionsassociated with airspace allocation andutilization, obstruction evaluation, obstructionmarking and lighting, airport airspace analysis,and the management of air navigation aids.
c. While this order provides procedures forhandling airspace matters, additional proceduresand criteria to supplement those containedherein may be set forth in other directives andshould be consulted.
1-1-2. DISTRIBUTION
This order is distributed to select offices inWashington headquarters, the Office ofCommercial Space Transportation, regional AirTraffic, Airway Facilities, Flight Standards,Airports Divisions, the William J. HughesTechnical Center, the Mike MonroneyAeronautical Center, Aviation SystemStandards, all field facilities, internationalaviation field offices, and interested aviationpublic.
1-1-3. CANCELLATION
a. This order cancels FAA Order(FAAO) 7400.2D, Procedures for HandlingAirspace Matters, dated September 16, 1993.
b. The following Policy Memorandums arealso cancelled:
1. 89-001, FCC Marking and LightingCoordination, dated February 23, 1989;
2. 89-002, Airspace Determinations onSeaplane Bases Under Part 157, dated April 19,1989;
3. 89-005, Evaluating Aeronautical Effect,dated November 9, 1989;
4. 90-001, Evaluating Aeronautical Effect,dated January 9, 1990; and
5. 90-002, Aeronautical Studies, datedMarch 21, 1990.
1-1-4. EFFECTIVE DATE
This order is effective on December 7, 2000.
1-1-5. EXPLANATION OF CHANGES
a. This order has been revised to incorporatepreviously issued Policy Memorandums and hasbeen divided into six parts for ease of use andreferences. Further, several editorial changeshave been made to reflect organizationalchanges, as well as policy and proceduralchanges.
b. If further information is desired, pleasedirect questions through the appropriatefacility/regional office to the headquarters officeof primary responsibility.
1-1-6. CHANGE AUTHORITY
The Program Director, Air Traffic AirspaceManagement, ATA-1, will issue changes to thisdirective after obtaining concurrence from theaffected headquarters offices/services listed inthe foreword.
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Section 2. AUTHORITY AND ORDER USE
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1-2-1. POLICY
The navigable airspace is a limited nationalresource that Congress has charged the FederalAviation Administration (FAA) to administer inthe public interest as necessary to ensure the safeand efficient use of aircraft. Although the FAAmust protect the public's right of freedom oftransit through the airspace, full considerationshall be given to all airspace users, to includenational defense, commercial and generalaviation, and space operations. Accordingly,while a sincere effort shall be made to negotiateequitable solutions to conflicts over the use ofthe airspace for non-aviation purposes,preservation of the navigable airspace foraviation shall be the primary emphasis.
1-2-2. AUTHORITY AND APPLICABILITY
The authority for the procedures and associatedrules and regulations addressed in this order areprovided in 49 U.S.C. Subtitle VII, AviationPrograms, Part A - Air Commerce and Safety,and Part B - Airport Development and Noise:
a. Section 40101, Policy;
b. Section 40102, Definitions;
c. Section 40103, Sovereignty and Use ofAirspace, and the Public Right of Transit;
d. Section 40106(a), Deviations FromRegulations;
e. Section 40109, Authority to Exempt;
f. Section 40113, Administrative;
g. Section 44501(a), Long Range Plans andPolicy Requirements;
h. Section 44502, General Facilities andPersonnel Authority;
i. Section 44502(c), Military Construction,Rockets, and Missiles;
j. Section 44718, Structures Interfering withAir Commerce;
k. Section 44719, Standards for NavigationalAids;
I. Section 44720, Meteorological Services;
m. Section 44721, Aeronautical Maps andCharts;
1-2-1
n. Section 461 04(e), Designating Employeesto Conduct Hearings;
o. Section 46301, Civil Penalties;
p. Section 46308, Interference with AirNavigation;
q. Chapter 471, Airport Development - All ofSubchapters I and II; and
r. Chapter 475, Noise - All of Subchapters Iand II.
1-2-3. TITLE 14 CODE OF FEDERALREGULATIONS (CFR) REFERENCES
a. Part 11, General Rulemaking Procedures.
b. Part 71, Designation of Class A, Class B,Class C, Class D, and Class E airspace areas;airways; routes; and reporting points.
c. Part 73, Special Use Airspace.
d. Part 77, Objects Affecting NavigableAirspace.
e. Part 91, General Operating and FlightRules.
f. Part 93, Special Air Traffic Rules andAirport Traffic Patterns.
g. Part 95, IFR Altitudes.
h. Part 97, Standard Instrument ApproachProcedures.
i. Part 101, Moored Balloons, Kites, Rocketsand Free Balloons.
j. Part 152, Airport Aid Program.
k. Part 157, Notice of Construction,Alteration, Activation, and Deactivation ofAirports.
l. Chapter III, Commercial SpaceTransportation.
m. Chapter V, National Aeronautics andSpace Administration.
1-2-4. FUNCTIONAL RESPONSIBILITIES
Functional responsibilities of Headquarters andregional organizations referred to in this order aredetailed in Orders 1100.1, FAA Organization -
7400.2E CHG 1
Policies and Standards; 1100.2, Organization FAA Headquarters; and 1100.5, FAAOrganization - Field.
1-2-5. WORD USAGE
The concept of word usage and intendedmeaning as used in this order is set forth below:
a. "Shall" or a command verb is used whenapplication is mandatory.
b. "Shall not" is used when an action isprohibited.
c. "Should" IS used when application IS
recommended.
d. "May" and "need not" are used whenapplication is optiona1.
e. "Will" is used only to indicate futurity,never to indicate any degree of requirement forapplication of a procedure.
f. "Navigable airspace" means airspace at orabove the minimum altitudes of flight prescribedby the Code of Federal Regulations and shallinclude airspace needed to ensure safety in thetakeoff and landing of aircraft. By policy, theterm "airspace above minimum altitudes offlight" is interpreted for application to mean"airspace at or above minimum flight altitudes."
g. "Controlled airspace" is a generic term usedto describe Class A, Class B, Class C, Class D,and Class E airspace.
1-2-6. ABBREVIATIONS
As used in this manual the followingabbreviations have the meanings indicated (seeTBL 1-2-1).
1-2-7. ORDER CHANGES
a. This order will be updated semiannually.
b. The responsibility associated with theprocessing and coordinating revisions to thisorder is delegated to the Manager, Airspace andRules Division, ATA-400.
c. Proposed changes or recommendedrevisions should be submitted directly toATA-400.
d. When revised, reprinted, or additionalpages are issued, they will be marked as follows:
7/7/01
1. Each revised or additional page will showthe change number and effective date of thechange.
2. Bold vertical lines in the margin of thetext will mark the location of substantiveprocedural, operational, or policy changes; e.g.,when material that affects the performance ofduty is added, revised, or deleted.
FAA Order AbbreviationsAlFD AirportJFacility DirectoryAAS Office of Airport Safety and
StandardsAAT Air TrafficADO Airport District OfficeAE Airport ElevationAF Airway FacilitiesAFS Flight Standards ServiceAFSS Automated Flight Service StationAGC Office of the Chief Counsel, Rules
DocketAGL Above Ground LevelALP Airport Layout PlanANI National Airspace System
Implementation ProgramAPO Office of Aviation Policy and PlansAPP Office of Airport Safety and
StandardsARN Communications, Navigation,
Surveillance, and InfrastructureDirectorate
ARP Airport Reference PointARSR Air Route Surveillance RadarARTCC Air Route Traffic Control CenterARU Airborne Radar UnitASR Airport Surveillance RadarASR Spectrum Policy and ManagementAST Office of Commercial Space
TransportationATA Air Traffic Airspace Management
ProgramATC Air Traffic ControlATCAA Air Traffic Control Assigned
AirspaceATCRBS Air Traffic Control Radar Beacon
SystemATCSCC Air Traffic Control System
Command CenterATCT Airport Traffic Control TowerATD Air Traffic DivisionATREP Air Traffic RepresentativeATS Air Traffic Service
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, MOA Military Operations AreaMOCA Minimum Obstruction Clearance
AltitudeMPE Maximum Permissible ExposureMRAD MilliradianMRU Military Radar UnitMSA Minimum Safe AltitudeMSL Mean Sea LevelMTR Military Training RouteMVA Minimum Vectoring AltitudesNACO National Aeronautical Charting
OfficeNAD North American DatumNAS National Airspace SystemNASA National Aeronautics and Space
IAdministration
NAVAID Navigational AidNDB Nondirectional Radio BeaconsNEPA National Environmental Policy ActNFDD National Flight Data DigestNFZ Normal Flight ZoneNHRD Nominal Hazard Zone DistanceNM Nautical MilesNOHD Nominal Ocular Hazard DistanceNOTAM Notices to AirmenNPIAS National Plan for Integrated Airport
SystemNPRM Notice of Proposed RulemakingNR Non-RulemakingNRA Non-Rulemaking AirportNWS National Weather ServiceOE Obstruction EvaluationOE/AAA Obstruction Evaluation!Airport
Airspace AnalysisOFZ Obstacle Free ZonePAPI Precision Approach Path IndicatorPFC Passenger Facility ChargePL Public LawPSR Project Status RequestRBS Radar Bomb SitesREIL Runway End Identifier LightsRNAV Area NavigationROFA Runway Object Free AreaRPZ Runway Protection ZoneRVR Runway Visual RangeRVV Runway Visibility ValueSAMS Special Use Airspace Management
SystemISFZ Sensitive Flight ZoneSlAP Standard Instrument Approach
ProcedureSMO System Maintenance and OperationsSR Scientific/Research LasersSTAR Standard Terminal Arrival RoutesSUA Special Use Airspace=J MIcrowave Landmg System
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IAVN~viation System StandardsCentral Altitude ReservationCARFFunction
CASFO Civil Aviation Security Field OfficeCDRA Center for Devices and Radiological
HealthCFA Controlled Firing AreaCFZ Critical Flight ZoneCP Construction PermitDF Directional FinderDME Distance Measuring EquipmentDNE Does Not ExceedDNH Determination of No HazardDoD Department of Defense IDOH Determination of HazardDPH Determination of Presumed HazardEBO Exceeds But OkayEMI Electromagnetic InterferenceERP Effective Radiated PowerFACSFAC Fleet Area Control and Surveillance
FacilityFCC Federal Communications
CommissionFDA Food and Drug AdministrationFL Flight LevelFM Frequency ManagementFPO Flight Procedures OfficeFSDO Flight Standards District OfficeFSS Flight Service Station I
GAO General Accounting OfficeHIL High Intensity LightlAP Instrument Approach ProceduresICAO International Civil Aviation
OrganizationIFR Instrument Flight RulesILS Instrument Landing SystemsIR IFR Military Training RoutesIRAC Interdepartmental Radio Advisory
CommitteeJ JouleL/MF Low/Medium FrequencyLFZ Laser Free ZoneLLWG Local Laser Working GroupLMM Middle Compass LocatorsLOA Letter of AgreementLOD Letter of DeterminationLOM Outer Compass Locators I
LSO Laser Safety OfficerMAJCOM Major Military CommandsMCA Minimum Crossing AltitudesMCP Minimum Crossing PointMEA Minimum En Route AltitudeMHA Minimum Holding AltitudesMIA Minimum IFR Altitudes
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•1-2-3
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TERABA Termination/Abandoned LetterTEREXP Termination/Expired LetterTERPS United States Standard for Terminal
Instrument ProceduresI
TERPSR Termination Project Status LetterTOFA Taxiway Object Free AreaUTC Coordinated Universal TimeVASI Visual Approach Slope Indicator
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VFR Visual Flight RuleVGSI Visual Glide Scope IndicatorVOR Very High Frequency
Omnidirectional RangeVORTAC Very High Frequency Omni-
Directional Radio Range and TacticalAir Navigation Aid
VR VFR Military Training Route
TBL 1-2-1
1-2-4
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•7/7/01
Section 2. EXECUTIVE ORDER 10854
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2-2-1. SCOPE
a. Executive Order 10854 extends theapplication of 49 U.S.c. Section 40103 to theoverlying airspace of those areas of land orwater outside the United States beyondthe 12-mile offshore limit in which the UnitedStates, under international treaty agreement orother lawful arrangements, has appropriatejurisdiction or control.
b. Under the provisions of ExecutiveOrder 10854, airspace actions must be consistentwith the requirements of national defense,international treaties or agreements made by the
U.S., or the successful conduct of the foreignrelations of the U.S.
NOTE-Thefull text afExecutive Order 10854 is detailed in FIG 2-2-1.
2-2-2. POLICY
Any rulemaking or nonrulemaking actions thatencompass airspace outside of the United Statessovereign airspace (e.g., beyond 12-miles fromthe U.S. coast line) require coordination with theDepartments of Defense and State. AllExecutive Order 10854 coordination shall beconducted at the FAA headquarters level byATA-400.
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EXECUTIVE ORDER 10854EXTENSION OF THE APPLICATION OF THE FEDERAL AVIATION ACT OF 1958
By virtue of the authority vested in me by section 1110 of the Federal Aviation Act of 1958 (72 Stat. 800:49 U.S.C. 1510), and as President of the United States, and having detennined that such action would bein the national interest, I hereby order as follows:
The application of the Federal Aviation Act of 1958 (72 Stat. 731; 49 U.S.C. 1301 et seq.), to the extentnecessary to pennit the Secretary of Transportation to accomplish the purposes and objectives ofTitles III and XII thereof (49 U.S.C. 1341-1355 and 1521-1523), is hereby extended to those areas oflandor water outside the United States and the overlying airspace thereof over or in which the FederalGovernment of the United States, under international treaty, agreement or other lawful arrangement, hasappropriate jurisdiction or control: Provided, that the Secretary of Transportation, prior to taking anyaction under the authority hereby conferred, shall first consult with the Secretary of State on mattersaffecting foreign relations, and with the Secretary of Defense on matters affecting national-defenseinterests, and shall not take any action which the Secretary of State detennines to be in conflict with anyinternational treaty or agreement to which the United States is a party, or to be inconsistent with thesuccessful conduct of the foreign relations of the United States, or which the Secretary of Defensedetennines to be inconsistent with the requirements ofnational defense.
Dwight D. EisenhowerThe White House, November 27, 1959
FIG 2-2-1
2-2-1
Section 5. PROCESSING RULEMAKING AIRSPACE ACTIONS•
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7/7/01
2-5-1. PURPOSE
This section prescribes procedures to befollowed when taking rulemaking actions toestablish, modify, or revoke regulatory airspace.
2-5-2. RESPONSIBILITY
a. The Airspace and Rules Division,ATA-400, is responsible for processingClass A, B, and C airspace areas; special useairspace; offshore airspace areas; airways; jetroutes; and those Class D and E airspace areasthat overlie U.S. territories and possessions.
b. The Airspace and Air Traffic Law Branch,AGC-230, is responsible for ensuring that all theabove airspace cases meet the requirements ofthe Administrative Procedures Act.
c. Regional Air Traffic Divisions (AID) areresponsible for processing all Class D and Eairspace area cases.
2-5-3. DOCKETS
a. Docket Location.
1. The official docket for Headquarters'rulemaking cases shall be maintained at theFederal Aviation Administration, Office of theChief Counsel, Rules Docket, AGC-200, 800Independence Avenue, SW, Washington, DC20591.
2. The official docket for regional airspacerulemaking cases shall be maintained in theappropriate regional office.
b. Docket Identification.
1. Rulemaking cases shall be identified by adocket number that includes the last two digitsof the calendar year, the abbreviation of theoriginating office, and a consecutively assignednumber (e.g., OO-ASW-46).
2. Numbers shall run consecutively withineach calendar year.
c. Docket Content. The official docket shallinclude all petitions, notices, rules, comments,correspondence, and related material concerningthe case (other than working files).
2-5-1
7400.2E CHG 1
2-5-4. FLIGHT PROCEDURAL DATA
a. If an airspace docket requires a procedurechange and/or flight inspection, regional ATDshall coordinate the proposed effective date withthe regional Flight Procedures Office (FPO).The proposed effective date must consider thetime needed to process procedural changes andallow ample time for flight inspection, ifrequired. The FPO shall notify the regional AIDof any problems that could affect the proposedeffective date. See Order 8260.26, Establishmentand Scheduling Standard Instrument ProcedureEffective Dates, for scheduled processing andpublication dates.
b. If a rule without notice is to be issued andflight check data is required, the regional ATDshall inform the responsible regional FPO of theaction and specific data requested.
2-5-5. SUBMISSION OF AIRSPACE CASESTO HEADQUARTERS
a. The regional AID shall review the actionproposed and submit a complete technicaldescription of the proposed airspace package(e.g., establishment, modification, or revocation)to ATA-400.
b. All background information includingcharts, proper justification and appropriaterecommendations shall be submitted.
c. If an airspace action needs to be completedby a specific date, the regional ATD shallcoordinate with the FPO and any other FAAoffices as necessary to ensure that sufficientlead-time exists for meeting normal airspaceprocedural processing and chartingrequirements, and instrument approachprocedure development.
d. The AID shall submit to ATA-400 writtencomments received in response to the proposedaction, analysis of the comment(s), and anyrecommendations within 30 days after thecomment closing date. If applicable, a statementconcerning the status of the flight proceduresdata for en route cases (e.g., Minimum En RouteAltitude, MEA; or Change Over Point, COP)shall be included.
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2-5-6. EFFECTIVE DATE OF FINAL RULES
a. Amendments to parts 71 and 73 shall bemade effective at 0901 Coordinated UniversalTime (UTC) and shall coincide with en routecharting dates as furnished by ATA-400.Exceptions are as follows:
1. Safety or national interest actions thatrequire an earlier effective time or date.
2. Editorial changes.
3. 700-foot floor Class E airspace areas thatunderlie existing 1,200-foot Class E airspaceareas.
4. Actions that lessen the burden on thepublic (e.g., revocation of restricted areas).
5. Class Band C airspace areas shall bemade effective on days that coincide with theappropriate sectional aeronautical charting dates.
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b. Cutoff dates are established to allowsufficient time for charting and chart distributionpurposes. Rules should be signed on or beforethe applicable cutoff date.
2-5-7. PUBLICATION IN FEDERAL REGISTER
An original Notice of Proposed Rulemaking(NPRM) and three copies, or an original finalrule and seven copies shall be forwarded toAGC-200 for publication in the FederalRegister.
2-5-8. DISTRIBUTION
Distribution of airspace dockets (NPRMs andfinal rules) shall be consistent with theprocedures set forth m Order 1720.18, FAADistribution System.
2-5-2
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• Section 6. PROCESSING NONRULEMAKING AIRSPACEACTIONS
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2-6-1. PURPOSE
This section prescribes procedures to be followedwhen establishing, modifying, or revokingnonrulemaking airspace (e.g., MilitaryOperations Area; warning areas; etc.).
2-6-2. IDENTIFICATION
Identify nonrulemaking cases by a study numberthat includes the last two digits of the calendaryear; the abbreviation of the appropriate regionalor airports district office; a consecutivelyassigned number within each calendar year; and"NR" (non-rulemaking), "NRA" (nonrulemakingairport), or "OE" (obstruction evaluation) asappropriate.
Examples-
1. OO-AWP-I-NR for studies involvingnavigational aids and nonrulemaking Special UseAirspace (SUA) cases (i.e., Alert Areas,Controlled Firing Areas, MOAs, and WarningAreas).
2. OO-ASO-1-NRA for studies involvingairports.
3. OO-AGL-1-0E for studies involvingsurface structures.
4. OO-ORL-1-NRA for studies processed byan airports district office.
2-6-3. CIRCULARIZATION
a. Except for NRA airspace proposals,nonrulemaking airspace proposals shall becircularized by the regional ATD unlessprocedures for processing particular types ofproposals allow exemptions to circularization.Each notice shall contain a complete, detaileddescription of the proposal including charts, ifappropriate, that will assist interested persons inpreparing comments. Circularization lists shallinclude, but not be limited to, all known aviationinterested persons and groups, such as the stateaviation agencies; regional militaryrepresentatives; national and local offices ofaviation organizations; local flight schools, localairport owners, managers, and fixed baseoperators; and local air taxi and charter flight
2-6-1
offices. Normally, a 45-day comment periodshould be provided. Other parts in this ordercontain additional guidance regardingcircularization.
b. Identify in the nonrulemaking circular anyregulatory changes (e.g., part 71) that will beeffected if the nonrulemaking proposal isadopted. Describe the regulatory changes in asmuch detail as is known at the time (e.g., radials,distances, and coordinates).
c. Regions shall coordinate with theirrespective state aviation representatives toascertain which nonrulemaking circulars eachstate is interested in receiving. If variousagencies within a state government requestcopies of particular circulars, the region mayrequest that one agency be designated to receiveand distribute the requested copies.
d. Send one copy of each nonrulemakingcircular to ATA-400.
e. Except for Class B and Class C airspaceactions, when a nonrulemaking action is ancillaryto a rulemaking action, the nonrulemakingproposal may be included in the NPRM. In thisinstance, a nonrulemaking circularization neednot be made. The NPRM will satisfy thecircularization requirement and present the fullimpact ofboth the rule and nonrule proposal.
2·6·4. CIRCULARIZATION DOCUMENTATION
All notices of aeronautical studies, informalairspace meetings, and determinations issued forobstruction evaluation and airport airspaceanalysis studies require certificates of mailing.The certificate shall be recorded in each case fileas follows:
AERONAUTICAL STUDY [NUMBER]CERTIFICATE OF MAILING I HEREBYCERTIFY THAT A COpy OF THEATTACHED [notice/determination] WASMAILED TO EACH OF THE ADDRESSEESLISTED ON THE ATTACHED [mailinglist/distribution list number] THIS [date] DAYOF [month/year].
SIGNED: [specialist/mail clerk/etc.]
7400.2E
2-6-5. EFFECTIVE DATE OFNONRULEMAKING ACTIONS
Nonrulemaking actions shall be made effective at0901 UTe and shall coincide with en routecharting dates as furnished by ATA-400.Exceptions are as follows:
a. Safety or national interest actions thatrequire an earlier effective time or date.
b. Editorial changes.
2-6-2
1217/00
c. Actions that lessen the burden on the public(e.g., revocation of special use airspace).
2-6-6. PUBLICATION OF NONRULEMAKINGACTIONS
Nonrulemaking actions are published in theNational Flight Data Digest (NFDD) on or beforethe applicable charting cutoff date.
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•7/7/01 7400.2E CHG 1
Section 7. INFORMAL AIRSPACE MEETINGS
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2-7-1. PURPOSE
This section prescribes the procedures to befollowed for all notices of informal airspacemeetings held in advance of rulemaking/nonrulemaking airspace actions.
2-7-2. POLICY
a. It is the policy of the FAA to hold, if at allpracticable, informal airspace meetings toinform the affected users of planned airspacechanges. The purpose of these meetings is togather facts and information relevant to theplanned rulemaking or nonrulemaking actionbeing studied.
b. Notwithstanding paragraph 2-7-2a.informal airspace meetings shall be held for anyplanned changes to Class B and Class C airspaceareas prior to issuing an NPRM.
2-7-3. CLASS BAND C AIRSPACE AREASNOTIFICATION PROCEDURES
a. The regional office shall submit a draftnotice of informal airspace meetings toATA-400 for processing and publication in theFederal Register. The notice shall describe theproposal in sufficient detail, including charts, ifnecessary, to enable interested persons toprepare comments prior to the meeting. Thenotice shall identify the name and address of theoffice where additional information can beobtained.
b. ATA-400 shall process and submit thenotice for publication in the Federal Register.For Class B airspace areas, the notice shall bepublished a maximum of 90 days, and aminimum of60 days in advance of the meeting.
c. For Class C airspace areas, the notice shallbe published a maximum of 60 days, and aminimum of 30 days in advance.
d. In addition to the above, notices of informalairspace meetings shall be sent to all knownlicensed pilots; state aviation agencies; airportmanagers/operators; and operators of parachute,sailplane, ultralight, and balloon clubs withina 100-mile radius of the primary airport forClass B airspace actions, and within a 50-mile
2-7-1
radius of the primary airport for Class C airspaceactions.
e. Distribution of these notices may beaccomplished through the facilities of theAirmen Certification Branch, AFS-760. Theregional office should coordinate thisdistribution with the regional Aviation SafetyProgram Manager. It should be noted thatAFS-760 needs a lead-time of 16 days from thereceipt of material until mailing. Sufficientlead-time must be provided to allow processingand distribution in time to meet the abovemInImum advance notice requirements(e.g., 60/30 days).
f. When known or anticipated controversywarrants, the above procedures may also be usedfor informal airspace meeting notices concerningobstruction evaluation, airport airspace analysis,special use airspace, and the commissioning/decommissioning of navigational aids.
2-7-4. OTHER AIRSPACE ACTIONS
a. Every effort shall be made to notify allaviation organizations and/or persons that maybe affected by, or interested in, the plannedaction. The meeting notice shall explain that thepurpose of the meeting is to solicit aeronauticalcomments on the proposal's effect on theplanned action.
b. The notice shall describe the planned actionin sufficient detail, including charts if necessary,to enable interested persons to preparecomments prior to the meeting. Notice of themeeting should be distributed at least 30 daysprior to the meeting date.
c. Regional offices are also encouraged tomake use of electronic media, local newspapers,radio, and television to supplement thedissemination ofnotices and information.
2-7-5. LOCATION
Informal airspace meetings should be held attimes and locations that are most conducive forgathering facts relative to the planned orproposed action under study. The chairperson
7400.2E eHG 1
shall represent the Regional Administrator.Each informal airspace meeting should benumbered consecutively and dated, e.g.,"Meeting No. 50, February 15,2000."
2·7·6. AGENDA ITEMS
Agenda items may be included in the notice ofinformal airspace meeting or distributedseparately. Agendas may also include airspacematters of a rulemaking and/or nonrulemakingnature. When not included in the notice ofinformal airspace meeting, they should bedistributed at least 15 days before the meeting.Agendas involving Class B airspace proposals,shall be distributed at least 30 days prior to themeeting. Items concerning aeronautical studiesnot on the agenda should not be discussed
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except when the chairperson considers themappropriate.
2·7·7. RECORD OF MEETINGS
a. Official transcripts or minutes of informalairspace meetings shall not be taken or prepared.However, the chairperson shall prepare amemorandum for each of the discussedaeronautical study files listing attendees and adigest of the discussions held.
b. Written statements received from attendeesduring and after the informal airspace meetingshall also be included in the study files.
c. Forward one copy of the memorandumto ATA-400.
2-7-2
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•7/7/01 7400.2E CHG 1
Chapter 3. AERONAUTICAL INFORMATION
Section 1. GENERAL
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3-1-1. POLICY
All geographic (latitude and longitude) andvertical data submitted or used in airspacematters shall be based on current NorthAmerican Datum (NAD) criteria.
3-1-2. RESPONSIBILITY
a. The Aeronautical Information Division,ATA-I00, is responsible for coordination withcharting agencies and chart producers.
b. ATA-l 00 shall furnish appropriateaeronautical chart cutoff and publication dates.Cutoff dates are 9 weeks (10 weeks for actioninvolving flight check) in advance of thepublication date to allow sufficient time forcharting and chart distribution purposes.
c. .Any information pertinent to thedevelopment of aeronautical information (e.g.,geographic positions, true radials, etc.) shall beobtained from ATA-100. .
I
3-1-3. TRUE/MAGNETIC DIRECTIONS
All radials, courses, and bearings specified in anNPRM shall be stated both as true and magnetic,except magnetic need not be stated in terminalairspace notices.
3-1-4. NAVIGATIONAL AID COORDINATES
When a navigational aid (NAVAID) is used as areference point in a controlled airspacedescription its geographic coordinates shall beincluded in degrees, minutes, and seconds.
3-1-5. DIRECTIONS
Directions shall be described as follows:
338°True - 022°True = North
023°True - 067°True = Northeast
068°True - 112°True = East
113°True - 157°True = Southeast
158°True - 202°True = South
203°True - 247°True = Southwest
248°True - 292°True = West
293°True - 337°True = Northwest
3-1-1
•7/7/01 7400.2E CHG 1
Section 3. NAMING OF NAVAIDs, AERONAUTICALFACILITIES, AND FIXES
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3-3-1. GENERAL
a. All fixes located at a common point shallhave the same name/code regardless of type,altitude, or route structure.
b. If one of the collocated fixes is a NAVAID,the other fixes shall be assigned the same nameand three-letter identifier.
3-3-2. RESPONSIBILITY
a. Regional ATD are responsible for assigningand changing names of NAVAID andaeronautical facilities, and shall follow theinstructions contained herein and In
Order 7350.7, Location Identifiers, Chapter 1.
b. The Aeronautical Information Division,ATA-lOO, is responsible for issuing five-letternames for· radio fixes, waypoints, markerbeacons, and compass locators. Five-letternames shall be issued by ATA-lOO to theNational Flight Procedures qffice (AVN-lOO),Major Military Commands (MAlCOM) and AirRoute Traffic Control Centers (ARTCC) forfuture assignments.
c. ATA-lOO, in conjunction with therespective regional ATD, shall ensure that noduplication in location names exist.
3-3-3. NAMING OF NAVAIOs
a. The NAVAID name selected shouldrepresent a city, town, or prominent geographiclandmark that is depicted on a sectionalaeronautical chart at or near the site. If one isneither available nor suitable, a local memorialname may be used. A common, easilyunderstood word should be selected for theNAVAID name.
b. The name shall not sound similar to anexisting NAVAID/fix location name within theoriginating ARTCC's area, the adjacentARTCC's area, or within a 300 NM radius fromthe NAVAID involved.
c. Unduly long names should not be used.
d. A navigational aid with the same name asthe associated airport should be located on thatairport. However, in existing situations, a
3-3-1
NAVAID off the airport with the same name asthe airport may retain the airport name providedthere is no other NAVAID with the same name.If retention of the airport name at an off-airportNAVAID could lead to a potentially confusingsituation, the name should be changed. Onlyone NAVAID located on the airport may beassigned the airport name.-
NOTE-For the purpose ofthis paragraph only, a compass locator shall beconsidered as a separate NA VA/D.
e. Instrument Landing Systems (ILS).
1. Inner/middle fan markers (withoutcollocated nondirectional radio beacons, NDBs,or compass locators) and localizer equipment arenot normally assigned names. Localizers areidentified with the associated airport name andapplicable runway number in official writings.
2. All outer markers shall be assignednames/codes. If the outer marker is to besituated at the same geographic location as a fix,it shall adopt the fix names/code.
3. All outer compass locators (LOM) andmiddle compass locators (LMM) shall beassigned names/codes. If co-located with a fix,they shall also adopt the fix name/code.
f. Names/codes assigned shall be the "chartnames" that will appear on aeronautical charts,in airspace dockets, and other officialpublications and records.
3-3-4. NAMING OF WAYPOINTS,INTERSECTIONS, AND DME FIXES
a. To decide whether a fix needs to be named,see Order 8260.19, Flight Procedures andAirspace.
b. Names assigned for waypoints,intersections, Air Traffic Control (ATC)coordination, and Distance' MeasuringEquipment (DME) fixes not co-located with anavigational aid shall consist of a single fiveletter pronounceable name. These five lettersshall serve as the name, identifier, and computercode.
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c. Regional requests for specific five-letternames for radio fixes and waypoints should beavoided, but may be granted by ATA-IOO iffeasible.
d. Five-letter names that are assigned byAVN-IOO and major commands will be
717/01
coordinated with the associated ARTCC topreclude similar sounding fix names.
e. ATA-IOO shall not duplicate any radio fix,waypoint, marker beacon, or compass locatornames.
3-3-2
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Section 2. FAA NAVAIDs•
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4-2-1. POLICY
a. Site locations for the establishment orrelocation of NAVAIDs require approval by theappropriate regional Airway Facilities, FPO, AirTraffic, Airports, and Flight StandardsDivisions.
b. The regional Airway Facilities' airspacefocal point shall request the appropriate regionalATD to initiate a nonrulemaking study of theselected site.
c. The Airway Facilities Division must concurwith the site location before the request for studyis made.
4-2-2. COORDINATION
The regional ATD shall coordinate the proposedsite with ATA-lOO, FPO, Flight Standards andAirports Divisions, as well as affected air trafficcontrol facilities. The NAVAIDs purpose mustbe considered and, as appropriate, a preliminarydecision made regarding:
a. The establishment" of instrumentproced~res;
b. Airways/routes;
c. Designation of controlled airspace;
d. The ability to provide essential air trafficservices;,
e. The effect of the site on facilityperformance; and
f. The effect on the location or configurationof" an airport. If all offices agree with theselected site, then the regional ATD shouldcircularize the proposal, as determinednecessary, for comment from the aviationcommunity.
4-2-3. INFORMAL AIRSPACE MEETINGS
Convene an informal airspace meeting In
accordance with the procedures detailed inChapter 2, Section 7, of this order. Informalairspace meetings may not be practical for timecritical changes or in those cases where delaywill adversely affect aviation safety. At suchmeetings, agency representatives should explainthe planned use of the NAVAIDs, includinginstrument approaches or other terminal
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7400.2E CHG 1
procedures or airspace planning, and any actionwill be subsequently handled by airspacerulemaking procedures. However, care shouldbe taken that the agency's ex parte policy is notviolated during these informal proceedings.
4-2-4. APPROVAL AUTHORITY
The regional ATD is responsible forcoordination and final approval or disapprovalof sites selected for installation of en routeNAVAIDs. The regional FPO is responsible forcoordination and final approval or disapprovalof sites selected for installation of terminalNAVAIDs. The approval or disapprovaldetermination shall be issued by memorandumto the appropriate Airway Facilities Division.Any disapproval issued shall include the reasonswhy a site is not acceptable. Agency personnelare reminded that en route site approval does notconstitute approval of instrument approachprocedures, or controlled airspace planning to beprocessed under a rulemaking action.
4-2-5. DISTRIBUTION
The regional ATD shall distribute a copy of theapproval or disapproval determination to allFAA offices that participated in the site studyand to ARN-l.
4-2-6. COMMISSIONING DATE
The responsible regional Airway FacilitiesDivision is authorized to proceed withinstallation of the NAVAID upon receipt of thesite approval. As soon as possible thereafter, anestimated date of commissioning shall be agreedupon by the ATD, FPO, Airway Facilities, andany other concerned FAA offices. To the extentpossible, the date of commissioning shallcoincide with the associated aeronauticalcharting dates.
4-2-7. PROCESSING REGULATORYACTIONS
The FPO shall process the necessary instrumentprocedures and the regional ATD shall processairspace rulemaking actions to be effective withthe associated aeronautical charting date.
•7/7/01 7400.2E eHG 1
Section 5. DISCONTINUANCE OF FAA NAVAIDs
4-5-5. DISCONTINUANCE ACTION
Delay initiating steps for discontinuance of anavigational facility that requires approval fromthe Office of the Administrator until ten workingdays after receipt of such approval.
4-5-6. CANCELLATION OF CONTROLLEDAIRSPACE AND INSTRUMENTPROCEDURES
The appropriate Air Traffic office shall ensurethat the designated airspace based on theNAVAID is revoked or modified. The FlightProcedures Office shall coordinate thecancellation of any instrument approachprocedure predicated on that NAVAID beforethe decommissioning date.
4-5-4. OBTAINING APPROVAL
In accordance with Order 1100.1, FAAOrganization Policies and Standards,Paragraph 15, certain closings, consolidations,and decommissionings may require approval ofthe Administrator. Upon completion of thenonrulemaking study, if applicable, theappropriate regional office shall forward thestudy with a summary of comments and arecommendation to the Administrator throughthe concerned office or service.
Division, FPO, Airports Division, FlightStandards Division, and the regional militaryrepresentative. If all concur, the regional ATDshall circularize the proposed decommissioningto all interested persons for comment. Include inthe circularization a brief description of thedecommissioning effect on airspace andinstrument procedures.
NOTE-Advanced coordination should be accomplished with TransportCanada regarding facilities that would affect transborderoperations. This coordination may be handled throughheadquarters, regional offices, or direct facility to facility.
date ofwith the
4-5-7. DECOMMISSIONING DATE
To the extent possible, thedecommissioning should coincideassociated aeronautical charting dates.
4-5-2. RESPONSIBILITIES
a. The Air Traffic Service (ATS) shall ensurethat FAA-funded NAVAIDs are allocated sothat they benefit the greatest number of usersconsistent with safety and operational efficiency.The regional ATD shall also evaluate the needfor the retention of en route NAVAIDs andrecommend candidates for decommissioningwhen their need can no longer be justified.
b. The FPO shall ensure that FAA-fundedNAVAIDs are allocated so that they benefit thegreatest number of users consistent with safetyand operational efficiency. The FPO shall alsoevaluate the need for the retention of tenninalNAVAIDs and recommend candidates fordecommissioning when their need can no longerbe justified.
c. ARN-l shall recommend navigationalfacilities to the Program Director for Air TrafficAirspace Management as candidates fordecommissioning when their function can beequally or better provided by more economicallyefficient alternatives.
4-5-3. COORDINATION OF PROPOSALS
A navigational facility selected fordecommissioning shall be the subject of anonrulemaking study. The appropriate regionalATD shall coordinate the proposed action withpersonnel from the regional Airway Facilities
4-5-1. POLICY
Operational requirements, air traffic demand,and budgetary limitations are nonnally the basisfor the retention or decommissioning of FAANAVAIDs. Since economics are a necessaryconsideration, a NAVAID becomes a candidatefor decommissioning when the activity level, orfactors other than activity level on which it mayhave been justified, are eliminated or changedsignificantly. Discontinuance criteria arecontained in the appropriate Airway PlanningStandards (Orders 7031.2, Tenninal, and 7031.3,En Route). Any discontinuance should be inaccordance with the Federal Radio NavigationPlan.
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4-5-1
7400.2E CHG 1
4-5-8. DISCONTINUANCE OF NAVAIDsINCLUDED IN ICAO PLANS
To meet the operational requirements of UnitedStates and foreign aircraft, certain United StatesNAVAIDs are included in the Caribbean, NorthAtlantic, and Pacific Regional Air NavigationPlans of the International Civil AviationOrganization (lCAO). By internationalagreement, amendments to these plans cannot bemade until the necessary coordination is effectedthrough ICAO with all interested contractingstates and international organizations.
7/7/01
4-5-9.INTERNA"r10NAL STAFFNOTIFICATION
The Air Traffic Service International Staff,AAT-30, is the liaison on international issuesbetween the FAA, and U.S. Governmentelements and international organizations.Before action is initiated to discontinue anyNAVAID included in an ICAO Air NavigationPlan, the appropriate air traffic office shallnotify AAT-30 of the proposed action.Notification shall be made at least 90 daysbefore the proposed effective date.
4-5-2
•
•
•
Section 2. NOTICES•
•
•
7/7/01
5-2-1. REQUIREMENTS
a. Requirements for notifying the FAA ofproposed construction or alteration are containedin Sections 77.13 (see FIG 5-2-1, FIG 5-2-2,FIG 5-2-3, and FIG 5-2-4) and 77.15. AdvisoryCircular 7017460-2, Proposed Construction ofObjects that May Affect the Navigable Airspace,provides the public guidance on the applicationof these notice requirements.
b. No notice is required, as specified inSection 77. 15(c), for certain equipmentinstallations "of a type approved by theAdministrator" when the equipment is installedin accordance with the established FAA sitingcriteria. Equipment installed in compliance withthe siting criteria without waivers and whichdoes not affect other runways, does not have tobe considered under part 77 criteria.
c. Examples of equipment not requiring noticeare:
1. Wind equipment (except supplementalwind cones);
2. Transmissometers (Runway VisibilityValue (RVV) and Runway Visual Range (RVR)equipment);
3. Instrument Landing Systems (ILS); and
4. Visual Glide Slope Indicators (VGSI).
5-2-2. PROCESSING
a. Air Traffic personnel shall administerobstruction evaluation studies with the
5-2-1
7400.2E CHG 1
coordinated assistance of Airports, AirwayFacilities, Frequency Management, FlightStandards, FPO, and military representatives.
b. The regional ATD shall process noticesreceived under the provisions of Sections 44718and part 77 as OE cases. The exception to this isnotices received under those provisions thatpertain to structures located on a public-useairport which shall be processed by the AirportsDivision as a nonrulemaking airport (NRA)case. (Defined in Part 3, Airport AirspaceAnalysis, of this order). However, if the noticepertains to a temporary structure or a structurethat radiates a frequency, the Airports Divisionmay request that Air Traffic process the noticeas an OE case.
c. If notice is required by any other FAAregulation, the appropriate division shall processthe notice under that regulation.
5-2-3. FAA FORMS
Standard FAA forms are established for use inconducting obstruction evaluation studies. Thestandard FAA forms are:
a. FAA FORM 7460-1, Notice of ProposedConstruction or Alteration (OE notice).
b. FAA FORM 7460-2, Notice of ActualConstruction or Alteration (SupplementalNotice).
c. FAA FORM 7460-6, ObstructionEvaluation Worksheet.
7400.2E CHG 1
NOTICE OF CONSTRUCTION OR ALTERATION
§77.13(a)(I) - A notice is required for any proposed constructionor alteration that would be more than 200 feet in height above
the ground level at its site.
§77.13(a)(I) - Notice Requirement Anywhere
7/7/01
•
Less than200' AGL **
iGround Level
More than200' AGL * •
* Notice Required
** Notice Not Required
5-2-2
FIG 5-1-1
•
•7/7/01 7400.2E CHG 1
NOTICE REQUIREMENT RELATED TO AIRPORTS
**,1/
----------'/\
Imaginary' Notice" Surface(100: or 50:1)
~
Subpart B· Notice of Construction or Alteration
*''J.'---------- • ~= Runway =, _A----- !PIlI '....:::~A*
Ramp """'"
,,
"" **:w-
Elevation of nearest point of runway
Jt- Notice required
It Jt Notice not required
•NOTE:Each airport must be available for public useand listed in the AirportlFacility Directory, orin either the Alaska or Pacific Chart Supplement; or a planned or proposed airport or anairport under construction and the subject of anotice or proposal on file with the FAA, andexcept for Military airports, it is clearlyindicated that airport will be available forpublic use, or operated by an armed force ofthe United States. (Heliports and seaplanebases without specified boundaries areexcluded.)
§77.13(a)(2) - A notice is required for anyproposed construction or alteration thatwould be of greater height than an imaginarysurface extending outward and upward at oneof the following slopes -
(i) 100 to I for a horizontal distance of20,000 feet from the nearest runway ofeachairport with at least one runway more than3,200 feet in actual length.
(ii) 50 to 1 for a horizontal distance of10,000 feet from the nearest point of thenearest runway of each airport with its
Longest runway no more than 3,200 feetin actual length.
(Note: §77.13(a)(5) requires notice of anyproposed construction or alteration on eachairport, including heliports)
FIG 5-2-2
•5-2-3
7400.2E
NOTICE REQUIREMENT RELATED TO HELIPORTS
12/7/00
•
•It NOli<erequirtd
** Notice Dot required
Approach andDeparture Paths
Imaginary "Notice Surface"(25:1)
Landing andTakeoff Area
(PrimarySurface)
III
Nearest point of Jandin
",.It alndtakeD)ff\area It,,,
".... "
", Helipad Safety'A..... ~ Barrier
------:::::::::-:.{:.---,.----'<--+----,- ---~ - - - --I " I
~:l:;'~~~~-~-}~- ,/~:':'" - ~:}::==:-:-::-~- ==:.:~~-===-I I .... , "
------~-- ' -~ , \----- >C-:,t, ------_ " \/ 'A' \ \
~~ \ \Curved Approach Departu~ \ \
Paths also permissible I I
Elevation of nearest point of the Landing and Takeoff Area
Width 500 feet at 4,000 feetfrom end of primary surface
Subpart B - Notice of Construction or Alteration
§77.13(a)(2) - A notice is required for any proposed construction or alteration that wouldbe of greater height than an imaginary surface extending outward and upward at the followingslope:
(iii) 25 to 1 for a horizontal distance of 5,000 feet from the nearest landing and takeoff area ofeach heliport, available for public use listed in the Airport/Facility Directory or in either theAlaska or Pacific Chart Supplement; is under construction and is the subject of a notice ofproposal on file with the FAA and except for military heliports, it is clearly indicated thatheliport will be available for public use, or operated by a Federal Military agency.
FIG 5-2-3
•5-2-4
Section 3. IDENTIFYING/EVALUATING AERONAUTICALEFFECT•
•
•
717/01
6-3-1. POLICY
a. The prime objective of the FAA inconducting OE studies is to ensure the safety ofair navigation and efficient utilization ofnavigable airspace by aircraft. There are varieddemands being placed on the use of thenavigable airspace. However, when conflictsarise concerning a structure being studied, theFAA emphasizes the need for conserving thenavigable airspace for aircraft; preserving theintegrity of the national airspace system; andprotecting air navigation facilities from eitherelectromagnetic or physical encroachments thatwould preclude normal operation.
b. In the case of such a conflicting demand forthe airspace by a proposed construction oralteration, the first consideration should be givento altering the proposal.
c. In the case of an existing structure, firstconsideration should be given to adjusting theaviation procedures to accommodate thestructure. This does not preclude issuing a"Determination Of Hazard To Air Navigation"on an existing structure, when the neededadjustment of aviation procedures could not beaccomplished without a substantial adverseeffect on aeronautical operations. In all cases,consideration should be given to all known planson file received by the end of the publiccomment period or before issuance of adetermination if the case was not circularized.
6-3-2. SCOPE
Part 77 establishes standards for determiningobstructions to air navigation. A structure thatexceeds one or more of these standards ispresumed to be a hazard to air navigation unlessthe obstruction evaluation study determinesotherwise. An obstruction evaluation study shallidentify:
a. The effect the proposal would have:
1. On existing and proposed public-use andmilitary airports and/or aeronautical facilities.
7400.2E CHG 1
2. On existing and proposed visual flightrule (VFR)/instrument flight rule (IFR)aeronautical departures; arrival and en routeoperations; procedures; and minimum flightaltitudes.
3. Regarding physical, electromagnetic, orline-of-sight interference on existing or proposedair navigation, communication, radar, andcontrol systems facilities.
4. On airport capacity, as well as thecumulative impact resulting from the structurewhen combined with the impact of other existingor proposed structures.
b. Whether marking and/or lighting IS
necessary.
6-3-3. DETERMINING ADVERSE EFFECT
A structure is considered to have an adverseaeronautical effect if it first exceeds theobstruction standards of part 77, and/or is foundto have a physical or electromagnetic radiationeffect on the operation of air navigationfacilities. A proposed or existing structure, ifnot amended, altered, or removed, has anadverse effect if it would:
a. Require a change to an existing or plannedIFR minimum flight altitude, a published orspecial instrument procedure, or an IFRdeparture procedure for a public-use airport.
b. Require a VFR operation, to change itsregular flight course or altitude. This does notapply to VFR military training route (VR)operations conducted under part 137, oroperations conducted under a waiver orexemption to the CFR.
c. Restrict the clear view ofrunways, helipads,taxiways, or traffic patterns from the airporttraffic control tower cab.
d. Derogate airport capacity/efficiency.
e. Affect future VFR and/or IFR operations asindicated by plans on file.
f. Affect the usable length of an existing orplanned runway.
6-3-1
I
7400.2E CHG 1
6-3-4. DETERMINING SIGNIFICANT VOLUMEOF ACTIVITY
The type of activity must be considered inreaching a decision on the question of whatvolume of aeronautical activity is "significant."For example, if one or more aeronauticaloperations per day would be affected, this wouldindicate regular and continuing activity, thus asignificant volume, no matter what the type ofoperation. However, an affected instrumentprocedure or minimum altitude may need to beused only an average of once a week to beconsidered significant if the procedure is onewhich serves as the primary procedure undercertain conditions.
6-3-5. SUBSTANTIAL ADVERSE EFFECT
A proposed structure would have, or an existingstructure has, a substantial adverse effect if itcauses electromagnetic interference to theoperation of an air navigation facility or thesignal used by aircraft, or if there is acombination of:
a. Adverse effect as described In
paragraph 6-3-3; and
b. A significant volume of aeronauticaloperations would be affected, as described inparagraph 6-3-4.
6-3-6. RESPONSIBILITY
The FAA's obstruction evaluation programtranscends organizational lines. In order todetermine the effect of the structure within therequired notice period, each office shouldforward the results of its evaluation within 10working days to the regional ATD for furtherprocessing. Areas of responsibility aredelegated as follows:
a. Regional ATD personnel shall:
1. Identify when the structure exceedsSection 77.23 (a)(I) (see FIG 6-3-1) and applySection 77.23(b) (see FIG 5-2-4).
2. Identify the effect on existing andplanned aeronautical operations, air trafficcontrol procedures, and airport traffic patterns;and make recommendations for mitigatingadverse effect including marking and lightingrecommendations.
6-3-2
7/7/01
3. Identify when the structure wouldadversely effect published helicopter routeoperations, as specified in paragraph 6-3-8subparagraph e., of this order, and forward thecase to Flight Standards.
4. Identify whether obstructionmarking/lighting is necessary and recommendthe appropriate marking and/or lighting.
5. Identify when negotiations are necessary,and conduct negotiations with the sponsor. Thismay be done in conjunction with assistance fromother division personnel when their subjectexpertise is required (e.g., in cases ofelectromagnetic interference).
6. Identify when circularization is necessaryand conduct the required circularization process.
7. Evaluate all valid aeronautical commentsreceived as a result of the circularization, andthose received as a result of the divisionevaluation.
8. Issue the determination (except as notedin paragraph 7-1-2, subparagraph b).NOTE-See Note under b, below.
b. Regional Airports Division personnel shall:1. Verify that the airport/runway database
has been reviewed, is correct, and contains allplans on file pertaining to the OE case.
2. Identify the structure's effect on existingand planned airports, or improvements toairports concerning airport design criteriaincluding potential restrictions/impacts onairport operations; capacity; efficiency anddevelopment; and recommendations foreliminating adverse effect. Airports Divisionsare not required to perform evaluations on OEcases that are further than 3 NM from theAirport Reference Point (ARP) of a public-useor military airport.
3. Identify when the structure exceedsSections 77.23 (a)(2), 77.23 (a)(5), 77.25, 77.28,and 77.29 (See FIG 6-3-2, FIG 6-3-3, FIG 6-3-4,FIG 6-3-5, FIG 6-3-6, FIG 6-3-7, andFIG 6-3-8).
4. Determine the effect on the efficient useof airports and the safety of persons andproperty on the ground. Airports will resiststructures and activities that conflict with anairport's planning, design, and/orrecommendations from other divisions.
•
•
•
•
•
•
7/7/01
NOTE-Regional ATD personnel shallperform the automatedpart 77obstruction criteria analysis when the automation program isavailable and the airport/runway database is appropriatelymaintained and updated by the Airports Division. To ensure thatall changes the Airports Division may have made to theairport/runway database are considered and reflected in the study,ATpersonnel shall perform the "run/rerun, " the automatedpart 77 obstruction criteria analysis before issuing thedetermination. However, due to limited availability ofrunway spotelevations, the automated analysis ofthe primary and transitionsurfaces abeam the runway should be performed manually whenspot elevations differ significantlyfrom threshold elevations.
c. FPO personnel shall:
1. Identify when the structure exceedsSections 77.23(a)(3), and 77.23(a)(4).
2. Identify the effect upon terminal areaIFR operations, including transitions; radarvectoring; holding; instrument departureprocedures; any segment of a standardinstrument approach procedure (SlAP),including proposed instrument procedures anddeparture areas; and making recommendationsfor eliminating adverse effect.
3. Identify the effect on minimum en routealtitudes (MEA); minimum obstructionclearance altitudes (MOCA); mInImumvectoring altitudes (MVA); minimum IFRaltitudes (MIA); minimum safe altitudes (MSA);minimum crossing altitudes (MCA); minimumholding altitudes (MHA); turning areas andtermination areas; and making recommendationsfor eliminating adverse effect.
4. Coordinate with Air Traffic and AirwayFacilities personnel to determine the effect ofany interference with an air navigation facilityon any terminal or en route procedure.
5. State what adjustments can be made tothe procedure/structure to mitigate or eliminateany adverse effects of the structure on aninstrument flight procedure.
NOTE-While A VN is responsible, they may use a contractor orcontractors to accomplish all or part ofthese duties.
7400.2E CHG 1
d. Regional Flight Standards personnel shallidentify the effect on fixed-wing and helicopterVFR routes, terminal operations, and otherconcentrations of VFR traffic. When requestedby Air Traffic, the Flight Standards Divisionshall also evaluate the mitigation of adverseeffect on VFR operations for marking and/orlighting of structures.
e. Airway Facilities personnel shall identifyany electromagnetic and/or physical effect on airnavigation and communications facilitiesincluding:
1. The presence of any electromagneticeffect in the frequency protected service volumeof the facilities shown in FIG 6-3-18,FIG 6-3-19, and FIG 6-3-20.
2. The effect on the availability or quality ofnavigational or communications signals to orfrom aircraft including lighting systems (e.g.,VGSI), and making recommendations toeliminate adverse effect.
3. The effect on ground-basedcommunications and NAVAID equipment, andthe signal paths between ground-based andairborne equipment, and makingrecommendations to eliminate adverse effect.
4, The effect on the availability or quality ofground-based primary and secondary radar;direction finders; and air traffic control tower1ine-of-sight visibility; and makingrecommendations to eliminate adverse effect.
5. The effect of sunlight or artificial lightreflections, and making recommendations toeliminate adverse effect.
f. Military personnel are responsible forevaluating the effect on airspace and routes usedby the military.
g. Other applicable FAA offices or servicesmay be requested to provide an evaluation of thestructure on a case-by-case basis.
6-3-3
I
7400.2E
ANYWHERE
12/7/00
•
tGround level
500' AGL··
J LESS1llAN~ rl 500' AGL••~~
•* Obstruction to Air Navigation** Not an Obstruction to Air Navigation
Subpart C - Obstruction Standards§77.23(a)(1) - An object would be an obstruction
to air navigation ifof greater heightthan 500 feet above ground level atits site.
FIG 6-3-1 •6-3-4
•
•
•
1217/00
Subpart C - Obstruction Standards§77.23(a)(2) - An object would be anobstruction to air navigation if of greaterheight than 200 feet above ground at thesite, or above the established airportelevation, whichever is higher -(a) within 3 NM of the established referencepoint of an airport with its longest runwaymore than 3,200 feet in actual length, and(b) that height increases in proportion of lOOfeet for each additional nautical mile fromthe airport reference point up to a maximumof500 feet.Note: Heliports excluded.
500'
1Ground Level
6 Nautical Miles
NEAR AIRPORTS
6 Nautical Miles
6-3-5
7400.2E
3 Nautical Milescentered on ARP
Airport ReferencePoint(ARP)
ControllingSurface
500'
Established Airport Elevation
FIG 6-3-2
7400.2E CHG 1
CIVILIAN AIRPORT IMAGINARY SURFACES
7/7/01
•A
40:1--~- :1
Horizontal SurfaceI 50 Feet Above
Established AirportElevation
20: I Conical Surface
•FIG 6-3-3
Note - Part 77.25 does not make Iprovisions for precision approachesto utility runways. In these situations,use precision standards for other thanutility runways to develop the primary,approach, and transition surfaces.
Precision Instrument Approach
Visual or Non-Precision Approach(Slope - E)
A - Utility runwaysB - Runways larger than utilityC - Visibility minimums greater than 'l4 mileD - Visibility minimums as low as ';' mileE - Precision instrument approach slope is 50: I for inner
10,000 feet and 40: 1 for an additional 40,000 feet
DIM ITEM
A B A C D
A Width of primary surface anda roach surface width at inner end 250 500 500 500 1000 1000
B Radius of horizontal surface 5,000 5,000 5000 10 000 10,000 10000
Visual Non-Precision Precision •Approach Instrument
A B A CApproach
C Approach surface width at end 1,250 1500 2000 3500 4000 16000D Approach surface length 5,000 5000 S 000 10000 10,000
E Approach 510 e 20:1 20:1 20:1 34:1 34:1
Isometric View of Section A - A
6-3-6
•12/7/00
AIRPORT IMAGINARY SURFACES FOR HELIPORTS
7400.2E
Approach andDeparture Paths
Profile
Landing andTakeoffArea
(Primary Surface)
A Safety Barrier
-( --..,..4---4--.-- r - --.
Transitional Surfaces
~ ~l) 1OPe I ').":\Section A-A
1+--250'
~_A"""",h S""~
8:1 S\O~l 1 1TJ1·Slope 10:1 for Military Heliports
Touchdown Area
----
Peripheral Area
Extend to 4,000' from Primary Surface
~ 8:1 Slope.111111" i ,
ApproachSurface
Width 500 feetat 4,000 feet
from end ofprimary surface
--.-~-
•
FIG 6-3-8
•6-3-11
7400.2E CHG 1
FAR PART 77, APPROACH SURFACE DATA
7/7/01
•RWYUSEAVAILABLEIPLANNED APPROACH SURFACE DIMENSIONS SLOPES AND FLARE RATIOS
RUNWAYTYPE
APPROACH/OPPOSITERUNWAY END COMBINATIONS
LENGTHL
INNERWIDTH-W
OUTER SLOPE FLAREWIDTH - W' RATIO RATIO - A
.... _. Y.. _ _. _ _.. _ ~.999. __ ._V 5000
·.....Y...................• _.... __ ..5..999.....NP 5000
_.. __ NI:. _... _. . __ .. _. __ ._... _..~,999_. __ .NP 5000
250._- .250
••••• •~QQ ••• _500
500................ _ ...
500
... .I!~~~ ••••••• __ ••~~:.1..•....•••••. _..}:! .... _. _...1250 20:1 .1:1
. .. ) ..~~9 _ 2.0:!. 0 •••• _. _ •••• ~Q~~:.l•••••••••2,000 20:1 .15:1
• _. _~,_O~~•••• •• ~9~t . . . .. ..... ...l?:t .... _., ..2000 20:1 .15:1
_•••••~••••••••••••••••••••••••• __ •• ~,~.0.!l. _•••••••••~QQ •.•.••••.~.?~~ _ ~~:1 .1.:!.. _ .V 5000 500 1500 20:1 .1:1
· _. __ .'! _ ?~O.0.!l••••• ". __ . ~~~••••••••• 1,~0.1t 79:t _ ~1.:.l••••••••••.NP 0/.+ 10000 500 3500 34:1 .15:1
· _. _,! ... __ ... _•..........5)Q09. .. . .. .lo.0~O•••••.. J.?QO••••..•.2~:!. _ _ _ •••• _ ..9~=! _.. _..NP 0/. 10000 1,000 4,000 34:1 .15:1
· __ ._X '. _ _._.. .. . . .. . .. _.5,QQQ • ••• . MQQ •••• . ••• !~~O.O•••• , • ~~: ~ •••••.••••• . ~0.5:! •.••••.••P 50000 1000 16000 50:1140:1 .15:1
___ •~~ ~~ _•••• __ . _••• _. _••••••. __ J.0.9QQ __ •••• __ . ?99 ~!~~~ __ •••••• ~~;! __ }?;! .NP 0/.+ 10000 500 3500 34:1 .15:1
· !'i:~ ~~.... ... _).0)999.... . h~~~ MOoo. 0.. • ••••~9. 0 0... • ••••••• :!~~~1•••••••.•NP 0/. 10,000 1,000 4,000 34:1 .15:1
· ~~-t;.... . 0 0 •• _...... • ••••1.0!~~~.... . ))~QQ MO.o.... . ~4:J __ . . ...l7~:l .P 50000 1,000 16,000 50:1140:1 .15:1
_ !'!"-!'.Y:o. .. . .. .. 0 • • • • • • • • • • •• • •••1.0.'~~~• • .• • 0 •• .I]~~Q.. 0 •• • ••• 1~0.0.0. . • •• • ••• ~~~!.. :!~:} .NP 0/. 10,000 1,000 4,000 34:1 .15: 1
NP 0/. 10,000 1,000 4,000 34:1 .15:1................................................................................................................................... _ _ "'_.- _ _ _._ ...
•P
P
P
50,000 1000
• •• • ?.0.9QQ ••• , •••• MQQ ••••50,000 1,000
16,000
0 ••• .l.6)QQQ •••16,000
50:1140:1
50:1140:1... ...50:1140:1
.15:1
......... :!~:). 0 •••• •••
.15:1
V - Visual NP - NonprecisionP - Precision
0/.+ - Visibility Minimums More Than 0/. SM0/. • Visibility Minimums As Low As 0/. SM
EXAMPLE
Sample Use Problem: Proposed structure would be located by measurement to be 20,000 feet from the end of the primary surfaceand 3,400 feet at 90° from the extended centerline of a precision runway (Refer to Section 77.21(b) for relation of primary surface toend of runway). To determine whether it would fall within the approach surface of that runway, apply the following formula
Y=DxA+~
2
Y '" distance for runway centerline to edge of the approach
D = distance from end of primary surface at which proposed construction is 90° from extended runway centerline
Y = 20,000 x 15 + 1,000 Y = 3,000 + 500 Y = 3,500 (structure would be within approach surface)2
FIG 6-3-9
6-3-12
•
•
•
•
7/7/01
6-3-7. AIRPORT SURFACES ANDCLEARANCE AREAS
a. CIVIL AIRPORT SURFACES
1. Civil airport imaginary surfaces aredefined in Section 77.25 and are based on thecategory of each runway according to the type ofapproach (visual, nonprecision, or precision)available or planned for each runway end (seeFIG 6-3-3). The appropriate runway imaginarysurface shall be applied to the primary surfacesrelated to the physical end of the specificrunway surface that is usable for either takeoffor landing.
2. Approach Surface Elevation - Use therunway centerline elevation at the runwaythreshold and the elevation of the helipad as theelevation from which the approach surfacebegins (see Sections 77.25 and 77.29).
3. Heliport imaginary surfaces are definedin Section 77.29 and are based upon the size ofthe takeoff and landing area.
4. Planned Airport/Runway Improvements Consider the planned runway threshold andapproach type when there is a plan on file withthe FAA, or with an appropriate military serviceto extend the runway, and/or upgrade its use ortype of approach. The existing runwaythreshold and type of approach may be used fortemporary structures/equipment, as appropriate.
b. MILITARY AIRPORT SURFACES - Theobstruction standards in Section 77.25, CivilAirport Imaginary Surfaces, apply to civiloperated joint-use airports. The obstructionstandards in Section 77.28, Military AirportImaginary Surfaces, are applicable only toairports operated and controlled by a militaryservice of the United States, regardless ofwhether use by civil aircraft is permitted.
c. TERMINAL OBSTACLE CLEARANCEAREA - The terminal obstacle clearance areaspecified in Section 77.23(a)(3) includes theinitial, intermediate, final, and missed approachsegments of an instrument approach procedure,and the circling approach and instrumentdeparture areas. The applicable FAA approachand departure design criteria are contained in the8260.3 Order series.
7400.2E CHG 1
d. EN ROUTE OBSTACLE CLEARANCEAREA - The en route obstacle clearance areaspecified in Section 77.23(a)(4) is applicablewhen evaluating the effect of a structure on anairway, a feeder route, and/or an approved offairway route (direct route) as prescribed in the8260.3 Order series.
6-3-8. EVALUATING EFFECT ON VFROPERATIONS
a. PURPOSE - These guidelines are for use indetermining the effect of structures, whetherproposed or existing, upon VFR aeronauticaloperations in the navigable airspace. The intentof these guidelines is to provide a basis foranalytical judgments in evaluating the effect ofproposals on VFR operations.
b. CONSIDERATIONS1. Minimum VFR Flight Altitudes
Minimum VFR flight altitudes are prescribed byregulation. Generally speaking, from a VFRstandpoint, the navigable airspace includes allairspace 500 feet AGL or greater and thatairspace below 500 feet required for:
(a) Takeoff and landing, including theairport traffic pattern;
(b) Flight over open water and sparselypopulated areas (an aircraft may not be operatedcloser than 500 feet to any person, vessel,vehicle, or structure); and
(c) Helicopter operations when theoperation may be conducted without hazard topersons and property on the surface.
2. VFR Weather Minimums - Proposed orexisting structures potentially have the greatestimpact in those areas where VFR operations areconducted when ceiling and/or visibilityconditions are at or near VFR weatherminimums. Any structure that would interferewith a significant volume of low altitude flightsby actually excluding or restricting VFRoperations in a specific area would have asubstantial adverse effect and may be considereda hazard to air navigation.
3. Marking and/or Lighting of Structures Not every structure penetrating the navigableairspace is considered to be a hazard to airnavigation. Some may be marked and/or lightedso pilots can visually observe and avoid thestructures.
6-3-13
7400.2E CHG 1
4. Shielded Structures - A structure may be"shielded" by being located in proximity to otherpermanent structures or terrain and would not,by itself, adversely affect aeronauticaloperations (see paragraph 6-3-13).
5. Height Of Structures - Structures are ofconcern to pilots during a climb after takeoff,low altitude operations, and when descending toland. Any structure greater than 500 feet AGL,or structures of any height which would affectlanding and takeoff operations, requiresextensive evaluation to determine the extent ofadverse effect on VFR aeronautical operations.
6. Airport Traffic Patterns - The primaryconcern regarding structures in airport trafficpattern areas is whether they would create adangerous situation during a critical phase offlight.
7. Class Band C Airspace - Structures thatexceed obstruction standards in areas availablefor VFR flight below the floor of Class B or Cairspace areas require careful evaluation. ClassBand C airspace areas are designed to provide amore regulated environment for IFR and VFRtraffic in and around certain airports.Consequently, the floors of some Class Band Careas compress VFR operations into airspace oflimited size and minimum altitude availability.
8. VFR Routes - Pilots operating VFRfrequently fly routes that follow rivers,coastlines, mountain passes, valleys, and similartypes of natural landmarks; or major highways,railroads, powerlines, canals, and othermanmade structures. A VFR route may also becomprised of specific radials of aVery HighFrequency Omnidirectional Range (VOR).These routes may correspond to an establishedFederal Airway, direct radials betweennavigation facilities, or a single radial providingtransition to a route predicated on visual aids.While there may be established minimum enroute altitudes for segments of these routes andnavigation is dependent upon adequate signalreception, a VFR pilot may fly at an altitudebelow the established minimum altitude in order
7/7/01
to maintain visual contact with the ground. Thebasic consideration in evaluating the effect ofobstructions on operations along these routes iswhether pilots would be able to visually observeand avoid them during marginal VFR weatherconditions. At least I-mile flight visibility isrequired for VFR operations beneath the floor ofcontrolled airspace. This means that a surfacereference used for VFR low altitude flight mustbe horizontally visible to pilots for a minimumof 1 mile.
c. EN ROUTE OPERATrONS - The areaconsidered for en route VFR flight begins andends outside the airport traffic pattern airspacearea, or Class B, C, and D airspace areas.
1. A structure would have an adverse effectupon VFR air navigation if its height is greaterthan 500 feet above the surface at its site, andwithin 2 statute miles of any regularly used VFRroute (see FIG 6-3-10).
2. Evaluation of obstructions located withinVFR routes must recognize that pilots may, andsometimes do, operate below the floor ofcontrolled airspace during low ceilings and 1mile flight visibility. When operating in theseweather conditions and using pilotagenavigation, these flights must remain within 1mile of the identifiable landmark to maintainvisual reference. Even if made moreconspicuous by the installation of high intensitywhite obstruction lights, a structure placed inthis location could be a hazard to air navigationbecause after sighting it, the pilot may not havethe opportunity to safely circumnavigate oroverfly the structure
3. VFR MILITARY TRAINING ROUTES(VR) - Operations on VRs provide militaryaircrews low altitude, high speed navigation andtactics training, and are a basic requirement forcombat readiness (see FAA Order 7610.4,Special Military Operations). Surface structureshave their greatest impact on VFR operationswhen ceiling and visibility conditions are at ornear basic VFR minimums. Accordingly, theguidelines for a finding of substantial .adverse
6-3-14
•
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7/7/01
effect on en route VFR operations are based onconsideration for those operations conductedunder part 91 that permits flight clear of cloudswith 1 mile flight visibility outside controlledairspace. In contrast, flight along VRs can beconducted only when weather conditions equalor exceed 3,000 feet ceiling and 5 milesvisibility. A proposed structure's location on aVR is not a basis for determining it to be ahazard to air navigation; however, in recognitionof the military's requirement to conduct lowaltitude training, disseminate part 77 notices andaeronautical study information to militaryrepresentatives. Additionally, attempt topersuade the sponsor to lower or relocate aproposed structure that exceeds obstructionstandards and has been identified by the militaryas detrimental to its training requirement.
d. AIRPORT AREAS - Consider thefollowing when determining the effect ofstructures on VFR operations near airports:
1. Traffic Pattern Airspace - There aremany variables that influence the establishmentof airport arrival and departure traffic flows.Structures in the traffic pattern airspace mayadversely affect air navigation by being aphysical obstruction to air navigation or bydistracting a pilot's attention during a criticalphase of flight. The categories of aircraft usingthe airport determine airport traffic patternairspace dimensions.
(a) Traffic Pattern Airspace dimensions(See FIG 6-3-11).
(b) Within Traffic Pattern Airspace - Astructure that exceeds a 14 CFR, part 77obstruction standard and that exceeds any of thefollowing heights is considered to have anadverse effect and would have a substantialadverse effect if a significant volume of VFRaeronautical operations are affected, except asnoted in paragraph 6-3-8 d.l.(c) and (d) (see FIG6-3-12).
7400.2E CHG 1
(1) The height of the transition surface(other than abeam the runway), the approachslope (up to the height of the horizontal surface),the horizontal surface, and the conical surface(as applied to visual approach runways, Section77.25).
(2) Beyond the lateral limits of theconical surface and in the climb/descent area 350 feet above airport elevation or the height of14 CFR Section 77.23a.(2), whichever is greaternot to exceed 500 feet above ground level(AGL). The climb/descent area begins abeamthe runway threshold being used and is the areawhere the pilot is either descending to land onthe runway or climbing to pattern altitude afterdeparture (the area extending outward from aline perpendicular to the runway at thethreshold, see FIG 6-3-13).
(3) Beyond the lateral limits of theconical surface and not in the climb/descent areaof any runway - 500 feet above airport elevation(AE) not to exceed 500 feet AGL.
(c) An existing structure (that has beenpreviously studied by the FAA), terrain, or aproposed structure (that would be shielded byexisting structures) may not be considered tohave a substantial adverse effect. In suchinstances, the traffic pattern may be adjusted asneeded on a case-by-case basis.
(d) Exceptions may be made on a caseby-case basis when the surrounding terrain issignificantly higher than the airport elevation,the established traffic pattern altitude is less than800 feet above airport elevation, or "densityaltitude" is a consideration.
2. Terminal Transition Routes - A structurewould have an adverse effect upon VFR airnavigation if it:
(a) Exceeds a height of 500 feet above thesurface at its site; and
6-3-15
7400.2E
VFRROUTES
12/7/00
•
•Boundary 2 S.M.
Either Side ofVFRRoute
Tri-City Airport
....~-- Freetown VOR
..--..~_..-- "'4-- Tri-City VORVFRRoute
A· ort to NAVAID
4-+---Bay City RBN
~---Freetown Airport
"-.0::::....__ Bay City Airport
t 4--+--- Railroad
Freetown ------kl~)
River--+-.
Bay City -->o.---110\..~
VFRRouteAirport to Airport
Eden County Airport -----+.
FIG 6-3-10 •6-3-16
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1. Minimum En Route Altitudes (MEA) MEAs are established for each segment of anairway, or an approved route based uponobstacle clearance, navigational signal reception,and communications. The MEA assuresobstruction clearance and acceptablenavigational signal coverage over the entireairway or route segment flown. Any structurethat will require an MEA to be raised has anadverse effect. Careful analysis by theappropriate Flight Procedures and AT personnelis necessary to determine if there would be asubstantial adverse effect on the navigableairspace. Generally, the loss of a cardinalaltitude is considered a substantial adverseeffect. However, the effect may not besubstantial if the aeronautical study disclosesthat the affected MEA is not normally flown byaircraft, nor used for air traffic control purposes.
2. Minimum Obstruction ClearanceAltitudes (MOCA) - MOCAs assure obstacleclearance over the entire route segment to whichthey apply and assure navigational signalcoverage within 22 nautical miles of theassociated VOR navigational facility. For thatportion of the route segment beyond 22 nauticalmiles from the VOR, where the MOCA is lowerthan the MEA and there are no plans to lowerthe MEA to the MOCA, a structure that affectsonly the MOCA would not be considered tohave substantial adverse effect. Other situationsrequire study as ATC may assign altitudes downto the MOCA under certain conditions.
3. Minimum IFR Altitudes (MIA) - Thesealtitudes are established in accordance withOrder 7210.37, En Route Minimum IFRAltitude Sector Charts, to provide the controllerwith minimum IFR altitude information for offairway operations. MIAs provide the minimumobstacle clearance and are established withoutrespect to flight-checked radar or normal radarcoverage. Any structure that would cause anincrease in a MIA is an obstruction, and furtherstudy is required to determine the extent ofadverse effect. Radar coverage adequate tovector around such a structure is not, of itself,sufficient to mitigate a finding of substantialadverse effect that would otherwise be the basisfor a determination of hazard to air navigation.
7400.2E CHG 1
4. IFR Military Training Routes (IR) andMilitary Operation Areas (MOA) - Operations inMOAs involve military training activities suchas air combat maneuvers, air intercepts,aerobatics, and tactics training. These trainingactivities are basic requirements for combatreadiness. To ensure flying operations can beconducted within MOAs safely, the FAA'sregional office must carefully evaluate anyproposed structure that would penetrate the floorof an established MOA.
(a) The Obstruction EvaluationAutomation Program will be used to identify anyproposed structure that could potentially affectan established IR or MOA. The appropriatemilitary service will review the proposal todetermine if the proposed structure would havean impact on flight safety and combat training.If the military service determines that theproposed structure would adversely effect an IRor MOA, then the military service must providea detailed response to the FAA's regionalheadquarters, through the militaryrepresentatives, outlining the adverse effects.The response should include as muchinformation as possible describing in detail howtraining and/or safety would be negativelyimpacted and any height reduction or relocationthat would significantly reduce the impact.
(b) The FAA's regional office willcarefully review the proposal, including theinputs from the proponent and the military. Ifthe FAA determines the proposed structure, orcumulative effects of the proposed and alreadyexisting structures will have a significantadverse effect on safe operations within the IRor MOA, then a "Determination of Hazard to AirNavigation" or a "Determination of PresumedHazard" will be issued. The FAA ObstructionEvaluation Specialist will attempt to mitigateany valid impacts identified by the military.
5. Radar Bomb Sites (RBS) - These sitesare a vital link in the low level training networkused by the U.S. Air Force to evaluate bombercrew proficiency. They provide accurate radarrecords for aircraft flying at low altitudesattacking simulated targets along the RBSscoring line. An obstruction located within theflights' RBS boundaries may have a substantialadverse effect and a serious operational impacton military training capability.
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7400.2E CHG 1
e. TERMINAL AREA IFR OPERATIONS The obstruction standards contained in part 77are also used to identify obstructions withintenninal obstacle clearance areas. Any structureidentified as an obstruction is considered to havean adverse effect; however, there is no clear-cutfonnula to detennine what extent of adverseeffect is considered substantial. Instrumentapproach and departure procedures areestablished in accordance with publishedobstacle clearance guidelines and criteria.However, there are segments of instrumentapproach procedures where the minimumaltitudes may be revised without substantiallyeffecting landing minimums. Thus, thedetennination must represent a decision basedon the best facts that can be obtained during theaeronautical study.
1. Instrument Approach Procedures (lAP) Flight Procedures personnel are responsible forevaluating the effect of structures upon anysegment of an lAP, any proposed lAP, or anydeparture restriction. However, all FAApersonnel involved in the obstruction evaluationprocess should be familiar with all aspects of thetenninal area IFR operations being considered.If Flight Procedures personnel detennine that astructure will affect instrument flightprocedures, their evaluation should include thoseprocedural adjustments that can be made withoutadversely affecting IFR operations. When thestudy discloses that procedural adjustments toreduce or mitigate any adverse effect cannot beaccomplished, then the comments to Air Trafficshall identify the significance of this effect onprocedures and aeronautical operations.
2. Minimum Vectoring Altitudes (MVA) These altitudes are based upon obstructionclearance requirements only (see Order8260.19). The area considered for obstacleclearance is the nonnal operational use of theradar without regard to the flight-checked radarcoverage. It is the responsibility of individualcontrollers to detennine that a target return isadequate for radar control purposes. MVAs aredeveloped by tenninal facilities, approved by theNational Flight Procedures Office, AVN-lOO,and published for controllers on MVA SectorCharts. Any structure that would cause anincrease in an MVA is an obstruction and astudy is required to detennine the extent ofadverse effect. Radar coverage adequate to
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vector around such a structure is not, of itself,sufficient to mitigate a finding of substantialadverse effect that would otherwise be the basisfor a detennination of hazard to air navigation.
3. Military Airports - With the exception ofthe U.S. Anny, the appropriate militarycommands establish and approve tenninalinstrument procedures for airports under theirrespective jurisdictions. Consequently, the AIDresponsible for the issuance of a detenninationshall ensure that the military organizations areprovided the opportunity to evaluate a structurethat may affect their operations. While themilitary has the responsibility for detenniningthe effect of a structure, it is expected that theFPO will assist Air Traffic in reconcilingdifferences in the military findings.
4. Departure Procedures - TERPS, Chapter12, Civil Utilization of Area Navigation(RNAV) Departure Procedures, contains criteriafor the development of IFR departureprocedures. Generally, any obstacle thatpenetrates the 40: 1 slope should be evaluated ona case-by-case basis to detennine the need for adeparture restriction.
5. Minimum Safe Altitudes (MSA) - AMSA is the minimum obstacle clearance altitudefor emergency use within a specified distancefrom the navigation facility upon which aprocedure is predicated. These are eitherMinimum Sector Altitudes, established for allprocedures within a 25-mile radius of thenavigational facility (may be increased to 30miles under certain conditions), or EmergencySafe Altitudes, established within a 100-mileradius of the navigation facility and nonnallyused only in military procedures at the option ofthe approval authority. These altitudes aredesigned for emergency use only and are notroutinely used by pilots or by air traffic control.Consequently, they are not considered a factor indetennining the extent of adverse effect, used asthe basis of a detennination, or addressed in thepublic notice of an aeronautical study.
f. CONSIDERING ACCURACYExperience has shown that submissions oftencontain elevation and/or location errors. For thisreason, Flight Procedures uses vertical andhorizontal accuracy adjustments, as reflectedbelow, to detennine the effect on IFRoperations.
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1. Accuracy Application - Currentdirectives require the FPO to apply accuracystandards to obstacles when evaluating effectson instrument procedures. These accuracystandards typically require an adjustment of 50feet vertically and 250 feet horizontally to beapplied in the most critical direction. Normally,these adjustments are applied to those structuresthat may become the controlling obstructionsand are applicable until their elevation andlocation are verified by survey.
2. Certified Accuracy - The FPO shallnotify Air Traffic whenever certified accuracy isneeded to determine if the structure will have anadverse effect. Air Traffic shall then contact thesponsor to request a surveyed verification of theelevation and location. The acceptable accuracyverification method must be provided andcertified by a licensed engineer or surveyor. Thesurvey must include the plus or minus accuracyrequired by the FPO, as well as the signature ofthe engineer/surveyor and the appropriate seal.
3. Determination - A final determinationbased on improved accuracy shall not be issueduntil after the certified survey is received andevaluated.
4. Survey Information Distribution - Whenthe certified survey is received, Air Trafficpersonnel shall ensure that the surveyinformation is provided to FPO personnel andshall send to NACO a copy of the surveyattached to the FAA form 7460-2, Notice ofActual Construction or Alteration.
6-3-10. EVALUATING EFFECT ON AIRNAVIGATION AND COMMUNICATIONFACILITIES
a. The FAA is authorized to establish, operate,and maintain air navigation and communicationsfacilities and to protect such facilities frominterference. During evaluation of structures,factors that may adversely affect any portion orcomponent of the NAS must be considered.Since an electromagnetic interference potentialmay create adverse effects as serious as thosecaused by a physical penetration of the airspaceby a structure, those effects shall be identifiedand stated. Proposals will be handled, whenappropriate, directly with FCC throughASR-I00.
7400.2E CHG 1
b. Airway Facilities personnel shall evaluatenotices to determine if the structure will affectthe performance of existing or proposed NASfacilities. The study must also include any plansfor future facilities, proposed airports, orimprovements to existing airports.
c. The physical presence of a structure and/orthe electromagnetic signals emanating orreflecting therefrom may have a substantialadverse effect on the availability, or quality ofnavigational and communications signals, or onair traffic services needed for the safe operationof aircraft. The following general guidelines areprovided to assist in determining the anticipatedinterference.
1. Instrument Landing System (ILS) Transmitting antennas are potential sources ofelectromagnetic interference that may effect theoperation of aircraft using an ILS facility. Theantenna height, radiation pattern, operatingfrequency, effective radiated power (ERP), andits proximity to the runway centerline are allfactors contributing to the possibility ofinterference. Normally, any structure supportinga transmitting antenna within the establishedlocalizer and/or glide-slope service volume areamust be studied carefully. However, extremes instructure height, ERP, frequency, and/or antennaradiation pattern may require careful study ofstructures up to 30 nautical miles from the ILSfrequency's protected service volume area.
(a) ILS Localizer - Large mass structuresadjacent to the localizer course and/or antennaarray are potential sources of reflections and/orre-radiation that may affect facility operation.The shape and intensity of such reflectionsand/or re-radiation depends upon the size of thereflecting surface and distance from the localizerantenna. The angle of incidence reflection in theazimuth plane generally follows the rules ofbasic optical reflection. Normally, in order toaffect the course, the reflections must come fromstructures that lie in or near the on-course signal.Large mass structures of any type, includingmetallic fences or powerlines, within plus/minus15 degrees of extended centerline up to 1 NMfrom the approach end of the runway and anyobstruction within 500 feet of the localizerantenna array must be studied carefully. (Referto FAA Order 6750.16, Siting Criteria forInstrument Landing Systems).
6-3-23
7400.2E CHG 1
(b) ILS Glide Slope - Vertical surfaceswithin approximately 1,000 feet of the runwaycenterline and located up to 3,000 feet forwardof the glide slope antenna can cause harmfulreflections. Most interference to the glide slopeare caused by discontinuities in the groundsurface, described approximately as arectangular area 1,000 feet wide by 5,000 feetlong, extending forward from the glide slopeantenna and centered at about the runwaycenterline. Discontinuities are usually in theform of rough terrain or buildings. (Refer toFAA Order 6750.16, Siting Criteria forInstrument Landing Systems.)
2. Microwave Landing System (MLS) The guidelines stated for ILS systems above alsoapply to MLS installations. The establishedMLS service volume defines the area ofconcern.
3. Very High Frequency Omni -DirectionalRadio Range and Tactical Air Navigation Aid(VORJTACAN) - Usually, there should be noreflecting structures or heavy vegetation (trees,brush, etc.) within a 1,000 foot radius of theVOR or the TACAN antenna. Interference mayoccur from large structures or powerlines up to 2NM from the antenna. (Refer to FAA Order6820.10 VOR, VORJDME, and TACAN SitingCriteria).
4. Air Route Surveillance Radar/AirportSurveillance Radar (ARSRJASR) - Normally,there should be no reflecting structures within a1,500-foot radius of the radar antenna. Inaddition, large reflective structures up to 3 NMfrom the antenna can cause interference unlessthey are in the "shadow" of topographicfeatures.
5. Air Traffic Control Radar Beacon(ATCRB) - The effects encountered due toreflections of the secondary radar main lobe aremore serious than those associated with primaryradar. Therefore, it is necessary to ensure thatno large vertical reflecting surface penetrates a1,500-foot radius horizontal plane located 25feet below the antenna platform. In addition,interference may occur from large structures upto 12 miles away from the antenna. Thisdistance will depend on the area of the reflectingsurface, the reflection coefficient of the surface,and its elevation with respect to the interrogator
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antenna. (Refer to FAA Order 6310.6,Primary/Secondary Terminal Radar SitingHandbook).
6. Directional Finder (DF) - The DFantenna site should be free of structures that willobstruct line-of-sight with aircraft at lowaltitudes. The vicinity within 300 feet of theantenna should be free of metallic structureswhich can act as re-radiators.
7. Communication Facilities - Minimumdesirable distances to prevent interferenceproblems between communication facilities andother construction are:
(a) 1,000 feet from power transmissionlines (other than those serving the facility) andother radio or radar facilities;
(b) 300 feet from areas of high vehicleactivity such as highways, busy roads, and largeparking areas; and
(c) One (1) NM from commercialbroadcasting stations (e.g., FM, TV).
8. Approach Lighting System - Nostructure, except the localizer antenna, thelocalizer far field monitor antenna, or the markerantenna shall protrude above the approach lightplane. For approach light plane clearancepurposes, all roads, highways, vehicle parkingareas, and railroads shall be considered asvertical solid structures. The clearance requiredabove interstate highways is 17 feet; aboverailroads, 23 feet; and for all other public roads,highways, and vehicle parking areas, 15 feet.The clearance required for a private road is 10feet or the highest mobile structure that wouldnormally use the road, which would exceed 10feet. The clearance for roads and highways shallbe measured from the crown of the road; theclearance for railroads shall be measured fromthe top of the rails. For vehicle parking areas,clearance shall be measured from the averagegrade in the vicinity of the highest point.Relative to airport service roads substantialadverse effect can be eliminated if all vehiculartraffic is controlled or managed by the air trafficcontrol facility. A clear line-of-sight is requiredto all lights in the system from any point on asurface, one-half degree below the aircraftdescent path and extending 250 feet each side ofthe runway centerline, up to 1,600 feet inadvance of the outermost light in the system.
6-3-24
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distribution is maintained for future reference.Also record the time period during which eachprintout or list is used. The retention schedule islisted in Order 1350.15, Records Organization,Transfer, and Destruction Standards.
e. Consider only valid aeronautical objectionsor comments in determining the extent ofadverse effect of the structure. Comments of a
7400.2E
non-aeronautical nature are not considered inobstruction evaluation as described in part 77.
f. If the sponsor agrees to revise the project sothat it does not exceed obstruction standards andwould have no adverse effect, cancel the publicnotice, advise interested parties, as necessary,revise the obstruction evaluation study, andproceed as appropriate.
6-3-31
7400.2E CHG 1
STANDARDS FOR DETERMINING SmELDING: CONGESTED PARTOF CITY, TOWN, OR SETTLEMENT
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•
•---+~ Airport - Within 5 miles
r- a-1*
b
Ground Level
+ Shielded Object* Shielding Objecta Not More Than 500 Feetb Congested Part of City, Town, or Settlement
FIG 6-3-14
•6-3-32
•12/7/00
Frequency Protected Service Volume for ILS Back Course
7400.2E
•
Note: All elevations shown are withrespect to the station's siteelevation (AGL).
OPTION B FPSV
25 nm (46.3 km)
18 nm (33.3 km)
Localizer Antenna
OPTION C FPSV
•...L1,000 ft L...-----------t--"'tooo..-305m
6-3-37
6,250 ft(1,905 m)
1 Localizer Antenna
FIG 6-3-19
7400.2E CHG 1
Frequency Protected Service Volume for VOR
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LOW ALTITUDE
100nm
60,000 ft ---l
45,000 ft
18,000 ft
14,500 ft --..J.....----~
1,000 ft ----k"----;~
HIGH ALTITUDE
NOTE:All elevations shownare with respect to
site elevation (AGL).
25nm
----l~~_12,000 ft
1,000 ft
TERMINAL
6-3-38
40nm
----'---*-18,000 ft
1,000 ft
. . ... ""... ~
FIG 6-3-20 •
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"FCC licensees are required to file anenvironmental assessment with the Commissionwhen seeking authorization for use of the highintensity flashing white lighting system."
(3) If it is an existing structure and therequested marking and/or lighting change isrecommended, the sponsor shall be required tonotify NACO directly when the change has beenaccomplished. Use the following specificlanguage: "So that aeronautical charts andrecords can be updated, please notify NationalAeronautical Charting Office (NACO) in writing(with a courtesy copy to the NFDC) when thenew system is installed and operational. NACOnotification should be addressed to: NationalAeronautical Charting Office, AeronauticalInformation Branch, Room 5601 N/ACCl13,1305 East-West Highway, Silver Spring,Maryland 20910."
(d) Ifit is determined that marking and/orlighting are not necessary for aviation safety,marking and/or lighting may be accomplishedon a voluntary basis. However, marking and/orlighting should not be a condition of thedetermination. Instead, it shall b~ recommendedthat voluntary marking and/or lighting beinstalled and maintained in accordance withAC 70/7460-1. Use specific language asfollows: "Based on this evaluation, marking andlighting are not necessary for aviation safety.However, if marking and/or lighting areaccomplished on a voluntary basis, werecommend it be installed and maintained inaccordance with FAA AdvisoryCircular 70/7460-1."
4. SUPPLEMENTAL NOTICE - FAAForm 7460-2, Notice of Actual Construction orAlteration, is the authorized form for sponsors toreport the start, completion, or abandonment ofconstruction, and the dismantlement ofstructures. If needed, furnish this form to eachsponsor when such supplemental notice ISrequired. Include on the form, the aeronauticalstudy number, the city and state, and therequesting ATD's return address before sendingit to the sponsor. Retain and file Part 3 of theform in the requesting division.
(a) Request sponsors to complete andmail Part 1 of FAA Form 7460-2, to be received
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7400.2E CHG 1
at least 10 days before the start of constructionor alteration, when:
(1) An aeronautical procedure ormInImUm flight altitude will be affected(supplemental notice earlier than 10 days may berequested to permit adjustments);
(2) The construction will be in progressover an extended period of time; or
(3) The structure will exceed 500 feetAGL and will be erected within a relativelyshort period of time, as in the case of a TVtower.
(b) In addition, submission by the sponsorof FAA Form 7460-2, shall be required when thestructure is a new construction or involves aproposed physical alteration, and:
(1) Is more than 200 feet above groundlevel;
(2) Is less than 200 feet above groundlevel (AGL) but exceeds obstruction standards,reqUIres a change to an established FAAprocedure or flight minimum, requires certifiedaccuracy so as not to exceed minimums; or
(3) The FAA deems it necessary forany other reason.
(c) The information submitted on FAAForm 7460-2 is used for:
(1) Charting obstructions to aIrnavigation on aeronautical charts;
(2) Giving notice to airmen, whenapplicable, of the construction of obstructions;
(3) Changing affected aeronauticalprocedures and operations;
(4) Revising minimum flight altitudes;and
(5) Updating the NACO ObstacleDigital File.
(d) Do not require supplemental noticefor existing structures that do not involve aproposed physical alteration. Instead, directlycommunicate the known information to NACOand other relevant persons or organizations, asnecessary.
5. EXPIRATION DATE - Include anexpiration date, if applicable.
I
I
7400.2E CHG 1
(a) Assign an expiration date to alldetenninations that involve new construction oralterations.
(1) Nonnally all detenninations,whether FCC construction pennit related or not,shall be assigned an expiration date 18 monthsfrom the effective/issued date. In the case ofdetenninations involving petition rights, theexpiration shall be 18 months from the final dateof the detennination.
(2) An expiration date of less or morethan 18 months may be assigned ifcircumstances warrant.
(b) The detennination expires on the dateprescribed unless:
(1) Extended, revised, or tenninated bythe issuing office; or
(2) The construction is subject to thelicensing authority of the FCC and anapplication for a construction pennit has beenfiled as required by the FCC within 6 months ofthe date of the detennination. In such case, thedetennination expires on the date prescribed bythe FCC for completion of construction, or thedate the FCC denies the application. A requestfor extension must be postmarked or delivered atleast 15 days prior to expiration.
(c) If the date of a final detennination ischanged because of a petition or review, a newexpiration date will be specified as appropriate.
(d) Detenninations involving existingstructures that do not involve a proposedphysical alteration shall not contain anexpiration date.
6. SPECIAL CONDITIONS Anycondition upon which a non-hazarddetennination is based shall be specified in thedetennination. When FAA Fonn 7460-2 isrequested, a condition of the detennination willbe for the sponsor to keep the FAA infonned ofthe project's status. Use the following specificlanguage: "As a result of this structure beingcritical to flight safety, it is required that theFAA be kept infonned as to the status of theproject. Failure to respond to periodic FAAinquiries could invalidate this detennination."
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7. SPECIAL STATEMENTS - To helpprevent potential problems, all detenninationsshall include the following statements:
(a) "This detennination is based, in part,on the foregoing description which includesspecific coordinates, heights, frequency(ies), andpower. Any change in coordinates, heights,frequency(ies), or use of greater power will voidthis detennination. Any future construction oralteration, including increase in heights, power,or the addition of other transmitters, requiresseparate notice to the FAA."
(b) "This detennination does includetemporary construction equipment, such ascranes, derricks, etc., which may be used duringthe actual construction of the structure.However, this equipment shall not exceed theoverall heights as indicated above. Equipmentwhich has a height greater than the studiedstructure requires separate notice to the FAA."
(c) "This detennination concerns theeffect of this structure on the safe and efficientuse of navigable airspace by aircraft and doesnot relieve the sponsor of complianceresponsibilities relating to any law, ordinance, orregulation of any Federal, state, or localgovernment body."
8. ADVISORIES - Detenninations mayrequire advisory statements (available in theautomated letters) to notify sponsors of potentialissues.
(a) Issues pertaining to noise can beaddressed as a statement in the detenninationwith the following language: "The structureconsidered under this study lies in proximity toan airport and occupants may be subjected tonoise from aircraft operating to and from theairport."
(b) When requested by the military,issues pertaining to military training areas/routescan be addressed in a detennination with thefollowing language: "While the structure doesnot constitute a hazard to air navigation, it wouldbe located within or near a military training areaand/or route."
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(c) Issues pertaining to a runwayprotection zone can be addressed in thedetennination as follows: "While the structuredoes not constitute a hazard to air navigation, itwould be located within the Runway ProtectionZone (RPZ) of the airport/runway. Structures,which will result in the congregation of peoplewithin an RPZ, are strongly discouraged in theinterest of protecting people and property on theground. In cases where the FAA can control theuse of the property, such structures areprohibited. In cases where the FAA exercises nosuch control, advisory recommendations areissued to infonn the sponsor of the inadvisabilityof the project from the standpoint of safety topersonnel and property."
b. In addition to the above items, a DNH shallalso include or address:
1. Obstruction standards exceeded;
2. Effect on VFRlIFR aeronauticaldeparture/arrival and en route operations,procedures, and minimum flight altitudes;
3. Effect on existing public-use airports andaeronautical facilities;
4. Effect on all planned public-use airportsand aeronautical facilities;
5. Cumulative impact resulting from theproposed construction or alteration of a structurewhen combined with the impact of other existingor proposed structures;
6. Infonnation and comments received as aresult of circularization, infonnal airspacemeetings, and negotiations;
7. Reasons and basis for the detenninationthat the structure will not be a hazard to airnavigation and any accommodations necessaryby aeronautical users or sponsors;
8. Consideration given to any validaeronautical comments received during theaeronautical study. The official FAAdetennination shall be a composite of thecomments and findings received from otherinterested FAA offices;
9. Conditions of the determination,including recommendations for marking and/orlighting of a structure, and changes inprocedures and/or altitudes that are necessary to
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accommodate the structure. The "conditions"should include a statement that appropriateaction will be taken to amend the effectedprocedure(s) and/or altitude(s) upon notificationto the FAA by the sponsor prior to the start ofconstruction or alteration;
10. Limitations, if any; and
11. Petitioning infonnation regardless ofwhether the structure is proposed or existingusing the following specific language: "Thisdetennination is subject to review if aninterested party files a petition on or before QQdays from issued date). In the event a petitionfor review is filed, it must contain a fullstatement of the basis upon which it is made andbe submitted in triplicate to the Manager,Airspace and Rules Division, ATA-400, FederalAviation Administration, Washington,DC 20591. This determination becomes final on(40 days from issued date) unless a petition istimely filed. In which case, this determinationwill not become final pending disposition of thepetition. Interested parties will be notified of thegrant of any review."
c. A DOH shall include or address:
1. FULL DESCRIPTION A fulldescription of the structure, project, proposal,etc., including all submitted frequencies andERP, shall be included. Use exact infonnationto clearly identify the nature of the project. Usewording, such as microwave antenna tower, FMor AM antenna tower, suspension bridge, TVantenna tower, or four-stack power plant.
2. LATITUDE, LONGITUDE, ANDHEIGHT- Specify the latitude, longitude, andheight(s) of each structure. When an obstructionevaluation study concerns an array of antennasor other multiple-type structures, specificinfonnation on each structure should beincluded.
3. BASIS FOR THE DETERMINATION The reasons and basis for the detennination mustinclude the adverse effect of the proposal uponthe safe and efficient use of the navigableairspace by aircraft, and upon air navigationfacilities. Also, state the reasons the affectedaeronautical operations, or the procedure, cannotbe adjusted to alleviate or eliminate the
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conflicting demands for the airspace. As aminimum, the determination shall address thefollowing:
(a) Obstruction standards exceeded;
(b) The effect on VFR/IFR aeronauticaldeparture/arrival and en route operations,procedures, and the minimum flight altitudeseffect on existing public-use airports andaeronautical facilities;
(c) The effect on all planned public-useairports and aeronautical facilities on file withthe FAA, or for which the FAA has receivedadequate notice;
(d) The cumulative impact resulting fromthe proposed construction, or alteration of astructure when combined with the impact ofother existing or proposed structures;
(e) Information and comments received asa result of circularization, informal airspacemeetings, and negotiations; and
(t) Reasons and basis for thedetermination as to why the structure would be ahazard to air navigation (e.g., a clear showing ofsubstantial adverse effect).
4. PETITIONING INFORMATIONInclude petitioning information, regardless ofwhether the structure is proposed or existing,using the following specific language: "Thisdetermination is subject to review if aninterested party files a petition on or before QQdays from issued date). In the event a petitionfor review is filed, it must contain a fullstatement of the basis upon which it is made andbe submitted in triplicate to the Manager,Airspace and Rules Division, ATA-400, FederalAviation Administration, Washington,DC 20591. This determination becomes final on(40 days from issued date) unless a petition istimely filed. The determination will not becomefinal pending disposition of the petition.Interested parties will be notified of the grant ofany review."
7-1-6. DETERMINATION DATES
a. ISSUED DATE - The issuance date of adetermination is the date the determination isdistributed.
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b. PETITION DEADLINE Fordeterminations that involve petition rights, thedeadline for receipt of petition shall be 30 daysfrom the date of issuance.
c. EFFECTIVE DATE -
1. The effective date of determinations thatdo not involve petition rights shall be the date ofissuance.
2. The effective date of determinations thatinvolve petition rights, whether for existing orproposed structures, shall be 40 days from thedate of issuance, provided a petition for reviewis not filed. If a petition for review is filed, thedetermination will not become final pendingdisposition of the petition.
NOTE-The effective date and the issued date mayor may not be the same.The effective date may also be referred to as the final date.
7-1-7. EXISTING STRUCTURES
A determination issued as a result of the study ofan existing structure may be written in thefollowing forms:
a. As a DOH or DNH;
b. As a formal letter outlining the effects ofthe structure and perhaps recommending to thesponsor that the structure, be marked and/orlighted, specifying that it be reduced in height,or specifying that it be removed;
c. As an informal letter or staff study makingan internal FAA recommendation; or
d. As a formal letter to the FCCrecommending the dismantling of an abandonedtower.
7-1-8. DISTRIBUTION OF DETERMINATIONS
A record of the distribution for eachdetermination whether original, revised,extended, or affirmed shall be maintained in theaeronautical study file. When appropriate, areference to the distribution code, a mailing list,or any other evidence of distribution will besufficient.
a. Copies of all determinations shall be sent tothe:
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1. Sponsor (with FAA Form 7460-2 asnecessary);
2. Sponsor's representative (if any);
3. FCC (if the structure is subject to itslicensing authority);
4. NACO in lieu of FAA Form 7460-2 (ifthe structure is existing and does not involve aproposed physical alteration). Copies of thedetermination shall always be accompanied by acopy of the submitted map and, if applicable, acopy of the survey; or if the determinationinvolves a change to marking and/or lighting ofan existing structure for which the sponsor hasbeen requested to notify NACO directly of the
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change. Copies of the determination shallalways be accompanied by a copy of thesubmitted map and, if applicable, a copy of thesurveys; and
5. Other persons, offices, or entities asdeemed necessary or as requested.
b. In addition to the above distribution, copiesof a DNH and DOH shall also be sent to:
1. ATA-400;
2. NACO;
3. Military representatives; and
4. All other interested persons.
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Section 3. REVISION, CORRECTION, AND TERMINATION OFDETERMINATION•
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7-3-1. REVISIONS AND TERMINATIONSBASED ON NEW FACTS
The FAA official responsible for issuing a nohazard determination has the delegated authority(Section 77.39) to revise or terminate thedetermination provided, the decision is basedupon new facts that change the basis on whichthe original determination was made.
a. Revised detenninations based on newaeronautical facts shall be issued under a newaeronautical study number that would cancel andsupersede the original determination.
b. A decision to terminate a no-hazarddetermination shall be based on new facts thatchange the basis on which the determination wasmade. Normally in such a case, a subsequent"Determination of Hazard" would be issuedunder a new aeronautical study number.
7-3-2. CORRECTION
The FAA official issuing a determination mayalso correct that determination as required.Editorial changes that do not involve acoordinate change (of I second or more inlatitude or longitude) or elevation change (of Ifoot or more) may be issued as corrections. Inthis case, no change to dates would benecessary. Adjustments or corrections to aproposal that involve one or both of the abovecoordinate or elevation changes shall beaddressed as a new and separate obstructionevaluation study.
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7-3-3. STANDARD FORMAT
a. A revised determination based on newaeronautical facts shall follow the standardformat of the appropriate determination. Anexplanation should be included addressing thereason for the revision. A statement indicatingthat the revised determination cancels andsupersedes the determination originally issued,should also be included.
b. A determination addressing editorialchanges that do not involve structure coordinatesor elevations may be issued by duplicating theoriginal determination, making the corrections,adding a statement explaining the correction,and adding "Corrected" at the end ofthe title.
c. A determination addressing corrections tocoordinates or elevations shall follow thestandard format of the appropriatedetermination. An explanation should beincluded addressing the correction. This may bedone in the description section of thedetermination. A statement should also beincluded which indicates that the correcteddetermination cancels and supersedes theoriginal determination.
7-3-4. DISTRIBUTION
Copies of revised or corrected determinationsshall be given the same distribution as theoriginal determination and, if appropriate, bedistributed to other known interested persons orparties.
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• Chapter 8. POST DETERMINATION ACTION
Section 1. ACTION
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8-1-1. FOLLOW-LIP ACTION
If a determination requires supplemental notice(Form 7460-2) and the expiration date haspassed without its receipt, action shall be takento determine construction status. To assist inthis process, the automated "Follow-up Report"is available to identify those cases that requireaction. To determine construction status, AirTraffic shall forward an automated ProjectStatus Request (PSR) letter to the sponsor. Ifthe sponsor fails to complete and return the PSRwithin 37 days, AT may send an automatedTermination Project Status (TERPSR) letter toterminate the case.
NOTE-Ifa previous PSR has been receivedfor the case indicating anFCC application has been made for a construction permit, the caseshall not be terminated. Consequently, additional attempts shallbe made to determine construction status.
8-1-2. RECEIPT OF COMPLETED PSR
When a completed PSR is received, Air Trafficshall:
a. Ensure that a copy of the ConstructionPermit (CP) documentation is attached (if thecompleted PSR indicates "Subject to CP").
1. If improper documentation or nodocumentation is attached, the case may beterminated. Distribute the termination letter asappropriate including a copy to the FCC.
2. Ifproper documentation is attached:
(a) Retain the completed PSR; and
(b) Make a manual update to theautomated OE case file to reflect a follow-update consistent with the expiration of the CP. Ifa CP has been applied for but has not beenissued, indicate 1 year later for the new followup date.
b. If the completed PSR indicates "NotSubject to a CP":
1. Retain the completed PSR.
2. Terminate the case (send automatedTEREXP letter).
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3. Distribute the termination letter asappropriate including a copy to the FCC.
c. If the completed PSR indicates "ProjectAbandoned," refer to paragraph 8-1-4.
d. If the completed PSR indicates "ProjectComplete," take action that is consistent withreceipt of a completed Form 7460-2.
8-1-3. RECEIPT OF COMPLETED FORM7460-2
When a completed Form 7460-2 is received, AirTraffic shall immediately:
a. Review the form.
1. If the form indicates "ProjectAbandoned," follow procedures outlined inparagraph 8-1-4.
2. If the form indicates "ConstructionDismantled," follow procedures outlined inparagraph 8-1-5.
b. Compare the information on the form withthe study file.
1. If information on the form differs fromthe study file, take appropriate action to verifyand/or resolve any differences.
2. If it is verified that submitted informationdiffers from the original evaluation, initiate anew aeronautical study to reevaluate the newinformation.
c. Make special distribution of completedForm 7460-2, part 1, as necessary. If minimumflight altitudes require change or the potentialfor EMI exists, notify the FPO, FS, AF and/orFM by the quickest means possible.
d. Distribute the completed Form 7460-2,part 2, as follows:
1. Send one copy of completedForm 7460-2 to NOS along with a copy of themap and survey (if applicable).
2. Send a copy of completed Form 7460-2to all interested offices including military,AFSS, ARTCC E-MSAW, ARTS IIA, III, IlIA,and Micro E ARTS facilities.
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e. Make the necessary manual updates to theautomated OE case file.
8-1-4. PROCESSING PROJECTABANDONED NOTIFICATION
When notification of an abandonment IS
received, Air Traffic shall:
a. Retain the correspondence or record ofconversation notifying that the project has beenabandoned.
b. Terminate the case (send an automatedTERABA letter).
c. Distribute the termination letter, asappropriate. If the termination is for an FCCinvolved structure, send a copy to the FCC.
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8-1-5. PROCESSING DISMANTLEMENTNOTIFICATION
When notification of a dismantled structure isreceived, Air Traffic shall:
a. Retain the correspondence notifying thatthe project has been dismantled.
b. Make a manual update to the automated OEcase file if available.
c. Notify NACO, FCC (if it is involved), andFPO of the dismantled structure by sending acopy of the received correspondence.
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Part 3. AIRPORT AIRSPACE ANALYSIS
Chapter 10. BASIC
Section 1. POLICY
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10·1·1. PURPOSE
a. This part provides guidelines, procedures,and standards that supplement those containedin 14 CFR part 157, Notice of Construction,Alteration, Activation, and Deactivation ofAirports.
b. These guidelines, procedures, and standardsshall be used in detennining the effectconstruction, alteration, activation, ordeactivation of an airport will have on the safeand efficient use of the navigable airspace byaircraft.
10-1-2. AUTHORITY
The authority for managing the AirportsProgram is delegated to the regional AirportsDivision manager, and may be re-delegated tothe Airports District Offices (ADO). Airportpersonnel shall administer the Airports Programwith the coordinated assistance of Air Traffic,Airway Facilities, Flight Standards, and FlightProcedures personnel.
10-1-3. AIRPORT PROGRAMS
a. Airport development/improvement projectsare initiated under the authority of several lawsrelating to Federal airport financial assistanceprograms. There are certain similarities inprocessing federally assisted and non-federallYassisted airport development improvementprojects, including airport layout plan reviews.However, a significant difference is that on afederally assisted project the FAA must fonnallyapprove the airspace for the projects that receivefederal assistance.
b. Airport Improvement Program (AlP) - AlPprojects, including airport layout plans, areprocessed similarly to non-AlP projects, exceptthat the airspace for the airport study results ineither an agency approval or disapproval of theproject.
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c. Disposal or Conveyance of Federal SurplusReal Property for Public Airport Purposes - TheFAA is required to officially endorse the sitebefore property interest in land owned andcontrolled by the United States is conveyed to apublic agency for public airport purposes.Airspace cases are handled in the same manneras proposals for other federally assisted airports.
d. MilitarylNational Aeronautics and SpaceAdministration (NASA) Airport Programs - 49U.S.C, Section 44502(c) provides that the DoDand NASA shall not acquire, establish, orconstruct any military airport, military landingarea, or missile or rocket site; or substantiallyalter any runway layout unless reasonable priornotice is given to the FAA. This pennits theFAA to "...advise the appropriate committees ofCongress and other interested departments,agencies, and instrumentalities of thegovernment on the effects" of such projects"upon the use of airspace by aircraft."
NOTE-See Chapter 13 for the procedures for processing these proposals.
e. Part 157 Proposals - Pursuant to appropriatesections of the Federal Aviation Act of 1958, asamended, part 157 was adopted to require noticeto the Administrator by persons proposing toconstruct, alter, activate, or deactivate a civil orjoint-use (civil/military) airport for whichFederal funds have not been requested. Suchnotice is required so that a study can be madeand the proponent can be advised as to theproposal's effect on the use of the navigableairspace by aircraft.
f. All airport proposals on a public-useairports not requiring notice under part 157 thatmay require notice under part 77.
g. Passenger Facility Charge (pFC) - Part 158program projects are required to be on anapproved ALP and are processed similarly toAlP projects.
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10-1-4. FUNDING RESPONSIBILITY
Each participating office shall note airportprojects or airport layout plan changes whichwould, if accomplished, lead to the relocation,replacement, or modification of air trafficcontrol, or air navigation and communicationsfacilities. Such conditions shall be identified inthe review process, and appropriaterecommendations made regarding fundingresponsibilities as related to current FAA policyon facility relocation associated with airportimprovements or changes (see FAAOrder 6030.1 and AC 150/5300-7, FAA PolicyOn Facility Relocations Occasioned By AirportImprovements Or Changes).
10-1-5. RESPONSIBILITY
a. The· Airports Division, or designatedrepresentative, is responsible for the overallAirports Program, initiating the coordination ofairspace studies of airport proposals; conductingthe necessary circularization; consolidating andresolving comments; and developing andforwarding the FAA determination to the airportsponsor/proponent. Where applicable, theairports division personnel shall forwarddocuments regarding potential noise problems tothe airport proponent/sponsor for resolution.
b. The ATD is responsible for evaluating theproposal from the standpoint of safe andefficient use of airspace by aircraft. In addition,based on existing and/or contemplated traffic
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patterns and procedures, the ATD manager shallbe responsible for identifying potential noiseproblems and advising the Airports Officeaccordingly.
c. The FPO is responsible for evaluatingproposals to determine impacts on instrumentprocedures, and whether aircraft instrumentoperations can be conducted safely.
d. The Flight Standards Division isresponsible for reviewing proposals todetermine the safety of aeronautical operations,and ofpersons and property on the ground.
e. The flight standards district office (FSDO)is responsible for reviewing part 157 proposalsfor seaplane bases and heliports.
f. The Airway Facilities Division IS
responsible for:
1. Reviewing engineering studies on airportproposals to evaluate their effects uponcommissioned and/or proposed NAVAIDs.
2. Conducting electromagnetic studies toevaluate the effect existing and/or proposedobjects will have upon air navigation andcommunications facilities.
3. Reviewing and evaluating line-of-site(shadow) studies on existing and/or proposedobjects to determine impact on control towervisibility.
4. Highlighting frequency managementproblems and reserving frequencies.
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Section 3. AIRPORT STANDARDS
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10-3-1. DESIGN STANDARDSa. For Federally obligated airports, it is the
responsibility of the airportproponent/sponsor/planner to comply with FAAairport design standards.
b. For non-Federally obligated airports orNational Plan of Integrated Airport Systems(NPIAS) airports, it should be encouraged thatthe airport proponent/sponsor/planner complywith FAA airport design standards.
c. It should be noted when airport designstandards are combined with appropriate stateand local zoning ordinances, the resultant effectshould:
1. Assure the lowest possible operationalaltitudes for aircraft;
2. Protect the economic investment in theairport; and
3. Promote safety in the areas affected bythe airport by assuring, through properdevelopment, compatible land use.10-3-2. AIRPORT SPACING GUIDELINESAND TRAFFIC PATrERN AIRSPACE AREAS
a. The following guidelines are to be used asaids when evaluating airport proposals. Theguidelines may also be used to determineairspace requirements to accommodate a givenoperation under a given condition; areas ofpotential air traffic conflict for aircraft havingcertain operational and performancecharacteristics; and the degree of aircraftoperational flight compatibility with otherairports in a given area. These guidelines arenot to be construed as authorizations for aircraftoperations contrary to any Code of FederalRegulations, nor are the dimensions to beconstrued as air traffic separation standards.
b. Aircraft Approach Categories - The factorused to categorize the following aircraft wastaken from part 97. This factor is based on 1.3times the stall speed with aircraft in landingconfiguration at maximum certificate landingweight.
1. Category A - Speed less than 91 knots.This category includes civil single-engineaircraft, light twins, and some of the heaviertwins.
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2. Category B - Speed 91 knots or greaterbut less than 121 knots.
3. Category C - Speed 121 knots or greaterbut less than 141 knots.
4. Category D - Speed 141 knots or greaterbut less than 166 knots.
5. Category E - Speed 166 knots or greater.This category includes, for the most part, thosemilitary, experimental, and some civil aircrafthaving extremely high speeds and criticalperformance characteristics.
c. IFR Radar Airspace.1. Air traffic control airspace requirements
for a specific runway or airport are generallydictated by the approach category of the aircraftthat will use the airport, and the direction of theassociated instrument approaches anddepartures. Based on these factors, thefollowing rectangular airspace areas weredeveloped as general guides for the planning orsiting of new airports, and the designation ofinstrument runways when IFR radar controlprocedures are contemplated or programmed fora single airport operation, or under certainconditions, multiple airport operations. Noprovisions are made for holding or for procedureturns within the airspace areas.
(a) Airports that are regularly used byCategory C aircraft or larger: 10 miles in thedeparture direction, 15 miles in the directionfrom which approaches will be made, and 5miles either side of the extended runwaycenterline.
(b) Airports which are regularly used byCategory B and smaller aircraft: 5 miles in thedeparture direction, 10 miles in the directionfrom which approaches will be made, and 4miles either side of the extended runwaycenterline.
(c) In metropolitan areas requiring morethan one airport: the primary instrumentrunways at all airports should be aligned in thesame general direction to allow maximumspacing between airspace areas.
(d) At airports having parallelapproaches: the rectangular airspace areasshould be applied to each runway. Should the
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instrument runways at an airport have bidirectional instrument approach capabilities, thetotal length of the larger airspace areas should beincreased to 30 miles for Category C and Daircraft, and to 20 miles for Category A and Baircraft in the smaller airspace areas.
2. These airspace dimensions will not, norare they intended to, contain sufficient airspaceto provide for completely independent IFRoperations. Normally, these areas will providefor reasonable operational efficiency if thetraffic pattern airspace areas of adjacent airportsdo not overlap. However, in large metropolitanareas where there is an extremely heavy mix ofen route and terminal traffic, reasonableoperational efficiency may not result eventhough the airspace areas do not overlap. Suchsituations require a thorough review of theprocedural potential of the area, as well asalternate site considerations. In conductingstudies where complete radar environments callfor the larger airspace areas, and such areas abuteach other but do not overlap, there is adequatespace for:
(a) Approach and departure on therunway centerline.
(b) Two additional tracks offset from, andparallel to, the runway centerline. A minimumof 4 miles is provided between adjacent tracks ofdifferent areas (see FIG 10-3-1).
3. Where two smaller areas are adjacent butdo not overlap, an additional I-mile spacing isrequired on two of the longitudinal sides (seeFIG 10-3-2).
4. When the anticipated traffic volume at anexisting or proposed airport requires additionalairspace for greater airspace-use efficiency andoperational flexibility, expand the airspace,where available, by providing a 5-mile bufferarea between the adjacent airports involved.This additional airspace will provide twoadditional tracks offset from, and parallel to, therunway centerlines within the airspace areas ofthe adjacent airports and one additional track foreach airport within the 5-mile buffer area. Aminimum of 3 miles is provided between eachtrack paralleling the runway centerline and eachadditional track in the buffer area. A 3-mile notransgression area is also provided between thetwo airports (see FIG 10-3-3).
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5. If additional airspace is required in thesmaller areas for greater airspace-use efficiencyand flexible operation, the procedures fordetermining the additional airspace are identicalto those used for the larger areas, except that thesmaller airspace should be used in lieu of thelarger airspace areas. The I-mile additionalspacing should also be applied, as outlined insubparagraph b.3. above, in addition to the 5mile buffer area, as outlined in subparagraphbA. above (see FIG 10-3-4).
d. IFR Nonradar Airspace - A wide range ofprocedures is available for airspace requirementsassociated with instrument approach proceduresat IFR airports without radar services.Therefore, no attempt has been made to describethese requirements in detail. However, should itbecome necessary to determine the airspacerequirements at such airports, apply theappropriate primary airspace areas and "aircraftapproach categories" discussed in subparagrapha. above. Additional information is containedin AC 150/5300-13, Airport Design.
e. VFR Airspace - A primary objective in anairport/airspace study is to determine whethercompatible VFR traffic patterns may bedeveloped for a new airport, or when to alter arunway layout at an existing airport located inproximity to other airports. Because flighttracks and climb/descent profiles vary whenoperating in a VFR traffic pattern, the followingguidelines are offered for use in these studies:
1. Traffic pattern airspace (see section 6-38) of one airport may touch but should notoverlap the traffic pattern airspace of anotherairport;
2. Traffic pattern airspace should beenlarged as described in section 6-3-11, whenmore than four aircraft of the same categoryoperate in a VFR traffic pattern at the same time.
10-3-3. DESIGNATION OF INSTRUMENTRUNWAYS, CHANGES OF AIRPORT STATUSVFR TO IFRAND LOWERING MINIMUMSRequests for designation of instrument runways,which relate to installation or qualification forprecision landing aids, and proposals for achange in airport status from VFR to IFR, orlowering instrument approach minimumsusually take one of the following forms:
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Chapter 11. EVALUATING AERONAUTICAL EFFECT•7/7/01 7400.2E CHG 1
Section 1. GENERAL
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11-1-1. EXISTING AND PROPOSED OBJECTS
Use the guidelines in Chapter 10 to evaluate theeffects of objects on the airport proposal.
11-1-2. AIRPORT TRAFFIC PATTERNS
Traffic patterns shall be established by the FAAonly at those airports where the provisions ofpart 91 do not meet aircraft airspacerequirements. When the airspace reviewindicates the need, traffic patterns may beestablished by special rule in part 93; or asoutlined in this order when necessary to ensurecompatibility of aircraft operations with adjacentairports, or for reasons of obstructions, terrain,traffic separation, or noise abatement. Use theguidelines in paragraph 10-3-2 to evaluatewhether the traffic pattern associated with anairport proposal would conflict with operationsat any other airport. Also, evaluate the trafficpattern effect on instrument approach proceduresand the need for establishment of traffic patternaltitudes for aircraft separation. The regionalATD nonnally reviews proposals for trafficpattern conflicts.
11-1-3. INSTRUMENT FLIGHT PROCEDURES
a. Existing and proposed structures or objectsmust be evaluated for their effect on the airportproposal in reference to instrument procedures.FPOs nonnally conduct this by applying thestandards and criteria contained in the 8260Order series to ascertain if the airport proposalwould adversely affect existing or plannedinstrument approach procedures. Use the sameguidelines to evaluate the compatibility of anyexisting or proposed instrument approachprocedure with the airport proposal.
b. Air Traffic and Flight Procedures personnelshall be especially alert to ensure aircraftseparation when the traffic pattern associatedwith an airport proposal would overlap theairspace encompassed by a standard instrumentapproach procedure (lAP) for an adjacentairport. When this occurs, Air Traffic willrecommend actions to ensure that there is atleast 500 feet vertical separation between the
traffic pattern altitude and the altitude associatedwith the affected portion of the adjacentinstrument approach procedure. If heavy jets areinvolved, ensure at least 1,000 feet verticalseparation. These same vertical separationguidelines must be applied when evaluating aproposed lAP when the airspace required wouldoverlap the traffic pattern airspace at an adjacentairport.
11-1-4. AIR TRAFFIC CONTROLPROCEDURES
The extent that an airport proposal or proposedinstrument approach procedure may adverselyaffect air traffic control (ATe) procedures maybe a sufficient reason to object to or disapprovea proposal. The proposal must be thoroughlyexamined to detennine if it would adverselyaffect ATC procedures by requiring a restrictionon the air traffic flow, or the proposal may limitthe flexibility of entry or exit to or from affectedtraffic patterns or airport areas. The need forestablishment of, or existing noise abatementprocedures may amplify such problems. When aproposed instrument approach procedure wouldbe adjacent to the area of an instrumentapproach procedure to another airport, detenninewhether simultaneous approaches would have anadverse effect on new lAP or ATC proceduresand on the requirement for instrumentapproaches to the adjacent airport. Should aproposed instrument approach procedure belocated in a radar environment, detennine theradar coverage and ATC capability to provideradar air traffic control service.
11-1-5. SAFETY OF PERSONS ANDPROPERTY ON THE GROUND
In accordance with 40103(b)(2)(B), FAApersonnel must evaluate the effect of a proposalon the safety of persons and property on theground. Consideration must be given to theproximity of cities and towns, as well as flightpatterns over heavily populated areas, schools,homes, hospitals, sports stadiums, outdoortheaters, and shopping centers. The evaluation
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must also include the effect of changes in flightoperations required by the proposal and the needfor special air traffic rules. In evaluating thecompatibility of proposed airports and thesurrounding terrain, consider the type of aircraftanticipated to use the airport; their operationalperformance capability; the effective runwaylengths; and whether a reasonable level of safetyof persons and property on the ground can beexpected. Flight Standards and Airportsnormally conduct reviews to determine that thesafety of persons and property on the ground areprotected.
11-1-6. NOISE CONSIDERATION
Part 157 does not specify that noise factors beconsidered, however, the FAA policy to evaluatenoise factors in airport airspace analysis studiesshould be preserved where necessary in thepublic interest as part of the overall FAA noiseabatement program.
a. The Air Traffic Office shall identifypotential noise problem areas based on existing,and/or contemplated traffic patterns andprocedures. When a noise problem isanticipated, advise the airports officeaccordingly with recommendations and/oralternatives, such as nonstandard traffic patternsor special departure and arrival procedures, etc.
b. When an airport proposal is circularized,the Airports Office may receive commentsconcerning potential noise, environmental, orecological problems.
11-1-7. AERONAUTICAL ACTIVITY
The type of aeronautical activity expected at anairport is an important consideration in theairport analysis process. The following types ofactivity should be considered:
a. Will the proposed operations be conductedin accordance with visual or instrument flightrules?
b. What is the expected volume of operations?
c. How many and what type aircraft will bebased on the proposed airport? Be aware that alarge number of aircraft may be based at a
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private-use airport that could generate asignificant amount of traffic.
d. What is the most demanding aircraft theairport will accommodate?
11-1-8. WIND ROSE DATA
a. Visual Flight Rules - Wind conditionsaffect aircraft in varying degrees. In landing andtakeoff, the smaller aircraft are more affected bywind, particularly crosswind components.Therefore, when studying a runway proposal,evaluate the consistency between the proposedrunway alignment and the wind rose data todetermine whether operations can be conductedsafely.
b. Instrument Flight Rules - When evaluatinga proposal to designate a single instrumentlanding runway at an airport, consider theconsistency between this designation and thelow visibility wind rose.
11-1-9. HELICOPTER INGRESS-EGRESSROUTES
Proposed heliports require evaluation of ingressand egress information by Flight Standards.Information supplied by AVN may be used fordetermining whether specific ingress-egressroutes to and from heliports and helipads may benecessary to assure an adequate level of safetywith respect to obstructions and/or congestedareas.
Additionally, consider existing air trafficoperations in proximity to a proposed heliportsite and the need for specific ingress-egressroutes.
11-1-10. DISPLACED THRESHOLDS ANDCHANGING THE RUNWAY END
Consideration should be given to displacing aproposed runway threshold when proposed andexisting objects, and/or terrain obstruct theairspace necessary for landing on or taking offfrom the runway. Consider changing thelocation of the proposed runway end only whenno feasible alternatives exist (seeAC 150/5300-13, Appendix 2).
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11-1-11. EXISTING AIRPORTS
Evaluation on the effect of existing airports shallbe made in the same manner as for other nonFederally Assisted Airport proposals under theprovisions of 49 U.S.C. Section 44718. Such
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studies may be conducted on those airports forwhich there is no record of a previousaeronautical study, or on any airport whendeemed necessary or appropriate.
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Section 2. PROCESSING OF AIRPORT PROPOSALSBY REGIONAL AIRPORTS OFFICES
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11-2-1. PROPOSALS
Airport proposals received by any FAA officeshall be forwarded to the appropriate AirportsOffice for initial processing and study.NOTE-Notification under part 157 is not required for projects onFederally-assisted airports.
a. General - The Airports Office, after receiptof a proposal, will check the informationsubmitted for correctness, clarity, completeness,and proper detail. The Airports office willverify critical data or require proponents toverify any data deemed critical. The proponentmay need to be contacted if insufficientinformation is submitted or if significant errorsappear in the submission. The Airports Officeshall maintain a record by list, map, or othermethod so that the status of new proposals maybe easily correlated with existing airports,airports under construction, or other airportproposals.
b. Establishment of New Airports - Initialreview concerning the proposed construction ofnew airports shall include but is not limited tothe following:
1. Detennining conformance of the proposalwith agency design criteria;
2. Identifying the objects that exceed theobstruction criteria of part 77;
3. Anticipating the operational use of theairport, including' the number and type ofaeronautical operations and the number of basedaircraft;
4. Ascertaining whether the airport is forprivate or public use;
5. Identifying runway and taxiway layout inrelation to compass rose data, existing orproposed obstructions, or other airports;
6. Identifying known or anticipatedcontroversial aspects of the proposal;
7. Identifying potential noise aspects;8. Identifying possible conflict with airport
improvement and/or development or otheragency plans. The Airports Division, in theNRA proposal processing, will identify allseaplane bases that may be impacted by part 157
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proposals or other development on public useairports. If the airspace study reveals that aseaplane base is adversely impacted, theAirports Division will notify the seaplane baseowner of the NRA proposal and the potentialconflict; and
9. Obtaining runway threshold coordinatesand elevations.
c. Alteration of Existing Airports - The natureand magnitude of an existing airport alterationwill determine the extent of processing andanalysis required. Alteration, such as newrunway construction; runway realignmentprojects; runway extension; runway upgrading;change in status, such as VFR to IFR use; andwidening of runways or taxiway/ramp areasnormally require the same type of processingand study as that required for new airportconstruction proposals.
d. Deactivationand Abandonment of Airports-1. Airport owners/sponsors are required to
notify the FAA concerning the deactivation,discontinued use, or abandonment of an airport,runway, landing strip, or associated taxiway. Onpartial or specific runway deactivationproposals, a description with a sketch or layoutplan, and the anticipated operational changesshould be forwarded together with any otherpertinent information needed to update agencyrecords.
2. When it is believed that an airport isabandoned or unreported and appropriatenotification has not been received, the AirportsOffice, after making a reasonable effort to obtainsuch notification, shall advise the Air TrafficOffice of the situation by memorandum. Thememorandum should contain a statement thatthe airport is considered either abandoned orunreported. Forward a copy of thememorandum to the airport owner or sponsor,ATA-IOO, and the Airport Safety Data Branch,AAS-330.
e. Construction safety plans are received asappropriate for Airport Improvement Programrequests for aid, and the Airports RegionalCapital Improvement Program.
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f. Other Airport Notices - Occasionally, anairport owner/sponsor will make alterations orchanges to the airport without filing notice inaccordance with part 157. Generally, thisinformation will be obtained through the airportsafety data program (FAA Form 5010) and afterthe-fact. From a legal standpoint, thisconstitutes notice to the FAA and appropriateaction is necessary. The Airports Office shallinitiate a study of such information received inthe same manner as if the notice had beenreceived under part 157 requirements.
11-2-2. AIRPORT LAYOUT PLANS (ALP)
ALPs generally show the location, character,dimensions, details of the airport, and the workto be done. The extent of information neededfor any specific airport development will varydepending on the scope and character of theproject, plus the anticipated role and category ofthe airport. Detailed information on thedevelopment of ALPs is contained inAC 150/5070-6, Airport Master Plans; andAC 150/5300-13, Airport Design.
a. Non-Federally Assisted Airports - Airportspersonnel will take into consideration an ALP,or plan on file in developing a determinationwith reference to the safe and efficient use ofairspace.
b. Federally Assisted Airports - Projects atFederally assisted airports require review basedon considerations relating to the safe andefficient utilization of airspace, factors affectingthe control of air traffic, conformance with FAAdesign criteria, and Federal grant assurances orconditions of a Federal property conveyance.The product of this review is derived fromanalysis of information supplied in the ALP. Aformal or tentative determination may be givendepending on the complexity of the proposal orthe timing of the request. The review andsubsequent determination shall be made asexpeditiously as possible to facilitate processingof the project request. Normally a project is notplaced under grant, nor Federal propertyconveyed until a favorable determination ismade and the ALP approved.
c. Extent of Review - A review is normallyrequired for all proposals involving newconstruction or relocation of runways; taxiways;ramp areas; holding or run-up apron projects;airport and runway lighting and marking; fire
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and rescue building locations; and other projectsaffecting, or potentially affecting, the movementof aircraft. At all public-use airports, projectswhich conform to a previously approved nonobjectionable airport layout plan for theconstruction or resurfacing of existing airportpaving, site preparation work, or paving tooverlie existing unpaved landing strips may beomitted from the normal review process. For anairport that has a construction safety plan, theplan needs to undergo the review process withappropriate FAA offices (see AC 150/5370-2,Operational Safety On Airports DuringConstruction).
11-2-3. NON-PART 157 PROPOSEDCONSTRUCTION OR ALTERATION ON NONOBLIGATED PUBLIC-USE AIRPORTS
Sponsors/proponents of non-part 157 proposalsfor construction or alteration on public-useairports are required to file notice with the FAAin accordance with part 77.13 (a)(5). Theappropriate Airports Office will process theseproposals in accordance with proceduresestablished for part 157 proposals. Generally,these proposals will be submitted on FAAForm 7460-1, along with appropriate drawingsand necessary supporting documentation. Theprocedures contained in part 2 of this order arenot applicable to such proposals. However theinformation contained in part 2 may be helpfulto airports personnel in applying the obstructionsstandards of Sections 77.23 (a)(2), 77.23(a)(5),77.25, 77.28, and 77.29.
11-2-4. FAA COORDINATION
Upon receipt of a part 157 proposal or achange to an ALP, the appropriate AirportsOffice shall assign an aeronautical studynumber; ensure that the proposal is complete andcorrect; review the proposal from an airport'splanning viewpoint and the effect on airportprograms; enter the proposal into the OE/AAAautomation program; and forward a proposalpackage with comments to the appropriate FAAoffices (e.g., Air Traffic, Flight Procedures,Flight Standards, and Airway Facilities Offices)for processing. Other organizations to considerin the review process are (if applicable) theAirport Traffic Control Tower (ATCT), SystemManagement Office (SMO), Civil AviationSecurity Field Office (CASFO), Militaryrepresentatives, and Airports Certification
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b. Objectionable - Include the followingstatement in the determination forwarded to theproponent: "This is a determination with respectto the safe and efficient use of navigableairspace by aircraft, and with respect to thesafety of persons and property on the ground. Inmaking this determination, the FAA hasconsidered matters such as the effect theproposal would have on existing or plannedtraffic patterns of neighboring airports; theeffects it would have on the existing airspacestructure and projected programs of the FAA;the effects it would have on the safety of personsand property on the ground; and the effects thatexisting or proposed manmade objects (on filewith the FAA) and natural objects within theaffected area would have on the airportproposal."
c. Notice of Completion - Include a reminderthat the sponsor is required to notify the nearestAirport District Office (ADO) or regional officewithin 15 days after completion of the project.For a part 157 airport, this is accomplished byreturning the FAA Form 5010-5 to theappropriate Airport office.
12-1-6. AIRPORT MASTER RECORD
When appropriate, enclose within thedetermination, FAA Form 5010, Airport MasterRecord, and include a statement in thedetermination letter providing the sponsorguidance on its use.
12-1-7. ADVISE FEDERAL AGREEMENTAIRPORT SPONSORS
When a determination is sent to the sponsor,include the following additional statement:
"This determination does not constitute acommitment of Federal funds and does notindicate that the proposed development isenvironmentally acceptable in accordance withapplicable federal laws. An environmentalfinding is a prerequisite to any major airportdevelopment project when Federal aid will begranted for the project. This approval is givensubject to the condition that the proposed airportdevelopment identified below shall not beundertaken without prior written environmentalapproval by the FAA. These items include [list
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items] (see FAA Order 5050AA, Chapter 3, formore information)."
12-1-8. DISSEMINATION OF STUDYRESULTS
The Airports Office shall make available to FAAoffices that participated in the study a copy ofeach determination issued. Include a copy toAAS-330 for part 157 proposals. AAS-330 shallbe provided a copy of the entire airspacedetermination when the FAA Form 5010-5, isreturned from the proponent. Additionally, theresults of an airport study circularized outsidethe FAA or discussed in an informal meetingshould be disseminated by the Airports Office tothose persons/offices on the circular distributionlist, attendees at the informal airspace meeting,and any other interested person, as soon asfeasible after the sponsor has been notified.Outside of agency distribution shall be in theform of a notice "To All Concerned." Include inthe notice the aeronautical study numbertogether with a brief summary of the factors onwhich the determination was based and a recitalof any statement included in the determination.In addition, if a conditional statementconcerning environmental acceptability has beenincluded in the determination to the proponent,include a similar statement in the notice.
12-1-9. REVIEW OF SENSITIVE ORCONTROVERSIAL CASES AND PART 157DETERMINATIONS
a. A proponent of an airport proposal orinterested persons may, at least 15 days inadvance of the determination void date, petitionthe FAA official who issued the determinationto:
1. Revise the determination based on newfacts that change the basis on which it wasmade; or
2. Extend the determination void date.Determinations will be furnished to theproponent, aviation officials of the stateconcerned, and, when appropriate, local politicalbodies and other interested persons.
b. The petition must be based on aeronauticalissues and will not be accepted after airportconstruction has begun. The appropriate
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regional office should attempt to resolve theissue(s) in the following manner:
1. Informal Meeting - The Airports Officeshould hold a special informal airspace meeting·with all interested parties when requested.Emphasize that the scope of an airport studyanalysis is limited, and that the FAA'sdetermination is based on the safe and efficientuse of navigable airspace by aircraft and thesaf~ty of persons and property on the ground(see paragraph 12-1-5). The Air Traffic Officeshall assist in the meeting when requested byAirports.
2. Reevaluate - Reevaluate the airportproposal if any new factors regarding the safeand efficient use of the airspace become knownas a result of the informal meeting. Affirm orrevise the original determination as appropriate.
3. Public Hearing - The regulations provideno right to, or procedures for, a public hearingregarding airport matters. An airport airspacedetermination is only advisory and for theFAA's own use. Circularization and, whererequired, informal airspace meetings should besufficient to provide interested persons a forumto present their views. When Federal funds are,or will be involved in the airport or its
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development, there is a right to a public hearingon site location, but no similar right exists to ahearing on airspace matters. If a party isemphatic in their demand for a public hearingATA-l, through the regional ATD, should benotified and there shall be no implication madethat a hearing may be granted. It is generalpolicy not to grant such hearings. However,should circumstances dictate otherwise, ATA-lwould direct the conduct of the hearing to beinformal in nature, not within the scope of theAdministrative Procedures Act, and the subjectmatter would be limited to the scope of theairspace analysis (i.e., the safe and efficient useof navigable airspace by aircraft).
12-1-10. DISPOSAL OF FEDERAL SURPLUSREAL PROPERTY FOR PUBLIC AIRPORTPURPOSES
a. Site Endorsement - The FAA shall study,and officially endorse the site before propertyinterest in land owned and controlled by theUnited States is conveyed to a public agency forpublic airport purposes.
b. Processing Procedures - Surplus Federalproperty cases shall be processed in the samemanner as Federal airport proposals.
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Part 4. TERMINAL AND EN ROUTE AIRSPACE
Chapter 14. DESIGNATION OF AIRSPACE CLASSES
Section 1. GENERAL
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14-1-1. PURPOSE
In addition to the policy guidelines andprocedures detailed in part 1 of this order, thispart prescribes specific policies and proceduresfor managing terminal and en route airspacecases.
14-1-2. DEFINITIONS
a. CONTROLLED AIRSPACE - An airspaceof defined dimensions within which ATCservice is provided to IFR flights and to VFRflights in accordance with the airspaceclassification.
1. Controlled airspace is a generic term thatcovers Class A, Class B, Class C, Class D, andClass E airspace areas.
2. Controlled airspace is also that airspacewithin which all aircraft operators are subject tocertain pilot qualifications, operating rules, andequipment requirements in 14 CFR part 91 (forspecific operating requirements, please referto 14 CFR part 91). For IFR operations in anyclass of controlled airspace, a pilot must file anIFR flight plan and receive an appropriate ATCclearance. Each Class B, Class C, and Class Dairspace area designated for an airport containsat least one primary airport around which theairspace is designated (for specific designationsand descriptions of the airspace classes, pleaserefer to 14 CFR part 71).
3. Controlled airspace in the United Statesis designated as follows:
(a) CLASS A AIRSPACE AREA Generally, that airspace from 18,000 feet MSLup to and including FL 600, including theairspace overlying the waters within 12 nauticalmiles (NM) of the coast of the 48 contiguousStates and Alaska. Unless otherwise authorized,all persons must operate their aircraft under IFR.
(b) CLASS B AIRSPACE AREAGenerally, that airspace from the surfaceto 10,000 feet mean sea level (MSL)surrounding the nation's busiest airports in terms
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of airport operations or passenger enplanements.The configuration of each Class B airspace areais individually tailored, and consists of a surfacearea and two or more layers, and is designed tocontain all published instrument procedures. AnATC clearance is required for all aircraft tooperate in the area, and all aircraft that are socleared receive separation services within theairspace. The cloud clearance requirement forVFR operations is "clear of clouds."
(c) CLASS C AIRSPACE AREAGenerally, that airspace from the surfaceto 4,000 feet above the airport elevation (chartedin MSL) surrounding those airports that have anoperational control tower, are serviced by aradar approach control, and that have a certainnumber of IFR operations or passengerenplanements. Although the configuration ofeach Class C area is individually tailored, theairspace usually consists of a surface area witha 5 NM radius, and an outer circle with a 10 NMradius that extends from 1,200 feet to 4,000 feetabove the airport elevation. Each person mustestablish two-way radio communications withthe ATC facility providing air traffic servicesprior to entering the airspace and thereaftermaintain those communications while within theairspace.
(d) CLASS D AIRSPACE AREA Generally, that airspace from the surfaceto 2,500 feet above the airport elevation (chartedin MSL) surrounding those airports that have anoperational control tower. The configuration ofeach Class D airspace area is individuallytailored and when instrument procedures arepublished, the airspace will normally. bedesigned to contain the procedures. Arrivalextensions for instrument approach proceduresmay be Class D or Class E airspace. Unlessotherwise authorized, each person must establishtwo-way radio communications with the ATCfacility providing air traffic services prior toentering the airspace and thereafter maintain
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those communications while in the airspace. Noseparation services are provided to VFRaircraft.
(e) CLASS E AIRSPACE AREA Generally, if the airspace is not Class A,Class B, Class C, or Class D, and it is controlledairspace, it is Class E airspace. The types ofClass E airspace areas are:
(1) Surface Area Designated for anAirport - When designated as a surface area foran airport, the airspace will be configured tocontain all instrument procedures.
(2) Extension to a Surface Area - Thereare Class E airspace areas that serve asextensions to Class B, Class C, and Class Dsurface areas designated for an airport. Suchairspace provides controlled airspace to containstandard instrument approach procedureswithout imposing a communicationsrequirement on pilots operating under VFR.
(3) Airspace Used for Transition There are Class E airspace areas beginning ateither 700 or 1,200 feet AGL used to transitionto/from the terminal or en route environment.
• (4) En Route Domestic Airspace Areas- Class E airspace areas that extend upward froma specified altitude to provide controlledairspace where there is a requirement for IFR enroute ATC services, but where the Federalairway system is inadequate.
(5) Federal Airways - Federal airwaysare Class E airspace areas, and, unless otherwisespecified, extend upward from 1,200 feet to, butnot including, 18,000 feet MSL. The coloredairways are green, red, amber, and blue. TheVOR airways are classified as Domestic,Alaskan, and Hawaiian.
(6) Unless designated at a loweraltitude, Class E airspace begins at 14,500 feetMSL to, but not including 18,000 feet MSLoverlying: the 48 contiguous States, includingthe waters within 12 miles from the coast of the48 contiguous States; the District of Columbia;Alaska, including the waters within 12 milesfrom the coast of Alaska, and that airspaceabove FL 600; excluding the Alaska peninsulawest of long. 1600 00'00''W., and the airspace
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below 1,500 feet above the surface of the earthunless specifically so designated.
(7) Offshore/Control Airspace Areas Airspace areas beyond 12NM from the coast ofthe United States, wherein ATC services areprovided.
b. UNCONTROLLED AIRSPACE -
1. CLASS G AIRSPACE AREA - Airspacethat has not been designated as Class A, Class B,Class C, Class D, or Class E airspace.
14-1-3. GOVERNING CRITERIA
Controlled airspace in terminal areas shall bedesignated, modified, or discontinued inaccordance with the policy, procedures, andcriteria contained herein.
14-1-4. FRACTIONAL MILES
Unless otherwise stated, all distances arenautical miles. When figuring the size of surfaceareas and Class E airspace or their extensions,any fractional part of a mile shall be convertedto the next higher 0.1 mile increment.
EXAMPLE-3.62 miles would be considered to be 3.7 miles.
14-1-5. AIRSPACE LEGAL DESCRIPTION
a. A text header shall be used and include thefollowing information:
1. On line one:(a) FAA routing symbol of the region.(b) Two letter abbreviation of the state.(c) Type of airspace.
2. On line two: Enter the name of theairport and, if different, preceded by the name ofthe city.
3. If applicable, on line three: Enter thegeographic coordinates for the reference used todescribe the airspace, that is, geographicposition, airport reference point, NAVAID, etc.
4. If applicable, on subsequent lines: Enterany NAVAID or airport, including geographiccoordinates, used in the legal description.
b. State vertical limits in the first sentence ofthe text.
c. Do not restate geographic coordinates usedin the text header in the legal description text.
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Chapter 15. CLASS B AIRSPACE
Section 1. General
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15-1-1. PURPOSE
a. The primary purpose of a Class B airspacearea is to reduce the potential for midaircollisions in the airspace surrounding airportswith high density air traffic operations. Aircraftoperating in these airspace areas are subject tocertain operating rules and equipmentrequirements.
b. Additionally, Class B airspace areas aredesigned to enhance the management of airtraffic operations to and from the airportstherein, and through the airspace area.
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15-1-2. REGIONAL EVALUATIONa. Regional ATD shall biennially evaluate
existing and candidate Class B airspace areasusing the information contained in this chapteras a guideline.
b. If the conclusion of an evaluation indicatesthat airspace modifications should be made,regions shall follow the applicable procedures inthis order.
c. Additionally, any planned modifications to,or establishments of, Class B airspace areas shallbe coordinated with ATA-400 prior to anypublic announcement.
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Section 2. CLASS B AIRSPACE STANDARDS
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15-2-1. CRITERIA
a. The criteria for considering a given airportas a candidate for a Class B airspace designationmust be based on factors that include the volumeof aircraft and number of enplaned passengers,the traffic density, and the type or nature ofoperations being conducted.
b. For a site to be considered as a new Class Bairspace candidate, the following criteria mustbe met:
1. The primary airport serves at least 3.5million passengers enplaned annually; or
2. The primary airport has a total airportoperations count of 300,000 (of which 50percent are air carriers).
NOTE-Operation counts are available from the Office ofAviation Policy,APO-JJO. Enplaned passenger counts may be obtained bycontacting the Office ofAirport Planning and ProgrammingDivision, APP-400. Current validated counts are normallyavailable in mid-October ofthe current year for the previous year.
c. Although an airport meets the minimumpassenger and air traffic operations criteria for aClass B designation, other factors must beconsidered, such as: would a Class Bdesignation contribute to the efficiency andsafety of operations in the area; and is there acurrent situation or problem that cannot besolved without the designation of Class Bairspace?
15-2-2. DESIGNATION
Class B airspace area locations shall include atleast one primary airport around which theClass B airspace area is designated.
15-2-3. CONFIGURATION
a. General Design - Simplification of theClass B airspace area configuration is a primerequisite. Its vertical and lateral limits should bestandardized and shall be designed to contain allinstrument procedures within Class B airspace.The number of sub-areas should be kept to amInImum.
b. Lateral Limits - This airspace should beinitially designed in a circular configurationcentered on the primary airport. Describe the
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airspace area using NAVAIDs as referenceswhere available on the primary airport in thefollowing order of preference: VORTAC,VORIDME, etc.
1. The outer limits of the airspace shall notexceed a 30 NM radius from the primary airport.
2. This 30 NM radius will generally bedivided into three concentric circles: aninner 10 NM radius, a middle 20 NM radius, andan outer 30 NM radius.
3. The inner 10 NM radius area may besubdivided based on operational needs, runwayalignment, adjacent regulatory airspace, oradjacent airports.
4. The areas between 10 to 20 NM and 20to 30 NM may be vertically subdivided becauseof terrain or other regulatory airspace.
c. Vertical Limits - The upper limit of theairspace normally should not exceed 10,000 feetMSL. The inner 10 NM area shall normallyextend from the surface to the upper limits of theairspace. This segment may be adjusted tocoincide with runway alignment, adjacentairports, other regulatory airspace, etc., but shallencompass, as a minimum, all final approachfixes and minimum altitudes at the finalapproach fix. The floor of the area between 10and 20 NM shall be predicated on a 300-foot perNM gradient for 10 NM. This segment willnormally have a floor between 2,800 feetand 3,000 feet above airport elevation. Thisfloor shall remain constant for that segment, butmay be adjusted considering terrain and adjacentregulatory airspace. However, segmentationshould be held to an absolute minimum. Thefloor of the area between 20 and 30 NM shall beat an altitude consistent with approach controlarrival and departure procedures. It is expectedthat this floor would normally be between 5,000and 6,000 feet above airport elevation. In thesegment between 20 and 30 NM, exclusions arepermitted to accommodate adjacent regulatoryairspace and/or terrain.
d. Variations - Any variation from thestandard configuration shall be addressed in thestaff study.
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e. Satellite Airports - When establishing theairspace floor, consider the adverse effect onsatellite airport operations as well as operationsat the primary airport. When airspace directly
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over a satellite airport is not required, it shouldbe excluded from the Class B airspace. Specialpublished traffic patterns and/or procedures maybe required for satellite airports.
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Chapter 16. CLASS C AIRSPACE
Section 1. GENERAL
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16-1-1. PURPOSE
Class C airspace areas are designed to improveaviation safety by reducing the risk of midaircollisions in the tenninal area and enhance themanagement of air traffic operations therein.
16-1-2. NONRULEMAKING ALTERNATIVES
Before initiating rulemaking actions to establishClass C airspace, exhaust all nonrulemakingalternatives that provide for an acceptable levelof safety and are consistent with the objectivesof standardization and simplification. Suchalternatives include, for example, the followingactions:
a. Improved radar services.
b. Pilot/controller education programs andaviation education safety seminars.
16-1-3. REGIONAL EVALUATION
a. Regional ATD shall biennially evaluateexisting and candidate Class C airspace areasusing the infonnation contained in this chapteras a guideline.
b. If the conclusion of an evaluation indicatesthat airspace establishment or modificationsshould be made, regions shall follow theapplicable procedures in this order.
c. Additionally, any planned modifications toor establishments of Class C airspace areas shallbe coordinated with ATA-400 prior to anypublic announcement.
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16-1-4. CLASS C AIRSPACE
a. A provision may be incorporated in parttime Class C airspace area designations (rules)to allow, by Notices to Ainnen, for changeswhen minor variations in time of designation areanticipated. To apply this provision, a Notice ofProposed Rulemaking and final rule shall beissued which provides the following statement inthe specific airspace designation: "This Class Cairspace area is effective during the specificdates and times established, in advance, by aNotice to Ainnen."
b. The effective date and time will thereafterbe continuously published. Infonnationconcerning these surface areas shall be carried inthe following publications as applicable:
1. The Airport/Facility Directory for thecontiguous United States, Puerto Rico, andVirgin Islands.
2. United States Flight InfonnationPublication Supplement Alaska.
3. The Pacific Chart Supplement.
c. Notices to Ainnen specifying the dates andtimes of a designated part-time area may beissued by the appropriate facility only aftercoordination with the regional office. Theregional ATD shall assure that such action isjustified and in the public interest.
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Chapter 17. CLASS 0 AIRSPACE
Section 1. GENERAL
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17-1-1. PURPOSE
Class D airspace areas are terminal airspace thatconsist of specified airspace (i.e., Surface Areas)within which all aircraft operators are subject tooperating rules and equipment requirements.Regional ATD are responsible for thecoordination and implementation of Class Dairspace designations.
a. Generally, a surface area is designatedClass D airspace to provide controlled airspacefor terminal VFR or IFR operations at airportshaving a control tower.
b. For non-towered airports requiring asurface area, the airspace will be designatedClass E airspace and identified as eitherClass E2, E3, or E4 (see Order 7400.9, AirspaceDesignations and Reporting Points).
c. The designation of navigable airspaceoutside of the United States is the responsibilityof ATA-400 (e.g., U.S. territories).
17-1-2. REGIONAL EVALUATION
a. Regional ATD shall biennially evaluateexisting and candidate Class D airspace areasusing the information contained in this chapteras a guideline.
b. If the conclusion of an evaluation indicatesthat airspace modifications should be made,regions shall follow the applicable procedures inthis order.
17-1-3. DESIGNATION
If the communications and weather observationreporting requirements of paragraphs 17-2-9and 17-2-10 are met, a surface area:
a. Shall be designated where a FAA controltower is in operation.
b. May be designated where a non-FAAcontrol tower is in operation.
c. Shall be designated to accommodateinstrument procedures (planned, published,special, arrival, and departure) if such action is
justified and/or in the public interest. Thefollowing factors should be considered:
1. Type of procedure, including decisionheight or minimum descent altitude.
2. The actual use to be made of theprocedure, including whether a certificated aircarrier or an air taxi/commuter operatorproviding service to the general public uses it.
NOTE-For special instrument procedures, consideration should be givento availability to other users.
3. The operational and economic advantageoffered by the procedure, including theimportance and interest to the commerce andwelfare ofthe community.
4. Any other factors considered appropriate.
17-1-4. TIME OF DESIGNATION
Class D or surface areas may be designated fulltime or part-time. If part-time, the effective timeshall be stated in Coordinated Universal Time(UTC).
17-1-5. PART TIME SURFACE AREAS
a. A provision may be incorporated in parttime Class D surface area designations (rules) toallow, by Notices to Airmen, for changes whenminor variations in time of designation areanticipated. To apply this provision, a Notice ofProposed Rulemaking and final rule shall beissued which provides the following statement inthe specific airspace designation: "This surfacearea is effective during the specific dates andtimes established, in advance, by a Notice toAirmen."
b. The effective date and time will thereafterbe continuously published. Informationconcerning these surface areas shall be carried inthe following publications as applicable:
1. The Airport/Facility Directory for thecontiguous United States, Puerto Rico, andVirgin Islands.
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2. United States Flight InformationPublication Supplement Alaska.
3. The Pacific Chart Supplement.
c. Notices to Airmen specifying the dates andtimes of a designated part-time area may be
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issued by the appropriate facility only aftercoordination with the regional office. Theregional ATD shall assure that such action isjustified and in the public interest.
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Section 3. TRANSITIONAL AIRSPACE AREA CRITERIA•
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18-3-1. DEPARTURE AREA
a. The configuration of Class E airspace fordepartures is based on either specific or diversedeparture routings, and detennines whether theClass E airspace will be circular or oriented inone or more specific direction(s).
b. A climb gradient of 200 feet per NM shallbe applied to detennine the size of all Class Eairspace for departures, and, when necessary,departure extensions. Specific departure areaswith a base of 700 feet require the airspace 1.8NM each side of the track centerline. Departureareas with a base of 1,200 feet require 4 NMeach side of the track centerline.
c. When a surface area does not exist, theclimb gradient shall be applied from thedeparture end of the outennost runway todetennine the width of the 700-foot Class Eairspace and the beginning of the 1,200-footClass E airspace.
d. The lateral boundary of a 1,200-footClass E airspace that overlies the waterswithin 12 NM of the coast of the 48 contiguousstates and Alaska, excluding the AlaskanPeninsula west of longitude 160 degrees, shalltenninate at 12 NM.
e. In the western states where the floor ofcontrolled airspace is 14,500 MSL or 1,500AGL, the 1200-foot airspace should be routeoriented and nonnally only necessary betweenthe 700-foot Clas~ E airspace and the closestadjacent existing controlled airspace.
NOTE-Where diverse departures are authorized, the 700-/00t Class Eairspace will normally be a 2.5 NM radius beyond the radius ofthebasic sUlface areas. This standard does not apply to surface areasassociated with Class C airspace.
18-3-2. LENGTHY DEPARTURE CLASS EAIRSPACE EXTENSIONS
If lengthy Class E airspace extensions areestablished for departing flights, they shallinclude the additional airspace within linesdiverging at angles of 4.5 degrees from thecenterline of the route radial, beginning at theassociated NAVAID. In planning suchextensions, the same frequency protection
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considerations involved in airway planning mustbe included.
NOTE-The 4.5-degree angle leaves an 8 NMwide area at 51 NMfrom theassociated NA VAID.
18-3-3. ARRIVAL AREA
The point at which a flight can be expected toleave 1,500 feet above the surface on aninstrument approach and the width of theprimary obstruction clearance area shall beobtained from the office responsible fordeveloping the instrument approach.
18-3-4. ARRIVAL EXTENSION
Class E airspace extension with a base of 1,200feet above the surface and 4 NM each side of thetrack centerline shall be established to containthe flight path of arriving IFR flights' at altitudesat least 1,500 feet or higher above the surface.
a. To detennine length of an arrival extension,one needs:
1. The point at which a flight can beexpected to leave 1,500 feet above the surface;and
2. The airspace needed to contain arrivingIFR operations at 1,500 feet and higher abovethe surface.
b. The extension length shall be based on theapproach requiring the greatest distance whenmultiple approach procedures (e.g., NDBIILS)are established using the same approach coursebut with different final approach altitudes.
c. The width of the extension shall be equal tothe width of the TERPS primary obstructionclearance area at the point where an IFR flighton an instrument approach can be expected todescend to less than 1,500 feet above thesurface. However, if the primary area widensbetween the point where the flight leaves 1,500feet and the airport, the widest portion of theprimary area shall be used for the extension.Extensions shall, in all cases, extend to aminimum of 1 NM on each side of thecenterline, although the primary obstructionclearance area extends less than 1 NM from thecenterline.
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d. The extension width shall be based on theapproach requiring the greatest width whenmultiple approach procedures (e.g., NDB/ILS)are established using the same approach course.
18-3-5, PROCEDURE TURN PROTECTION
Class E airspace extensions shall be establishedfor the protection of low altitude procedure turnareas as follows:
a. Procedure turns authorized to a distanceof 5 NM or less:
1. The boundary on the procedure tum sideis 7 NM from, and parallel to, the approachcourse.
2. The boundary on the side opposite theprocedure turn side is 3 NM from, and parallelto, the approach course.
3. The outer limit is established at 10 NMoutbound from the procedure tum fix.
b. Procedure turns authorized to a distancegreater than 5 NM:
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1. The boundary on the procedure tum sideIS 8 NM from, and parallel to, the approachcourse.
2. The boundary on the side opposite theprocedure turn is 4 NM from, and parallel to, theapproach course.
3. The outer limit is established at 16 NMoutbound from the procedure turn fix. Thislength is extended 1 NM and the width iswidened 0.2 (2/10) of a NM for each NMbeyond 10 NM that the procedure tum isauthorized.
18-3-6. DETERMINING BASE AL'r1TUDES
In determining the base altitude of Class Eairspace designated to encompass procedureturns, it is only necessary to consider governingterrain within the TERPS primary obstructionclearance area, excluding the entry zone, ratherthan terrain within the entire rectangular areasspecified above.
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Chapter 19. OTHER AIRSPACE AREAS
Section 1. GENERAL
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19-1-1. EN ROUTE DOMESTIC AIRSPACEAREAS
a. En Route Domestic Airspace Areas consistof Class E airspace that extends upward from aspecified altitude to provide controlled airspacein those areas where there is a requirement toprovide IFR en route ATC services, but theFederal airway structure is inadequate. EnRoute Domestic Airspace Areas may bedesignated to serve en route operations whenthere is a requirement to provide ATC servicebut the desired routing does not qualify forairway designation. Consideration may also begiven to designation of En Route DomesticAirspace Areas when:
1. The NAVAIDs that are not suitable forinclusion in the airway system, but are approvedunder part 171, are placed in continuousoperation, and are available for public use; or
2. Navigation is by means of radarvectoring.
b. En Route Domestic Airspace Areas aredesignated under 14 CFR Section 71.71 and arelisted in Order 7400.9.
19-1-2. OFFSHORE/CONTROL AIRSPACEAREAS
a. Offshore/Control Airspace Areas arelocations designated in international airspace(between the U.S. 12-mile territorial limit andthe CTA/FIR boundary, and within areas ofdomestic radio navigational signal or ATC radarcoverage) wherein domestic ATC proceduresmay be used for separation purposes.
b. These areas provide controlled airspacewhere there is a requirement to provide IFR enroute ATC services, and to permit theapplication of domestic ATC procedures in thataIrspace.
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c. Class A Offshore/Control Airspace Areasare identified as "High" (e.g., Atlantic High;Control 1154H). Class E areas are identified as"Low" (e.g., Gulf of Mexico Low,Control 1141L).
d. Since there is no standard established foroffshore routes NAVAID spacing, such spacingshould be determined on a regional, site-by-sitebasis.
e. In determining which configuration to use,consider user requirements; NAVAID qualityand dependability; radar vectoring capabilities;transition to/from offshore airspace areas;requirements of other users for adjacentairspace; and possible future requirements forcontrolled airspace.
f. Offshore/Control areas that require use ofone NAVAID for an extended distance shouldbe based on L/MF facilities so that lower MEAscan be established.
NOTE-Care should be exercised in relocating NA VAIDs on whichoffshore airspace areas are based so that the desired offshoreairspace configuration can be retained.
g. Where Offshore/Control Class E airspace isextended to the domestic/oceanic boundary, thediverging lines shall terminate at theirintersection with the domestic/oceanic boundary.
19-1-3. DESIGNATION
Offshore control airspace areas are designated inSections 71.33 and 71.71. These areas are listedin Order 7400.9.
19-1-4. PROCESSING
Offshore airspace area rulemaking actions areprocessed by ATA-400. Regions may processthose domestic cases that are ancillary to aterminal airspace action with approval ofATA-400.
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Chapter 20. AIR NAVIGATIONAL ROUTES
Section 1. GENERAL
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20-1-1. PURPOSE
a. This chapter prescribes procedures andcriteria for the designation/establishment of AirTraffic Service (ATS) routes.
b. An ATS route is defined as a routedesigned for the management of air trafficoperations or for the provision of air trafficservIces.
c. An ATS route may be a low/mediumfrequency (L/MF) route (which includes coloredFederal airways), Very High FrequencyOmnidirectional Range (VOR) Federal airwaysand jet routes, or an area navigation (RNAV)route.
d. Criteria and procedures for thedevelopment of an air navigation route(s) arecontained in FAA Orders 8260.3, TerminalInstrument Procedures; and 8260.19, FlightProcedures and Airspace, unless otherwisespecified.
20-1-2. CONTROLLED AIRSPACE
a. ATS routes shall only be established incontrolled airspace.
b. Where necessary, regions shall initiate therequired action to designated controlled airspaceof sufficient dimension to encompass theairspace to be protected and any associatedcourse changes for ATS routes. Thisinformation shall be forwarded to ATA-400 forprocessmg.
20-1-3. WHEN TO DESIGNATE AIRNAVIGATION ROUTES
ATS routes should be designated to serve enroute operations when:
a. The route is predicated upon NAVAIDsthat are suitable for inclusion in the system.
b. The benefits of the designation shouldoutweigh any adverse effects to other airspaceusers, and:
1. The route is a normal extension of anexisting airway; or
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2. Users will benefit from chartedinformation pertaining to navigational guidance,minimum en route altitudes, and changeoverpoints.
20-1-4. RESPONSIBILITIES
a. Regional ATD:
1. Shall coordinate ATS routes withappropriate offices to determine if operationalrequirements and air traffic warrant arulemaking action (e.g., ATC facilities, adjacentregional offices, and regional FrequencyManagement Offices).
2. Early coordination should be effectedwith Flight Operations to ensure timeliness ofinput.
3. Shall maintain a program of systematicreview of all ATS routes in their respectiveregions and initiate action to designate or adjustthese routes as necessary.
b. Regional FPO shall process ATS routerequests in accordance with appropriate FAAorders.
20-1-5. ROUTE IDENTIFICATION
Dual designation of ATS routes shall beavoided. All alpha-numeric ATS routeidentifications shall be assigned by ATA-400 asfollows:
a. Identify ATS routes based on LIMFNAVAIDs by color names (e.g. Amber, Blue,Green, and Red) followed by a numberdesignation.
1. Designate those routes extending eastand west as Green or Red.
2. Designate those extending north andsouth as Amber or Blue.
b. Identify ATS routes based on VORNAVAIDs as follows:
1. Route lettering shall be as follows:
(a) The letter "V" will prefix low altitudeATS routes below FU80.
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(b) The letter "J" will prefix high altitudeATS routes at FU80 through FL450.
2. Route numbering shall be as follows:
(a) Assign even numbers for those ATSroutes extending east and west.
(b) Assign odd numbers for those ATSroutes extending north and south.
c. Identify RNAV ATS routes as follows:
1. With an "R" suffix.
2. Route numbering shall follow theguidelines detailed in paragraph 20-1-5.b.1.aand b.2.
20-1-6. CHANGEOVER POINTS
When it is anticipated that the location of achangeover point will affect the lateral extent ofan airway, en route domestic airspace area,offshore airspace area, or airspace to beprotected for a jet route, the ATD shall includethe location in the proposal.
20-1-7. BASE ALTITUDES
a. The base of an ATS route shall be atleast 1,200 feet above the surface and atleast 500 feet below the minimum en routealtitude (MEA) except that route floors may beestablished no less than 300 feet below the MEAwhen:
1. The 500-foot buffer would result in theloss of a cardinal altitude; or
2. A definite operational advantage wouldexist.
b. The route floor should conform, as closelyas possible to the floor of transitional airspace.
20-1-8. MINIMUM EN ROUTE ALTITUDES(MEA)
a. Procedures for establishing MEAs are setforth in Orders 8260.3, TERPS, and 8260.19,Flight Procedures and Airspace.
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b. When rounding off MEA to the nearesthundred feet results in vertical separation of notless than 451/251 feet between the floor ofcontrolled airspace and the MEA, suchseparation is considered in compliance withthe 500/300 feet specified.
c. The criteria for surface area size shown inFIG 17-2-1 and FIG 17-2-2 shall be used fordetermining airspace required for a climb fromthe surface to 500/300 feet below theMEA/MOCA.
d. Use the criteria and procedures contained inappropriate FAA Orders for determining theairspace required for climb from one MEA to500 feet below the higher MEA.
20-1-9. PROCEDURAL REQUIREMENTS
Procedural requirements may dictate designationof airspace lower than 500 feet below the MEAor MRA in certain en route radar vectoring areasor when necessary to accommodate climb ordescent operations. Such airspace shall not bedesignated for the specific purpose of includinga MOCA unless use of the MOCA isprocedurally required.
20-1-10. ACTION TO RAISE BASE OFTRANSITIONAL AREAS
When action is initiated to raise the base oftransitional airspace associated with a routesegment, care shall be taken to designate, inaccordance with applicable criteria, sufficientairspace to encompass IFR proceduresprescribed for airports which underlie the route.Additionally, care shall be taken to ensure thatcontrolled airspace, such as transition airspace orlower floor of control area, is provided foraircraft climbing from one minimum en routealtitude to a higher one.
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Section 3. LOW/MEDIUM FREQUENCY and VOR AIRWAYS
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20-3-1. NAVAID SPACING
a. VOR Federal airways are based onNAVAIDs which normally are spaced no fartherapart than 80 NM. They may be based on morewidely spaced NAVAIDs if a usable signal canbe provided and frequency protection affordedfor the distance required (see Order 9840.1, U.S.National Aviation Handbook for theVOR/DME/TACAN Systems).
b. NAVAID spacing for L/MF airways has nostandard but is determined on an individualbasis.
20-3-2. VERTICAL AND LATERAL EXTENT
The standard vertical and lateral extent of theseairways is specified in 14 CFR Section 71.75.Nonstandard dimensions may be specified asrequired except as limited by any flightinspection limitations and by paragraph 20-1-7of this order.
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20-3-3. WIDTH REDUCTIONS
a. Width reductions are not applicable toL/MF airways.
b. For ATS routes other than L/MF, a reducedairway width of 3 NM on one or both sides ofthe centerline may be established from theNAVAID to the point where 4.5 degreeintersecting lines equal 3 NM (14 CFRSection 71.75). Normally, lines perpendicular tothe airway centerline determine the ends of thereduced portion. If required, the ends of thereduced portion may be defined differently. Areduced width is permissible to obtain additionaltraffic capacity and flexibility through the use ofmultiple routes and to avoid encroachment onspecial use airspace or other essentialmaneuvering areas. Width reductions areconsidered the exception rather than the rule andare approved only where adequate air navigationguidance and justification exist.
•7/7/01
Section 5. AREA NAVIGATION ROUTES
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20-5-1. DISCUSSION
a. RNAV systems pennit navigation via aselected course to a predefined point withouthaving to fly directly toward or away from anavigational aid. Several different types ofairborne systems are capable of accuratenavigation on an area basis.
b. RNAV aircraft are required to have thecapability of operating along, and within thelateral confines of VOR routes and airways.Therefore, current procedures and separationcriteria remain the same for all RNAV aircraftcleared to operate along the conventional VORroute structure.
c. One item to be considered between areanavigation and the present VORIDME system isthe effect of slant range error on aircraftposition. Aircraft operating along theconventional VOR route structure are affectedby DME slant range error in a relative mannerand are primarily affected longitudinally sinceflightpaths are nonnally directly to or fromground stations. RNAV aircraft may be affectedlaterally as well as longitudinally since they donot have the disadvantage of having to operatedirectly to or from ground stations.
d. RNAV operations will use established anddesignated routes, up to and including FL 450,unless air traffic control radar is used to monitornavigation accuracy and aircraft separation.
e. A user must demonstrate that theequipment complies with accuracy criteria, andmust receive approval before the equipment canbe used in the ATC system.
20-5-2. WAYPOINT CRITERIA
a. In accordance with paragraph 3-3-4, of thisorder, obtain five-letter pronounceable waypointname/codes approval from ATA-IOO.
b. All magnetic bearings, distances betweenwaypoints, and geographical coordinates ofwaypoints shall be validated by NACO.
c. Each waypoint shall be defined bygeographical coordinates (e.g., degrees, minutes,seconds, hundredths of a second).
d. RNAV waypoints are used not only fornavigation reference, but also for ATCoperational fixes in much the same manner asVORIDME ground stations and intersections areused in the conventional VOR structure.Waypoints are to be established along RNAVroutes at:
1. The end points of RNAV routes;
2. Route turn points;
3. All holding fixes; and
4. At any other point of operational benefit,such as route junction points where required forroute clarity.
20-5-3. LATERAL PROTECTED AIRSPACECRITERIA FOR RNAV EN ROUTE SEGMENTS
a. The criteria contained in this section isapplicable to all established or designatedRNAV routes, except those portions ofinstrument departure procedures and StandardTenninal Arrival Routes (STARs) appropriate tothe instrument departure procedures and STARcriteria. The lateral extent of RNAV routesdesignated in part 71 is coincident with thelateral protected airspace derived from thiscriteria.
b:The basic width of an RNAV route is 8 NM(4 NM on each side of the route centerline).
20-5-4. EN ROUTE TURN PROTECTIONCRITERIA
Additional lateral airspace to be protected forcourse changes along RNAV routes at and aboveFL 180 shall be in accordance withOrder 7130.2. The airspace to be protected onthe overflown side of the route centerline duringcourse changes of more than 15 degrees alongRNAV routes below FL 180 shall be the lateralroute width or 4 NM, whichever is greater,applied until the pilot reports on course. Ineffect, this means that the lateral dimensions ofreduced route widths do not constitute fullyprotected airspace for aircraft during such coursechanges.
20-5-1
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regulatory SUA proposals, except for thoseactions that clearly have no impact on aviationand are not controversial. A nonrulemakingcircular or NPRM is not normally required forfollowing types of proposals:
1. Changes to the using or controllingagency.
2. Editorial changes to correct typographicalerrors.
3. Internal subdivision of an existing area toenhance real-time, joint use (provided there is nochange to the existing external boundaries) timesof use, or type/level of activities.
4. Actions that lessen the burden on theflying public by revoking or reducing the size ortimes of use of SUA.
b. SUA nonrulemaking circulars are preparedand distributed by the regional ATD. FAAHeadquarters prepares SUA NPRMs. Normally,circulars and NPRMs provide a minimum of 45days for public comment.
c. When comments or coordination show thatthe proposal may be controversial, or there is aneed to obtain additional information relevant tothe proposal, an informal airspace meeting maybe considered (see chapter 2 of this order).
21-1-14. SUA NONRULEMAKING CIRCULARS
a. Prepare and distribute SUA nonrulemakingcirculars as specified in chapter 2 of this orderand the additional requirements in this paragraph.Ensure wide dissemination to the potentiallyaffected aviation user community. Send onecopy of each SUA circular toATA-400 and to the appropriate regional militaryrepresentative(s).
b. CONTENT - Circulars should containsufficient information to assist interested personsin preparing comments on the aeronauticalimpact of the proposal. SUA circulars shouldinclude:
1. A briefnarrative that:(a) Describes the purpose of the proposed
airspace, the types of activities to be conducted,and the expected frequency of those activities. Ifthe proposal modifies existing SUA, describe thechanges and explain the desired result. Fortemporary MOA proposals, include a briefsummary of the planned exercise or missionscenario.
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(b) Discusses measures planned tommImize impact on nonparticipating aircraft,such as airport exclusions, joint-use procedures,limited activation times, etc. If there are knownplans to provide real time area status informationand/or traffic advisory services fornonparticipating pilots, include this informationin the circular.
2. A complete description of the proposedarea consisting of boundaries, altitudes, times ofuse, controlling agency, and using agency.
3. A copy ofa sectional aeronautical chartdepicting the boundaries of the proposed area.
4. The name and address (provided by theproponent) of the person to whom comments onthe environmental and land-use aspects of theproposal may be submitted.NOTE-Do not include statements in the circular that certify NEPAcompliance or state that environmental studies are complete. Theproponent and/or FAA must consider environmental issues raised inresponse to the circular before afinal determination is made on theproposal.
5. The issue date of the circular and thespecific date that the comment period ends.Provide at least 45-days for public comment.NOTE-When selecting the comment closing date, consider the time neededfor the preparation, printing and release ofthe circular, plus arepresentative mailing time, in order to afford the public themaximum time to submit comments.
c. SPECIAL DISTRIBUTION - In addition tothe distribution requirements in Chapter 2, sendcopies of SUA nonrulemaking circulars to:
1. State transportation, aviation, andenvironmental departments (or the state clearinghouse if requested by the state).
2. Local government authorities, CIVICorganizations, interest groups, or individuals thatmay not have an aeronautical interest, but areexpected to become involved in a specificproposal.
3. Public libraries within the affected arearequesting that the circular be displayed forpublic information.
4. Persons or organizations that haverequested to be added to the circularization list.NOTE-(j) The regional ATD determines special distribution requirementsin accordance with regional policies and considering the type ofproposal, the potentialfor controversy, and the extent ofpossibleaeronautical impact
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@ Ifthe proposed airspace overlaps regional geographicalboundaries or airspacejurisdictions, coordinate as required withadjacent regional offices to ensure distribution ofcirculars to allappropriate parties.
21-1-15. CHARTING AND PUBLICATIONREQUIREMENTS
a. All SUA areas except CFAs, temporaryMOAs, and temporary restricted areas, shall bedepicted on aeronautical charts, and published asrequired in aeronautical publications.
b. Approved SUA actions normally becomeeffective on the U.S. 56-day, en route chart cyclepublication dates (see part 1 of this order).EXCEPTION-Effective dates for temporary restricted areas, temporary MOAs,and CFAs are determined by mission requirements instead ofthe 56-day en route, charting date cycle.
c. Temporary areas shall be described inpart 4, Graphic Notices, of the Notices to Airmen(NOTAM) Publication. Normally, publication ofthe graphic notice will begin two issues prior tothe exercise start date and will continue throughcompletion of the exercise. The notice shallinclude the area's legal description, effectivedates, and a chart depicting the area boundaries.For large exercises, a brief narrative describingthe exercise scenario; activities; numbers andtypes of aircraft involved; and the availability ofin-flight activity status information fornonparticipating pilots should be included.NOTE-Submit temporary SUA graphic notice information, along with theairspace proposal package, to ATA-400 by the cutoffdates specifiedin the appropriate chapter ofthis order. All graphics submittedmust be ofhigh quality and in camera ready form. Facsimile copiesare not suitable. ATA-400 will process and coordinate the noticewith the Air Traffic Publicatfons Division, ATA-10, for publicationin the NOTAM Publication. Do not submit temporary SUA graphicnotices directly to ATA-IO.
d. When a SUA action becomes effectivebefore it appears on the affected sectionalchart(s), a description and map of the area will bepublished in part 4 of the NOTAM Publication.This information will be carried in the NOTAMPublication until the change has appeared on theaffected sectional chart(s). ATA-400 isresponsible for complying with this requirement.NOTE-aJ Minor editorial corrections to a SUA description, or changes tothe using or controlling agencies, will not be published in theNOTAM Publication.
@ In addition to the above, SUA designations or amendments thatoccur after publication ofthe latest sectional chart(s} will be listedin the "Aeronautical Chart Bulletin" section ofthe appropriate
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A/FD. This information will be carried in the AlFD until thechange is published on the affected sectional chart(s}.
21-1-16. CERTIFICATION OF SUAGEOGRAPHIC POSITIONAL DATA
a. Geographic positional data for all permanentand temporary SUA boundaries (except CFAs)must be certified for accuracy by NACO beforepublication and charting. ATA-400 shall submitproposed positional data to NACO forcertification. Latitude and longitude positionsused in SUA descriptions shall be based on thecurrent North American Datum.
b. ATA-400 shall forward any corrections orrecommended changes made by NACO to theregional AID. The regional AID will forwardthe NACO changes to the regional militaryrepresentative, or civil proponent, for review.The regional military representative/civilproponent will inform the regional AID of itsconcurrence with NACO changes or reason fornonconcurrence. The regional ATD will adviseFAA Headquarters of the proponent'sconclusions. A record of this coordination shallbe included in the airspace case file.
21-1-17. LEAD REGION
a. The regional office that is responsible for thegeographical area containing the affectedairspace processes the SUA proposal. When aproposal overlaps regional office geographicaljurisdictions, the concerned regional AID shallcoordinate to determine which office will serveas the lead region for processing the proposal.Coordination between regions is also requiredwhen the affected geographical area, and theATC facility to be designated as controllingagency, are under the jurisdiction of differentregional offices.
b. Concerned regions shall ensure that:1. All affected ATC facilities review the
proposal and provide input to the aeronauticalstudy, as required.
2. For nonregulatory proposals, distributionof nonrulemaking circulars includes interestedparties in each regional jurisdiction, as necessary.
c. The airspace package submitted toheadquarters shall include documentation ofregional coordination, affected ATC facilitycomments and copies of public commentsreceived.
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Section 2. PROCESSING
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23-2-1. SUBMISSION OF PROPOSALS
Submit restricted area proposals to the regionalAID at least 10 months prior to the desiredeffective date. The following schedule is anestimate of the minimum time needed to processproposals that require only routine coordination.
NOTE-Proposals that are complex. controversial. or require extensiveenvironmental analysis could need up to 24 months or moreadditional processing time beyond that shown in TEL 23-2-1.
23-2-2. TEMPORARY RESTRICTED AREAPROPOSALS
a. Temporary restricted areas are subject tothe same rulemaking processing (e.g., NPRMand final rule) and environmental analysisrequirements as permanent areas. However,since temporary restricted area effective datesare determined by the exercise or missionrequirements rather than the standard 56-day enroute chart cycle, a shorter overall processingtime is the norm.
b. The FAA will attempt to accommodatechanges in temporary restricted arearequirements. Nonetheless, exercise plannersshould be aware that the AdministrativeProcedure Act requires public notice of theproposal and publication of the final rule atleast 30 days before the airspace effective date.Moreover, these requirements may not permitlate changes to the airspace proposed in theNPRM without causing a delay in the plannedexercise start date. Significant changes to theproposal after the NPRM is published couldnecessitate an additional public comment period,further study of the aeronautical impact, and/orsupplemental environmental analysis.Therefore, early planning, careful ground siteselection, and close coordination betweenconcerned parties throughout the entire planningprocess are essential. In selecting the groundsite, specific attention must be given to theimpact of the proposed temporary restricted areaon existing aeronautical operations near the site.In any case, no change should be madewithin 45 days of the exercise start date unless:
1. It is absolutely essential to the safety andsuccessful conduct of the exercise; or
2. To reduce the amount of airspace to berestricted.NOTE-For processing times, see TBL 23-2-2. See Order 76/0.4.chapter 2. for additional details.
Calendar ActionDays
D Proposal received by FAA regionaloffice.
D+30 Proposal reviewed by region;aeronautical study initiated. Proposalsent to ATA-400 to begin RulemakingProcess.
D+95 Proposal reviewed by ATA-400.D+105 NPRM published in Federal Register;
Public comments directed to appropriateregion.
D+150 Public comment period ends.D+180 Comments reviewed by the region, and
recommendations sent to ATA-400.D+240 Headquarters review ofproposal,
comments, and regionalrecommendations. Final determination;Rule prepared and submitted to FederalRegister.
D+250 Rule Published in Federal Register (atleast 30 days prior to effective date).
D+250-306 Within this time frame; NACO cutoffdate, and Rule effective date.
TBL 23-2-1
Calendar ActionDays
D Proposal received by FAA regionaloffice.
D+30 Proposal reviewed by region andsubmitted to ATA-400; aeronauticalstudy initiated as required.
D+95 Proposal received by ATA-400, NACOcoordination; NPRM sent to FederalRegister. Comments directed toappropriate regional office.
D+l05 NPRM published in Federal Register.D+150 Public comment period ends.D+180 Comments reviewed by region;
recommendation sent to ATA-400.D+240 ATA-400 review of proposal,
comments, and regionalrecommendation. Final determination.Rule prepared and sent to FederalRegister. Graphic Notice sent toNOTAM Publication.
D+250 Rule published in Federal Register (atleast 30 days prior to effective date).
TBL23-2-2
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Chapter 24. WARNING AREAS
Section 1. GENERAL
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24-1-1. DEFINITION
A warning area is airspace of defineddimensions, extending from 3 NM outward fromthe coast of the United States, designated tocontain activity that may be hazardous tononparticipating aircraft.
24-1-2. PURPOSE
The purpose of a warning area is to warnnonparticipating pilots of the potential dangerfrom activities being conducted. A warning areamay be located over domestic waters,international waters, or both.
24-1-3. IDENTIFICATION
Identify warning areas with the letter "W" prefixfollowed by a dash; a two- or three-digitnumber~ a location~ and the two-letter stateabbreviation (e.g., W-291, San Diego, CA). A
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letter suffix is used to indicate subdivisions.Identification numbers are assigned byATA-400.
24-1-4. JOINT USE
Warning areas may be considered for joint use ifthe area can be released to the FAA duringperiods when it is not required for its designatedpurpose, and provided the warning area islocated in airspace wherein the FAA exercisesATC authority under ICAO agreements. Whendesignating a warning area for joint use, a letterof agreement shall be executed between thecontrolling and using agencies to define theconditions and procedures under which thecontrolling agency may authorizenonparticipating aircraft to transit, or operatewithin the area. Apply the provisions ofparagraph 23-1-5, as appropriate.
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Section 2. PROCESSING
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24-2-1. SUBMISSION OF PROPOSALS
Submit warning area proposals to the regionalATD at least 7 months prior to the desiredeffective date. The following schedule is anestimate of the minimum time needed to processproposals that require only routine coordination.
NOTE-Proposals that are complex or controversial could requiresignificantly longer processing time than that shown inTBL24-2-1.
24-2-2. EXECUTIVE ORDER 10854COORDINATION
In accordance with Executive Order 10854, allwarning area proposals must be coordinatedwith the Departments of State and Defense.This coordination will be accomplished byATA-400.
Calendar ActionDays
D Proposal received by FAA regionaloffice.
D+30 Proposal reviewed by region;Aeronautical study initiated, asrequired Nonrule circularpublished.
D+75 Public comment period ends.Aeronautical study due.
D+105 Comments reviewed by region;recommendation sent to ATA-400.
D+150 Executive Order 10854, NACOcoordination, and finaldetermination by ATA-400.
D+160 NACO cutoff date. Warning areapublished in NFDD (on or beforecutoff date for next availablecharting date).
D+240 Warning area effective date.
TBL 24-2-1
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24-2-1
•7/7/01
Section 2. PROCESSING
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25-2-1. SUBMISSION OF PROPOSALS
Submit MOA proposals, other than temporaryMOAs, to the regional ATD at least 8 monthsprior to the desired effective date (seeparagraph 25-2-2 for temporary MOAproposals). The following schedule is anestimate of the minimum time needed to processproposals that are non-controversial, withoutsignificant aeronautical impact and require onlyroutine coordination.
NOTE-Complex processing time beyond that shown in TBL 25-2-1,controversial proposals, or those needing extensive environmentalanalysis may require as much as 24 or more months.
Calendar ActionDays
D Proposal received by FAA regionaloffice.
D+30 Proposal reviewed by region.Nonrule circular published.Aeronautical study initiated, as
I required .D+75 Public comment period ends.
Aeronautical study due.D+105 Comments reviewed by region and
recommendation sent to ATA-400.D+165 Proposal, comments. and
recommendation reviewed byATA-400. NACO coordination andfinal determination.
D+175 NACO cutoff date. MOA published I
in NFDD on or before this date.D+231 MOA effective date and/or 56-day
airspace effective date.TBL25-2-1
25-2-2. TEMPORARY MOA PROCESSING
a. Submit temporary MOA proposals to theregional ATO at least 4 months prior to desiredeffective date (See TBL 25-2-2). When there is
a mown requirement for multiple activations ofthe same temporary MOA over a specific timeperiod, proponents are encouraged to combinethe requests into a single proposal covering theentire period. This will provide notice to thepublic that is more effective and reduceadministrative processing workload.
b. Temporary MOA effective dates aredetermined by the exercise requirements ratherthan the 56-day en route chart cycle used forpermanent SUA. Consequently, a shorteroverall processing tiine is required.
c. See paragraph 21-1-15 of this order forgraphic notice and narrative descriptioninformation to be submitted with the proposalpackage.
d. For recurring temporary MOAs, anabbreviated proposal package may be submittedat the discretion of the regional ATD. Seeparagraph 21-3-4 of this order for details.
Calendar ActionDays
D Proposal received by FAA regionaloffice.
D+30 Proposal reviewed by region;
I
Nonrule circular published;aeronautical study initiated.
D+75 Public comment period ends.Aeronautical study due.
D+105 Comments reviewed by region.Recommendation sent to ATA-400.
D+135 Proposal, comments, andrecommendation reviewed byATA-400. NACO coordination andfinal determination. Graphic Notice
Isent to NOTAM Publication. I
TBL25-2-2
25-2-1
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7400.2E CHG 1
Calendar Days Action
1
0 Proposal received by FAAregional office.
0+30 Proposal reviewed by region. Nonrule circular published.
0+75 Public comment period ends.0+105 Comments reviewed;
recommendation sent to ATA-4000+135 NACO coordination; proposal,
comments and recommendationreviewed by ATA-400. Finaldetermination.
0+145 Alert Area cutoff date andeffective date pUblished in NFOO.
0+145-201 Within this time frame; NACOcutoff date and Alert Areaeffective date.
7/7/01
Section 3. PROCESSING26-3-1. ALERT AREA PROPOSALS
Alert area proposals shall contain all applicableitems listed in chapter 21, section 3 of this order;except that designation of a controlling agency,completion of an aeronautical study, and FAAenvironmental analysis are not required.
26-3-2. SUBMISSION OF PROPOSALS
Submit alert area proposals to the regional ATDat least 6 months prior to the desired effectivedate. The following schedule is an estimate ofthe minimum time needed to process proposalsthat require only routine coordination.
NOTE-Controversial proposals may require significantly greaterprocessing time than that shown in TEL 26-3-1.
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TBL 26-3-1
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Section 2. PROCESSING
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27-2-1. SUBMISSION REQUIREMENTS
Submit CFA proposals to the appropriateregional AID at least 4 months prior to thedesired effective date.
27-2-2. CFA PROPOSALS
CFA proposals shall include the applicable itemsfrom chapter 21, section 3. In addition, providethe following information:
a. Justification for establishing a CFA insteadof a restricted area.
b. Surveillance and safety procedures to beapplied.
27-2-3. REGIONAL ACTION
Upon receipt ofa CFA proposal, the AID shall:
a. Assign a nonrulemaking study number.b. Determine if circularization of the proposal
is required.
c. Review the proposal for justification andcompliance with CFA criteria.
d. Determine if the proposed CFA wouldconflict with the requirements of other airspaceusers. Consider proximity of Federal airways,VFR flyways, etc.
e. Evaluate the adequacy of surveillance andsafety procedures.
f. Determine limitations, safety precautions, orother requirements to be observed as conditionsof approval.
27-2-1
g. If the operation also requires a waiver topart 101, process that waiver and complete FAAForm 7711-1, Certificate of Waiver orAuthorization.
h. Issue an approval letter to the proponent(see paragraph 27-2-4), or inform the proponentin writing if the CFA is disapproved.
27-2-4. APPROVAL LETTER
Inform the proponent in writing of the approvalor renewal of the CFA. Include the followinginformation as required:
a. CFA description (boundaries, altitudes, andtimes of use).
b. Activity for which the CFA is approved.
c. Using agency name.d. Effective/expiration date(s).e. Conditions, operating limitations, and/or
safety precautions to be observed (see section 3of this chapter).
f. Additional provisions, if needed.g. Instructions for the user to notify the
operators of airports in the vicinity of the CFAof the activities to be conducted, ifrequired.
h. Ifapplicable, attach FAA Form 7711-1.i. Instructions and suspense date for
submitting a CFA renewal request, if applicable.
717/01 7400.2E CHG 1
• Section 2. EVALUATING AERONAUTICAL EFFECT
•
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28-2-1. AERONAUTICAL REVIEW
a. At a minimum the following items shall bestudied as part of any aeronautical review:
1. Location of the proposed operation.
2. Aircraft operations affected by theproposed operation.
3. Air traffic flows in the proposed area ofthe operation.
4. ATC facility having control over theaffected airspace.
5. As part of the review, plot any effectedairports "LFZ, CFZ, and SFZ." In addition,evaluate any control measures which maymitigate the effects.
NOTE-The LFZ, CFZ, and SFZ need only be consideredfor visible lasersystems.
6. The irradiance levels listed below shallbe adhered to when evaluating laser activities inclose proximity to an airport. In addition, laserlight shall not be allowed to enter these zones ifirradiance values exceed these limits.
(a) A laser-free zone is equal to or lessthan 50 nW/cm2.
(b) A critical flight zone is equal to orless than 5 IlW/cm2.
(c) A sensitive flight zone is equal to orless than 100 IlW/cm2.
(d) A normal flight zone is equal to orless than the MPE.
EXCEPTION-"When control measures (i.e. visual observers) mitigate any issuesraised by the aeronautical review, irradiance levels may exceedthese numbers. ..
b. Consult FDA/CDRH personnel fortechnical advice. (e.g. rp calculations)
c. Scientific/research (SR) lasers inaccordance with 21 CFR Section 1010.5 may beexempt from Title 49 and, in addition, may notbe able to comply with the above procedures.Regardless of whether or not a proponent isexempt from the provisions, when a proposal isreceived follow the above procedures.
28-2-1
28-2-2. LOCAL LASER WORKING GROUP(LLWG)
When necessary, the ATD may convene aLLWG to assist in evaluating proposed locallaser activities when it is determined such a needexists.
a. The ATD shall forward information on aproposed outdoor laser activity to the local ATfacility.
b. The local AT facility shall act as the focalpoint for the LLWG. Other participants mayinclude, but not limited to, representatives fromthe center, "non-federal" towers, airportmanagement, airspace users, city/county/stateofficials, other government agencies, militaryrepresentatives, qualified subject experts, lasermanufacturers, etc.
c. The LLWG shall resolve issues regardinglocal laser operations and forwardrecommendations to the ATD office as soon aspracticable.
28-2-3. LASER SYSTEM POWER RANGETABLE
The laser system power range tables(TBL 28-2-1 and TBL 28-2-2) shall only beapplied to continuous wave laser systems.Proponents are required to resolve RP lasersystem calculations with the FDA, lasermanufacture, or by submitting a completedLaser Configuration Worksheet prior torequesting determination by the FAA.
a. TBL 28-2-1 specifies the minimum distancefrom the laser source (for 1 mrad divergence)which should be protected horizontally from thelaser source.
b. TBL 28-2-2 specifies the minimumdistance from the laser source (for 1 mraddivergence) which should be protected verticallyfrom the laser source.
c. The minimum altitude may be determinedby multiplying the laser distance fromTBL 28-2-1 by the sine of the angle of elevation
7400.2E
of the laser beam from TBL 28-2-2. Forexample, Altitude = Laser Distance x Sine =(maximum elevation angle).
d. The minimum horizontal distance may bedetennined by multiplying the laser distancefrom TBL 28-2-1 by the cosine of the angle ofelevation of the laser beam from TBL 28-2-2.For example, Horizontal Distance = LaserDistance x Cosine = (minimum elevation angle).
e. Do not reduce calculated distances fortechniques incorporated by the manufacturerunless validated by FDAlCDRH.
f. All distances shall be rounded up to thenext 100-foot increment. See exampleproblems 1, 2, and 3 that follow the LaserSystem Power Range Table, TBL 28-2-1.
28-2-4. CONTROL MEASURES
Physical, procedural, and automated controlmeasures that ensure aircraft operations will notbe exposed to levels of illumination greater thanthe respective maximum irradiance levelsestablished by the MPE, LFZ, CFZ, and SFZ.
a. Physical beam stops at the system locationor at a distance used to prevent laser light frombeing directed into protected volumes ofairspace.
b. Adjusting the beam divergence and outputpower emitted through the system aperture tomeet appropriate irradiance ~W/cm2 distance.
28-2-2
12/7/00
c. Beams can be directed in a specific area.Directions should be specified by giving bearingin the azimuth scale 0-360 degrees and elevationin degrees ranging from 0-90 degrees, wherezero degrees is horizontal and 90 degrees isvertical, bearings shall be given in both true andmagnetic north.
d. Manual operation of a shutter or beamtennination system can be used in conjunctionwith airspace observers. Observers shall be ableto see the full airspace area surrounding thebeam's paths to a distance appropriate to theaffected airspace.
e. Scanning of a laser system that are designedto automatically shift the direction of the laseremission can be used. However, scanningsafeguards must have safeguards acceptable bythe FDA and the FAA. The FDArecommendation must be included in theproposal to the FAA.
NOTE-Scanning may reduce the level ofillumination; however, it mayalso increase the potential frequency ofan illumination.
f. Automated systems designed for use todetect aircraft and .automatically tenninate,redirect the beam, or shudder the system, mustbe acceptable to the FAA before the device maybe accepted as a control measures whichsatisfies as an equivalent level of safety.
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•7/7/01
LASER SYSTEM POWER RANGE TABLE
CW Laser Beam Divergence: 1 Milliradian
* NOT TO BE USED WITH RP SYSTEMS
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•
Output NOHD SFZ CFZPower 2.6mW/cm' 100J.lW/cm2 5J.lW/cmWatts (.0026) (.0001) (.000005)1 726 3703 186002 1027 5237 232003 1253 6414 287004 1452 7406 331005 1623 8280 360006 1778 9070 408007 1921 9787 438008 2054 10474 468009 2178 11109 4870010 2296 11710 5240011 2408 12281 5480012 2515 12827 5740013 2618 13351 5970014 2717 13855 6200015 2814 14322 6410016 2904 14812 6620017 2993 15288 6830018 3080 15710 7030019 3165 16141 7220020 3247 16580 74100
I
25 3630 18515 8280130 3977 20282 9070435 4295 21907 9797140 4592 23220 104736
Output NOHD SFZ CFZPower 2.6mW/cm 100J.lW/cm2 5J.lW/cmWatts (.0026) (.0001) (.000005)45 4870 24840 11108950 5132 26148 11709855 5384 27462 12281460 5624 28683 12827565 5853 29854 13352370 6074 30881 13855375 6288 32088 14321580 6494 33120 14811885 6694 32140 15287790 6888 35129 15710495 7076 36092 161409100 7260 37030 165802105 7440 37944 168691110 7616 38837 173885115 7790 39710 177588120 7962 40684 181408125 8117 41390 185102130 8278 42210 188767135 8436 43014 192363140 8590 43803 195893145 8743 44578 199360150 8892 45090 202769155 9039 45365 205120160 9184 46927 209419
NOTE-(j) To determine nominal hQ2ard zone distance (NHZD) for lasers having divergence values other than 1.0 mrad use the formula - NOHD @1.0 mrad + mrad = NHZ.
EXAMPLE-Power 40W, Divergence 7 mradNOHD [email protected]=4,5924,592 + 7 =656 NOHD. Rounded up to nearest hundredfeet = 700 feet.(A beam divergence of. 7 would make this calculation 7,000 feet)
The proponent validates repetitive pulsed information with the FDA or submits a completed laser• configuration worksheet.
TBL28-2-1
•28-2-3
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COSINE VALUES
* NOT TO BE USED WITH RP SYSTEMS
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•Elevation Sine CosineAngle (minimum) (maximum)
0 .0000 1.00005 .0872 .996210 .1737 .984815 .2588 .965920 .3220 .939725 .4226 .906330 .5000 .866035 .5736 .819240 .6428 .7660
Elevation Sine CosineAngle (minimum) (maximum)
45 .7071 .707150 .7660 .642855 .8192 .573660 .8660 .500065 .9063 .422670 .9397 .342075 .9659 .258880 .9848 .173785 .9962 .087290 1.0000 .0000
Laser Problem SolutionsExample Problem 1:Laser output power = 15 wattsLaser beam divergence = 1.0 mradFind: Laser distance:
1. Find Table 29-2-2 [1] at 15 watts in the Laser Output Power column.2. Proceed horizontally and read: NOHD of2,814 feet, CFZ of64,100 feet, SFZ 14,322 feet.
Answer: (with rounded up distances): NOHD 2,900 feet, CFZ 64,100, SFZ 14,400 feet.Example Problem 2Laser output = 18 wattsLaser beam divergence = 1.0 mradMaximum elevation angle 600
Minimum elevation angle 200
Find -Horizontal and vertical distances to be protected:1. Laser distance (from TBL 28-2-1) = 3,080 feet.2. Sine of 600 maximum elevation angle (from TBL 28-2-2) = 0.8660.3. Find altitude by multiplying 3,080 feet by 0.8660 = 2,667 feet.4. Cosine of20° minimum elevation angle (from TBL 28-2-2) = 0.93975. Find horizontal distance by multiplying 3,080 feet by 0.9397 = 2,894 feet.
ANSWER: Minimum required protected airspace is 2,900 feet horizontally and 2,700 feet vertically fromthe laser source.Example Problem 3Power = 25 wattsLaser Output NOHD at 1 mrad = 3,630 feet.Beam Divergence = .7 mradFind: Laser NHZ
1. Apply Formula2.3630 feet. -;- .7 = 5185 feet. Formula
Answer: NHZ 5200 feetTBL 28-2-2
28-2-4
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•7/7/01
Section 4. NOTICES TO AIRMEN
7400.2E eHG 1
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28-4-1. ISSUANCE OF NOTICES TO AIRMEN(NOTAM)
a. To enhance safety of flight, the appropriateregional ATD shall prepare the NOTAM andnotify the United States NOTAM Office Facilityvia telephone (703) 904-4557, or fax(703) 904-4437 within seven days of a proposedlaser activity to alert pilots of such activities.
b. The NOTAM will emphasize the potentialhazardous effects and other related phenomenathat may be encountered by laser lightemissions. Include facility to notify, and anyother information deemed appropriate.
28-4-1
c. The regional ATD may further delegatenotification responsibility to the respectiveFlight Service Station, and/or Air TrafficFacility.
d. When deemed appropriate The AID maydirect the proponent to activate or cancel theFDC NOTAM, specific to the laser activity.The AID shall explain the responsibility of theproponent concerning appropriate NOTAMactions.
e. The ATD is responsible for canceling theNOTAM except as noted above inparagraph 28-4-1 c. and d.
