UPDATES - Gleim Exam Prep - Gleim Exam Prepnorth of a line drawn direct from PAKER to PARIM (123142N 0432712E), and east of a line drawn direct from PARIM to RIBOK (154700N 0415230E)

UPDATESCurrent Through: 12/24/19

The Gleim FAR/AIM is published annually. Gleim keeps you up-to-date with FAA changes via online and email updates. Changes to the Federal Aviation Regulations (FAR or 14 CFR) can be released by the FAA at any time during the year. The AIM is updated by the FAA twice a year.

The Gleim updates are listed by the FAA release date. The effective date, which is sometimes the same as the release date, is provided as well.

FAR/AIM 2020 Updates Last Modified: 12/24/19 1

GLEIM FAR/AIM 2020 UPDATES

December 11, 2019

Effective December 11, 2019

PART 91—GENERAL OPERATING AND FLIGHT RULES

On pages 206-207, revise Sec. 91.1611 title and content as follows:

Sec. 91.1611 Special Federal Aviation Regulation No. 115--Prohibition Against Certain Flights in Specified Areas of the Sanaa Flight Information Region (FIR) (OYSC).

(a) Applicability. * * *

* * * * *(3) All operators of U.S.-registered civil aircraft, except when

the operator of such aircraft is a foreign air carrier.(b) Flight prohibition. Except as provided in paragraphs (c) and

(d) of this section, no person described in paragraph (a) of thissection may conduct flight operations in the portion of theSanaa Flight Information Region (FIR) (OYSC) that is west of aline drawn direct from KAPET (163322N 0530614E) to NODMA(152603N 0533359E), northwest of a line drawn direct fromNODMA to ORBAT (140638N 0503924E) then from ORBAT toPAKER (115500N 0463500E), north of a line drawn direct fromPAKER to PARIM (123142N 0432712E), and east of a line drawndirect from PARIM to RIBOK (154700N 0415230E). Use of jetroute UN303 is not authorized.

(c) Permitted operations. This section does not prohibit personsdescribed in paragraph (a) of this section from conducting flightoperations in the Sanaa FIR (OYSC) under the followingcircumstances:

(1) Flight operations may be conducted in the Sanaa FIR(OYSC) in that airspace east of a line drawn direct from KAPET(163322N 0530614E) to NODMA (152603N 0533359E), south-east of a line drawn direct from NODMA to ORBAT (140638N0503924E) then from ORBAT to PAKER (115500N 0463500E),south of a line drawn direct from PAKER to PARIM (123142N0432712E), and west of a line drawn direct from PARIM toRIBOK (154700N 0415230E). Use of jet routes UT702 and M999are authorized. All flight operations conducted under this sub-paragraph must be conducted subject to the approval of, and inaccordance with the conditions established by, the appropriateauthorities of Yemen.

(2) Flight operations may be conducted in the Sanaa FIR(OYSC) in that airspace west of a line drawn direct from KAPET(163322N 0530614E) to NODMA (152603N 0533359E), north-west of a line drawn direct from NODMA to ORBAT (140638N0503924E) then from ORBAT to PAKER (115500N 0463500E),north of a line drawn direct from PAKER to PARIM (123142N0432712E), and east of a line drawn direct from PARIM to RIBOK(154700N 0415230E) if such flight operations are conductedunder a contract, grant, or cooperative agreement with a depart-ment, agency, or instrumentality of the U.S. Government (orunder a subcontract between the prime contractor of the U.S.Government department, agency, or instrumentality and theperson subject to paragraph (a)), with the approval of the FAA, orunder an exemption issued by the FAA. The FAA will considerrequests for approval or exemption in a timely manner, with theorder of preference being: First, for those operations in support ofU.S. Government-sponsored activities; second, for those opera-tions in support of government-sponsored activities of a foreigncountry with the support of a U.S. government department,agency, or instrumentality; and third, for all other operations.

* * * * *(e) Expiration. This SFAR will remain in effect until January 7,

2022. The FAA may amend, rescind, or extend this SFAR asnecessary.

Sec. 91.1613 Special Federal Aviation Regulation No. 107--Prohibition Against Certain Flights in the Territory and Airspace of Somalia. On page 207, revise as follows:

(a) Applicability. * * *

* * * * *(3) All operators of U.S.-registered civil aircraft, except when

the operator of such aircraft is a foreign air carrier.(b) Flight prohibition. Except as provided in paragraphs (c) and

(d) of this section, no person described in paragraph (a) of thissection may conduct flight operations in the territory and airspaceof Somalia at altitudes below Flight Level (FL) 260.

(c) Permitted operations. This section does not prohibit personsdescribed in paragraph (a) of this section from conducting flightoperations in the territory and airspace of Somalia under thefollowing circumstances:

(1) Overflights of Somalia may be conducted at or aboveFL260 subject to the approval of, and in accordance with theconditions established by, the appropriate authorities of Somalia.

(2) Flight operations may be conducted in the territory andairspace of Somalia at altitudes below FL260 if such flightoperations are conducted under a contract, grant, or cooperativeagreement with a department, agency, or instrumentality of theU.S. Government (or under a subcontract between the primecontractor of the U.S. Government department, agency, or instru-mentality and the person described in paragraph (a) of thissection) with the approval of the FAA or under an exemptionissued by the FAA. The FAA will consider requests for approvalor exemption in a timely manner, with the order of preferencebeing: First, for those operations in support of U.S. Government-sponsored activities; second, for those operations in support ofgovernment-sponsored activities of a foreign country with thesupport of a U.S. government department, agency, or instrumen-tality; and third, for all other operations.

* * * * *(e) Expiration. This SFAR will remain in effect until January 7,

2023. The FAA may amend, rescind, or extend this SFAR asnecessary.



August 30, 2019

Effective September 15, 2019

PART 71—DESIGNATION OF CLASS A, B, C, D, AND E AIRSPACE AREAS; AIR TRAFFIC SERVICE ROUTES; AND REPORTING POINTS

Sec. 71.1 Applicability. On page 127, revise date and policy references as follows:

A listing for Class A, B, C, D, and E airspace areas; air trafficservice routes; and reporting points can be found in FAA Order7400.11D, Airspace Designations and Reporting Points, datedAugust 8, 2019. This incorporation by reference was approved bythe Director of the Federal Register in accordance with 5 U.S.C.552(a) and 1 CFR part 51. The approval to incorporate by referenceFAA Order 7400.11D is effective September 15, 2019, throughSeptember 15, 2020. During the incorporation by referenceperiod, proposed changes to the listings of Class A, B, C, D, andE airspace areas; air traffic service routes; and reporting pointswill be published in full text as proposed rule documents in theFederal Register. Amendments to the listings of Class A, B, C, D,and E airspace areas; air traffic service routes; and reporting pointswill be published in full text as final rules in the Federal Register.Periodically, the final rule amendments will be integrated into arevised edition of the Order and submitted to the Director of theFederal Register for approval for incorporation by reference in thissection. Copies of FAA Order 7400.11D may be obtained fromAirspace Policy Group, Federal Aviation Administration, 800 Inde-pendence Avenue SW, Washington, DC 20591, (202) 267-8783.An electronic version of the Order is available on the FAA websiteat http://www.faa.gov/air_traffic/publications. Copies of FAA Order7400.11D may be inspected in Docket No. FAA-2019-0627; Amend-ment No. 71-51, on http://www.regulations.gov. A copy of FAAOrder 7400.11D may be inspected at the National Archives andRecords Administration (NARA). For information on the availabilityof FAA Order 7400.11D at NARA, email [email protected] orgo to https://www.archives.gov/federal-register/cfr/ibr-locations.html.

Secs. 71.5, 71.15, 71.31, 71.33, 71.41, 71.51, 71.61, 71.71, 71.901. On pages 127-128, replace the words “FAA Order 7400.11C” with “FAA Order 7400.11D.”



August 19, 2019

Effective October 18, 2019

PART 61—CERTIFICATION: PILOTS, FLIGHT INSTRUCTORS, AND GROUND INSTRUCTORS

Sec. 61.18 Security disqualification. On page 51, remove and reserve Sec. 61.18.



August 15, 2019

Aeronautical Information ManualBasic

Effective August 15, 2019

EXPLANATION OF CHANGES

2-3-15. SECURITY IDENTIFICATIONS DISPLAY AREA (AIRPORT RAMP AREA) – This change clarifies the Security Identifications Display Area (SIDA), other types of security related areas on an airport, and the requirements of security identification.

4-1-21. AIRPORT RESERVATION OPERATIONS AND SPECIAL TRAFFIC MANAGEMENT PROGRAMS – This change removes the telephone user information from the AIM due to the phone-based CVRS system not being serviceable.

4-3-18. TAXIING;7-3-1. GENERAL;7-3-2. VORTEX GENERATION;7-3-3. VORTEX STRENGTH;7-3-4. VORTEX BEHAVIOR;7-3-5. OPERATIONS PROBLEM AREAS;7-3-8. PILOT RESPONSIBILITY;7-3-9. AIR TRAFFIC WAKE TURBULENCE SEPARATIONS;7-3-10. DEVELOPMENT AND NEW CAPABILITIES – This change updates and adds clarity regarding wake turbulence.

5-2-3. IFR CLEARANCES OFF UNCONTROLLED AIRPORTS – This change addresses the removal of the dedicated hotline and phone number MEDEVAC pilots may contact for their clearances.

7-1-20. PILOT WEATHER REPORTS (PIREPs) – This change directs users to the current version of Advisory Circular 00-45H for additional detailed information on PIREPs.

EDITORIAL CHANGES – Editorial changes include a universal AWSS change, NTAP references in 5-1-11, *RP terminology in 4-3-3, and references to MEDEVAC.

PILOT/CONTROLLER GLOSSARY –Terms have been added, deleted, or modified within the glossary.

ENTIRE PUBLICATION – Editorial/format changes were made where necessary.

On page 467, in the Publication Schedule, update all dates as follows:

Publication Schedule

Basic or ChangeCutoff Date

for CompletionEffective Dateof Publication

Basic Manual 2/28/19 8/15/19

Change 1 8/15/19 1/30/20

Change 2 1/30/20 7/16/20

Change 3 7/16/20 12/31/20

Basic Manual 12/31/20 6/17/21

Chapter 1. AIR NAVIGATION

1-2-3. USE OF SUITABLE AREA NAVIGATION (RNAV) SYSTEMS ON CONVENTIONAL PROCEDURES AND ROUTES: On page 508, revise subparagraph b.1. and update the link in subparagraph b.2. as follows:

* * * * *b. * * *

1. An RNAV system with TSO-C129/-C145/-C146 equipment,installed in accordance with AC 20-138, Airworthiness Approvalof Global Positioning System (GPS) Navigation Equipment forUse as a VFR and IFR Supplemental Navigation System, andauthorized for instrument flight rules (IFR) en route and terminaloperations (including those systems previously qualified for “GPSin lieu of ADF or DME” operations), or

2. * * * A table of compliant equipment is available at thefollowing website:https://www.faa.gov/about/office_org/headquarters_offices/avs/offices/afx/afs/afs400/afs410/media/AC90-100compliance.pdf* * * * *

Chapter 2. AERONAUTICAL LIGHTING AND OTHERAIRPORT VISUAL AIDS

On page 530, revise paragraph title and subparagraphs a.-b.; delete subparagraphs a.1-a.4; and add new FIG 2-3-43 as follows:

2-3-15. SECURITY IDENTIFICATION DISPLAY AREA (SIDA)

a. Security Identification Display Areas (SIDA) are limited accessareas that require a badge issued in accordance with proceduresin 49 CFR Part 1542. A SIDA can include the Air Operations Area(AOA), e.g., aircraft movement area or parking area, or a SecuredArea, such as where commercial passengers enplane. The AOAmay not be a SIDA, but a Secured Area is always a SIDA. Move-ment through or into a SIDA is prohibited without authorizationand proper identification being displayed. * * * Airports that havea SIDA will have a description and map detailing boundaries andpertinent features available.

b. Pilots or passengers without proper identification that are ob-served entering a SIDA may be reported to the TransportationSecurity Administration (TSA) or airport security and may be sub-ject to civil and criminal fines and prosecution. Pilots are advisedto brief passengers accordingly. Report suspicious activity to theTSA by calling AOPA’s Airport Watch Program, 866-427-3287.49 CFR 1540 requires each individual who holds an airman certi-ficate, medical certificate, authorization, or license issued by theFAA to present it for inspection upon a request from TSA.

Sample SIDA Warning Sign


FIG 2-3-43


Chapter 3. GENERAL AIRSPACE

3-1-4. BASIC VFR WEATHER MINIMUMS: On page 531, add helicopter-related information in the row for Class G in TBL 3-1-1 as follows:

Basic VFR Weather MinimumsAirspace Flight Visibility Distance from Clouds

* * * * *Class G1,200 feet or less above the surface (regardless of MSL altitude).

For aircraft other than helicopters:

Day, except as provided in Sec. 91.155(b) ....................................................Night, except as provided in Sec. 91.155(b) ..................................................

For helicopters:Day ..........................................................................................................Night, except as provided in Sec. 91.155(b) ..................................................More than 1,200 feet above the surface but less than 10,000 feet MSL.Day ..........................................................................................................

Night ..........................................................................................................

More than 1,200 feet above the surface and at or above 10,000 feet MSL.

1 statute mile3 statute miles

½ statute mile1 statue mile

1 statute mile

3 statute miles

5 statute miles

Clear of clouds500 feet below1,000 feet above2,000 feet horizontal

Clear of cloudsClear of clouds

500 feet below1,000 feet above2,000 feet horizontal500 feet below1,000 feet above2,000 feet horizontal1,000 feet below1,000 feet above1 statute mile horizontal

TBL 3-1-1* * * * *

Chapter 4. AIR TRAFFIC CONTROL

4-1-3. FLIGHT SERVICE STATIONS: On page 547, revise the paragraph as follows:

* * * and assistance to lost aircraft and aircraft in emergencysituations. FSSs also relay ATC clearances, process Notices toAirmen, and broadcast aviation weather and aeronautical infor-mation. * * *

4-1-18. TERMINAL RADAR SERVICES FOR VFR AIRCRAFT: On page 555, revise subparagraph a.5.(b) as follows:

a. Basic Radar Service:* * * * *

5. * * ** * * * *

(b) Pilots of departing VFR aircraft are encouraged torequest radar traffic information by notifying ground control, orwhere applicable, clearance delivery, on initial contact with theirrequest and proposed direction of flight.

* * * * *

4-1-21. AIRPORT RESERVATION OPERATIONS AND SPECIAL TRAFFIC MANAGEMENT PROGRAMS: On page 558, delete subparagraphs d.2-d.3., TBL 4-1-4, and TBL 4-1-5.

4-3-3. TRAFFIC PATTERNS: On page 567, relocate the asteriskfor “RP” in NOTE [2] as follows:

* * * * *[2] *RP indicates special conditions exist and refers pilots to the

Chart Supplement U.S.* * * * *

4-3-18. TAXIING: On page 576, add new subparagraph e. as follows:

* * * * *e. During ground operations, jet blast, prop wash, and rotor

wash can cause damage and upsets if encountered at closerange. Pilots should consider the effects of jet blast, prop wash,and rotor wash on aircraft, vehicles, and maintenance equipmentduring ground operations.

On page 580, remove references to “Automated Weather SensorSystem (AWSS)” from the paragraph title and from subparagraphs a.-c. The new paragraph title is as follows:

4-3-26. OPERATIONS AT UNCONTROLLED AIRPORTS WITH AUTOMATED SURFACE OBSERVING SYSTEM (ASOS)/ AUTOMATED WEATHER OBSERVING SYSTEM (AWOS)

* * * * *

4-4-6. SPECIAL VFR CLEARANCES: On page 583, delete AWSS from subparagraph h.



Chapter 5. AIR TRAFFIC PROCEDURES

5-1-3. NOTICE TO AIRMEN (NOTAM) SYSTEM: On page 615, delete AWSS from TBL 5-1-2.

5-1-11. FLIGHTS OUTSIDE U.S. TERRITORIAL AIRSPACE: On page 631, revise subparagraph e. as follows:

* * * * *e. Current NOTAMs for foreign locations must also be reviewed.

The Notices to Airmen Publication (NTAP), published every 28days, contains considerable information pertinent to foreignflight. * * ** * * * *

5-2-3. IFR CLEARANCES OFF UNCONTROLLED AIRPORTS:On page 634, revise subparagraph c. as follows:

* * * * *c. Except in Alaska, pilots of MEDEVAC flights may obtain a

clearance by calling 1-877-543-4733.

5-4-4. ADVANCE INFORMATION ON INSTRUMENT APPROACH: On pages 660-661, delete AWSS from subparagraph c. and NOTE [1].

Chapter 7. SAFETY OF FLIGHT

7-1-12. WEATHER OBSERVING PROGRAMS: On page 747, replace AWSS with AWOS in subparagraphs d., d.1.(a), d.1.(b), d.2., and d.3, and delete AWSS from subparagraph d.4. On pages 748-750, replace AWSS with AWOS in the NOTE beneath subparagraph d.5., the titles of FIG 7-1-7 and 7-1-8, and subparagraphs f.1.-f.3. On page 750, delete the AWSS row from TBL 7-1-3. On page 751, replace AWSS with AWOS in TBL 7-1-4.

7-1-17. REPORTING PREVAILING VISIBILITY: On page 755, replace AWSS with AWOS in subparagraph a.

7-1-20. PILOT WEATHER REPORTS (PIREPS): On page 757, add new subparagraph f. as follows:

* * * * *f. For more detailed information on PIREPS, users can refer to

the current version of AC 00-45, Aviation Weather Services.

7-1-31. INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO) WEATHER FORMATS: On page 770, replace AWSS withAWOS in subparagraph b.6.(b).

7-3-1. GENERAL: On page 778, revise subparagraphs a.-b. as follows:

a. Every aircraft generates wake turbulence while in flight. Waketurbulence is a function of an aircraft producing lift, resulting inthe formation of two counter-rotating vortices trailing behind theaircraft.

b. Wake turbulence from the generating aircraft can affect en-countering aircraft due to the strength, duration, and direction ofthe vortices. Wake turbulence can impose rolling moments ex-ceeding the roll-control authority of encountering aircraft, causingpossible injury to occupants and damage to aircraft. Pilots shouldalways be aware of the possibility of a wake turbulence encounter when flying through the wake of another aircraft, and adjustthe flight path accordingly.

7-3-2. VORTEX GENERATION: On page 778, revise and expand into new subparagraphs a.-b. as follows:

a. The creation of a pressure differential over the wing surfacegenerates lift. The lowest pressure occurs over the upper wingsurface and the highest pressure under the wing. This pressuredifferential triggers the roll up of the airflow at the rear of the wingresulting in swirling air masses trailing downstream of the wingtips. After the roll up is completed, the wake consists of twocounter-rotating cylindrical vortices. (See FIG 7-3-1.) The wakevortex is formed with most of the energy concentrated within afew feet of the vortex core.* * * * *

b. More aircraft are being manufactured or retrofitted withwinglets. There are several types of winglets, but their primaryfunction is to increase fuel efficiency by improving the lift-to-dragratio. Studies have shown that winglets have a negligible effecton wake turbulence generation, particularly with the slower speedsinvolved during departures and arrivals.

7-3-3. VORTEX STRENGTH: On page 778, revise subpara-graphs a. and b.1. and delete subparagraph b.3. as follows:

a. Weight, speed, wingspan, and shape of the generating air-craft’s wing all govern the strength of the vortex. The vortexcharacteristics of any given aircraft can also be changed byextension of flaps or other wing configuring devices. However,the vortex strength from an aircraft increases proportionately toan increase in operating weight or a decrease in aircraft speed.Since the turbulence from a “dirty” aircraft configuration hastenswake decay, the greatest vortex strength occurs when thegenerating aircraft is HEAVY, CLEAN, and SLOW.

b. Induced Roll

1. In rare instances, a wake encounter could cause cata-strophic inflight structural damage to an aircraft. However, the usualhazard is associated with induced rolling moments that can ex-ceed the roll-control authority of the encountering aircraft. Duringinflight testing, aircraft intentionally flew directly up trailing vortexcores of larger aircraft. These tests demonstrated that the abilityof aircraft to counteract the roll imposed by wake vortex dependsprimarily on the wingspan and counter-control responsiveness ofthe encountering aircraft. These tests also demonstrated thedifficulty of an aircraft to remain within a wake vortex. The naturaltendency is for the circulation to eject aircraft from the vortex.* * * * *

7-3-4. VORTEX BEHAVIOR: On page 779, revise subpara-graphs a.2.-.3., a.5., and b. as follows:

* * * * *a. * * *

* * * * *2. * * * Tests with larger aircraft have shown that the vor-

tices remain spaced a bit less than a wingspan apart, drifting withthe wind, at altitudes greater than a wingspan from the ground. Inview of this, if persistent vortex turbulence is encountered, aslight change of altitude (upward) and lateral position (upwind)should provide a flight path clear of the turbulence.

3. Flight tests have shown that the vortices from larger aircraftsink at a rate of several hundred feet per minute, slowing theirdescent and diminishing in strength with time and distancebehind the generating aircraft. Pilots should fly at or above thepreceding aircraft’s flight path, altering course as necessary toavoid the area directly behind and below the generating aircraft.(See FIG 7-3-4.) Pilots, in all phases of flight, must remain vigilantof possible wake effects created by other aircraft. Studies haveshown that atmospheric turbulence hastens wake breakup, whileother atmospheric conditions can transport wake horizontally andvertically.



* * * * *5. Pilots should be alert at all times for possible wake vortex

encounters when conducting approach and landing operations.The pilot is ultimately responsible for maintaining an appropriateinterval, and should consider all available information inpositioning the aircraft in the terminal area, to avoid the waketurbulence created by a preceding aircraft. Test data shows thatvortices can rise with the air mass in which they are embedded.The effects of wind shear can cause vortex flow field “tilting.” Inaddition, ambient thermal lifting and orographic effects (risingterrain or tree lines) can cause a vortex flow field to rise andpossibly bounce.

b. * * * Thus, a light wind with a cross-runway component of 1to 5 knots could result in the upwind vortex remaining in thetouchdown zone for a period of time and hasten the drift of thedownwind vortex toward another runway. * * ** * * * *

7-3-5. OPERATIONS PROBLEM AREAS: On page 779, revise subparagraphs a.-b. and add a new NOTE under subparagraph b.On page 780, revise subparagraph d. The edits are as follows:

a. A wake turbulence encounter can range from negligible tocatastrophic. The impact of the encounter depends on theweight, wingspan, size of the generating aircraft, distance fromthe generating aircraft, and point of vortex encounter. * * *

b. AVOID THE AREA BELOW AND BEHIND THE WAKEGENERATING AIRCRAFT, ESPECIALLY AT LOW ALTITUDEWHERE EVEN A MOMENTARY WAKE ENCOUNTER COULDBE CATASTROPHIC.

NOTE–A common scenario for a wake encounter is in terminal airspaceafter accepting clearance for a visual approach behind landingtraffic. Pilots must be cognizant of their position relative to thetraffic and use all means of vertical guidance to ensure they donot fly below the flight path of the wake generating aircraft.* * * * *

d. Pilots should attempt to visualize the vortex trail of aircraftwhose projected flight path they may encounter. When possible,pilots of larger aircraft should adjust their flight paths to minimizevortex exposure to other aircraft.

7-3-8. PILOT RESPONSIBILITY: On page 780, revise subpara-graph a., delete subparagraph b. and the REFERENCE, and redesignate subsequent subparagraphs accordingly. On page 781, revise redesignated subparagraph e.2.(e), redesignateold subparagraph f.3. as subparagraph f., and add new subpara-graph g. The edits are as follows:

a. Research and testing have been conducted, in addition to ongoing wake initiatives, in an attempt to mitigate the effects of wake turbulence. Pilots must exercise vigilance in situations where they are responsible for avoiding wake turbulence.* * * * *

e. Pilots operating lighter aircraft on visual * * ** * * * *

2. * * ** * * * *

(e) Land beyond the point of landing of the precedingheavier aircraft. Ensure you have adequate runway remaining, ifconducting a touch-and-go landing, or adequate stopping dis-tance available for a full stop landing.

f. During visual approaches pilots may ask ATC * * *

g. Pilots should notify ATC when a wake event is encountered.Be as descriptive as possible (i.e., bank angle, altitude devia-tions, intensity and duration of event, etc.) when reporting theevent. ATC will record the event through their reporting system.You are also encouraged to use the Aviation Safety ReportingSystem (ASRS) to report wake events.

7-3-9. AIR TRAFFIC WAKE TURBULENCE SEPARATIONS: On page 781, revise subparagraph a., redesignate subparagrapha.3. as subparagraph b., redesignate subsequent subparagraphsaccordingly, redesignate subparagraphs a.3.(a)-a.3.(c) as subparagraphs b.1-b.3., and add a new NOTE and REFERENCEunder redesignated subparagraph g. as follows:

a. Because of the possible effects of wake turbulence, controllers are required to apply no less than minimum required separation to all aircraft operating behind a Super or Heavy, and to Small aircraft operating behind a B757, when aircraft are IFR; VFR and receiving Class B, Class C, or TRSA airspace services; or VFR and being radar sequenced.* * * * *

b. Additionally, appropriate time or distance * * *

1. Three minutes or the appropriate radar separation whentakeoff will be behind a super aircraft;

2. Two minutes or the appropriate radar separation whentakeoff will be behind a heavy aircraft.

3. Two minutes or the appropriate radar separation when asmall aircraft will takeoff behind a B757.* * * * *

g. Controllers may anticipate separation and need * * *

NOTE–With the advent of new wake turbulence separation method-ologies known as Wake Turbulence Recategorization, some ofthe requirements listed above may vary at facilities authorized tooperate in accordance with Wake Turbulence Recategorizationdirectives.

REFERENCE–FAA Order JO 7110.659 Wake Turbulence RecategorizationFAA Order JO 7110.123 Wake Turbulence Recategorization −Phase IIFAA Order JO 7110.126, Consolidated Wake Turbulence

On page 781, add new paragraph 7-3-10 as follows:

7-3-10. DEVELOPMENT AND NEW CAPABILITIES

a. The suite of available wake turbulence tools, rules, and proce-dures is expanding, with the development of new methodologies.Based on extensive analysis of wake vortex behavior, newprocedures and separation standards are being developed andimplemented in the US and throughout the world. Wake researchinvolves the wake generating aircraft as well as the wake tolera-tion of the trailing aircraft.

b. The FAA and ICAO are leading initiatives, in terminal environ-ments, to implement next-generation wake turbulence proceduresand separation standards. The FAA has undertaken an effort torecategorize the existing fleet of aircraft and modify associatedwake turbulence separation minima. This initiative is termedWake Turbulence Recategorization (RECAT), and changes thecurrent weight-based classes (Super, Heavy, B757, Large,Small+, and Small) to a wake-based categorical system thatutilizes the aircraft matrices of weight, wingspan, and approachspeed. RECAT is currently in use at a limited number of airportsin the National Airspace System.



Appendix 3. ABBREVIATIONS/ACRONYMS: On page 825, delete AWSS from Appendix 3.

PILOT/CONTROLLER GLOSSARY

On pages 832, 837, 841, 855, 856, 860, 862, 865, 866, 868, 870,877, and 881, add, revise, or delete the following:

* * * * *AIRCRAFT WAKE TURBULENCE CATEGORIES - For the pur-

pose of Wake Turbulence Recategorization (RECAT) SeparationMinima, ATC groups aircraft into categories ranging fromCategory A through Category I, dependent upon the version ofRECAT that is applied. Specific category assignments vary andare listed in the RECAT Orders.

* * * * *AUTOMATED WEATHER SYSTEM - * * * The systems cur-

rently consist of the Automated Surface Observing System(ASOS) and Automated Weather Observation System (AWOS).

* * * * *AUTOMATIC FLIGHT INFORMATION SERVICE (AFIS) - ALASKA

FSSs ONLY - * * * The information is continuously broadcastover a discrete VHF radio frequency (usually the ASOS/AWOSfrequency).

* * * * *COMPUTER NAVIGATION FIX (CNF) - A Computer Navigation

Fix is a point defined by a latitude/longitude coordinate and isrequired to support Performance-Based Navigation (PBN)operations. A five-letter identifier denoting a CNF can be foundnext to an “x” on en route charts and on some approach charts.Eventually, all CNFs will be labeled and begin with the letters“CF” followed by three consonants (e.g., ‘CFWBG’). CNFs arenot recognized by ATC, are not contained in ATC fix or auto-mation databases, and are not used for ATC purposes. Pilotsshould not use CNFs for point-to-point navigation (e.g., proceeddirect), filing a flight plan, or in aircraft/ATC communications.Use of CNFs has not been adopted or recognized by theInternational Civil Aviation Organization (ICAO).(REFER to AIM 1-1-17b5(i)(2), Global Positioning System (GPS).)

* * * * *JET BLAST - The rapid air movement produced by exhaust from

jet engines.* * * * *LOCAL AIRPORT ADVISORY (LAA) - A service available only in

Alaska and provided by facilities that are located on the landingairport, have a discrete ground-to-air communication frequencyor the tower frequency when the tower is closed, automatedweather reporting with voice broadcasting, and a continuousASOS/AWOS data display, other continuous direct readinginstruments, or manual observations available to the specialist.(See AIRPORT ADVISORY AREA.)

* * * * *

NAVSPEC - (See NAVIGATION SPECIFICATION [ICAO].)

* * * * *ONE-MINUTE WEATHER - The most recent one minute updated

weather broadcast received by a pilot from an uncontrolledairport ASOS/AWOS.

* * * * *PROPELLER (PROP) WASH (PROP BLAST) - The disturbed

mass of air generated by the motion of a propeller.* * * * *RADAR APPROACH CONTROL FACILITY - * * *

a. * * *1. Army Radar Approach Control (ARAC) (US Army).2. Radar Air Traffic Control Facility (RATCF) (USN/FAA

and USMC/FAA).3. Radar Approach Control (RAPCON) (USAF/FAA, USN/

FAA, and USMC/FAA).* * * * *REQUIRED NAVIGATION PERFORMANCE (RNP) - * * *

a. * * *b. Advanced - Required Navigation Performance (A-RNP). A

navigation specification based on RNP that requiresadvanced functions such as scalable RNP, radius-to-fix(RF) legs, and tactical parallel offsets. This sophisticatedNavigation Specification (NavSpec) is designated by theabbreviation “A-RNP”.

c. Required Navigation Performance (RNP) * * *d. Actual Navigation Performance (ANP). * * *e. Estimated Position Error (EPE). * * *f. Lateral Navigation (LNAV). * * *g. Vertical Navigation (VNAV). * * *

* * * * *ROTOR WASH - A phenomenon resulting from the vertical down

wash of air generated by the main rotor(s) of a helicopter.* * * * *SATELLITE-BASED AUGMENTATION SYSTEM (SBAS) - A wide

coverage augmentation system in which the user receivesaugmentation information from a satellite-based transmitter.(See WIDE-AREA AUGMENTATION SYSTEM (WAAS.)

* * * * *TRACEABLE PRESSURE STANDARD - * * * Traceable pres-

sure standards may be mercurial barometers, commissionedASOS or dual transducer AWOS, or portable pressure stand-ards or DASI.

* * * * *WAKE TURBULENCE - A phenomenon that occurs when an air-

craft develops lift and forms a pair of counter-rotating vortices.(See AIRCRAFT CLASSES.)(See VORTICES.)(Refer to AIM.)



July 25, 2019

Effective August 26, 2019


Sec. 135.611 IFR operations at locations without weather reporting. On page 340, revise paragraphs (a)(1) and (3) and (b)as follows:

* * * * *(a) * * *

(1) The certificate holder must obtain a weather report froma weather reporting facility operated by the NWS, a sourceapproved by the NWS, or a source approved by the FAA, that islocated within 15 nautical miles of the airport. If a weather reportis not available, the certificate holder may obtain weather reports,forecasts, or any combination of them from the NWS, a sourceapproved by the NWS, or a source approved by the FAA, forinformation regarding the weather observed in the vicinity of theairport;* * * * *

(3) In Class G airspace, IFR departures with visual transi-tions are authorized only after the pilot in command determinesthat the weather conditions at the departure point are at or abovetakeoff minimums depicted in a published departure procedure orVFR minimum ceilings and visibilities in accordance with Sec.135.609.* * * * *

(b) Each helicopter air ambulance operated under this sectionmust be equipped with functioning severe weather detectionequipment, unless the pilot in command reasonably determinessevere weather will not be encountered at the destination, thealternate destination, or along the route of flight.* * * * *



July 18, 2019

Effective July 18, 2019


Sec. 91.215 ATC transponder and altitude reporting equipment and use. On page 156, revise paragraph (c) as follows:

* * * * *(c) Transponder-on operation. While the airspace as specified

in paragraph (b) of this section or in all controlled airspace, eachperson operating an aircraft equipped with an operable ATCtransponder maintained in accordance with Sec. 91.413 of thispart shall operate the transponder, including Mode C equipment ifinstalled, and shall reply on the appropriate code or as assignedby ATC, unless otherwise directed by ATC when transmittingwould jeopardize the safe execution of air traffic control functions.* * * * *

Sec. 91.225 Automatic Dependent Surveillance-Broadcast (ADS-B) Out equipment and use. On page 157, revise paragraph (f) as follows:

* * * * *(f) Each person operating an aircraft equipped with ADS-B Out

must operate this equipment in the transmit mode at all timesunless--

(1) Otherwise authorized by the FAA when the aircraft isperforming a sensitive government mission for national defense,homeland security, intelligence or law enforcement purposes andtransmitting would compromise the operations security of themission or pose a safety risk to the aircraft, crew, or people andproperty in the air or on the ground; or

(2) Otherwise directed by ATC when transmitting wouldjeopardize the safe execution of air traffic control functions.* * * * *



April 23, 2019

Effective April 23, 2019

PART 120—DRUG AND ALCOHOL TESTING PROGRAM

Sec. 120.7 Definitions. On page 260, revise paragraph (m) as follows:

* * * * *(m) Prohibited drug means any of the drugs specified in 49 CFR

part 40.* * * * *


Documents

UPDATES - Gleim Exam Prep - Gleim Exam Prepnorth of a line drawn direct from PAKER to PARIM (123142N 0432712E), and east of a line drawn direct from PARIM to RIBOK (154700N 0415230E)