UPDATES - Gleim Exam Prep...UPDATES Current Through: 03/05/20 The Gleim FAR/AIM is published...

UPDATESCurrent Through: 03/05/20

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: 03/05/20 1

GLEIM FAR/AIM 2020 UPDATES

February 25, 2020

Effective April 27, 2020

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

Sec. 61.71 Graduates of an approved training program otherthan under this part: Special rules. On page 73, revise paragraph (b)(1) as follows:

* * * * *

(b) * * *(1) Satisfactorily accomplished an approved training curricu-

lum and a proficiency check for that airplane type that includes allthe tasks and maneuvers required by Secs. 121.424 and 121.441of this chapter to serve as pilot in command in operations con-ducted under part 121 of this chapter; and

* * * * *

PART 91—GENERAL OPERATING AND FLIGHT RULES

Sec. 91.1063 Testing and training: Applicability and terms used. On page 192, revise paragraph (b) as follows:

* * * * *

(b) If authorized by the Administrator, a program manager maycomply with the applicable training and testing sections of part121, subparts N and O of this chapter instead of Secs. 91.1065through 91.1107, provided that the following additional limitationsand allowances apply to program managers so authorized:

(1) Operating experience and operations familiarization.Program managers are not required to comply with the operatingexperience requirements of Sec. 121.434 or the operationsfamiliarization requirements of Sec. 121.435 of this chapter.

(2) Upgrade training. (i) Each program manager must include in upgrade

ground training for pilots, instruction in at least the subjects iden-tified in Sec. 121.419(a) of this chapter, as applicable to theirassigned duties; and, for pilots serving in crews of two or morepilots, beginning on April 27, 2022, instruction and facilitated dis-cussion in the subjects identified in Sec. 121.419(c) of thischapter.

(ii) Each program manager must include in upgrade flighttraining for pilots, flight training for the maneuvers and proce-dures required in Sec. 121.424(a), (c), (e), and (f) of this chapter;and, for pilots serving in crews of two or more pilots, beginningon April 27, 2022, the flight training required in Sec. 121.424(b) ofthis chapter.

(3) Initial and recurrent leadership and command and men-toring training. Program managers are not required to includeleadership and command training in Secs. 121.409(b)(2)(ii)(B)(6),121.419(c)(1), 121.424(b) and 121.427(d)(1) of this chapter, andmentoring training in Secs. 121.419(c)(2) and 121.427(d)(1) ofthis chapter in initial and recurrent training for pilots in commandwho serve in operations that use only one pilot.

(4) One-time leadership and command and mentoring train-ing. Section 121.429 of this chapter does not apply to programmanagers conducting operations under this subpart when thoseoperations use only one pilot.

* * * * *

PART 135—OPERATING REQUIREMENTS: COMMUTER AND ON DEMAND OPERATIONS AND RULES GOVERNING PERSONS ON BOARD SUCH AIRCRAFT

Sec. 135.3 Rules applicable to operations subject to this part. On page 286, add new paragraph (d) as follows:

* * * * *

(d) Additional limitations applicable to certificate holders thatare required by paragraph (b) of this section or authorized inaccordance with paragraph (c) of this section, to comply with part121, subparts N and O of this chapter instead of subparts E, G,and H of this part.

(1) Upgrade training.(i) Each certificate holder must include in upgrade

ground training for pilots, instruction in at least the subjectsidentified in Sec. 121.419(a) of this chapter, as applicable to theirassigned duties; and, for pilots serving in crews of two or morepilots, beginning on April 27, 2022, instruction and facilitateddiscussion in the subjects identified in Sec. 121.419(c) of thischapter.

(ii) Each certificate holder must include in upgrade flighttraining for pilots, flight training for the maneuvers and proce-dures required in Sec. 121.424(a), (c), (e), and (f) of this chapter;and, for pilots serving in crews of two or more pilots, beginningon April 27, 2022, the flight training required in Sec.121.424(b) ofthis chapter.

(2) Initial and recurrent leadership and command andmentoring training. Certificate holders are not required to includeleadership and command training in Secs. 121.409(b)(2)(ii)(B)(6),121.419(c)(1), 121.424(b) and 121.427(d)(1) of this chapter andmentoring training in Secs. 121.419(c)(2) and 121.427(d)(1) ofthis chapter in initial and recurrent training for pilots in commandwho serve in operations that use only one pilot.

(3) One-time leadership and command and mentoring train-ing. Section 121.429 of this chapter does not apply to certificateholders conducting operations under this part when those opera-tions use only one pilot.



January 30, 2020

Aeronautical Information ManualChange 1

Effective January 30, 2020

EXPLANATION OF CHANGES

1-1-9. INSTRUMENT LANDING SYSTEM (ILS) – The majority of Middle Markers (MM) have been decommissioned and are not operationally required. Outer Markers (OM), or a suitable substitute, are required to identify thefinal approach fix for non-precision approaches. This change identifies suitable substitution methods for an OM. In addition, this change notes that the service volume of a localizer can be utilized beyond 18 NM with the approval of the Flight Inspection branch. FIG 1-1-7 has been amended to add comments that referto the MM.

1-1-12. NAVAIDS WITH VOICE;4-2-14. COMMUNICATIONS FOR VFR FLIGHTS;7-1-10. INFLIGHT WEATHER BROADCASTS;APPENDIX 3. ABBREVIATIONS/ACRONYMS – This change deletes Hazardous Inflight Weather Advisory Service (HIWAS), as this continuous broadcast service is no longer provided by Flight Service. However, Flight Service is still responsible to advise pilots of hazardous weather that will impactoperation.

2-1-6. RUNWAY STATUS LIGHT (RWSL) SYSTEM;3-1-2. GENERAL DIMENSIONS OF AIRSPACE SEGMENTS;3-2-2. CLASS A AIRSPACE;3-2-3. CLASS B AIRSPACE;3-2-4. CLASS C AIRSPACE;3-2-6. CLASS E AIRSPACE;4-1-15. RADAR TRAFFIC INFORMATION SERVICE;4-5-1. RADAR;4-5-5. AIRPORT SURFACE DETECTION EQUIPMENT (ASDE-X)/AIRPORT SURFACE SURVEILLANCE CAPABILITY (ASSC);4-5-7. AUTOMATIC DEPENDENT SURVEILLANCE-BROADCAST (ADS-B) SERVICES;5-1-4. FLIGHT PLAN - VFR FLIGHTS;5-1-8. FLIGHT PLAN (FAA FORM 7233-1) – DOMESTIC IFR FLIGHTS;5-2-7. DEPARTURE RESTRICTIONS, CLEARANCE VOID TIMES, HOLD FOR RELEASE, AND RELEASE TIMES;5-2-8. DEPARTURE CONTROL;5-6-6. CIVIL AIRCRAFT OPERATIONS WITHIN U.S. TERRITORIAL AIRSPACE;5-6-7. CIVIL AIRCRAFT OPERATIONS TRANSITING U.S. TERRITORIAL AIRSPACE;5-6-8. FOREIGN STATE AIRCRAFT OPERATIONS;10-2-1. OFFSHORE HELICOPTER OPERATIONS – This change updates references and procedures to include ADS-B, providing guidance for ADS-B operations in the National Airspace System.

3-2-3. CLASS B AIRSPACE – This change reflects the statutory authority of 14 CFR 61.325 allowing light-sport aircraft to operate within Class B airspace by sport pilot certificate holders.

4-1-20. TRANSPONDER OPERATION – This change clarifies that most existing operating procedures andphraseology for aircraft transponders also apply to ADS-B Out. This change also removes several obsolete terms, references, phraseology examples, and other minor editorial changes.

4-4-12. SPEED ADJUSTMENTS – This change clarifies what pilots should expect when vectored offor deviating off a procedure that includes published speeds, and corrects a typographical error. It also includes guidance on what pilots should expect when reaching the end of a STAR. The change clarifies the range of speeds that pilots are expected to maintain for published or verbally-assigned speeds.

4-5-6. TRAFFIC INFORMATION SERVICE (TIS) – This change corrects grammar and uses examples that more accurately reflect the intent.

4-6-1. APPLICABILITY AND RVSM MANDATE (Date/Time andArea);4-6-3. AIRCRAFT AND OPERATOR APPROVAL POLICY/PROCEDURES, RVSM MONITORING AND DATABASES FOR AIRCRAFT AND OPERATOR APPROVAL;4-6-4. FLIGHT PLANNING INTO RVSM AIRSPACE;4-6-5. PILOT RVSM OPERATING PRACTICES AND PROCEDURES;4-6-10. PROCEDURES FOR ACCOMMODATION OF NON-RVSM AIRCRAFT – This update supports changes to 14 CFR Part 91, Appendix G, and Advisory Circular 91-85, Authorization of Aircraft and Operators for Flight in RVSM Airspace.

5-1-3. NOTICE TO AIRMEN (NOTAM) SYSTEM – This change provides NAS users of updates to the U.S. NOTAM System and governance, reflecting a more accurate view of NOTAM information. It also removes references to sections that are no longer published in the Notices to Airmen Publication.

5-1-11. FLIGHTS OUTSIDE U.S. TERRITORIAL AIRSPACE – This change incorporates the present-day Canadian AIM policy regarding Round-Robin flights into the AIM. NAVCANADA and Transport Canada regulations no longer allow Round-Robin flightplans to be filed with a stop in Canadian territory.

5-2-8. DEPARTURE CONTROL – This change clarifies what pilots should expect prior to takeoff when a departure procedure was included in the departure clearance, but an initial heading to fly is assigned.

5-2-9. INSTRUMENT DEPARTURE PROCEDURES (DP) – OBSTACLE DEPARTURE PROCEDURES (ODP), STANDARD INSTRUMENT DEPARTURES (SID), AND DIVERSE VECTOR AREAS (DVA) – This change gives pilots, operators, performance engineers, etc.,further information on the value, accuracy, and limitations of the low, close-in obstacles published in the Terminal Procedures Publication (TPP). Some operators/performance engineers interpreted the existing verbiage to mean that the information in the TPP was the only source of obstacle data deemed appropriate for departure performance planning. The intent of thisadditional note is to direct attention to sources other than the TPP, without being specific (at least in the AIM/AIP) as to what those other sources might be.



5-2-9. INSTRUMENT DEPARTURE PROCEDURES (DP) - OBSTACLE DEPARTURE PROCEDURES (ODP), STANDARD INSTRUMENT DEPARTURES (SID), AND DIVERSE VECTOR AREAS (DVA);5-4-1. STANDARD TERMINAL ARRIVAL (STAR) PROCEDURES;5-5-6. RADAR VECTORS – This change clarifies what pilots should expect when vectored or deviating off a procedure that includes published speeds.

5-3-1. ARTCC COMMUNICATIONS – To keep pace with technological advances, the Controller Pilot Data Link Communications (CPDLC) message sets will continually evolve. As needed, new messages will be added and existing messages will be rewritten or removed. This change adds one new message, removes two messages, and modifies two messages of the CPDLC message set.

5-4-5. INSTRUMENT APPROACH PROCEDURE (IAP) CHARTS – This change removes any references to VOR/DME RNAV.

5-4-7. INSTRUMENT APPROACH PROCEDURES – This change provides pilots with additional options when it is necessary to conduct an instrument approach at an airspeed higher than the maximum airspeed of its certificated aircraft approach category. It explains the flexibility provided in 14 CFR and emphasizes the primary safety issue of staying within protected areas.

5-4-16. SIMULTANEOUS CLOSE PARALLEL PRM APPROACHES AND SIMULTANEOUS OFFSET INSTRUMENT APPROACHES (SOIA) – This change removes the term PRM from the monitor controller references in the paragraph.

5-4-22. USE OF ENHANCED FLIGHT VISION SYSTEMS (EFVS) ON INSTRUMENT APPROACHES – This change adds additional verbiage and updated figures to clarify the information regarding EFVS operations.

5-4-23. VISUAL APPROACH;5-4-24. CHARTED VISUAL FLIGHT PROCEDURE (CVFP) – This change encourages pilots to use other available navigationalaids to assist in positive lateral and vertical alignment with the runway.

7-1-11. FLIGHT INFORMATION SERVICES (FIS) – This change announces that, with the exception of TFRs, NOTAMs older than 30 days will not be provided via FIS-B.

7-1-21. PIREPS RELATING TO AIRFRAME ICING – This change harmonizes Icing definitions with Advisory Circular 91-74B, as recommended by NTSB Recommendation A-10-034.

7-1-24. WIND SHEAR PIREPS – This change adds content on Wind Shear Escape Pilot Reports and advises the pilot to inform ATC when conducting a wind shearescape, only after aircraft safety and control is assured. Also, this change informs the pilot that once a wind shear escape maneuveris initiated, ATC is not responsible for providing approved separation until the pilot advises that the escape maneuver is complete, and approved separation has been re-established.

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

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

Chapter 1. AIR NAVIGATION

1-1-9. INSTRUMENT LANDING SYSTEM (ILS): On page 485, revise subparagraphs a.2. and a.3.(a)-(b), replace subparagraph a.4. with new subparagraphs a.4.-a.4.(e), and add new sub-paragraph b.7. On page 486, revise subparagraphs f.2.-f.2.(c). On page 488, revise FIG 1-1-7. The edits are as follows:

a. General

1. * * *

2. The basic components of an ILS are the localizer, glideslope, and Outer Marker (OM) and, when installed for use withCategory II or Category III instrument approach procedures, anInner Marker (IM).

3. * * *

(a) Guidance information: localizer, glide slope.

(b) Range information: marker beacon, DME.

(c) * * *

4. The following means may be used to substitute for the OM:

(a) Compass locator; or

(b) Precision Approach Radar (PAR); or

(c) Airport Surveillance Radar (ASR); or

(d) Distance Measuring Equipment (DME), Very High Fre-quency Omni-directional Range (VOR), or Nondirectional beaconfixes authorized in the Standard Instrument Approach Procedure;or

(e) A suitable RNAV system with Global Positioning System(GPS), capable of fix identification on a Standard Instrument Ap-proach Procedure.

5. * * *

b. Localizer

* * * * *7. The areas described in paragraph 1-1-9 b.5 and depicted in

FIG 1-1-6 represent a Standard Service Volume (SSV) localizer.All charted procedures with localizer coverage beyond the 18 NMSSV have been through the approval process for Expanded Serv-ice Volume (ESV), and have been validated by flight inspection.

* * * * *f. Marker Beacon

1. * * *

2. ILS systems may have an associated OM. An MM is nolonger required. Locations with a Category II ILS also have anInner Marker (IM). Due to advances in both ground navigationequipment and airborne avionics, as well as the numerousmeans that may be used as a substitute for a marker beacon, thecurrent requirements for the use of marker beacons are:

(a) An OM or suitable substitute identifies the FinalApproach Fix (FAF) for nonprecision approach (NPA) operations(for example, localizer only); and

(b) * * * An MM is no longer operationally required. Thereare some MMs still in use, but there are no MMs being installedat new ILS sites by the FAA; and

(c) An IM, where installed, indicates the point at which anaircraft is at decision height on the glide path during a Category IIILS approach. An IM is only required for CAT II operations that donot have a published radio altitude (RA) minimum.

* * * * *



FAA Instrument Landing Systems

1-1-12. NAVAIDS WITH VOICE: On page 489, revise subparagraph a. as follows:

a. Voice equipped en route radio navigational aids are under theoperational control of either a Flight Service Station (FSS) or anapproach control facility. Facilities with two-way voice communi-cation available are indicated in the Chart Supplement U.S. andaeronautical charts.

* * * * *

Chapter 2. AERONAUTICAL LIGHTING AND OTHERAIRPORT VISUAL AIDS

2-1-6. RUNWAY STATUS LIGHT (RWSL) SYSTEM: On page 518, revise subparagraph f.1. as follows:

* * * * *f. Pilot Actions:

1. When operating at airports with RWSL, pilots will operatewith the transponder/ADS-B “On” when departing the gate orparking area until it is shut down upon arrival at the gate orparking area. * * *

* * * * *

Chapter 3. AIRSPACE

3-1-2. GENERAL DIMENSIONS OF AIRSPACE SEGMENTS: On page 531, revise the paragraph as follows:

Refer to Title 14 of the U.S. Code of Federal Regulations (CFR)for specific dimensions, exceptions, geographical areas covered,exclusions, specific transponder/ADS-B or other equipment re-quirements, and flight operations.

3-2-2. CLASS A AIRSPACE: On page 533, revise subpara-graph b. as follows:

a. Definition. * * *

b. Operating Rules and Pilot/Equipment Requirements. Un-less otherwise authorized, all persons must operate their aircraftunder IFR. (See 14 CFR Section 71.33, Sections 91.167 through91.193, Sections 91.215 through 91.217, and Sections 91.225through 91.227.)

c. Charts. * * *


FIG 1-1-7


3-2-3. CLASS B AIRSPACE: On page 533, revise subpara-graph b.; replace subparagraph b.3.(b) with new subparagraphs b.3.(b)-b.3.(d)(2); and revise subparagraph b.5.(c), the NOTE, the REFERENCE, and subparagraph b.6. as follows:


b. Operating Rules and Pilot/Equipment Requirements.* * * Pilots should not request a clearance to operate withinClass B airspace unless the requirements of 14 CFR Sections91.131, 91.215, and 91.225 are met. * * *

* * * * *

3. * * *

(a) * * *

(b) The pilot-in-command holds a recreational pilot certifi-cate and has met the requirements of 14 CFR Section 61.101; or

(c) The pilot-in-command holds a sport pilot certificate andhas met the requirements of 14 CFR Section 61.325; or

(d) The aircraft is operated by a student pilot:

(1) Who seeks a private pilot certificate and has met therequirements of 14 CFR Section 61.95.

(2) Who seeks a recreational pilot certificate and has metthe requirements of 14 CFR Section 61.94.

4. * * *

5. * * *

* * * * *(c) Unless otherwise authorized by ATC, an operable radar

beacon transponder with automatic altitude reporting capabilityand operable ADS-B Out equipment.

NOTE–* * *A request for a deviation from the ADS-B equipagerequirement must be submitted using the FAA’s automated webauthorization tool at least one hour but not more than 24 hoursbefore the proposed operation.

REFERENCE–AIM, Paragraph 4-1-20 , Transponder and ADS-B Out OperationAC 90-114, Automatic Dependent Surveillance-Broadcast Opera-tions

6. Mode C Veil. * * * Unless otherwise authorized by ATC,aircraft operating within this airspace must be equipped with anoperable radar beacon transponder with automatic altitude re-porting capability and operable ADS-B Out equipment.

However, aircraft that were not originally certificated with anengine-driven electrical system or that have not subsequentlybeen certified with a system installed may conduct operationswithin a Mode C veil provided the aircraft remains outside ClassA, B or C airspace; and below the altitude of the ceiling of aClass B or Class C airspace area designated for an airport or10,000 feet MSL, whichever is lower.

* * * * *

3-2-4. CLASS C AIRSPACE : On page 534, revise subpara-graph c.2.(b) and the NOTE. On page 535, revise NOTE items [4]-[5] beneath subparagraph c.3. and NOTE item [4] beneath subparagraph e.4.(c). The edits are as follows:

* * * * *c. Operating Rules and Pilot/Equipment Requirements:

1. Pilot Certification. * * *

2. Equipment

(a) * * *

(b) Unless otherwise authorized by ATC, an operable radarbeacon transponder with automatic altitude reporting capabilityand operable ADS-B Out equipment.

NOTE–See Paragraph 4-1-20, Transponder and ADS-B Out Operation,subparagraph f for Mode C transponder/ADS-B requirements foroperating above Class C airspace.

3. Arrival or Through Flight Entry Requirements. * * *

NOTE–* * * * *

[4] Class C airspace areas have a procedural Outer Area.Normally this area is 20 NM * * *

[5] Pilots approaching an airport with Class C service should beaware that if they descend below the base altitude of the 5 to 10mile shelf during an instrument or visual approach, they mayencounter non-transponder/non-ADS-B VFR aircraft.

* * * * *e. Aircraft Separation. * * *

* * * * *4. * * *

* * * * *(c) * * *

NOTE–* * * * *

[4] * * * It is important to note that the communications andtransponder/ADS-B requirements are dependent on the class ofairspace established outside of the published hours.

* * * * *

3-2-6. CLASS E AIRSPACE: On page 538, revise subparagraphb.2. and add new subparagraphs b.2.(a)-(b) and a NOTE as follows:


b. Operating Rules and Pilot/Equipment Requirements:

1. Pilot Certification. * * *

2. Equipment. Unless otherwise authorized by ATC:

(a) An operable radar beacon transponder with automaticaltitude reporting capability and operable ADS-B Out equipmentare required at and above 10,000 feet MSL within the 48contiguous states and the District of Columbia, excluding theairspace at and below 2,500 feet above the surface, and

(b) Operable ADS-B Out equipment at and above 3,000 feetMSL over the Gulf of Mexico from the coastline of the UnitedStates out to 12 nautical miles.

NOTE–The airspace described in (b) is specified in 14 CFR Sec. 91.225for ADS-B Out requirements. However, 14 CFR Sec. 91.215does not include this airspace for transponder requirements.

* * * * *



Chapter 4. AIR TRAFFIC CONTROL

4-1-15. RADAR TRAFFIC INFORMATION SERVICE: On page 552, revise the NOTE beneath subparagraph b.1. as follows:

* * * * *b. Provisions of the Service:

1. * * *

NOTE–Radar ATC facilities normally display and monitor both primaryand secondary radar as well as ADS-B, except that secondaryradar or ADS-B may be used as the sole display source in ClassA airspace, and under some circumstances outside of Class Aairspace (beyond primary coverage and in en route areas whereonly secondary and/or ADS-B is available). Secondary radarand/or ADS-B may also be used outside Class A airspace as thesole display source when the primary radar is temporarilyunusable or out of service. Pilots in contact with the affected ATCfacility are normally advised when a temporary outage occurs;i.e., “primary radar out of service; traffic advisories available ontransponder or ADS-B aircraft only.” This means simply that onlyaircraft that have transponders and ADS-B installed and in usewill be depicted on ATC displays when the primary and/orsecondary radar is temporarily out of service.

* * * * *

On page 556, revise the paragraph 4-1-20 title; revise subpara-graphs a.1. and a.3.-4.; add new subparagraphs a.4.(a)-(c) and a new NOTE beneath new subparagraph a.4.(c); revise subparagraphs a.5.-7., the NOTE beneath subparagraph a.7., and subparagraphs b.-b.1.; add a new NOTE and REFERENCE beneath subparagraph b.1.; and revise subparagraphs c.-c.1. On pages 557-558, revise subparagraph c.2.; add a new NOTE beneath subparagraph c.2.; revise subparagraphs c.3.-d.1. and f.-f.2.(d); add new subparagraph f.2.(e) with NOTE and new subparagraphs f.2.(f)-f.2.(f)(2); revise subparagraph f.3. and add a new REFERENCE; revise subparagraphs f.4.-5.; add new subparagraph f.6.; revise subparagraphs g.-g.2.; add new subparagraph g.3. with NOTE; and revise subparagraphs h.-h.5. and h.7.-8.; delete subparagraph h.9., redesignating subsequent subparagraphs accordingly; and revise redesignated subpara-graphs h.9.-10. The edits are as follows:

4-1-20. TRANSPONDER AND ADS-B OUT OPERATION

a. General

1. Pilots should be aware that proper application of transpon-der and ADS-B operating procedures will provide both VFR andIFR aircraft with a higher degree of safety while operating on theground and airborne. Transponder/ADS-B panel designs differ;therefore, a pilot should be thoroughly familiar with the operationof their particular equipment to maximize its full potential. ADS-BOut, and transponders with altitude reporting mode turned ON(Mode C or S), substantially increase the capability of surveillancesystems to see an aircraft. This provides air traffic controllers, aswell as pilots of suitably equipped aircraft (TCAS and ADS-B In),increased situational awareness and the ability to identifypotential traffic conflicts. Even VFR pilots who are not in contactwith ATC will be afforded greater protection from IFR aircraft andVFR aircraft that are receiving traffic advisories. * * *

2. * * *

3. Transponder and ADS-B operations on the ground. Civiland military aircraft should operate with the transponder in thealtitude reporting mode (consult the aircraft’s flight manual todetermine the specific transponder position to enable altitudereporting) and ADS-B Out transmissions enabled at all airports,any time the aircraft is positioned on any portion of the airportmovement area. * * *

(a) Departures. Select the transponder mode which allowsaltitude reporting and enable ADS-B during pushback or taxi-outfrom parking spot. * * *

(b) Arrivals. If TCAS equipped, deselect TA or TA/RA uponleaving the active runway, but continue transponder and ADS-Btransmissions in the altitude reporting mode. Select STBY orOFF for transponder and ADS-B upon arriving at the aircraft’sparking spot or gate.

4. Transponder and ADS-B Operations While Airborne.

(a) Unless otherwise requested by ATC, aircraft equippedwith an ATC transponder maintained in accordance with 14 CFRSection 91.413 MUST operate with this equipment on the appro-priate Mode 3/A code, or other code as assigned by ATC, andwith altitude reporting enabled whenever in controlled airspace. Ifpracticable, aircraft SHOULD operate with the transponder en-abled in uncontrolled airspace.

(b) Aircraft equipped with ADS-B Out MUST operate withthis equipment in the transmit mode at all times, unless otherwiserequested by ATC.

(c) When participating in a VFR formation flight that is notreceiving ATC services, only the lead aircraft should operate theirtransponder and ADS-B Out. All other aircraft should disabletransponder and ADS-B transmissions once established withinthe formation.

NOTE–If the formation flight is receiving ATC services, pilots can expectATC to direct all non-lead aircraft to STOP SQUAWK, and shouldnot do so until instructed.

5. A pilot on an IFR flight who elects to cancel the IFR flightplan prior to reaching their destination, should adjust the tran-sponder/ADS-B according to VFR operations.

6. If entering a U.S. OFFSHORE AIRSPACE AREA from out-side the U.S., the pilot should advise on first radio contact with aU.S. radar ATC facility that such equipment is available by adding“transponder” or “ADS-B” (if equipped) to the aircraft identification.

7. * * * Low altitude or aircraft antenna shielding by the air-craft itself may result in reduced range or loss of aircraft contact.Though ADS-B often provides superior reception at low altitudes,poor coverage from any surveillance system can be improved byclimbing to a higher altitude.

NOTE–Pilots should refer to AIM, Paragraph 4-5-7, Automatic Depend-ent Surveillance - Broadcast (ADS-B) Services, for a completedescription of operating limitations and procedures.

b. Transponder/ADS-B Code Designation

1. For ATC to utilize one of the 4096 discrete codes, a four-digit code designation will be used; for example, code 2102 willbe expressed as “TWO ONE ZERO TWO.”

NOTE–Circumstances may occasionally require ATC to assign a non-discrete code; i.e., a code ending in “00.”

REFERENCE–FAA Order JO 7110.66, National Beacon Code Allocation Plan.



c. Automatic Altitude Reporting

1. Most transponders (Modes C and S) and all ADS-B Outsystems are capable of automatic altitude reporting. This systemconverts aircraft altitude in 100-foot increments to coded digitalinformation that is transmitted to the appropriate surveillancefacility as well as to ADS-B In and TCAS systems.

2. Adjust the transponder/ADS-B to reply on the Mode 3/Acode specified by ATC and with altitude reporting enabled, unlessotherwise directed by ATC or unless the altitude reporting equip-ment has not been tested and calibrated as required by 14 CFRSection 91.217. If deactivation is required by ATC, turn off the alti-tude reporting feature of your transponder/ADS-B. An instructionby ATC to “STOP ALTITUDE SQUAWK, ALTITUDE DIFFERS BY(number of feet) FEET,” may be an indication that the transmittedaltitude information is incorrect, or that the aircraft’s altimetersetting is incorrect. While an incorrect altimeter setting has noeffect on the transmitted altitude information, it will cause theaircraft to fly at a true altitude different from the assigned altitude.When a controller indicates that an altitude readout is invalid, thepilot should verify that the aircraft altimeter is set correctly.

NOTE–Altitude encoders are preset at standard atmospheric pressure.Local altimeter correction is applied by the surveillance facilitybefore the altitude information is presented to ATC.

3. Pilots should report exact altitude or flight level to thenearest hundred foot increment when establishing initial contactwith an ATC facility. Exact altitude or flight level reports on initialcontact provide ATC with information that is required prior tousing automatically reported altitude information for separationpurposes. * * *

d. IDENT Feature

Transponder/ADS-B Out equipment must be operated only asspecified by ATC. Activate the “IDENT” feature only when re-quested by ATC.

* * * * *f. Mode C Transponder and ADS-B Out Requirements

1. Specific details concerning requirements to carry and oper-ate Mode C transponders and ADS-B Out, as well as exceptionsand ATC authorized deviations from those requirements, arefound in 14 CFR Sections 91.215, 91.225, and 99.13.

2. In general, the CFRs require aircraft to be equipped with anoperable Mode C transponder and ADS-B Out when operating:

(a) In Class A, Class B, or Class C airspace areas;

(b) Above the ceiling and within the lateral boundaries ofClass B or Class C airspace up to 10,000 feet MSL;

(c) Class E airspace at and above 10,000 feet MSL withinthe 48 contiguous states and the District of Columbia, excludingthe airspace at and below 2,500 feet AGL;

(d) Within 30 miles of a Class B airspace primary airport,below 10,000 feet MSL (commonly referred to as the “Mode CVeil”);

(e) For ADS-B Out: Class E airspace at and above 3,000feet MSL over the Gulf of Mexico from the coastline of the UnitedStates out to 12 nautical miles.

NOTE–The airspace described in (e) above is specified in 14 CFRSec. 91.225 for ADS-B Out requirements. However, 14 CFRSec. 91.215 does not include this airspace for ATC transponderrequirements.

(f) Transponder and ADS-B Out requirements do not applyto any aircraft that was not originally certificated with an electricalsystem, or that has not subsequently been certified with such asystem installed, including balloons and gliders. These aircraftmay conduct operations without a transponder or ADS-B Outwhen operating:

(1) Outside any Class B or Class C airspace area; and

(2) Below the altitude of the ceiling of a Class B or ClassC airspace area designated for an airport, or 10,000 feet MSL,whichever is lower.

3. * * * Balloons, gliders and aircraft not equipped with anengine-driven electrical system are excepted from this require-ment.

REFERENCE–AIM, Chapter 5, Section 6, National Security and InterceptionProcedures

4. Pilots must ensure that their aircraft transponder/ADS-B isoperating on an appropriate ATC-assigned VFR/IFR code with alti-tude reporting enabled when operating in such airspace. * * *

5. In-flight requests for “immediate” deviation from the tran-sponder requirements may be approved by controllers only forfailed equipment, and only when the flight will continue IFR orwhen weather conditions prevent VFR descent and continuedVFR flight in airspace not affected by the CFRs. All otherrequests for deviation should be made at least 1 hour before theproposed operation by contacting the nearest Flight Service orAir Traffic facility in person or by telephone. * * *

6. In-flight requests for “immediate” deviation from the ADS-BOut requirements may be approved by ATC only for failed equip-ment, and may be accommodated based on workload, alternatesurveillance availability, or other factors. All other requests for devi-ation must be made at least 1 hour before the proposed operation,following the procedures contained in Advisory Circular (AC)90-114, Automatic Dependent Surveillance-Broadcast Operations.

g. Transponder/ADS-B Operation Under Visual Flight Rules(VFR)

1. Unless otherwise instructed by an ATC facility, adjust tran-sponder/ADS-B to reply on Mode 3/A Code 1200 regardless ofaltitude.

NOTE–[1] Firefighting aircraft not in contact with ATC may squawk

1255 in lieu of 1200 while en route to, from, or within thedesignated fire fighting area(s).

[2] VFR aircraft flying authorized SAR missions for the USAF orUSCG may be advised to squawk 1277 in lieu of 1200 while enroute to, from, or within the designated search area.

[3] Gliders not in contact with ATC should squawk 1202 in lieuof 1200.

REFERENCE: * * *

2. When required to operate their transponder/ADS-B, pilotsmust always operate that equipment with altitude reportingenabled, unless otherwise instructed by ATC or unless theinstalled equipment has not been tested and calibrated asrequired by 14 CFR Section 91.217. If deactivation is required,turn off altitude reporting.



3. When participating in a VFR formation flight that is notreceiving ATC services, only the lead aircraft should operate theirtransponder and ADS-B Out. All other aircraft should disabletransponder and ADS-B transmissions once established withinthe formation.

NOTE–If the formation flight is receiving ATC services, pilots can expectATC to direct all non-lead aircraft to STOP SQUAWK, and shouldnot do so until instructed.

h. Cooperative Surveillance Phraseology

Air traffic controllers, both civil and military, will use the followingphraseology when referring to operation of cooperative ATCsurveillance equipment. Except as noted, the following ATC in-structions do not apply to military transponders operating in otherthan Mode 3/A/C/S.

1. SQUAWK (number). Operate radar beacon transponder/ADS-B on designated code with altitude reporting enabled.

2. IDENT. Engage the “IDENT” feature (military I/P) of the tran-sponder/ADS-B.

3. SQUAWK (number) AND IDENT. Operate transponder/ADS-B on specified code with altitude reporting enabled, andengage the “IDENT” (military I/P) feature.

4. SQUAWK STANDBY. Switch transponder/ADS-B to stand-by position.

5. SQUAWK NORMAL. Resume normal transponder/ADS-Boperation on previously assigned code. (Used after “SQUAWKSTANDBY,” or by military after specific transponder tests).

6. SQUAWK ALTITUDE. * * *

7. STOP ALTITUDE SQUAWK. Turn off automatic altitude re-porting.

8. STOP SQUAWK (Mode in use). Stop transponder andADS-B Out transmissions, or switch off only specified mode ofthe aircraft transponder (military).

9. SQUAWK MAYDAY. Operate transponder/ADS-B in theemergency position (Mode A Code 7700 for civil transponder.Mode 3 Code 7700 and emergency feature for military tran-sponder.)

10. SQUAWK VFR. Operate radar beacon transponder/ADS-Bon Code 1200 in the Mode A/3, or other appropriate VFR code,with altitude reporting enabled.

4-2-14. COMMUNICATIONS FOR VFR FLIGHTS: On page 564,revise subparagraph b. as follows:

* * * * *b. Certain VOR voice channels are being utilized for recorded

broadcasts; for example, ATIS. * * *

4-3-18. TAXIING: On page 576, revise the EXAMPLE beneath subparagraph d.1. as follows:

* * * * *d. * * *

1. * * *

EXAMPLE–Aircraft: * * *

Tower: * * *

Aircraft: “Beechcraft One Three One Five Niner, hold short ofrunway three three left.”

* * * * *

4-4-12. SPEED ADJUSTMENTS : On page 585, revise subparagraphs a. and c. as follows:

a. * * * If necessary, ATC will assign a speed when approvingdeviations or radar vectoring off procedures that include pub-lished speed restrictions. If no speed is assigned, speed becomespilot’s discretion. However, when the aircraft reaches the end ofthe STAR, the last published speed on the STAR must bemaintained until ATC deletes it, assigns a new speed, issues avector, assigns a direct route, or issues an approach clearance.

b. * * *

c. Pilots complying with speed adjustments (published or as-signed) are expected to maintain a speed within plus or minus 10knots or 0.02 Mach number of the specified speed.

* * * * *

4-5-1. RADAR: On page 589, revise subparagraphs b.1.(d)-(f) as follows:

* * * * *b. Limitations

1. * * *

* * * * *(d) * * * The historical solution to screening has been the

installation of strategically placed multiple radars, which has beendone in some areas, but ADS-B now provides ATC surveillance insome areas with challenging terrain where multiple radar instal-lations would be impractical.

(e) * * * Therefore, a small light airplane or a sleek jetfighter will be more difficult to see on primary radar than a largecommercial jet or military bomber. Here again, the use of tran-sponder or ADS-B equipment is invaluable. In addition, all FAAATC facilities display automatically reported altitude informationto the controller from appropriately equipped aircraft.

(f) * * * , each of which provides both primary and second-ary radar coverage. ADS-B serves this same role, supplementingboth primary and secondary radar. In those geographical areasserved by secondary radar only or ADS-B, aircraft without eithertransponders or ADS-B equipment cannot be provided with radarservice. Additionally, transponder or ADS-B equipped aircraftcannot be provided with radar advisories concerning primarytargets and ATC radar-derived weather.

* * * * *

4-5-2. AIR TRAFFIC CONTROL RADAR BEACON SYSTEM (ATCRBS): On page 589, revise the REFERENCE beneath subparagraph d. as follows:

* * * * *d. * * *

REFERENCE–AIM, Paragraph 4-1-20, Transponder and ADS-B Out Operation

* * * * *

4-5-5. AIRPORT SURFACE DETECTION EQUIPMENT (ASDE-X)/AIRPORT SURFACE SURVEILLANCE CAPABILITY (ASSC): On page 593, revise subparagraph a.1. as follows:

a. * * *

1. A Primary Radar System. * * * Typically located on thecontrol tower or other strategic location on the airport, thePrimary Radar antenna is able to detect and display aircraft thatare not equipped with or have malfunctioning transponders orADS-B.

* * * * *



4-5-6. TRAFFIC INFORMATION SERVICE (TIS): On page 594, revise subparagraph a. On page 596, revise subparagraph d.1. On page 597, revise subparagraphs d.2.(d)(3) and d.2.(h). The edits are as follows:

a. Introduction

* * * The range of a target reported at a distance greater than 7NM only indicates that this target will be a threat within 34seconds and does not display a precise distance. TIS will alertthe pilot to aircraft (under surveillance of the Mode S radar) thatare estimated to be within 34 seconds of potential collision,regardless of distance or altitude. * * *

* * * * *d. Limitations

1. TIS is NOT intended to be used as a collision avoidancesystem and does not relieve the pilot’s responsibility to “see andavoid” other aircraft (see Paragraph 5-5-8, See and Avoid). TISmust not be used for avoidance maneuvers during IMC or othertimes when there is no visual contact with the intruder aircraft.TIS is intended only to assist in visual acquisition of other aircraftin VMC. Avoidance maneuvers are neither provided nor author-ized as a direct result of a TIS intruder display or TIS alert.

2. * * *

* * * * *(d) Coverage Limitations. * * *

* * * * *(3) * * * A ground-based radar, similar to a VOR or

NDB, has a zenith cone, sometimes referred to as the cone ofconfusion or cone of silence. * * *

* * * * *(h) Closely-Spaced Intruder Errors. * * * Without this

feature, TIS could display intruders in a manner confusing to thepilot in critical situations (for example, a closely-spaced intruderthat is actually to the right of the client may appear on the TISdisplay to the left). * * *

* * * This is much the same phenomenon as experienced withground-based navigational aids, such as a VOR. * * *

* * * * *

4-5-7. AUTOMATIC DEPENDENT SURVEILLANCE-BROADCAST (ADS-B) SERVICES: On page 598, revise subpar-agraph a.2. On page 599, revise subparagraphs a.3.-4. and c.3.; add new subparagraph c.4., redesignating subsequent subpara-graphs accordingly; and revise redesignated subparagraph c.5. On page 600, add new subparagraphs d.4.-d.4.(b) with a new NOTE, EXAMPLE, and REFERENCE; revise subparagraph e.1.; and delete subparagraph e.2. and the NOTE beneath it. The editsare as follows:

a. Introduction

1. * * *

2. * * * The 1090 MHz frequency is also associated withMode A, C, and S transponder operations. * * * This additionalinformation is known as an “extended squitter” message and isreferred to as 1090ES. * * *

3. * * * All aircraft operating within the airspace defined in14 CFR Sec. 91.225 are required to transmit the informationdefined in Sec. 91.227 using ADS-B Out avionics.

4. In general, operators flying at 18,000 feet and above (ClassA airspace) are required to have 1090ES equipment. (Refer to 14CFR Secs. 91.225 and 91.227.) While the regulations do notrequire it, operators equipped with ADS-B In will realize additionalbenefits from ADS-B broadcast services: * * *

* * * * *c. ADS-B Capabilities and Procedures

* * * * *3. * * * Consequently, it is imperative that the ICAO address

entry is correct.

4. Aircraft that are equipped with ADS-B avionics on the UATdatalink have a feature that allows them to broadcast an anony-mous 24-bit ICAO address. In this mode, the UAT system createsa randomized address that does not match the actual ICAOaddress assigned to the aircraft. The UAT anonymous 24-bitaddress feature may only be used when the operator has notfiled an IFR flight plan and is not requesting ATC services. In theanonymity mode, the aircraft’s beacon code must be set to 1200and, depending on the manufacturer’s implementation, the air-craft FLT ID might not be transmitted. Pilots should be aware thatwhile in UAT anonymity mode, they will not be eligible to receiveATC separation and flight following services, and may not benefitfrom enhanced ADS-B search and rescue capabilities.

5. * * * ADS-B is intended for inflight and airport surface use.Unless otherwise directed by ATC, transponder/ADS-B systemsshould be turned “on” and remain “on” whenever operating in theair or on the airport surface movement area.

d. ATC Surveillance Services using ADS-B - Procedures andRecommended Phraseology

* * * * *4. Procedures for Accommodation of Non-ADS-B Equipped

Aircraft:

(a) Pilots of aircraft not equipped with ADS-B may only op-erate outside airspace designated as ADS-B airspace in 14 CFRSec. 91.225. Pilots of unequipped aircraft wishing to fly any por-tion of a flight in ADS-B airspace may seek a deviation from theregulation to conduct operations without the required equipment.Direction for obtaining this deviation are available in AdvisoryCircular 90-114.

(b) While air traffic controllers can identify which aircraft areADS-B equipped and which are not, there is no indication if anon-equipped pilot has obtained a preflight authorization to enterADS-B airspace. Situations may occur when the pilot of a non-equipped aircraft, without an authorization to operate in ADS-Bairspace receives an ATC-initiated in-flight clearance to fly aheading, route, or altitude that would penetrate ADS-B airspace.Such clearances may be for traffic, weather, or simply to shortenthe aircraft’s route of flight. When this occurs, the pilot shouldacknowledge and execute the clearance, but must advise thecontroller that they are not ADS-B equipped and have notreceived prior authorization to operate in ADS-B airspace. Thecontroller, at their discretion, will either acknowledge and proceedwith the new clearance, or modify the clearance to avoid ADS-Bairspace. In either case, the FAA will normally not take enforce-ment action for non-equipage in these circumstances.

NOTE–Pilots operating without ADS-B equipment must not request routeor altitude changes that will result in an incursion into ADS-B air-space except for safety of flight; for example, weather avoidance.Unequipped aircraft that have not received a pre-flight deviationauthorization will only be considered in compliance with regula-tion if the amendment to flight is initiated by ATC.



EXAMPLE–[1] ATC: “November Two Three Quebec, turn fifteen degrees left,

proceed direct Bradford when able, rest of route unchanged.”

Aircraft: “November Two Three Quebec, turning fifteen degreesleft, direct Bradford when able, rest of route unchanged. Be ad-vised, we are negative ADS-B equipment and have not receivedauthorization to operate in ADS-B airspace.”

ATC: “November Two Three Quebec, roger”

or

“November Two Three Quebec, roger, turn twenty degrees right,rejoin Victor Ten, rest of route unchanged.”

[2] ATC: “November Four Alpha Tango, climb and maintain onezero thousand for traffic.”

Aircraft: “November Four Alpha Tango, leaving eight thousandfor one zero thousand. Be advised, we are negative ADS-Bequipment and have not received authorization to operate inADS-B airspace.”

ATC: “November Four Alpha Tango, roger”

or“November Four Alpha Tango, roger, cancel climb clearance,maintain eight thousand.”

REFERENCE–Federal Register Notice, Volume 84, Number 62, dated April 1,2019

e. ADS-B Limitations

* * * No avoidance maneuvers are provided or authorized, as adirect result of an ADS-B target being displayed in the cockpit.

* * * * *

4-6-1. APPLICABILITY AND RVSM MANDATE (Date/Time andArea): On page 602, revise subparagraphs a.-c. as follows:

a. Applicability. * * * Policies, guidance and direction for RVSMoperations in oceanic airspace where VHF or UHF voice DCPCis not available and the airspace of other countries can be foundin the Aeronautical Information Publication (AIP), Part II-En Route,ENR 1. General Rules and Procedures, and ENR 7.OceanicOperations.

b. Requirement. The FAA implemented RVSM between flightlevel (FL) 290-410 (inclusive) in the following airspace: the air-space of the lower 48 states of the United States, Alaska, Atlanticand Gulf of Mexico High Offshore Airspace and the San Juan FIR.RVSM has been implemented worldwide and may be applied inall ICAO Flight Information Regions (FIR).

c. RVSM Authorization. In accordance with 14 CFR Section91.180, with only limited exceptions, prior to operating in RVSMairspace, operators must comply with the standards of Part 91,Appendix G, and be authorized by the Administrator. If either theoperator or the operator’s aircraft have not met the applicableRVSM standards, the aircraft will be referred to as a “non-RVSM”aircraft. * * *

* * * * *

4-6-3. AIRCRAFT AND OPERATOR APPROVAL POLICY/ PROCEDURES, RVSM MONITORING AND DATABASES FOR AIRCRAFT AND OPERATOR APPROVAL: On pages 602-603, revise subparagraphs a. and d.-f. as follows:

a. RVSM Authority. * * * Both sections require that the op-erator be authorized prior to operating in RVSM airspace. ForDomestic RVSM operations, an operator may choose to operateunder the provisions of Part 91, Appendix G, Section 9; or if in-tending to operate outside U.S. airspace, hold a specific approval(OpSpec/MSpec/LOA) under the provisions of Section 3 of Part91, Appendix G.

* * * * *d. Aircraft Monitoring. Operators are required to participate in

the RVSM altitude−keeping performance monitoring program thatis appropriate for the type of operation being conducted. Themonitoring programs are described in AC 91-85. Monitoring is aquality control program that enables * * *

e. Purpose of RVSM Approvals Databases. All RVSM desig-nated airspace is monitored airspace. ATC does not use RVSMapprovals databases to * * *

f. Registration of U.S. Operators. When U.S. operators andaircraft are granted specific RVSM authority, the SeparationStandards Group at the FAA Technical Center obtains PTRSoperator and aircraft information to update the FAA maintainedU.S. Operator/Aircraft RVSM Approvals database. * * *

4-6-4. FLIGHT PLANNING INTO RVSM AIRSPACE: On page 603, revise subparagraph b. and add new subpara-graphs b.1.-3. as follows:

a. * * *

b. The operator will annotate the equipment block of the FAA orICAO Flight Plan with an aircraft equipment suffix indicatingRVSM capability only after determining that both the operator isauthorized and its aircraft are RVSM-compliant.

1. An operator may operate in RVSM airspace under theprovisions of Part 91, Appendix G, Section 9, without specificauthorization and should file “/w” in accordance with paragraph d.

2. An operator must get an OpSpec/MSpec/LOA when intend-ing to operate RVSM outside U.S. airspace. Once issued, thatoperator can file “/w” in accordance with paragraph d.

3. An operator should not file “/w” when intending to operate inRVSM airspace outside of the U.S., if they do not hold a validOpSpec/MSpec/LOA.* * * * *

4-6-5. PILOT RVSM OPERATING PRACTICES AND PROCE-DURES: On page 603, revise subparagraphs a.-d. as follows:

a. RVSM Mandate. If either the operator is not authorized forRVSM operations or the aircraft is not RVSM-compliant, the pilotwill neither request nor accept a clearance into RVSM airspaceunless:* * * * *

b. Basic RVSM Operating Practices and Procedures. AC 91-85contains pilot practices and procedures for RVSM. Operators mustincorporate applicable practices and procedures, as supplementedby the applicable paragraphs of this section, into operator trainingor pilot knowledge programs and operator documents containingRVSM operational policies.

c. AC 91-85 contains practices and procedures for flight plan-ning, preflight procedures at the aircraft, procedures prior toRVSM airspace entry, inflight (en route) procedures, contingencyprocedures and post flight.

d. The following paragraphs either clarify or supplement AC 91-85practices and procedures.

4-6-10. PROCEDURES FOR ACCOMMODATION OF NON-RVSM AIRCRAFT: On page 608, revise subparagraph a.2. as follows:

a. * * *

1. * * *

2. If the operator is not authorized or the aircraft is not RVSM-compliant, the aircraft will be referred to as a “non-RVSM” air-craft. 14 CFR Section 91.180 and Part 91, Appendix G, * * * * * * * *



Chapter 5. AIR TRAFFIC PROCEDURES

5-1-3. NOTICE TO AIRMEN (NOTAM) SYSTEM: On page 612, revise subparagraph a and delete the NOTE; replace subpara-graph b. with new subparagraphs b.-f., including new NOTEs, and redesignate subsequent subparagraphs accordingly; revise redesignated subparagraph f.1.; add new subparagraphs f.1.(a)-(e); revise redesignated subparagraph f.2.; replace the NOTE beneath redesignated subparagraph f.2. with new subparagraphsf.2.(a)-(g); replace redesignated subparagraph f.3. with new sub-paragraphs f.3.-f.3.(e); delete redesignated subparagraph f.4 andredesignate subsequent subparagraphs accordingly; and revise redesignated subparagraph f.4. On page 613, revise redesig-nated subparagraph g.; delete redesignated subparagraph g.1. and redesignate subsequent subparagraphs accordingly; and revise redesignated subparagraphs g.1., g.2., and TBL 5-1-1. On page 614, revise TBL 5-1-1 continued and delete both NOTEs. On pages 615-616, revise TBL 5-1-2. The edits are as follows:

a. Time-critical aeronautical information that is of either atemporary nature or not sufficiently known in advance to permitpublication on aeronautical charts or in other operational publica-tions, receives immediate dissemination via the NOTAM System.When data appearing in a NOTAM is printed correctly in a publi-cation or on a chart, or when a temporary condition is returned tonormal status, the corresponding NOTAM is canceled. NOTAMsare eligible to be disseminated up to 7 days before the start ofactivity. Pilots can access NOTAM information via FSS or onlinevia NOTAM Search at: https://notams.aim.faa.gov/notamSearch/.

b. In accordance with 14 CFR Sec. 91.103, Preflight Action,prior to departure, pilots must become familiar with all availableinformation concerning that flight, including NOTAMs. NOTAMinformation is aeronautical information that could affect a pilot’sdecision to make a flight and includes changes to:

1. Aerodromes.

2. Runways, taxiways, and ramp restrictions.

3. Obstructions.

4. Communications.

5. Airspace.

6. Status of navigational aids, ILSs, or radar service availability.

7. Other information essential to planned en route, terminal, orlanding operations.

c. Pilots should ensure they review those NOTAMs containedunder the ARTCC location (for example, ZDC, ZOB, etc.) that theflight is operating within as they can include NOTAMs relevant toall operations, including Central Altitude Reservation Function(CARF), Special Use Airspace (SUA), Temporary Flight Restric-tions (TFR), Global Positioning System (GPS), Flight Data Center(FDC) changes to routes, wind turbine, and Unmanned AircraftSystem (UAS).

NOTE–NOTAM information is transmitted using ICAO contractions toreduce transmission time. See TBL 5-1-2 for a listing of the mostcommonly used contractions, or go online to the following URL:https://www.notams.faa.gov/downloads/contractions.pdf. For acomplete listing of approved NOTAM Contractions, see FAA JOOrder 7340.2, Contractions.

d. Due to the changeable nature of the NAS components, andfrequent processing of NOTAM information, it is recommended,that while en route, pilots contact ATC or FSS and obtain updatedinformation for their route of flight and destination. Pilots shouldbe particularly vigilant when operating at locations without an op-erating control tower. Dynamic situations, such as snow removal,fire and rescue activities, construction, and wildlife encroach-ment, may pose hazards that may not reach the pilot prior toarrival/departure.

e. If a NAVAID fails or is removed from service prior to all air-space and procedural dependencies being removed, a NOTAM ispublished to inform pilots of the NAVAID being Unserviceable(U/S). Pilots must check NOTAMs to ensure any NAVAID re-quired for the flight is in service. There can be considerable timebetween the NAVAID being U/S and ultimately its removal fromthe charts, which, during the transition period, means a NOTAMis the primary method of alerting pilots to its unavailability. It isrecommended that pilots using VFR charts should regularlyconsult the Aeronautical Chart Bulletin found in the back matterof the appropriate Chart Supplement U.S. This bulletin identifiesany updates to the chart that have not yet been accounted forbecause of the extended six-month chart cycle for most VFRcharts.

NOTE–[1] Pilots should be alert for NAVAIDs having a dissimilar

identifier from the airport(s) they serve and to use the ChartSupplement U.S. to identify the correct NAVAID NOTAM file.Flight planning should include review of NAVAIDs that aren’tincluded for the departure/destination airport but may be part ofthe route of flight.

[2] Charts may indicate a NAVAID’s unavailability by depicting acrosshatch pattern through the frequency, which indicates itsshutdown status.

f. NOTAM information is classified as Domestic NOTAMs(NOTAM D), Flight Data Center (FDC) NOTAMs, InternationalNOTAMs, or Military NOTAMs.

1. NOTAM (D) information is disseminated for all navigationalfacilities that are part of the National Airspace System (NAS), allpublic use aerodromes, seaplane bases, and heliports listed in theChart Supplement U.S. NOTAM (D) information includes suchdata as taxiway closures, personnel and equipment near or cros-sing runways, and airport lighting aids that do not affect instrumentapproach criteria, such as VASI. All NOTAM Ds must have one ofthe keywords listed in TBL 5-1-1, as the first part of the text afterthe location identifier. These keywords categorize NOTAM Dsby subject; for example, APRON (ramp), RWY (runway), SVC(Services), etc. There are several types of NOTAM Ds:

(a) Aerodrome activity and conditions, to include field condi-tions.

(b) Airspace to include CARF, SUA, and general airspaceactivity like UAS or pyrotechnics.

(c) Visual and radio navigational aids.

(d) Communication and services.

(e) Pointer NOTAMs. NOTAMs issued to point to additionalaeronautical information. When pointing to another NOTAM, thekeyword in the pointer NOTAM must match the keyword in theoriginal NOTAM. Pointer NOTAMs should be issued for, but arenot limited to, TFRs, Airshows, Temporary SUA, major NASsystem interruptions, etc.


https://notams.aim.faa.gov/notamSearch/

https://www.notams.faa.gov/downloads/contractions.pdf.


2. FDC NOTAMs. On those occasions when it becomes nec-essary to disseminate information that is regulatory in nature, anFDC NOTAM is issued. FDC NOTAMs include NOTAMs such as:

(a) Amendments to published IAPs and other current aero-nautical charts.

(b) Temporary Flight Restrictions (TFR). Pilots should readNOTAMs in their entirety as some TFRs may allow pilots to flythrough the flight restriction should they request permission to doso and subsequently receive it. Pilots are encouraged to useonline preflight resources as they provide graphics and plainlanguage interpretations for TFRs.

(c) High barometric pressure warning.

(d) Laser light activity.

(e) ADS-B, TIS-B, and FIS-B service availability.

(f) Satellite−based systems such as WAAS or GPS.

(g) Special Notices.

3. International NOTAMs.

(a) Distributed to more than one country, they are publishedin ICAO format under guidelines established in Annex 15.International NOTAMs issued by the U.S. NOTAM Office useSeries A followed by 4 sequential numbers, a slant “/” and a2-digit number representing the year the NOTAM was issued. Forthe most part, International NOTAMs duplicate data found in aU.S. Domestic NOTAM.

(b) Not every topic of a U.S. Domestic NOTAM is issued asan International NOTAM by the U.S. When possible, the U.S.International NOTAM will be linked to the appropriate U.S.Domestic NOTAM.

(c) International NOTAMs received by the FAA from othercountries are stored in the U.S. NOTAM System.

(d) The International NOTAM format includes a “Q” Line thatcan be easily read/parsed by a computer and allows the NOTAMto be displayed digitally.

(1) Field A: ICAO location identifier or FIR affected by theNOTAM.

(2) Field B: Start of Validity.

(3) Field C: End of Validity (both in [Year][Month][Day][Hour][Minute] format).

(4) Field D: (when present) Schedule.

(5) Field E: Full NOTAM description.

(6) Field F: (when present) Lowest altitude, or “SFC.”

(7) Field G: (when present) Highest altitude, or “UNL.”

(e) For more on International format, please see Annex 15.

4. Military NOTAMs. NOTAMs originated by the U.S. AirForce, Army, Marine, or Navy, and pertaining to military or joint-use navigational aids/airports that are part of the NAS. MilitaryNOTAMs are published in the International NOTAM format andshould be reviewed by users of a military or joint-use facility.

g. Notices to Airmen Publication (NTAP). The NTAP is pub-lished every 28 days and is divided into two parts:

1. Part 1, International NOTAMs, is divided into two sections:

* * * * *2. Part 2, Graphic Notices, compiled from data provided by

FAA service area offices and other lines of business, containsspecial notices and graphics pertaining to almost every aspect ofaviation such as: military training areas, large scale sportingevents, air show information, Special Traffic Management Pro-grams (STMP), and airport-specific information. * * *

NOTAM Keywords

Keyword Definition

RWY ...............Example

Runway!BNA BNA RWY 18/36 CLSD YYMMDDHHMM-YYMMDDHHMM

TWY ...............Example

Taxiway!BTV BTV TWY C EDGE LGT OBSC YYMMDDHHMM−YYMMDDHHMM

APRON ..........Example

Apron/Ramp!BNA BNA APRON NORTH APN E 100FT CLSD YYMMDDHHMM−YYMMDDHHMM

AD ..................Example

Aerodrome!BET BET AD AP ELK NEAR MOVEMENT AREAS YYMMDDHHMM−YYMMDDHHMM

OBST .............Example

Obstruction!SJT SJT OBST MOORED BALLOON WI AN AREA DEFINED AS 1NM RADIUS OF SJT 2430FT (510FT AGL) FLAGGED YYMMDDHHMM−YYMMDDHHMM

NAV ................Example

Navigation Aids!SHV SHV NAV ILS RWY 32 110.3 COMMISSIONED YYMMDDHHMM−PERM

COM ...............Example

Communications!INW INW COM REMOTE COM OUTLET 122.6 U/S YYMMDDHHMM−YYMMDDHHMM EST(Note* EST will auto cancel)

SVC ................Example

Services!ROA ROA SVC TWR COMMISSIONED YYMMDDHHMM−PERM



Keyword Definition

AIRSPACE .....Example

Airspace!MHV MHV AIRSPACE AEROBATIC ACFT WI AN AREA DEFINED AS 4.3NM RADIUS OF MHV 5500FT−10500FT AVOIDANCE ADZ CTC JOSHUA APP DLY YYMMDDHHMM−YYMMDDHHMM

ODP ................Example

Obstacle Departure Procedure!FDC 2/9700 DIK ODP DICKINSON − THEODORE ROOSEVELT RGNL, DICKINSON, ND. TAKEOFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES AMDT 1... DEPARTURE PROCEDURE: RWY 25, CLIMB HEADING250 TO 3500 BEFORE TURNING LEFT. ALL OTHER DATA REMAINS AS PUBLISHED. THIS IS TAKEOFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES, AMDT 1A. YYMMDDHHMM−PERM

SID .................Example

Standard Instrument Departure!FDC x/xxxx DFW SID DALLAS/FORT WORTH INTL, DALLAS, TX. PODDE THREE DEPARTURE... CHANGE NOTES TO READ: RWYS 17C/R, 18L/R: DO NOT EXCEED 240KT UNTIL LARRN. RWYS 35L/C, 36L/R: DO NOT EXCEED 240KT UNTIL KMART YYMMDDHHMM−YYMMDDHHMM

STAR ..............Example

Standard Terminal Arrival!FDC x/xxxx DCA STAR RONALD REAGAN WASHINGTON NATIONAL,WASHINGTON, DC. WZRRD TWO ARRIVAL... SHAAR TRANSITION: ROUTE FROM DRUZZ INT TO WZRRD INT NOT AUTHORIZED. AFTER DRUZZ INT EXPECT RADAR VECTORS TO AML VORTAC YYMMDDHHMM−YYMMDDHHMM

CHART ...........Example

Chart!FDC 2/9997 DAL IAP DALLAS LOVE FIELD, DALLAS, TX. ILS OR LOC RWY 31R, AMDT 5... CHART NOTE: SIMULTANEOUS APPROACH AUTHORIZED WITH RWY 31L. MISSED APPROACH: CLIMB TO 1000 THEN CLIMBING RIGHT TURN TO 5000 ON HEADING 330 AND CVE R−046 TO FINGR INT/ CVE 36.4 DME AND HOLD. CHART LOC RWY 31L. THIS IS ILS OR LOC RWY 31R, AMDT 5A. YYMMDDHHMM−PERM

DATA ..............Example

Data!FDC 2/9700 DIK ODP DICKINSON − THEODORE ROOSEVELT RGNL, DICKINSON, ND. TAKEOFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES AMDT 1... DEPARTURE PROCEDURE: RWY 25, CLIMB HEADING250 TO 3500 BEFORE TURNING LEFT. ALL OTHER DATA REMAINS AS PUBLISHED. THIS IS TAKEOFF MINIMUMS AND (OBSTACLE) DEPARTURE PROCEDURES, AMDT 1A. YYMMDDHHMM−PERM

IAP .................Example

Instrument Approach Procedures!FDC 2/9997 DAL IAP DALLAS LOVE FIELD, DALLAS, TX. ILS OR LOC RWY 31R, AMDT 5... CHART NOTE: SIMULTANEOUS APPROACH AUTHORIZED WITH RWY 31L. MISSED APPROACH: CLIMB TO 1000 THEN CLIMBING RIGHT TURN TO 5000 ON HEADING 330 AND CVE R−046 TO FINGR INT/ CVE 36.4 DME AND HOLD. CHART LOC RWY 31L. THIS IS ILS OR LOC RWY 31R, AMDT 5A. YYMMDDHHMM−PERM

VFP ................Example

Visual Flight Procedures!FDC X/XXXX JFK VFP JOHN F KENNEDY INTL, NEW YORK, NY. PARKWAY VISUAL RWY 13L/R, ORIG...WEATHER MINIMUMS 3000 FOOT CEILING AND 3 MILES VISIBILITY. YYMMDDHHMM−YYMMDDHHMM

ROUTE ...........Example

Route!FDC x/xxxx ZFW ROUTE ZFW ZKC. V140 SAYRE (SYO) VORTAC, OK TO TULSA (TUL) VORTAC, OK MEA 4300. YYMMDDHHMM−YYMMDDHHMM EST

SPECIAL ........Example

Special!FDC x/xxxx JNU SPECIAL JUNEAU INTERNATIONAL, JUNEAU, AK. LDA−2 RWY 8 AMDT 9 PROCEDURE TURN NA. YYMMDDHHMM−YYMMDDHHMM

SECURITY .....Example

Security!FDC x/xxxx FDC ...SPECIAL NOTICE... THIS IS A RESTATEMENT OF A PREVIOUSLY ISSUED ADVISORY NOTICE. IN THE INTEREST OF NATIONAL SECURITY AND TO THE EXTENT PRACTICABLE, PILOTS ARE STRONGLY ADVISED TO AVOID THE AIRSPACE ABOVE, OR IN PROXIMITY TO SUCH SITES AS POWER PLANTS (NUCLEAR, HYDRO−ELECTRIC, OR COAL), DAMS, REFINERIES, INDUSTRIAL COMPLEXES, MILITARYFACILITIES AND OTHER SIMILAR FACILITIES. PILOTS SHOULD NOT CIRCLE AS TO LOITER IN THE VICINITY OVER THESE TYPES OF FACILITIES.

TBL 5-1-1



Contractions Commonly Found in NOTAMs

AABN ................... Aerodrome BeaconACFT ................. AircraftACT ................... ActiveADJ ................... AdjacentAGL ................... Above Ground LevelALS ................... Approach Light SystemAP ..................... AirportAPN ................... ApronAPP ................... Approach control office or approach control or

approach control serviceARST ................. Arresting (specify (part of) aircraft arresting

equipment)ASDA ................ Accelerate Stop Distance AvailableASPH ................ AsphaltAUTH ................ Authorized or authorizationAVBL ................. Available or availabilityAVGAS .............. Aviation gasolineAWOS ............... Automatic Weather Observing SystemAZM .................. Azimuth

BBA ..................... Braking actionBCN .................. Beacon (aeronautical ground light)BCST ................. BroadcastBDRY ................ BoundaryBLDG ................ BuildingBLW ................... BelowBTN ................... Between

CC ....................... Center (preceded by runway designator

number to identify a parallel runway)CD ..................... Clearance deliveryCIV .................... CivilCL ...................... CenterlineCLSD ................ Close or closed or closingCOM .................. CommunicationCONC ............... ConcreteCOND ............... ConditionCONS ................ ContinuousCONST .............. Construction or constructedCPDLC .............. Controller Pilot Data Link CommunicationsCTC ................... ContactCUST ................ Customs

DDA ..................... Decision altitudeDEG .................. DegreesDEP ................... Depart or DepartureDER .................. Departure end of the runwayDH ..................... Decision HeightDIST .................. DistanceDLY ................... DailyDP ..................... Dew Point TemperatureDPT ................... DepthDTHR ................ Displaced Runway Threshold

EE ........................ East or eastern longititudeEB ..................... EastboundEMERG ............. EmergencyENE ................... East-northeastEQPT ................ EquipmentESE ................... East-southeastEST ................... Estimate or estimated or estimation

(message type designator)EXC ................... Except

FFL ...................... Flight levelFREQ ................ FrequencyFRI .................... FridayFSS ................... Flight Service StationFST ................... FirstFT ...................... Feet (dimensional unit)

GG ....................... GreenGA ..................... General aviationGLD ................... GliderGND .................. GroundGP ..................... Glide PathGRVL ................ Gravel

HHEL ................... HelicopterHGT ................... Height or height aboveHLDG ................ HoldingHLP ................... HeliportHVY ................... Heavy

IIFR .................... Instrument Flight RulesILS ..................... Instrument Landing SystemIM ...................... Inner MarkerINOP ................. InoperativeINT .................... Intersection

KKT ...................... Knots

LL ........................ Left (preceded by runway designator number

to identify a parallel runway)LAT .................... LatitudeLDA ................... Landing Distance AvailableLDG ................... LandingLEN ................... LengthLGT ................... Light or lightingLGTD ................ LightedLOC ................... LocalizerLONG ................ Longitude

MMAINT ............... MaintenanceMBST ................ MicroburstMIL .................... MilitaryMIN ................... MinutesMNT .................. Monitor or monitoring or monitoredMON .................. MondayMOV .................. Move or moving or movement



NN ....................... NorthNAVAID ............. Navigational aidNB ..................... NorthboundNDB .................. Nondirectional Radio BeaconNE ..................... NortheastNEB ................... Northeast boundNM .................... Nautical Mile/sNNE .................. North-northeastNNW ................. North-northwestNOV .................. NovemberNW .................... NorthwestNWB .................. Northwest bound

OOBSC ................ Obscure or obscured or obscuringOBST ................ ObstacleOPN ................... Open or opening or openedOPS .................... Operations

PPAPI ................... Precision Approach Path IndicatorPARL .................. ParallelPAX .................... Passenger/sPCL .................... Pilot Controlled LightingPCT .................... PercentPERM ................. PermanentPJE ..................... Parachute Jumping ActivitiesPLA ..................... Practice Low ApproachPPR .................... Prior Permission RequiredPT ....................... Procedure Turn

RR ......................... RedR ......................... Right (preceded by runway designator number

to identify a parallel runway)RAI ..................... Runway Alignment IndicatorRCL .................... Runway CenterlineRCLL .................. Runway Centerline LightREDL .................. Receive/ReceiverRLLS .................. Runway Lead-in Light SystemRMK ................... RemarkRTS .................... Return to ServiceRTZL .................. Runway Touchdown Zone Light(s)RVR .................... Runway Visual RangeRWY ................... Runway

SS ......................... South or southern latitudeSA ....................... SandSAT .................... SaturdaySB ...................... SouthboundSE ...................... SoutheastSEC .................... SecondsSFC .................... SurfaceSN ...................... SnowSR ...................... SunriseSS ...................... SunsetSSR .................... Secondary surveillance radarSSW ................... South−southwestSTD .................... Standard

SUN .................... SundaySW ..................... SouthwestSWB ................... Southwest bound

TTAR .................... Terminal area surveillance radarTAX .................... Taxing or taxiingTDZ .................... Touchdown ZoneTEMPO .............. Temporary or temporarilyTFC .................... TrafficTHR .................... ThresholdTHU .................... ThursdayTKOF .................. TakeoffTODA ................. Take-off Distance AvailableTORA ................. Take-off Run AvailableTRG .................... TrainingTUE .................... TuesdayTWR ................... Aerodrome Control TowerTWY ................... TaxiwayTX ....................... Taxilane

UU/S...................... UnserviceableUAS..................... Unmanned Aircraft SystemUNL..................... UnlimitedUNREL ............... Unreliable

VVIS ..................... VisibilityVOR ................... VHF Omni-Directional Radio RangeVORTAC ............ VOR and TACAN (collocated)VOT .................... VOR Test Facility

WW ........................ West or western longitudeWB ..................... WestboundWDI .................... Wind Direction IndicatorWED ................... WednesdayWI ....................... WithinWID .................... Width or wideWIP .................... Work in progressWNW .................. West−northwestWS ..................... Wind shearWSW .................. West−southwest

TBL 5-1-2

5-1-4. FLIGHT PLAN - VFR FLIGHTS: On page 617, revise subparagraph j. as follows:

* * * * *j. * * * In each case, knowledge of the aircraft’s transponder/

ADS-B equipment is necessary in determining whether or notsuch computer tapes might prove effective.

* * * * *

5-1-8. FLIGHT PLAN (FAA FORM 7233-1) – DOMESTIC IFR FLIGHTS: On page 619, revise subparagraph a.4. as follows:

* * * * *a. General

* * * * *4. It is recommended that pilots file the maximum transponder/

ADS-B and navigation capability of their aircraft in the equipmentsuffix. * * *

* * * * *



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

* * * * *c. * * * Round Robin Flight Plans to Canada and Mexico are

not accepted.

* * * * *

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.

5-2-7. DEPARTURE RESTRICTIONS, CLEARANCE VOID TIMES, HOLD FOR RELEASE, AND RELEASE TIMES: On page 636, revise subparagraph a.2. as follows:

a. * * *

* * * * *2. Hold for Release. * * * However, prior to takeoff the pilot

should cancel the IFR flight plan and operate the transponder/ADS-B on the appropriate VFR code. * * *

* * * * *

5-2-8. DEPARTURE CONTROL: On pages 636-637, revise subparagraphs b.1. and c. as follows:

a. * * *

b. * * *

1. * * * When the initial heading will take the aircraft off anassigned procedure (for example, an RNAV SID with a publishedlateral path to a waypoint and crossing restrictions from thedeparture end of runway), the controller will assign an altitude tomaintain with the initial heading and, if necessary, a speed tomaintain.

* * * * *c. * * * Pilots must ensure their transponder/ADS-B is adjusted

to the “on” or normal operating position as soon as practical andremain on during all operations unless otherwise requested tochange to “standby” by ATC. * * *

5-2-9. INSTRUMENT DEPARTURE PROCEDURES (DP) - OBSTACLE DEPARTURE PROCEDURES (ODP), STANDARD INSTRUMENT DEPARTURES (SID), AND DIVERSE VECTOR AREAS (DVA): On page 638, revise subparagraphs e.4.(a)-(b) and add a new NOTE. On page 639, revise subparagraph g.1. On page 640, revise subparagraph h.3. The edits are as follows:

* * * * *e. * * *

* * * * *

4. * * *

(a) * * * These obstacle notes will no longer be publishedon SIDs. Pilots assigned a * * *

(b) * * * This can be accomplished in a variety of ways;for example, the pilot may be able to see the obstruction andmaneuver around the obstacle(s) if necessary; early liftoff/climbperformance may allow the aircraft to cross well above the ob-stacle(s); or if the obstacle(s) cannot be visually acquired duringdeparture, preflight planning should take into account what turnsor other maneuvers may be necessary immediately after takeoffto avoid the obstruction(s).

EXAMPLE–* * *

NOTE–Compliance with 14 CFR Part 121 or 135 one-engine-inoperative(OEI) departure performance requirements, or similar ICAO/State rules, cannot be assured by the sole use of “low, close-in”obstacle data as published in the TPP. Operators should refer toprecise data sources (for example, GIS database, etc.) specifi-cally intended for OEI departure planning for those operations.

* * * * *g. * * *

1. * * * As a general rule, ATC will only assign an ODP froma non-towered airport when compliance with the ODP is neces-sary for aircraft to aircraft separation. * * *

h. Responsibilities

* * * * *3. After an aircraft is established on a SID and subsequently

vectored or cleared to deviate off of the SID or SID transition,pilots must consider the SID canceled, unless the controller adds“expect to resume SID;” pilots should then be prepared to rejointhe SID at a subsequent fix or procedure leg. If the SID containspublished altitude and/or speed restrictions, those restrictions arecanceled and pilots will receive an altitude to maintain and, ifnecessary, a speed. ATC may also interrupt * * * Aircraft maybe vectored off of an ODP, or issued an altitude lower than a pub-lished altitude on an ODP, at which time the ODP is canceled. Inthese cases, ATC assumes responsibility for terrain and obstacleclearance. * * *

* * * * *

5-3-1. ARTCC COMMUNICATIONS: On page 645, revise TBL 5-3-7. On page 648, revise TBL 5-3-16. The edits are as follows:

* * * * *

Air Traffic Advisory Uplink Message Elements

CPDLC Message Sets Operational Definition in PANS−ATM (Doc 4444)

FANS 1/A ATN B1 ResponseMessage Element

IdentifierMessage Element

Intended Use

Format forMessage Element

Display

UM154 RADAR SERVICES TERMINATED

N/A R ADVU−2 Advisory that the ATS surveillance service is terminated.

SURVEILLANCE SERVICE TERMINATED

* * * * *


TBL 5-3-7


Free Text Uplink Message Elements (TXTU)

CPDLC Message Sets Operational Definition in PANS−ATM (Doc 4444)

FANS 1/A ATN B1 ResponseMessage Element

IdentifierMessage Element

Intended Use

Format forMessage Element

Display

UM169 (free text) UM203 (free text) R TXTU−1 (free text)Note − M alert attribute.

UM169 (free text)CPDLC NOT IN USE UNTIL FURTHER NOTIFICATION

N/A R See Note (free text)

UM169 (free text)“[facility designation]”LOCAL ALTIMETER(for Altimeter Reporting Station)


UM169 (free text)“[facility designation]LOCAL ALTIMETER MORE THAN ONE HOUR” OLD


UM169 (free text)DUE TO WEATHER


UM169 (free text)REST OF ROUTE UNCHANGED


UM169 (free text)TRAFFIC FLOW MANAGEMENT REROUTE


NOTE–These are FAA scripted free text messages with no GOLD equivalent.

* * * * *

5-4-1. STANDARD TERMINAL ARRIVAL (STAR) PROCE-DURES: On page 658, revise subparagraph a.2. as follows:

a. * * *

* * * * *2. * * * This authorization will contain the phraseology

“DESCEND VIA.” If vectored or cleared to deviate off a STAR,pilots must consider the STAR canceled, unless the controlleradds “expect to resume STAR”; pilots should then be prepared torejoin the STAR at a subsequent fix or procedure leg. * * * Ifthe STAR contains published altitude and/or speed restrictions,those restrictions are canceled and pilots will receive an altitudeto maintain and, if necessary, a speed.

* * * * *

5-4-5. INSTRUMENT APPROACH PROCEDURE (IAP) CHARTS: On page 661, revise subparagraph a.3.(f) as follows:

a. * * *

* * * * *3. * * *

* * * * *(f) RNAV (GPS) approaches to LNAV, LP, LNAV/VNAV and

LPV lines of minima using WAAS and RNAV (GPS) approachesto LNAV and LNAV/VNAV lines of minima using GPS are chartedas RNAV (GPS) RWY (Number) (e.g., RNAV (GPS) RWY 21).

* * * * *

5-4-7. INSTRUMENT APPROACH PROCEDURES: On pages 677-678, revise subparagraph a., add new subpara-graphs b.-e. above subparagraph a.1., and redesignate subsequent subparagraphs accordingly as follows:

a. Aircraft approach category means a grouping of aircraft basedon a speed of VREF at the maximum certified landing weight, ifspecified, or if VREF is not specified, 1.3VSO at the maximumcertified landing weight. VREF, VSO, and the maximum certifiedlanding weight are those values as established for the aircraft bythe certification authority of the country of registry. A pilot mustmaneuver the aircraft within the circling approach protected area(see FIG 5-4-29) to achieve the obstacle and terrain clearancesprovided by procedure design criteria.

b. In addition to pilot techniques for maneuvering, one accepta-ble method to reduce the risk of flying out of the circling approachprotected area is to use either the minima corresponding to thecategory determined during certification or minima associatedwith a higher category. Helicopters may use Category A minima.If it is necessary to operate at a speed in excess of the upperlimit of the speed range for an aircraft’s category, the minimumsfor the higher category should be used. This may occur withcertain aircraft types operating in heavy/gusty wind, icing, or non-normal conditions. For example, an airplane which fits intoCategory B, but is circling to land at a speed of 145 knots, shoulduse the approach Category D minimums. As an additionalexample, a Category A airplane (or helicopter) which is operatingat 130 knots on a straight-in approach should use the approachCategory C minimums.


TBL 5-3-16


c. A pilot who chooses an alternative method when it is neces-sary to maneuver at a speed that exceeds the category speedlimit (for example, where higher category minimums are not pub-lished) should consider the following factors that can significantlyaffect the actual ground track flown:

1. Bank angle. For example, at 165 knots groundspeed, theradius of turn increases from 4,194 feet using 30 degrees of bankto 6,654 feet when using 20 degrees of bank. When using ashallower bank angle, it may be necessary to modify the flight-path or indicated airspeed to remain within the circling approachprotected area. Pilots should be aware that excessive bank anglecan lead to a loss of aircraft control.

2. Indicated airspeed. Procedure design criteria typically uti-lize the highest speed for a particular category. If a pilot choosesto operate at a higher speed, other factors should be modified toensure that the aircraft remains within the circling approach pro-tected area.

3. Wind speed and direction. For example, it is not uncommonto maneuver the aircraft to a downwind leg where the ground-speed will be considerably higher than the indicated airspeed.Pilots must carefully plan the initiation of all turns to ensure thatthe aircraft remains within the circling approach protected area.

4. Pilot technique. Pilots frequently have many options withregard to flightpath when conducting circling approaches. Soundplanning and judgment are vital to proper execution. The lateraland vertical path to be flown should be carefully considered usingcurrent weather and terrain information to ensure that the aircraftremains within the circling approach protected area.

d. It is important to remember that 14 CFR Section 91.175(c)requires that “where a DA/DH or MDA is applicable, no pilot mayoperate an aircraft below the authorized MDA or continue anapproach below the authorized DA/DH unless the aircraft is con-tinuously in a position from which a descent to a landing on theintended runway can be made at a normal rate of descent usingnormal maneuvers, and for operations conducted under Part 121or Part 135 unless that descent rate will allow touchdown to occurwithin the touchdown zone of the runway of intended landing.”

e. See the following category limits:

* * * * *

5-4-16. SIMULTANEOUS CLOSE PARALLEL PRM APPROACHES AND SIMULTANEOUS OFFSET INSTRUMENT APPROACHES (SOIA): On page 689, revise subparagraph e.4. as follows:

* * * * *e. Radar Services.

* * * * *4. To ensure separation is maintained, and in order to avoid

an imminent situation during PRM approaches, pilots must imme-diately comply with monitor controller instructions.

* * * * *

5-4-22. USE OF ENHANCED FLIGHT VISION SYSTEMS (EFVS) ON INSTRUMENT APPROACHES: On page 461, deleteold FIG 5-4-34 and FIG 5-4-35. On page 697, revise subpara-graph a., add revised FIG 5-4-34, revise subparagraph c., add revised FIG 5-4-35, revise subparagraph e., and add new subparagraphs e.1.-2. On page 698, revise subparagraphs f.-g., and i.-m. The edits are as follows:

a. Introduction. During an instrument approach, an EFVS canenable a pilot to see the approach lights, visual references asso-ciated with the runway environment, and other objects or featuresthat might not be visible using natural vision alone. An EFVSuses a head-up display (HUD), or an equivalent display that is ahead-up presentation, to combine flight information, flight symbol-ogy, navigation guidance, and a real-time image of the externalscene to the pilot. Combining the flight information, * * *

* * * * *

EFVS Operation to Touchdown and Rollout


FIG 5-4-34


EFVS Operation to 100 ft Above the TDZE

c. EFVS Operations to 100 Feet Above the TDZE. An EFVSoperation to 100 feet above the TDZE is an operation in whichthe pilot uses the enhanced vision imagery provided by an EFVSin lieu of natural vision to descend below DA/DH or MDA down to100 feet above the TDZE. (See FIG 5-4-35.)To continue theapproach below 100 feet above the TDZE, a pilot must havesufficient flight visibility to identify the required visual referencesusing natural vision and must continue to use the EFVS to ensurethe enhanced flight visibility meets the visibility requirements ofthe IAP being flown. These operations may be conducted * * *

d. EFVS Equipment Requirements. * * *

e. Operating Requirements. Any operator who conducts EFVSoperations to touchdown and rollout (14 CFR Sec. 91.176(a))must have an OpSpec, MSpec, or LOA that specifically authorizesthose operations. Parts 91K, 121, 125, 129, and 135 operatorswho conduct EFVS operations to 100 feet above the TDZE (14CFR Sec. 91.176(b))must have an OpSpec, MSpec, or LOA thatspecifically authorizes the operation. Part 91 operators (otherthan 91K operators) are not required to have an LOA to conductEFVS operations to 100 feet above the TDZE in the UnitedStates. However, an optional LOA is available to facilitate opera-tional approval from foreign Civil Aviation Authorities (CAA). Toconduct an EFVS operation to touchdown and rollout during anauthorized Category II or III operation, the operator must have:

1. An OpSpec, MSpec, or LOA authorizing EFVS operationsto touchdown and rollout (14 CFR Sec. 91.176(a)); and

2. An OpSpec, MSpec, or LOA authorizing Category II or Cat-egory III operations.

f. EFVS Operations in Rotorcraft. * * *

g. EFVS Pilot Requirements. * * *

h. Enhanced Flight Visibility and Visual Reference Require-ments. * * *

i. Flight Planning and Beginning or Continuing an Ap-proach Under IFR. A Part 121, 125, or 135 operator’s OpSpec orLOA for EFVS operations may authorize an EFVS operationalcredit dispatching or releasing a flight and for beginning or con-tinuing an instrument approach procedure. When a pilot reachesDA/DH or MDA, the pilot conducts the EFVS operation in accord-ance with 14 CFR Sec. 91.176(a) or (b) and their authorization toconduct EFVS operations.

j. Missed Approach Considerations. In order to conduct anEFVS operation, the EFVS must be operable. In the event of afailure of any required component of an EFVS at any point in theapproach to touchdown, a missed approach is required. However,this provision does not preclude a pilot’s authority to continue anapproach if continuation of an approach is considered by the pilotto be a safer course of action.

k. Light Emitting Diode (LED) Airport Lighting Impact onEFVS Operations. Incandescent lamps are being replaced withLEDs at some airports in threshold lights, taxiway edge lights,taxiway centerline lights, low intensity runway edge lights, wind-cone lights, beacons, and some obstruction lighting. * * *

l. Other Vision Systems. Unlike an EFVS that meets theequipment requirements of 14 CFR Sec. 91.176, a SyntheticVision System (SVS) or Synthetic Vision Guidance System(SVGS) does not provide a real-time sensor image of the outsidescene and also does not meet the equipment requirements forEFVS operations. * * *

m. Additional Information. Operational criteria for EFVS can befound in Advisory Circular (AC) 90-106, Enhanced Flight VisionSystem Operations, and airworthiness criteria for EFVS can befound in AC 20-167, Airworthiness Approval of Enhanced VisionSystem, Synthetic Vision System, Combined Vision System, andEnhanced Flight Vision System Equipment.


FIG 5-4-35


5-4-23. VISUAL APPROACH: On page 698, revise subpara-graph a. as follows:

a. * * * ATC may authorize this type of approach when it willbe operationally beneficial. * * * , unless required by operationspecifications. When conducting visual approaches, pilots areencouraged to use other available navigational aids to assist inpositive lateral and vertical alignment with the runway.

* * * * *

5-4-24. CHARTED VISUAL FLIGHT PROCEDURE (CVFP): On page 699, add new subparagraph l. as follows:

* * * * *l. When conducting visual approaches, pilots are encouraged to

use other available navigational aids to assist in positive lateraland vertical alignment with the assigned runway.

5-5-6. RADAR VECTORS: On page 702, add new subpara-graph b.4. and redesignate the subsequent subparagraph accordingly as follows:

* * * * *b. Controller.

* * * * *4. May vector aircraft off assigned procedures. When pub-

lished altitude or speed restrictions are included, controllers mustassign an altitude, or if necessary, a speed.

* * * * *

5-6-6. CIVIL AIRCRAFT OPERATIONS WITHIN U.S. TERRI-TORIAL AIRSPACE: On page 708, add new subparagraph c.3. and redesignate subsequent subparagraphs accordingly as follows:

* * * * *c. * * *

* * * * *3. Equipped with an operational ADS-B Out when operating in

airspace specified in 14 CFR 91.225;

* * * * *

5-6-7. CIVIL AIRCRAFT OPERATIONS TRANSITING U.S. TERRITORIAL AIRSPACE: On page 708, add new subpara-graph a.3. and redesignate subsequent subparagraphs accord-ingly. On page 709, add new subparagraph c.3. and redesignate subsequent subparagraphs accordingly. The edits are as follows:

a. * * *



* * * * *c. * * *



* * * * *

5-6-8. FOREIGN STATE AIRCRAFT OPERATIONS: On page 709, add new subparagraph a.3. and redesignate subsequent subparagraphs accordingly as follows

a. * * *



* * * * *

Chapter 7. SAFETY OF FLIGHT

7-1-4. GRAPHICAL FORECASTS FOR AVIATION (GFA): On page 733, update the link in subparagraph b.3. as follows:

a. * * *

b. Weather Products.

* * * * *3. The GFA will be continuously updated and available online

at http://aviationweather.gov/gfa. * * *

* * * * *

On page 742, revise the title of paragraph 7-1-10, revise subparagraph a. and delete NOTE item [2] and subparagraph b. as follows:

7-1-10. INFLIGHT WEATHER ADVISORY BROADCASTS

a. ARTCCs broadcast a Severe Weather Forecast Alert (AWW),Convective SIGMET, SIGMET, AIRMET, Urgent Pilot Report, or CWA alert once on all frequencies, except emergency, when any part of the area described is within 150 miles of the airspace under their jurisdiction. These broadcasts advise pilots of the availability of hazardous weather advisories and to contact the nearest Flight Service facility for additional details.

* * * * *NOTE–Terminal control facilities have the option to limit the AWW, con-vective SIGMET, SIGMET, or CWA broadcast as follows: localcontrol and approach control positions may opt to broadcastSIGMET or CWA alerts only when any part of the area describedis within 50 miles of the airspace under their jurisdiction.

7-1-11. FLIGHT INFORMATION SERVICES (FIS): On page 744, add a new NOTE beneath subparagraph a.4.(h)(3) and new table footnote 3 beneath TBL 7-1-1 as follows:

a. FIS. * * *

* * * * *4. * * *

* * * * *(h) * * *

* * * * *(3) * * *

NOTE–The NOTAM-D and NOTAM-FDC products broadcast via FIS-Bare limited to those issued or effective within the past 30 days.Except for TFRs, NOTAMs older than 30 days are not provided.The pilot in command is responsible for reviewing all necessaryinformation prior to flight.

* * * * *3 NOTAM-D and NOTAM-FDC products broadcast via FIS-B arelimited to those issued or effective within the past 30 days.

* * * * *



7-1-21. PIREPS RELATING TO AIRFRAME ICING: On page 757, revise subparagraphs b.1.-4. and the NOTE beneath subparagraph b.4. as follows:

a. * * *

b. * * *

1. Trace. Ice becomes noticeable. The rate of accumulation isslightly greater than the rate of sublimation. A representativeaccretion rate for reference purposes is less than 1/4 inch (6 mm)per hour on the outer wing. The pilot should consider exiting theicing conditions before they become worse.

2. Light. The rate of ice accumulation requires occasionalcycling of manual deicing systems to minimize ice accretions onthe airframe. A representative accretion rate for reference pur-poses is 1/4 inch to 1 inch (0.6 to 2.5 cm) per hour on theunprotected part of the outer wing. The pilot should consider exit-ing the icing condition.

3. Moderate. The rate of ice accumulation requires frequentcycling of manual deicing systems to minimize ice accretions onthe airframe. A representative accretion rate for reference pur-poses is 1 to 3 inches (2.5 to 7.5 cm) per hour on the unprotectedpart of the outer wing. The pilot should consider exiting the icingcondition as soon as possible.

4. Severe. The rate of ice accumulation is such that iceprotection systems fail to remove the accumulation of ice and iceaccumulates in locations not normally prone to icing, such as areasaft of protected surfaces and any other areas identified by the man-ufacturer. A representative accretion rate for reference purposesis more than 3 inches (7.5 cm) per hour on the unprotected partof the outer wing. By regulation, immediate exit is required.

NOTE–Severe icing is aircraft dependent, as are the other categories oficing intensity. Severe icing may occur at any ice accumulationrate when the icing rate or ice accumulations exceed the toler-ance of the aircraft.

* * * * *

7-1-24. WIND SHEAR PIREPS: On page 760, add new subparagraphs c.-c.2. including new EXAMPLEs beneath new subparagraphs c.1. and c.2. as follows:

* * * * *c. Wind Shear Escape

1. Pilots should report to ATC when they are performing a windshear escape maneuver. This report should be made as soon aspracticable, but not until aircraft safety and control is assured,which may not be satisfied until the aircraft is clear of the windshear or microburst. ATC should provide safety alerts and trafficadvisories, as appropriate.

EXAMPLE–“Denver Tower, United 1154, wind shear escape.”

2. Once the pilot initiates a wind shear escape maneuver, ATCis not responsible for providing approved separation between theaircraft and any other aircraft, airspace, terrain, or obstacle untilthe pilot reports that the escape procedure is complete and ap-proved separation has been re-established. Pilots should adviseATC that they are resuming the previously assigned clearance orshould request an alternate clearance.

EXAMPLE–“Denver Tower, United ll54, wind shear escape complete, resum-ing last assigned heading/(name) DP/clearance.” or“Denver Tower, United ll54, wind shear escape complete, requestfurther instructions.”

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

a. Every aircraft generates a wake while in flight. Wake turbu-lence is a function of an aircraft producing lift, resulting in theformation 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 encounterwhen flying through the wake of another aircraft, and adjust theflight path accordingly.

7-3-2. VORTEX GENERATION: On page 778, revise the paragraph into new subparagraph a. and add new subparagraph 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 with wing-lets. There are several types of winglets, but their primary functionis to increase fuel efficiency by improving the lift-to-drag ratio.Studies have shown that winglets have a negligible effect onwake 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 by ex-tension of flaps or other wing configuring devices. However, thevortex strength from an aircraft increases proportionately to anincrease 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 the gener-ating 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, theusual hazard is associated with induced rolling moments that canexceed 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. * * *

1. * * *

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 vigi-lant of possible wake effects created by other aircraft. Studieshave shown that atmospheric turbulence hastens wake breakup,while other atmospheric conditions can transport wake horizon-tally and vertically.

4. * * *

5. Pilots should be alert at all times for possible wake vortexencounters when conducting approach and landing operations.The pilot is ultimately responsible for maintaining an appropriateinterval, and should consider all available information in position-ing the aircraft in the terminal area, to avoid the wake turbulencecreated by a preceding aircraft. Test data shows that vortices canrise with the air mass in which they are embedded. The effects ofwind shear can cause vortex flow field “tilting.” In addition, ambi-ent thermal lifting and orographic effects (rising terrain or treelines) can cause a vortex flow field to rise and possibly bounce.

b. * * * Thus, a light wind with a cross-runway component of1 to 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. 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 the weight,wingspan, size of the generating aircraft, distance from the gen-erating aircraft, and point of vortex encounter. * * *

b. AVOID THE AREA BELOW AND BEHIND THE WAKE GEN-ERATING AIRCRAFT, ESPECIALLY AT LOW ALTITUDE WHEREEVEN A MOMENTARY WAKE ENCOUNTER COULD BE CATA-STROPHIC.

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 aircraft

whose 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. and delete subparagraph b. and its accompanying REFERENCE, redesignating subsequent subparagraphs accordingly, On page 781, revise redesignated subparagraph e.2.(e), redesignate previously redesignated subparagraph e.3. as new subparagraph f., and add new subparagraph g. The edits are as follows:

a. Research and testing have been conducted, in addition toongoing wake initiatives, in an attempt to mitigate the effects ofwake turbulence. Pilots must exercise vigilance in situationswhere they are responsible for avoiding wake turbulence.

* * * * *e. * * *

* * * * *2. * * *

* * * * *(e) Land beyond the point of landing of the preceding heavier

aircraft. Ensure you have adequate runway remaining, if con-ducting a touch-and-go landing, or adequate stopping distanceavailable 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 old subparagraphs a.3.-a.3.(c) as new subparagraphs b.-b.3. and redesignate subsequent subparagraphs accordingly, and add a new NOTE and REFERENCE beneath redesignated subparagraph g. as follows:

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

* * * * *b. Additionally, appropriate time or distance * * *

1. Three minutes or the appropriate radar * * *

2. Two minutes or the appropriate radar * * *

3. Two minutes or the appropriate radar * * *

* * * * *g. Controllers may anticipate separation and need not * * *

NOTE–With the advent of new wake turbulence separation methodolo-gies known as Wake Turbulence Recategorization, some of therequirements 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, new pro-cedures 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 termed WakeTurbulence Recategorization (RECAT), and changes the currentweight-based classes (Super, Heavy, B757, Large, Small+, andSmall) to a wake-based categorical system that utilizes the air-craft matrices of weight, wingspan, and approach speed. RECATis currently in use at a limited number of airports in the NationalAirspace System.

Chapter 9. AERONAUTICAL CHARTS AND RELATEDPUBLICATIONS

9-1-4. GENERAL DESCRIPTION OF EACH CHART SERIES: On page 798, revise subparagraph a.4. On page 800, revise subparagraph a.6. The edits are as follows:

a. VFR Navigation Charts.

* * * * *4. Grand Canyon VFR Aeronautical Chart. * * * Revised

biannually.

* * * * *6. Helicopter Route Charts. * * * Revised biannually. (See

FIG 9-1-4.)

* * * * *

Chapter 10. HELICOPTER OPERATIONS

10-2-1. OFFSHORE HELICOPTER OPERATIONS: On page 813, revise subparagraph f.2.(b)(1). On page 815, revise subparagraph m.2.(b)(7). The edits are as follows:

f. Drilling Rig Perforating Operations: Helideck/Heliport Op-erational Hazard Warning(s)/Procedure(s)

1. * * *

2. Recommended Practices

* * * * *(b) Pilots

(1) When operating within 1,000 feet of a known perfora-tion operation or observing the white X with red “NO RADIO”warning indicating perforation operations are underway, pilots willavoid radio transmissions from or near the helideck (within 1,000feet) and will not land on the deck if the X is present. In additionto communications radios, radio transmissions are also emitted byaircraft radar, transponders, ADS-B equipment, radar altimeters,and DME equipment, and ELTs.

* * * * *

m. Helicopter Rapid Refueling Procedures (HRR)

* * * * *2. Recommended Practices

(a) * * *

(b) * * *

* * * * *7. * * * Remember, in addition to communications radios,

radio transmissions are also emitted by aircraft radar, transpon-ders, ADS-B equipment, radar altimeters, DME equipment, andELTs.

* * * * *

Appendix 3. ABBREVIATIONS/ACRONYMS: On page 825, delete AWSS from Appendix 3. On page 826, delete HIWAS fromAppendix 3.

PILOT/CONTROLLER GLOSSARY

On pages 831, 832, 836, 837, 839, 841-843, 849-853, 855, 860, 863, 865-869, 872-876, and 878-880, add, revise, or delete the following:

* * * * *AHA - (See AIRCRAFT HAZARD AREA.)

* * * * *AIRCRAFT HAZARD AREA (AHA) - Used by ATC to segregate

air traffic from a launch vehicle, reentry vehicle, amateur rocket,jettisoned stages, hardware, or falling debris generated by failuresassociated with any of these activities. An AHA is designatedvia NOTAM as either a TFR or stationary ALTRV. Unless other-wise specified, the vertical limits of an AHA are from the surfaceto unlimited.(See CONTINGENCY HAZARD AREA.)(See REFINED HAZARD AREA.)(See TRANSITIONAL HAZARD AREA.)

* * * * *AREA NAVIGATION (RNAV) GLOBAL POSITIONING SYSTEM

(GPS) PRECISION RUNWAY MONITORING (PRM) AP-PROACH - A GPS approach, which requires vertical guidance,used in lieu of another type of PRM approach to conduct ap-proaches to parallel runways whose extended centerlines areseparated by less than 4,300 feet and at least 3,000 feet, wheresimultaneous close parallel approaches are permitted. * * *

* * * * *AUTOMATIC DEPENDENT SURVEILLANCE-BROADCAST

(ADS-B) - * * * The aircraft or vehicle periodically broadcastsits GNSS-derived position and other required information suchas identity and velocity, which is then received by a ground-based or space-based receiver for processing and display at anair traffic control facility, as well as by suitably equipped aircraft.(See AUTOMATIC DEPENDENT SURVEILLANCE-

BROADCAST IN.)(See AUTOMATIC DEPENDENT SURVEILLANCE-

BROADCAST OUT.)(See COOPERATIVE SURVEILLANCE.)(See GLOBAL POSITIONING SYSTEM.)(See SPACE-BASED ADS-B.)



AUTOMATIC DEPENDENT SURVEILLANCE-BROADCAST IN(ADS-B In) - Aircraft avionics capable of receiving ADS-B Outtransmissions directly from other aircraft, as well as traffic orweather information transmitted from ground stations.(See AUTOMATIC DEPENDENT SURVEILLANCE-

BROADCAST OUT.)(See AUTOMATIC DEPENDENT SURVEILLANCE-

REBROADCAST.)(See FLIGHT INFORMATION SERVICE-BROADCAST.)(See TRAFFIC INFORMATION SERVICE-BROADCAST.)

AUTOMATIC DEPENDENT SURVEILLANCE-BROADCAST OUT(ADS-B Out) - The transmitter onboard an aircraft or groundvehicle that periodically broadcasts its GNSS-derived positionalong with other required information, such as identity, altitude,and velocity.(See AUTOMATIC DEPENDENT SURVEILLANCE-

BROADCAST.)(See AUTOMATIC DEPENDENT SURVEILLANCE-

BROADCAST IN.)

* * * * *CHA - (See CONTINGENCY HAZARD AREA.)

* * * * *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) oper-ations. A five-letter identifier denoting a CNF can be found nextto 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 the Inter-national Civil Aviation Organization (ICAO).(Refer to AIM 1-1-17b5(i)(2), Global Positioning System (GPS).)

* * * * *CONTINGENCY HAZARD AREA (CHA) - Used by ATC. Areas of

airspace that are defined and distributed in advance of a launchor reentry operation and are activated in response to a failure.(See AIRCRAFT HAZARD AREA.)(See REFINED HAZARD AREA.)(See TRANSITIONAL HAZARD AREA.)

* * * * *COOPERATIVE SURVEILLANCE - Any surveillance system, such

as secondary surveillance radar (SSR), wide-area multilatera-tion (WAM), or ADS-B, that is dependent upon the presence ofcertain equipment onboard the aircraft or vehicle to bedetected.(See AUTOMATIC DEPENDENT SURVEILLANCE-

BROADCAST.)(See NON-COOPERATIVE SURVEILLANCE.)(See RADAR.)(See WIDE AREA MULTILATERATION.)

* * * * *FUSION [STARS] - * * *

* * * * *GBT - DELETED

* * * * *GLOBAL NAVIGATION SATELLITE SYSTEM (GNSS) - GNSS

refers collectively to the worldwide positioning, navigation, andtiming determination capability available from one or more sat-ellite constellations. A GNSS constellation may be augmentedby ground stations and/or geostationary satellites to improveintegrity and position accuracy.(See GROUND-BASED AUGMENTATION SYSTEM.)(See SATELLITE-BASED AUGMENTATION SYSTEM.)

* * * * *GROUND-BASED TRANSCEIVER (GBT) - DELETED

* * * * *HAZARDOUS INFLIGHT WEATHER ADVISORY SERVICE

(HIWAS) - DELETED

* * * * *HIWAS - DELETEDHIWAS AREA - DELETEDHIWAS BROADCAST AREA - DELETEDHIWAS OUTLET AREA - DELETED

* * * * *ICING - * * *

* * * * *d. Severe - * * *

Note: * * * Severe icing may occur at any ice accumulation ratewhen the icing rate or ice accumulations exceed the toleranceof the aircraft.

* * * * *ILS PRM APPROACH - DELETED

* * * * *JAMMING - Denotes emissions that do not mimic Global Naviga-

tion Satellite System (GNSS) signals (e.g., GPS and WAAS),but rather interfere with the civil receiver’s ability to acquire andtrack GNSS signals. Jamming can result in denial of GNSSnavigation, positioning, timing and aircraft dependent functions.

* * * * *NON-COOPERATIVE SURVEILLANCE - Any surveillance system,

such as primary radar, that is not dependent upon the presenceof any equipment on the aircraft or vehicle to be tracked.(See COOPERATIVE SURVEILLANCE.)(See RADAR.)

* * * * *OUT OF SERVICE/UNSERVICEABLE (U/S) - When a piece of

equipment, a NAVAID, a facility or a service is not operational,certified (if required) and immediately “available” for Air Trafficor public use.

* * * * *PRM - (See AREA NAVIGATION (RNAV) GLOBAL POSITIONING

SYSTEM (GPS) PRECISION RUNWAY MONITORING (PRM)APPROACH.)(See PRM APPROACH.)(See PRECISION RUNWAY MONITOR SYSTEM.)

PRM APPROACH - An instrument approach procedure titled ILSPRM, RNAV PRM, LDA PRM, or GLS PRM conducted to parallelrunways separated by less than 4,300 feet and at least 3,000feet where independent closely spaced approaches are permitted.Use of an enhanced display with alerting, a No TransgressionZone (NTZ), secondary monitor frequency, pilot PRM training,and publication of an Attention All Users Page are required forall PRM approaches. Depending on the runway spacing, theapproach courses may be parallel or one approach coursemust be offset. PRM procedures are also used to conductSimultaneous Offset Instrument Approach (SOIA) operations. InSOIA, one straight-in ILS PRM, RNAV PRM, GLS PRM, andone offset LDA PRM, RNAV PRM or GLS PRM approach areutilized. PRM procedures are terminated and a visual segmentbegins at the offset approach missed approach point where theminimum distance between the approach courses is 3000 feet.Runway spacing can be as close as 750 feet.(Refer to AIM.)

* * * * *



RADAR - A device that provides information on range, azimuth,and/or elevation of objects by measuring the time intervalbetween transmission and reception of directional radio pulsesand correlating the angular orientation of the radiated antennabeam or beams in azimuth and/or elevation.

a. * * *

b. * * *

(See COOPERATIVE SURVEILLANCE.)* * *(See NON-COOPERATIVE SURVEILLANCE.)

* * * * *REFINED HAZARD AREA (RHA) - Used by ATC. Airspace that is

defined and distributed after a failure of a launch or reentryoperation to provide a more concise depiction of the hazardlocation than a Contingency Hazard Area.(See AIRCRAFT HAZARD AREA.)(See CONTINGENCY HAZARD AREA.)(See TRANSITIONAL HAZARD AREA.)

* * * * *RHA - (See REFINED HAZARD AREA.)

* * * * *ROUND-ROBIN FLIGHT PLAN - A single flight plan filed from the

departure airport to an intermediary destination(s) and thenreturning to the original departure airport.

* * * * *RUNWAY VISIBILITY VALUE (RVV) - DELETED

* * * * *SPACE-BASED ADS-B (SBA) - A constellation of satellites that

receives ADS-B Out broadcasts and relays that information tothe appropriate surveillance facility. The currently deployedSBA system is only capable of receiving broadcasts from1090ES-equipped aircraft, and not from those equipped withonly a universal access transceiver (UAT). Also, aircraft with atop-of-fuselage-mounted transponder antenna (required forTCAS II installations) will be better received by SBA, especiallyat latitudes below 45 degrees.(See AUTOMATIC DEPENDENT SURVEILLANCE-

BROADCAST.)(See AUTOMATIC DEPENDENT SURVEILLANCE-

BROADCAST OUT.)

* * * * *SPOOFING - Denotes emissions of GNSS−like signals that may

be acquired and tracked in combination with or instead of theintended signals by civil receivers. The onset of spoofingeffects can be instantaneous or delayed, and effects canpersist after the spoofing has ended. Spoofing can result infalse and potentially confusing, or hazardously misleading,position, navigation, and/or date/time information in addition toloss of GNSS use.

SQUAWK (Mode, Code, Function) - Used by ATC to instruct apilot to activate the aircraft transponder and ADS-B Out withaltitude reporting enabled, or (military) to activate only specificmodes, codes, or functions. Examples: “Squawk five sevenzero seven;” “Squawk three/alpha, two one zero five.”* * *

* * * * *STOP ALTITUDE SQUAWK - Used by ATC to instruct a pilot to

turn off the automatic altitude reporting feature of the aircrafttransponder and ADS-B Out. It is issued when a verballyreported altitude varies by 300 feet or more from the automaticaltitude report.

* * ** * * * *STOP SQUAWK (Mode or Code) - Used by ATC to instruct a

pilot to stop transponder and ADS-B transmissions, or to turnoff only specified functions of the aircraft transponder (military).

* * ** * * * *TARGET - The indication shown on a display resulting from a

primary radar return, a radar beacon reply, or an ADS-B report.The specific target symbol presented to ATC may vary basedon the surveillance source and automation platform.

* * *(See TARGET SYMBOL.) - DELETED

* * * * *TARGET SYMBOL - (See TARGET.)

(See ICAO term TARGET.)

* * * * *THA - (See TRANSITIONAL HAZARD AREA.)

* * * * *TRANSITIONAL HAZARD AREA (THA) - Used by ATC. Airspace

normally associated with an Aircraft Hazard Area within whichthe flight of aircraft is subject to restrictions.(See AIRCRAFT HAZARD AREA.)(See CONTINGENCY HAZARD AREA.)(See REFINED HAZARD AREA.)

TRANSMISSOMETER - * * * It is the measurement source fordetermining runway visual range (RVR).* * *

* * * * *UNSERVICEABLE (U/S) - (See OUT OF SERVICE/UNSERV-

ICEABLE.)

* * * * *VISIBILITY - * * *

* * * * *d. Runway Visual Range (RVR). * * * RVR, where available,

is used in lieu of prevailing visibility in determining minimums fora particular runway.

* * * * *



December 11, 2019

Effective December 11, 2019


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 whenthe 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 whenthe 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 Minimums

Airspace 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 to

request 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 rotorwash 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 with

winglets. 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 vortexencounters 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 aircraft

whose 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 preceding

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

* * * * *

COMPUTER NAVIGATION FIX (CNF) - A Computer NavigationFix 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 fromjet engines.

* * * * *

LOCAL AIRPORT ADVISORY (LAA) - A service available only inAlaska 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 updatedweather broadcast received by a pilot from an uncontrolledairport ASOS/AWOS.

* * * * *

PROPELLER (PROP) WASH (PROP BLAST) - The disturbedmass 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 downwash of air generated by the main rotor(s) of a helicopter.

* * * * *

SATELLITE-BASED AUGMENTATION SYSTEM (SBAS) - A widecoverage 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 section

must 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.

* * * * *


UPDATES - Gleim Exam Prep...UPDATES Current Through: 03/05/20 The Gleim FAR/AIM is published...

Documents

Transcript of UPDATES - Gleim Exam Prep...UPDATES Current Through: 03/05/20 The Gleim FAR/AIM is published...