NATCA Bookshelf

AIR TRAFFIC PROCEDURES (AJV-8) Andy Marosvari (BOI) is the Article 114 Representative in the AJV-8 Office. His report is below: NATCA participates in nearly every meeting regarding every change that the FAA is working on. Additionally, most clarifications and interpretations, previously done without collaboration, are now written with NATCA involvement. Below are a few issues being worked on with AJV-8 in Washington, D.C. NOWGT Aircraft Categorization Issue Several aircraft currently flying in the National Airspace System (NAS) have either been categorized incorrectly for Wake RECAT facilities or have been categorized but not included in the automation databases. When not included in the automation databases, no category indicators exist with the data tag and NOWGT will appear in the data block but only when in an ATPA volume area. FAA Order 7110.65 provides guidance for NOWGT aircraft in 5-5-4 (i) and requires 10 MIT from the preceding aircraft and 10 MIT in front of any following aircraft, regardless of type/category of other aircraft involved. John Murdock, NATCA's Wake Turbulence Rep, and I have been working with AJV-8 to address the issue of incorrect or missing categorization indicators. Additionally, those aircraft not categorized and not included in the databases will have no indication of their weight category on flight progress strips or terminal automation for those facilities using 7110.65 wake turbulence separation standards. A GENOT will be issued to alert controllers of the inaccuracies and provide separation criteria for those aircraft affected. A larger issue still exists with the process of categorizing new aircraft and ensuring their inclusion into automation databases. This will be ongoing effort within the Agency, with NATCA input. Clarification of Diverse Vector Areas (DVAs) Based on discussions with the Agency and Industry (Airlines and AOPA), new language was included in FAA Orders 7110.65, 7210.3 and the AIM describing what DVAs are, the purpose of these areas and air traffic's responsibility when assigning headings within the DVA. Generally, ATC can vector departing aircraft and those executing a missed approach below the MVA using DVAs under certain conditions. Because DVAs are not widely used and in some cases the guidance was misapplied, changes were made to FAA publications to clarify the use of DVAs. NATCA's PBN representative Bennie Hutto and I will be briefing on DVAs at Communicating for Safety 2018 during the Wednesday breakout sessions and would encourage your attendance. Interpretation Requests There have been several interpretation requests that I have received from a number of our members regarding RADAR services required for ATCTs with RADAR displays, the use of Visual Separation and Visual Approaches during simultaneous and staggered parallel runway operations, and issues pertaining to 7-4-4, Approaches to Multiple Runways. I have been working with AJV-8 on all of these topics and making progress. Sometimes, AJV-8 is willing to make a phone call to an individual facility to offer an interpretation but most times the interpretation will come in written form through several offices before the facility will receive

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