Section 4. Other Flight Requests
5-4-1. REQUESTS FOR
DEVIATION FROM TRANSPONDER REQUIREMENTS
a. Operations
at and above 10,000 feet MSL and below the floor of Class A airspace.
1. Facility air
traffic managers or their designated representative may approve or
disapprove preflight requests for ATC authorization to deviate from
transponder requirements. When coordination requirements are beyond the
interphone capability of a terminal facility, the appropriate ARTCC shall
assume the interfacility coordination task.
2.
Pilots/operators may be required to comply with reasonable conditions as
necessary to maintain an acceptable level of safety. Such conditions may
include:
(a) Filing a
flight plan.
(b) Maintaining
radio contact with ATC.
(c) Notifying
ATC prior to entering the affected airspace.
3. Information
regarding approved VFR operations in noncompliance with Mode C transponder
requirements shall be forwarded to all affected facilities. Facilities shall
ensure that the information is available at the proper control positions.
4. LOA between
facilities and operators or individuals may be established pending the
installation of appropriate transponder equipment. Deviations should not be
approved for more than 6 months but additional 6-month agreements may be
established when required by unusual operational circumstances.
5. Facility air
traffic managers shall ensure that the local FSDO is provided with
sufficient information to permit follow-up on operators who create an
unnecessary burden on the ATC system by continually attempting such
operations without reasonable effort to install the appropriate equipment.
b. Operations
within a Mode C veil and within and above Class C airspace up to 10,000 feet
MSL.
NOTE-
A Mode C veil is that airspace within a 30 NM radius of a Class B airspace
primary airport from the surface to 10,000 feet MSL excluding the Class B
airspace itself.
1. Approvals to
deviate from the Mode C requirement by operators of aircraft without
transponders shall be issued by the facility air traffic manager or his/her
designee.
2.
Authorizations may be issued for a single event or on a continuing basis.
(a)
Single-event authorizations may be issued verbally or in a letter to the
proponent.
(b) Long term
authorizations must be issued in writing by the appropriate facility air
traffic manager or his/her designee. In cases involving another facility's
airspace or fringe airports, the authorization should be incorporated into a
LOA. Multi-signature LOAs should be used in situations involving two or more
individual operators.
3. The
following are examples of operations for which authorizations may be issued:
(a) Aircraft
with insufficient panel space or electrical system capacity to accommodate a
Mode C transponder (e.g., antique aircraft; agricultural aircraft).
(b) Ferrying
aircraft.
(c) Operations
for the purposes of installing or repairing an aircraft's transponder, or
other maintenance/service.
(d) Operations
conducted in facility defined areas of nonradar coverage.
(e) Operations
conducted by aircraft based at a fringe airport shall be limited to those
that:
NOTE-
A fringe airport is an airport that is approximately 25 NM or farther from
Class B airspace primary airport and is not served by a scheduled air
carrier; or an airport outside the Mode C veil at which aircraft operations
in the traffic pattern routinely enter the Mode C veil.
(1) Will not
adversely impact other operations receiving radar service in the area.
(2) Are
restricted to altitudes below 2,500 feet AGL.
(3) Are not
coincidental with controlled traffic flows within the terminal area.
(4) Are conducted in the airport traffic pattern and via the most direct
routing out of the Mode C veil, consistent with existing traffic and noise
abatement procedures.
(f) National
defense operations or other operations in the public interest which can be
accommodated safely and would not adversely impact the efficient movement of
traffic.
4. Written
authorizations shall specify an effective and expiration date/time, a
description of any area(s) and altitude(s) to which the authorization is
limited, and any advance call up or other communications requirements deemed
appropriate.
5. Facilities
shall limit each authorization to the airspace for which it is responsible
by having the aircraft enter/exit the affected airspace through its
delegated airspace. However, to provide expeditious responses to requests,
facility managers may consider other methods for processing authorization
requests and incorporate such methods in letters of agreement with those ATC
facilities that control traffic within the affected airspace.
5-4-2. CROP
DUSTER/ANTIQUE AIRCRAFT
Handle requests by
pilots of these aircraft to operate into airports having U.S. Government
operated control towers as follows:
a. If the pilot
is unable to contact the tower where the authorization is needed via local
telephone, he/she may relay the request through the nearest AFSS/FSS or the
tower if there is no collocated AFSS/FSS. The request shall include:
1. The aircraft
identification.
2. The aircraft
type.
3. The pilot's
name.
4. The
departure point.
5. The
destination airport.
6. The proposed
date and the time of arrival.
b. The facility
relaying the request shall:
1. Inform the
pilot that approval will be invalid if the aircraft does not arrive within
30 minutes before or after the proposed arrival time.
2. Inform the
destination airport tower via Service B or Service F circuit. On Service B,
the text shall begin "NORDO CROP DUSTER LNDG AUZN REQ."
c. The
destination tower shall transmit an approval or a disapproval to the
originating facility for delivery to the pilot. This approval/disapproval
shall include consideration of local airport management rules, anticipated
traffic, and other influencing factors. As appropriate, it shall include
special instructions, reason for disapproval, or a suggested alternative
arrival time.
5-4-3. FLIGHT TEST
OPERATIONS
14 CFR Part 91
requires that flight test operations be conducted only over open water or
sparsely populated areas having a light volume of air traffic. FAA personnel
are sometimes asked to assist aircraft operators in selecting areas where it
is likely that only a few aircraft will be operating. When such requests are
received, FAA personnel shall cooperate in every reasonable way. In Class A
airspace, aircraft may be cleared on an individual basis to areas having a
light volume of air traffic, or they may be required to operate within
special operating areas established for flight test activity.
5-4-4. SANCTIONED
SPEED RECORDS
The National
Aeronautic Association (NAA) sanctions all speed record attempts before they
are made and certifies them on completion. The FAA has agreed to participate
in this program by obtaining the certifying start and finish time.
Remunerations shall not be accepted for services rendered in support of this
program.
5-4-5. CERTIFYING
RECORD ATTEMPTS
FAA tower specialists
shall act as NAA officials for certifying record attempts by commercial
aircraft provided that the following conditions are met:
a. Departure
Point: Before takeoff, a representative of the airline must submit the NAA
Certificate of Start form to the tower specialist and make arrangements with
him/her to give and time the signal to the pilot to start the takeoff roll.
b. Arrival
Point: A representative of the airline must notify the tower controller at
the terminating airport as far in advance as possible that a record attempt
is to be made so that he/she will be alerted to time the moment of
touchdown. The airline representative must also submit the Certificate of
Finish form to the tower controller for certification of the time of
touchdown. The participating airline is responsible for collecting and
forwarding all NAA forms certified by FAA tower specialists.
5-4-6. PHOTOGRAMMETRIC FLIGHTS
a. Except for
rare instances, photogrammetric missions must be conducted on "clear days,"
in VFR flight conditions, and usually when the sun angle is high.
Accordingly, infrequent IFR flight plan filing can be anticipated.
b. Most
missions will involve a series of overlapping photographic exposures,
although some missions may involve only a single exposure. In any case, the
aircraft must necessarily move precisely along a predetermined course/s at a
predetermined altitude. This part of the mission is called the flight
line.
c. Facility
management personnel shall be guided by the following when handling
photogrammetric flights.
1. Facilities
are expected to make every reasonable effort to accommodate photogrammetric
missions, but judgment must be exercised to minimize overall system impact.
2. When
contacted by the pilot in advance, the controlling facility is required to
secure a complete understanding of the operation to be conducted. In this
regard, it must be anticipated that the operation may be delayed due to
weather (this possibility should be covered in the preflight planning).
Since the flight could be delayed not only for hours but in some cases for
days, facility personnel must be adequately briefed to cope with such
situations on a spontaneous basis.
3. When the
pilot commences a flight line (the actual photographic run), every
reasonable effort should be made to permit the flight to continue
uninterrupted; i.e., without change in course or altitude. Should it become
necessary to break the aircraft off the flight line, it should be vectored
or cleared back into position for another run as soon as possible.
NOTE-
The Management Association for Private Photogrammetric Surveyors (MAPPS)
speaks for the photogrammetric flight industry (www.mapps.org). FAA
officials have emphasized the following points to MAPPS:
a. The pilot is expected to make every effort to contact
the appropriate ATC facility prior to the mission to explain flight
requirements and to avoid "no notice" air/ground telephone requests whenever
possible.
b. That firm "hard and fast" approvals cannot be
guaranteed due to the rapid changes which can occur in the ATC operational
situation, but every reasonable effort will be made by ATC to accommodate
pilot requests.
c. The pilot is expected to say "This is a photo survey
mission" when contacting the ATC facility via air/ground communications and
subsequently to inform the controller when the flight line is commenced.
5-4-7. AEROBATIC
PRACTICE AREAS
Air traffic managers
may approve requests to conduct aerobatic practice activity within Class B,
C, D, or E airspace, provided the following requirements have been
satisfied:
a. The
operations are conducted in accordance with a waiver issued by the
appropriate FSDO to the aircraft operator for all applicable Code of Federal
Regulations (CFR).
b. The
operation shall not adversely affect the safety of the air traffic operation
or result in a reduction of service to other users.
c. The facility
manager shall evaluate the impact on air traffic controller workload and the
service requirements of the airspace where the operation will be conducted
before authorizing these operations.
d. A facility
directive shall be prepared describing the procedures for managing these
operations. The directive shall contain, as a minimum, the controller and
aircraft operator responsibilities, and a diagram that depicts the
geographical area in which the activity will take place.
NOTE-
1. The air traffic manager's approval to conduct these
operations is not a waiver to the CFR. The issuance of waivers to applicable
part/section of the CFR is the responsibility of the FSDO.
2. The Class
of airspace the operation is conducted in determines what air traffic
approval, if any, is required.
REFERENCE-
14 CFR Section 91.303, Aerobatic flight.
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