ORDER

JO 7400.2M
Air Traffic Organization Policy
Effective Date:
February 28, 2019

SUBJ: Procedures for Handling Airspace Matters

This order specifies procedures for use by all personnel in the joint administration of the airspace
program. The guidance and procedures herein incorporate into one publication as many orders,
notices, and directives of the affected services as possible. Although every effort has been made to
prescribe complete procedures for the management of the different airspace programs, it is impossible
to cover every circumstance. Therefore, when a situation arises for which there is no specific
procedure covered in this order, personnel must exercise their best judgment.

The order consists of six parts:

a. Part 1 addresses general procedures applicable to airspace management.

b. Part 2 addresses policy and procedures unique to Objects Affecting Navigable Airspace.

c. Part 3 addresses policy and procedures unique to Airport Airspace Analysis.

d. Part 4 addresses policy and procedures unique to Terminal and En Route Airspace.

e. Part 5 addresses policy and procedures unique to Special Use Airspace.

f. Part 6 addresses policy and procedures regarding the integration of Outdoor Laser Operations,
High Intensity Light Operations, and integration of Rocket and Launch-Vehicle Operations into the
National Airspace System.

Original Signed By: Maurice Hoffman

Maurice Hoffman
Director, Airspace Services
Mission Support Services
Air Traffic Organization

Date: 1/31/2019

Distribution: Electronic Initiated By: AJV-0

Vice President, Mission Support Services
RECORD OF CHANGES DIRECTIVE NO. JO 7400.2M

CHANGE SUPPLEMENTS CHANGE SUPPLEMENTS

TO OPTIONAL TO OPTIONAL
BASIC BASIC

FAA Form 1320−5 (6−80) USE PREVIOUS EDITION

 U.S. DEPARTMENT OF TRANSPORTATION JO 7400.2M
CHANGE FEDERAL AVIATION ADMINISTRATION CHG 1
Air Traffic Organization Policy
Effective Date:
January 30, 2020

SUBJ: Procedures for Handling Airspace Matters

1. Purpose of This Change. This change transmits revised pages to Federal Aviation
Administration Order JO 7400.2M, Procedures for Handling Airspace Matters.

2. Audience. This change applies to all Air Traffic Organization (ATO) personnel and anyone
using ATO directives. This order also applies to all regional, service area, and field
organizational elements involved in rulemaking and nonrulemaking actions associated with
airspace allocation and utilization, obstruction evaluation, obstruction marking and lighting,
airport airspace analysis, and the management of air navigation aids.

3. Where Can I Find This Change? This change is available on the FAA website at
http://faa.gov/air_traffic/publications and https://employees.faa.gov/tools_resources/orders_notices.

4. Explanation of Policy Change. See the Explanation of Changes attachment that has
editorial corrections and changes submitted through normal procedures.

5. Distribution. This change is available online and will be distributed electronically to all
offices that subscribe to receive email notification/access to it through the FAA website at
http://faa.gov/air_traffic/publications.

6. Disposition of Transmittal. Retain this transmittal until superseded by a new basic order.

7. Page Control Chart. See the page control chart attachment.

Maurice Hoffman
Director, Policy
Mission Support Services
Air Traffic Organization

Date: ___________________

Distribution: Electronic Initiated By: AJV-0

Vice President, Mission Support Services
1/30/20 JO 7400.2M CHG 1

Explanation of Changes
Change 1
Direct questions through appropriate facility/service center office staff
to the Office of Primary Interest (OPI).

a. 1−1−2. AUDIENCE 20−3−3. WIDTH REDUCTIONS

20−4−1. DESIGNATION
This change addresses a requirement that states who
20−4−2. NAVAID SPACING
participate in the State Block Grant Program must be
20−4−3. JET ROUTE WIDTCH
identified in FAA JO 7400.2, Procedures for
20−5−1. DISCUSSION
Handling Airspace Matters. If states are left out of the
20−5−2. WAYPOINT CRITERIA
order, they may not be recognized, preventing them
20−5−3. LATERAL PROTECTED
from fulfilling their responsibilities. States partici-
AIRSPACE CRITERIA FOR RNAV EN ROUTE
pating in the State Block Grant Program assist the
SEGMENTS
Office of Airports in handling airspace matters.
20−5−4. EN ROUTE TURN PROTECTION
b. 2−3−8. PUBLICATION IN FEDERAL CRITERIA
REGISTER 20−5−5. RNAV ROUTE DESCRIPTIONS
This change will align our process with the Federal This DCP includes editorial changes to clarify and
Register’s required processes as well as allows the improve the readability of the text, and to replace
FAA to reduce costs and realize gains in efficiency. obsolete office titles. It provides more detailed
This change also authorizes the submission of explanations of the various Air Traffic Service routes,
documents to AGC−200 for publication in the including examples of route legal description
Federal Register within the criteria established by the formats. Up−to−date references to governing FAA
Office of the Federal Register (OFR). directives are added. The area navigation (RNAV)
section is totally rewritten by replacing obsolete
c. 20−1−1. PURPOSE VOR−based RNAV information with current ad-
20−1−2. CONTROLLED AIRSPACE vanced RNAV guidance.
20−1−3. WHEN TO DESIGNATE AIR
NAVIGATION ROUTES d. 32−4−3. COMMUNITY INVOLVEMENT
20−1−4. RESPONSIBILITIES This change refers practitioners to FAA community
20−1−5. ROUTE IDENTIFICATION engagement guidance documents, which are periodi-
20−1−6. CHANGEOVER POINTS cally updated, and states that “…the type of
20−1−8. MINIMUM EN ROUTE ALTI- community involvement (workshops, airport meet-
TUDES (MEA) ings, roundtables, presentations, etc.) must be
20−1−9. PROCEDURAL REQUIRE- determined on a case−by−case basis.” Section
MENTS 32−4−3 is highly prescriptive regarding community
20−1−10. ACTION TO RAISE BASE OF involvement and does not allow for flexibility to
TRANSITIONAL AREAS determine and engage in community involvement
20−2−1. REQUEST FOR FLIGHT IN- particular to each situation.
SPECTION DATA
20−2−2. FLIGHT INSPECTION DATA e. Editorial
DISTRIBUTION Editorial changes include NOTAM/NTAP correc-
20−2−3. FLIGHT INSPECTION RE- tions in 21−1−15 and other minor changes.
QUESTS
f. Entire publication.
20−2−4. FLIGHT INSPECTION REPORT
20−3−1. NAVAID SPACING Additional editorial/format changes were made
20−3−2. VERTICAL AND LATERAL EX- where necessary. Revision bars were not used
TENT because of the insignificant nature of these changes.

Explanation of Changes E of C−1

1/30/20 JO 7400.2M CHG 1

FAA Order JO 7400.2M

Change 1
Page Control Chart
January 30, 2020
REMOVE PAGES DATED INSERT PAGES DATED
Table of Contents i through xx . . . . . . . . . . . . 2/28/19 Table of Contents i through xix . . . . . . . . . . . 1/30/20
1−1−1 and 1−1−2 . . . . . . . . . . . . . . . . . . . . . . 2/28/19 1−1−1 and 1−1−2 . . . . . . . . . . . . . . . . . . . . . . 1/30/20
2−3−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 2−3−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/30/20
2−4−1 and 2−4−2 . . . . . . . . . . . . . . . . . . . . . . 2/28/19 2−4−1 and 2−4−2 . . . . . . . . . . . . . . . . . . . . . . 1/30/20
4−5−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 4−5−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/30/20
4−5−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 4−5−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19
5−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 5−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/30/20
5−1−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 5−1−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19
6−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 6−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19
6−1−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 6−1−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/30/20
6−3−25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 6−3−25 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19
6−3−26 through 6−3−28 . . . . . . . . . . . . . . . . . 2/28/19 6−3−26 through 6−3−28 . . . . . . . . . . . . . . . . . 1/30/20
7−1−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 7−1−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/30/20
7−1−6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 7−1−6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19
7−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 7−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/30/20
9−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 9−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/30/20
9−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 9−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/30/20
12−1−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 12−1−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19
12−1−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 12−1−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/30/20
13−1−1 and 13−1−2 . . . . . . . . . . . . . . . . . . . . 2/28/19 13−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/30/20
14−2−1 and 14−2−2 . . . . . . . . . . . . . . . . . . . . 2/28/19 14−2−1 and 14−2−2 . . . . . . . . . . . . . . . . . . . . 1/30/20
15−1−1 and 15−1−2 . . . . . . . . . . . . . . . . . . . . 2/28/19 15−1−1 and 15−1−2 . . . . . . . . . . . . . . . . . . . . 1/30/20
15−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 15−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/30/20
15−2−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 15−2−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19
15−3−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 15−3−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19
15−3−2 and 15−3−3 . . . . . . . . . . . . . . . . . . . . 2/28/19 15−3−2 and 15−3−3 . . . . . . . . . . . . . . . . . . . . 1/30/20
16−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 16−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/30/20
16−3−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 16−3−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19
16−3−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 16−3−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/30/20
17−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 17−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/30/20
17−1−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 17−1−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19
19−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 19−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/30/20
20−1−1 and 20−1−2 . . . . . . . . . . . . . . . . . . . . 2/28/19 20−1−1 and 20−1−2 . . . . . . . . . . . . . . . . . . . . 1/30/20
20−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 20−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/30/20
20−3−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 20−3−1 and 20−3−2 . . . . . . . . . . . . . . . . . . . . 1/30/20
20−4−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 20−4−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/30/20
20−5−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 20−5−1 and 20−5−2 . . . . . . . . . . . . . . . . . . . . 1/30/20
21−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 21−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/30/20
21−1−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 21−1−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19

Page Control Chart

JO 7400.2M CHG 1 1/30/20

21−1−3 through 21−1−5 . . . . . . . . . . . . . . . . . 2/28/19 21−1−3 through 21−1−5 . . . . . . . . . . . . . . . . . 1/30/20

21−2−1 through 21−2−3 . . . . . . . . . . . . . . . . . 2/28/19 21−2−1 through 21−2−3 . . . . . . . . . . . . . . . . . 1/30/20
21−2−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 21−2−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19
21−5−1 through 21−5−4 . . . . . . . . . . . . . . . . . 2/28/19 21−5−1 through 21−5−4 . . . . . . . . . . . . . . . . . 1/30/20
21−7−1 and 21−7−2 . . . . . . . . . . . . . . . . . . . . 2/28/19 21−7−1 and 21−7−2 . . . . . . . . . . . . . . . . . . . . 1/30/20
21−8−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 21−8−3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/30/20
21−9−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 21−9−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19
21−9−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 21−9−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/30/20
22−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 22−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/30/20
22−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 22−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/30/20
23−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 23−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/30/20
23−1−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 23−1−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19
23−2−1 and 23−2−2 . . . . . . . . . . . . . . . . . . . . 2/28/19 23−2−1 and 23−2−2 . . . . . . . . . . . . . . . . . . . . 1/30/20
24−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 24−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/30/20
24−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 24−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/30/20
25−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 25−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19
25−1−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 25−1−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/30/20
25−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 25−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/30/20
26−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 26−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/30/20
26−3−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 26−3−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/30/20
28−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 28−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/30/20
28−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 28−2−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/30/20
29−3−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 29−3−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/30/20
29−3−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 29−3−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19
31−2−1 and 31−2−2 . . . . . . . . . . . . . . . . . . . . 2/28/19 31−2−1 and 31−2−2 . . . . . . . . . . . . . . . . . . . . 1/30/20
32−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 32−1−1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19
32−1−2 and 32−1−3 . . . . . . . . . . . . . . . . . . . . 2/28/19 32−1−2 and 32−1−3 . . . . . . . . . . . . . . . . . . . . 1/30/20
32−1−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 32−1−4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19
32−2−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 32−2−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/30/20
32−2−6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19 32−2−6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/28/19
32−3−1 and 32−3−2 . . . . . . . . . . . . . . . . . . . . 2/28/19 32−3−1 and 32−3−2 . . . . . . . . . . . . . . . . . . . . 1/30/20
32−4−1 through 32−4−5 . . . . . . . . . . . . . . . . . 2/28/19 32−4−1 through 32−4−4 . . . . . . . . . . . . . . . . . 1/30/20

2 Page Control Chart

2/28/19 JO 7400.2M

Explanation of Changes
Basic
Direct questions through appropriate facility/service center office staff
to the Office of Primary Interest (OPI).

a. 15−1−3. RESPONSIBILITIES paragraphs, and adds a new paragraph addressing the

15−1−4. SERVICE CENTER revocation of Class B airspace.
EVALUATION
15−2−1. CRITERIA b. 29−2−5. CONTROL MEASURES
15−3−6. REVOKING CLASS B This change is necessary because it allows the service
AIRSPACE centers to evaluate automated shutter control systems
An FAA workgroup was established to concentrate for compliance with SAE International Aerospace
on the criteria for designation of a Class B airspace Standard (AS) 6029, Performance Criteria for Laser
that takes into consideration secondary airports and Control Measures Used for Aviation Safety, and
a new minimum operating threshold to be met in determine their usability.
order to be considered for candidacy or revocation of c. Entire publication.
the airspace. The workgroup also recommended steps
on how to revoke Class B airspace and outlined the Additional editorial/format changes were made
process to follow for revocation. This change where necessary. Revision bars were not used
incorporates those recommendations into existing because of the insignificant nature of these changes.

Explanation of Changes E of C−1

1/30/20 JO 7400.2M CHG 1

Order JO 7400.2L
Procedures for Handling Airspace Matters
Table of Contents

Part 1. General Procedures for Airspace Management

Chapter 1. General
Section 1. Introduction
Paragraph Page
1−1−1. PURPOSE OF THIS ORDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−1−1
1−1−2. AUDIENCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−1−1
1−1−3. WHERE TO FIND THIS ORDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−1−1
1−1−4. WHAT THIS ORDER CANCELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−1−1
1−1−5. CHANGE AUTHORITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−1−1
1−1−6. EXPLANATION OF CHANGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−1−1
1−1−7. SUBMISSION CUTOFF AND EFFECTIVE DATES . . . . . . . . . . . . . . . . . . . . . . . . . 1−1−1
1−1−8. DELIVERY DATES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−1−2
1−1−9. RECOMMENDATIONS FOR PROCEDURAL CHANGES . . . . . . . . . . . . . . . . . . . . 1−1−2
1−1−10. DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−1−2
1−1−11. SAFETY MANAGEMENT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−1−2

Section 2. Authority and Order Use

1−2−1. POLICY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−2−1
1−2−2. AUTHORITY AND APPLICABILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−2−1
1−2−3. FUNCTIONAL RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−2−1
1−2−4. TITLE 14 CODE OF FEDERAL REGULATIONS (CFR) REFERENCES . . . . . . . . 1−2−1
1−2−5. WORD MEANING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−2−2
1−2−6. ABBREVIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−2−2

Section 3. Airspace Planning and Analysis

1−3−1. BACKGROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−3−1
1−3−2. POLICY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1−3−1

Chapter 2. Rulemaking/Nonrulemaking Airspace Cases

Section 1. Ex Parte Communications
2−1−1. DEFINITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−1−1
2−1−2. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−1−1
2−1−3. POLICY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−1−1
2−1−4. DISCLOSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−1−1
2−1−5. PERMITTED CONTACT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−1−1
2−1−6. RECORDING CONTACTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−1−2
2−1−7. ADVICE FROM COUNSEL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−1−2
2−1−8. RELEASE OF RULEMAKING AND/OR NONRULEMAKING TEXTS . . . . . . . . . 2−1−3

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2−1−9. ADDITIONAL REFERENCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−1−3

Section 2. Executive Order 10854

2−2−1. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−2−1
2−2−2. POLICY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−2−1

Section 3. Processing Rulemaking Airspace Actions

2−3−1. PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−3−1
2−3−2. RESPONSIBILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−3−1
2−3−3. DOCKETS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−3−1
2−3−4. COMMENT PERIODS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−3−1
2−3−5. FLIGHT PROCEDURAL DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−3−1
2−3−6. SUBMISSION OF RULEMAKING AIRSPACE CASES TO HEADQUARTERS . . . 2−3−2
2−3−7. EFFECTIVE DATE OF FINAL RULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−3−2
2−3−8. PUBLICATION IN FEDERAL REGISTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−3−3

Section 4. Processing Nonrulemaking Airspace Actions

2−4−1. PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−4−1
2−4−2. IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−4−1
2−4−3. CIRCULARIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−4−1
2−4−4. CIRCULARIZATION DOCUMENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−4−1
2−4−5. SUBMISSION OF NONRULEMAKING SUA CASES TO RULES AND
REGULATIONS GROUP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−4−2
2−4−6. EFFECTIVE DATE OF NONRULEMAKING ACTIONS . . . . . . . . . . . . . . . . . . . . . 2−4−2
2−4−7. PUBLICATION OF NONRULEMAKING ACTIONS . . . . . . . . . . . . . . . . . . . . . . . . 2−4−2

Section 5. Informal Airspace Meeting

2−5−1. PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−5−1
2−5−2. POLICY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−5−1
2−5−3. CLASS B AND C INFORMAL AIRSPACE MEETING NOTIFICATION
PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−5−1
2−5−4. INFORMAL AIRSPACE MEETING NOTIFICATION PROCEDURES FOR
AIRSPACE ACTIONS OTHER THAN CLASS B AND CLASS C . . . . . . . . . . . . . 2−5−1
2−5−5. LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−5−2
2−5−6. AGENDA ITEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−5−2
2−5−7. RECORD OF MEETINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2−5−2

Chapter 3. Aeronautical Information

Section 1. General
3−1−1. POLICY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−1−1
3−1−2. RESPONSIBILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−1−1
3−1−3. TRUE/MAGNETIC DIRECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−1−1
3−1−4. NAVIGATIONAL AID COORDINATES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−1−1
3−1−5. DIRECTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−1−1

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Section 2. Charted Reporting Points

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3−2−1. POLICY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−2−1
3−2−2. CHART SERIES SELECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−2−1
3−2−3. FAA FORM 8260−2, RADIO FIX AND HOLDING DATA RECORD . . . . . . . . . . . . 3−2−1
3−2−4. PREPARATION OF FORM 8260−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−2−1

Section 3. Naming of NAVAIDs, Aeronautical Facilities, and Fixes

3−3−1. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−3−1
3−3−2. RESPONSIBILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−3−1
3−3−3. NAMING OF NAVAIDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3−3−1
3−3−4. NAMING OF WAYPOINTS, INTERSECTIONS, AND DME FIXES . . . . . . . . . . . . 3−3−1

Chapter 4. NAVAIDs
Section 1. General
4−1−1. PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−1−1
4−1−2. POLICY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−1−1
4−1−3. RESPONSIBILITY FOR FREQUENCY SELECTION . . . . . . . . . . . . . . . . . . . . . . . . 4−1−1
4−1−4. GOVERNING CRITERIA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−1−1
4−1−5. LONG−RANGE PLANNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−1−1
4−1−6. PROPOSED CHANGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−1−1

Section 2. FAA NAVAIDs

4−2−1. POLICY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−2−1
4−2−2. COORDINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−2−1
4−2−3. INFORMAL AIRSPACE MEETINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−2−1
4−2−4. APPROVAL AUTHORITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−2−1
4−2−5. DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−2−1
4−2−6. COMMISSIONING DATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−2−1
4−2−7. PROCESSING REGULATORY ACTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−2−2

Section 3. Military NAVAIDs

4−3−1. POLICY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−3−1
4−3−2. COORDINATION WITH MILITARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−3−1
4−3−3. EVALUATION BY TECHNICAL OPERATIONS SERVICES OFFICE . . . . . . . . . . 4−3−1
4−3−4. CIRCULARIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−3−1
4−3−5. DETERMINATION RESPONSIBILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−3−1
4−3−6. NOTIFICATION AND DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−3−1

Section 4. Non−Federal NAVAIDs

4−4−1. POLICY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−4−1
4−4−2. REQUEST FOR ESTABLISHMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−4−1
4−4−3. RESPONSIBILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−4−1
4−4−4. EXTERNAL COORDINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−4−2
4−4−5. INFORMAL AIRSPACE MEETING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−4−2
4−4−6. APPROVAL AND NOTIFICATION PROCESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−4−2
4−4−7. DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−4−2

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Section 5. Discontinuance of FAA NAVAIDs

Paragraph Page
4−5−1. POLICY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−5−1
4−5−2. RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−5−1
4−5−3. COORDINATION OF PROPOSALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−5−1
4−5−4. OBTAINING APPROVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−5−1
4−5−5. DISCONTINUANCE ACTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−5−1
4−5−6. CANCELLATION OF CONTROLLED AIRSPACE AND INSTRUMENT
PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−5−1
4−5−7. DECOMMISSIONING DATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−5−1
4−5−8. DISCONTINUANCE OF NAVAIDs INCLUDED IN ICAO PLANS . . . . . . . . . . . . . 4−5−2
4−5−9. INTERNATIONAL STAFF NOTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−5−2

Section 6. Discontinuance of Military and Non−Federal NAVAIDs

4−6−1. POLICY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−6−1
4−6−2. RESPONSIBILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−6−1
4−6−3. ACTION PRIOR TO DISCONTINUANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4−6−1
4−6−4. DISCONTINUANCE OF NAVAIDs INCLUDED IN ICAO PLANS . . . . . . . . . . . . . 4−6−1

Part 2. Objects Affecting Navigable Airspace

Chapter 5. Basic
Section 1. General
5−1−1. PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−1−1
5−1−2. AUTHORITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−1−1
5−1−3. POLICY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−1−1
5−1−4. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−1−1
5−1−5. RESPONSIBILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−1−1
5−1−6. SENSITIVE CASES REFERRED TO WASHINGTON . . . . . . . . . . . . . . . . . . . . . . . 5−1−1
5−1−7. AUTOMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−1−2
5−1−8. OE/AAA AUTOMATED SYSTEM AIRPORT/RUNWAY DATABASE . . . . . . . . . . 5−1−2
5−1−9. TRAINING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−1−2
5−1−10. RELEASE OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−1−2

Section 2. Notices
5−2−1. REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−2−1
5−2−2. PROCESSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−2−1
5−2−3. FAA FORMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5−2−1

Chapter 6. Aeronautical Studies

Section 1. General
6−1−1. POLICY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−1−1
6−1−2. AERONAUTICAL STUDY NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−1−1
6−1−3. STUDY OF EXISTING STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−1−1
6−1−4. PROPOSALS UNDER CONSTRUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−1−2
6−1−5. STRUCTURES EXCEEDING 2,000 FEET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−1−2

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Paragraph Page
6−1−6. FEASIBILITY STUDIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−1−2
6−1−7. TOWER OWNERSHIP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−1−3

Section 2. Initial Processing/Verification

6−2−1. VERIFICATION/E−FILING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−2−1
6−2−2. VERIFICATION/PAPER−FILING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−2−1
6−2−3. DIVISION COORDINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−2−2
6−2−4. ADDITIONAL COORDINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−2−2

Section 3. Identifying/Evaluating Aeronautical Effect

6−3−1. POLICY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−3−1
6−3−2. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−3−1
6−3−3. DETERMINING ADVERSE EFFECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−3−1
6−3−4. DETERMINING SIGNIFICANT VOLUME OF ACTIVITY . . . . . . . . . . . . . . . . . . . 6−3−1
6−3−5. SUBSTANTIAL ADVERSE EFFECT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−3−2
6−3−6. RESPONSIBILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−3−2
6−3−7. AIRPORT SURFACES AND CLEARANCE AREAS . . . . . . . . . . . . . . . . . . . . . . . . . 6−3−11
6−3−8. EVALUATING EFFECT ON VFR OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−3−11
6−3−9. EVALUATING EFFECT ON IFR OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−3−18
6−3−10. EVALUATING EFFECT ON AIR NAVIGATION AND COMMUNICATION
FACILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−3−21
6−3−11. EVALUATING PLANNED OR FUTURE AIRPORT DEVELOPMENT
PROGRAMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−3−23
6−3−12. EVALUATING TEMPORARY CONSTRUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . 6−3−23
6−3−13. CONSIDERING SHIELDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−3−24
6−3−14. CONSIDERING SHADOW PLANE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−3−24
6−3−15. RECOMMENDING MARKING AND LIGHTING OF STRUCTURES . . . . . . . . . 6−3−25
6−3−16. NEGOTIATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−3−27
6−3−17. CIRCULARIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6−3−27

Chapter 7. Determinations
Section 1. Issuing Determinations
7−1−1. POLICY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−1−1
7−1−2. RESPONSIBILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−1−1
7−1−3. DETERMINATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−1−1
7−1−4. DETERMINATION CONTENT AND OPTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−1−2
7−1−5. DETERMINATION DATES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−1−6
7−1−6. EXISTING STRUCTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−1−6
7−1−7. DISTRIBUTION OF DETERMINATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−1−6

Section 2. Extension of Determinations

7−2−1. AUTHORITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−2−1
7−2−2. CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−2−1
7−2−3. COORDINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−2−1
7−2−4. EXTENSION PERIOD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−2−1
7−2−5. REVIEW PROVISIONS FOR PETITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−2−1
7−2−6. DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−2−1

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Section 3. Revision, Correction, and Termination of Determination

Paragraph Page
7−3−1. REVISIONS AND TERMINATIONS BASED ON NEW FACTS . . . . . . . . . . . . . . . 7−3−1
7−3−2. CORRECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−3−1
7−3−3. STANDARD FORMAT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−3−1
7−3−4. DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7−3−1

Chapter 8. Post Determination Action

Section 1. Action
8−1−1. FOLLOW−UP ACTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−1−1
8−1−2. RECEIPT OF COMPLETED PSR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−1−1
8−1−3. RECEIPT OF COMPLETED FORM 7460−2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8−1−1
8−1−4. PROCESSING PROJECT ABANDONED NOTIFICATION . . . . . . . . . . . . . . . . . . . 8−1−2
8−1−5. PROCESSING DISMANTLEMENT NOTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . 8−1−2

Chapter 9. Discretionary Review Process

Section 1. General
9−1−1. AUTHORITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−1−1
9−1−2. OEG RESPONSIBILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−1−1
9−1−3. JURISDICTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−1−1

Section 2. Petition Processing

9−2−1. ADMINISTRATIVE PROCESSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−2−1
9−2−2. RECOMMENDATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−2−1
9−2−3. DISTRIBUTION OF NOTICES TO GRANT DISCRETIONARY REVIEW . . . . . . . 9−2−1
9−2−4. OEG PARTICIPATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−2−1
9−2−5. FINAL DECISION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−2−1
9−2−6. DISTRIBUTION OF DECISION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9−2−1

Part 3. Airport Airspace Analysis

Chapter 10. Basic

Section 1. Policy
10−1−1. PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−1−1
10−1−2. AUTHORITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−1−1
10−1−3. AIRPORT PROGRAMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−1−1
10−1−4. FUNDING RESPONSIBILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−1−2
10−1−5. RESPONSIBILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−1−2

Section 2. Airport Study

10−2−1. PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−2−1
10−2−2. STUDY NUMBER ASSIGNMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−2−1
10−2−3. PROPOSALS SUBJECT TO AERONAUTICAL STUDY . . . . . . . . . . . . . . . . . . . . 10−2−1

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Section 3. Airport Standards

Paragraph Page
10−3−1. DESIGN STANDARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−3−1
10−3−2. AIRPORT SPACING GUIDELINES AND TRAFFIC PATTERN AIRSPACE
AREAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−3−1
10−3−3. DESIGNATION OF INSTRUMENT RUNWAYS, CHANGES OF AIRPORT
STATUS VFR TO IFR AND LOWERING MINIMUMS . . . . . . . . . . . . . . . . . . . . . 10−3−2
10−3−4. AIRSPACE FEASIBILITY STUDY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−3−3
10−3−5. ONSITE EVALUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−3−3
10−3−6. FORMULATION OF FAA DETERMINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−3−3

Section 4. Airport Charting and Publication of Airport Data

10−4−1. POLICY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−4−1
10−4−2. RESPONSIBILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−4−1
10−4−3. AIRPORT CHARTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10−4−1

Chapter 11. Evaluating Aeronautical Effect

Section 1. General
11−1−1. EXISTING AND PROPOSED OBJECTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−1−1
11−1−2. AIRPORT TRAFFIC PATTERNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−1−1
11−1−3. INSTRUMENT FLIGHT PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−1−1
11−1−4. AIR TRAFFIC CONTROL PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−1−1
11−1−5. SAFETY OF PERSONS AND PROPERTY ON THE GROUND . . . . . . . . . . . . . . . 11−1−1
11−1−6. NOISE CONSIDERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−1−2
11−1−7. AERONAUTICAL ACTIVITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−1−2
11−1−8. WIND ROSE DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−1−2
11−1−9. HELICOPTER INGRESS−EGRESS ROUTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−1−2
11−1−10. DISPLACED THRESHOLDS AND CHANGING THE RUNWAY END . . . . . . . . 11−1−2
11−1−11. EXISTING AIRPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−1−2

Section 2. Processing of Airport Proposals By Regional Airports

Offices
11−2−1. PROPOSALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−2−1
11−2−2. AIRPORT LAYOUT PLANS (ALP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−2−2
11−2−3. NON−PART 157 PROPOSED CONSTRUCTION OR ALTERATION ON
NON−OBLIGATED PUBLIC−USE AIRPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−2−2
11−2−4. FAA COORDINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−2−2
11−2−5. NEGOTIATION WITH SPONSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−2−3
11−2−6. CIRCULARIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−2−3
11−2−7. EVALUATE COMMENTS AND AERONAUTICAL EFFECT . . . . . . . . . . . . . . . . 11−2−4
11−2−8. INFORMAL AIRSPACE MEETINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−2−4
11−2−9. ISSUE DETERMINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−2−4

Section 3. Processing of Airport Proposals By Regional Flight

Standards Offices
11−3−1. EFFECT ON SAFETY OF FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−3−1
11−3−2. EFFECT ON SAFETY OF PERSONS AND PROPERTY ON THE GROUND . . . . 11−3−1
11−3−3. ONSITE EVALUATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−3−1

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Section 4. Processing of Airport Proposals By Operations Support

Group Flight Procedures Teams
Paragraph Page
11−4−1. EFFECT ON INSTRUMENT PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−4−1
11−4−2. CHANGE OF AIRPORT STATUS FROM VFR TO IFR . . . . . . . . . . . . . . . . . . . . . . 11−4−1
11−4−3. EVALUATION OF INSTRUMENT RUNWAY DESIGNATIONS . . . . . . . . . . . . . . 11−4−1

Section 5. Processing of Airport Proposals By Technical Operations

Services Area Offices
11−5−1. ELECTROMAGNETIC OR LINE−OF−SIGHT INTERFERENCE . . . . . . . . . . . . . 11−5−1
11−5−2. EVALUATION OF INSTRUMENT RUNWAY DESIGNATION . . . . . . . . . . . . . . . 11−5−1
11−5−3. CHANGE IN AIRPORT STATUS FROM VFR TO IFR . . . . . . . . . . . . . . . . . . . . . . 11−5−1
11−5−4. AIRPORT PROPOSALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−5−1

Section 6. Processing of Airport Proposals By Service Area Offices

11−6−1. EFFECT ON AIR TRAFFIC CONTROL OPERATIONS . . . . . . . . . . . . . . . . . . . . . 11−6−1
11−6−2. COORDINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−6−1
11−6−3. AIRPORT TRAFFIC PATTERNS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−6−1
11−6−4. PART 77 REVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−6−2
11−6−5. DESIGNATION OF INSTRUMENT RUNWAY/CHANGE IN AIRPORT STATUS
VFR TO IFR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−6−2
11−6−6. ONSITE EVALUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11−6−2

Chapter 12. Airport Determinations

Section 1. General
12−1−1. RESPONSIBILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12−1−1
12−1−2. TERMINOLOGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12−1−1
12−1−3. CONDITIONAL DETERMINATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12−1−1
12−1−4. EXPIRATION DATES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12−1−2
12−1−5. STATEMENT IN DETERMINATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12−1−2
12−1−6. AIRPORT MASTER RECORD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12−1−3
12−1−7. ADVISE FEDERAL AGREEMENT AIRPORT SPONSORS . . . . . . . . . . . . . . . . . . 12−1−3
12−1−8. DISSEMINATION OF STUDY RESULTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12−1−3
12−1−9. REVIEW OF SENSITIVE OR CONTROVERSIAL CASES AND PART 157
DETERMINATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12−1−3
12−1−10. DISPOSAL OF FEDERAL SURPLUS REAL PROPERTY FOR PUBLIC
AIRPORT PURPOSES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12−1−4

Chapter 13. Military, NASA, and Other Agency

Airport Proposals
Section 1. General
13−1−1. PRIOR NOTICE TO FAA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13−1−1
13−1−2. FORM OF NOTICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13−1−1
13−1−3. FAA HEADQUARTERS REVIEWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13−1−1
13−1−4. REGIONAL/SERVICE AREA OFFICE REVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . 13−1−1
13−1−5. MILITARY PROPOSALS OTHER THAN MCP . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13−1−1

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Part 4. Terminal and En Route Airspace

Chapter 14. Designation of Airspace Classes

Section 1. General
Paragraph Page
14−1−1. PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14−1−1
14−1−2. CONTROLLED AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14−1−1
14−1−3. UNCONTROLLED AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14−1−2
14−1−4. FRACTIONAL MILES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14−1−2
14−1−5. AIRSPACE LEGAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14−1−2
14−1−6. EXAMPLES OF TERMINAL AIRSPACE LEGAL DESCRIPTIONS . . . . . . . . . . . 14−1−3

Section 2. Ad Hoc Committee Procedures for Class B and Class C

Airspace Actions
14−2−1. BACKGROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14−2−1
14−2−2. POLICY AND PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14−2−1
14−2−3. COMMITTEE FORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14−2−1
14−2−4. FAA PARTICIPATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14−2−1
14−2−5. COMMITTEE PROCESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14−2−1
14−2−6. FAA ACTION ON COMMITTEE RECOMMENDATIONS . . . . . . . . . . . . . . . . . . . 14−2−2

Chapter 15. Class B Airspace

Section 1. General
15−1−1. PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15−1−1
15−1−2. NONRULEMAKING ALTERNATIVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15−1−1
15−1−3. RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15−1−1
15−1−4. SERVICE CENTER EVALUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15−1−1

Section 2. Class B Airspace Planning

15−2−1. CRITERIA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15−2−1
15−2−2. DESIGNATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15−2−1
15−2−3. CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15−2−1
15−2−4. IFR TRANSITION ROUTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15−2−2
15−2−5. VFR CONSIDERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15−2−2
15−2−6. CHART ENHANCEMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15−2−2

Section 3. Class B Airspace Processing

15−3−1. OVERVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15−3−1
15−3−2. STAFF STUDY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15−3−1
15−3−3. PRE−NPRM AIRSPACE USER COORDINATION . . . . . . . . . . . . . . . . . . . . . . . . . . 15−3−2
15−3−4. NPRM PHASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15−3−2
15−3−5. POST−NPRM PROCESSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15−3−3
15−3−6. REVOKING CLASS B AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15−3−3

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Chapter 16. Class C Airspace

Section 1. General
Paragraph Page
16−1−1. PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16−1−1
16−1−2. NONRULEMAKING ALTERNATIVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16−1−1
16−1−3. RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16−1−1
16−1−4. SERVICE CENTER EVALUATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16−1−1

Section 2. Class C Airspace Planning

16−2−1. CRITERIA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16−2−1
16−2−2. DESIGNATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16−2−1
16−2−3. CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16−2−1
16−2−4. TIME OF DESIGNATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16−2−1

Section 3. Class C Airspace Processing

16−3−1. STAFF STUDY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16−3−1
16−3−2. PRE−NPRM AIRSPACE USER COORDINATION . . . . . . . . . . . . . . . . . . . . . . . . . . 16−3−2
16−3−3. NPRM PHASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16−3−2
16−3−4. POST−NPRM PROCESSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16−3−2
16−3−5. PUBLICITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16−3−2

Chapter 17. Class D Airspace

Section 1. General
17−1−1. PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17−1−1
17−1−2. REGIONAL/SERVICE AREA OFFICE EVALUATION . . . . . . . . . . . . . . . . . . . . . . 17−1−1
17−1−3. DESIGNATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17−1−1
17−1−4. TIME OF DESIGNATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17−1−1
17−1−5. PART TIME SURFACE AREAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17−1−1

Section 2. Class D Airspace Standards

17−2−1. CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17−2−1
17−2−2. AIRPORT REFERENCE POINT/GEOGRAPHIC POSITION . . . . . . . . . . . . . . . . . 17−2−1
17−2−3. SATELLITE AIRPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17−2−1
17−2−4. ADJOINING CLASS D AIRSPACE AREAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17−2−1
17−2−5. DETERMINING CLASS D AREA SIZE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17−2−1
17−2−6. DEPARTURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17−2−1
17−2−7. ARRIVAL EXTENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17−2−1
17−2−8. VERTICAL LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17−2−2
17−2−9. COMMUNICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17−2−2
17−2−10. WEATHER OBSERVATIONS AND REPORTING . . . . . . . . . . . . . . . . . . . . . . . . . 17−2−2
17−2−11. LOSS OF COMMUNICATION OR WEATHER REPORTING CAPABILITY . . . 17−2−2

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Chapter 18. Class E Airspace

Section 1. General
Paragraph Page
18−1−1. INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18−1−1
18−1−2. CLASS E SURFACE AREAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18−1−1
18−1−3. DESIGNATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18−1−1

Section 2. Transitional Airspace

18−2−1. PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18−2−1
18−2−2. 700/1,200−FOOT CLASS E AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18−2−1
18−2−3. 700−FOOT CLASS E AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18−2−1
18−2−4. 1,200−FOOT CLASS E AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18−2−1
18−2−5. CLASS E AIRSPACE FLOORS ABOVE 1,200 FEET . . . . . . . . . . . . . . . . . . . . . . . 18−2−1
18−2−6. COORDINATION OF MISSED APPROACH ALTITUDES . . . . . . . . . . . . . . . . . . . 18−2−1

Section 3. Transitional Airspace Area Criteria

18−3−1. DEPARTURE AREA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18−3−1
18−3−2. LENGTHY DEPARTURE CLASS E AIRSPACE EXTENSIONS . . . . . . . . . . . . . . 18−3−1
18−3−3. ARRIVAL AREA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18−3−1
18−3−4. ARRIVAL EXTENSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18−3−1
18−3−5. PROCEDURE TURN PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18−3−2
18−3−6. DETERMINING BASE ALTITUDES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18−3−2

Chapter 19. Other Airspace Areas

Section 1. General
19−1−1. EN ROUTE DOMESTIC AIRSPACE AREAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19−1−1
19−1−2. OFFSHORE/CONTROL AIRSPACE AREAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19−1−1
19−1−3. DESIGNATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19−1−1
19−1−4. PROCESSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19−1−1

Chapter 20. Air Traffic Service Routes

Section 1. General
20−1−1. PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20−1−1
20−1−2. CONTROLLED AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20−1−1
20−1−3. DESIGNATION OF ATS ROUTES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20−1−1
20−1−4. RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20−1−1
20−1−5. ROUTE IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20−1−1
20−1−6. BASE ALTITUDES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20−1−2
20−1−7. MINIMUM EN ROUTE ALTITUDES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20−1−2
20−1−8. PROCEDURAL REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20−1−2
20−1−9. ACTION TO RAISE BASE OF TRANSITION AREAS . . . . . . . . . . . . . . . . . . . . . . 20−1−2

Section 2. Flight Inspection Requirements

20−2−1. FLIGHT INSPECTION REQUESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20−2−1
20−2−2. REQUEST FOR FLIGHT INSPECTION DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20−2−1

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Paragraph Page
20−2−3. FLIGHT INSPECTION REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20−2−1
20−2−4. FLIGHT INSPECTION DATA DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20−2−1

Section 3. Federal Airways

20−3−1. DEFINITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20−3−1
20−3−2. NAVAID SPACING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20−3−1
20−3−3. VERTICAL AND LATERAL EXTENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20−3−1
20−3−4. WIDTH REDUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20−3−2

Section 4. Jet Routes

20−4−1. DEFINITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20−4−1
20−4−2. NAVAID SPACING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20−4−1
20−4−3. JET ROUTE WIDTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20−4−1

Section 5. Area Navigation (RNAV) Routes

20−5−1. PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20−5−1
20−5−2. RNAV ROUTE CRITERIA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20−5−1
20−5−3. WAYPOINTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20−5−1
20−5−4. LATERAL PROTECTED AIRSPACE CRITERIA FOR RNAV EN ROUTE
SEGMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20−5−1
20−5−5. RNAV ROUTE DESCRIPTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20−5−1

Part 5. Special Use Airspace

Chapter 21. General

Section 1. Policy
21−1−1. PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−1−1
21−1−2. SCOPE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−1−1
21−1−3. DEFINITION AND TYPES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−1−1
21−1−4. CATEGORIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−1−1
21−1−5. SUA APPROVAL AUTHORITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−1−1
21−1−6. MINIMUM NUMBERS AND VOLUME . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−1−1
21−1−7. OPTIMUM USE OF AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−1−1
21−1−8. JOINT−USE POLICY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−1−2
21−1−9. ENVIRONMENTAL ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−1−2
21−1−10. CONTROLLING AGENCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−1−2
21−1−11. USING AGENCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−1−2
21−1−12. WAIVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−1−3
21−1−13. PUBLIC NOTICE PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−1−3
21−1−14. SUA NONRULEMAKING CIRCULARS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−1−3
21−1−15. CHARTING AND PUBLICATION REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . 21−1−4
21−1−16. CERTIFICATION OF SUA GEOGRAPHIC POSITIONAL DATA . . . . . . . . . . . . 21−1−4
21−1−17. LEAD REGION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−1−5

Section 2. SUA Legal Descriptions

21−2−1. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−2−1
21−2−2. LATERAL BOUNDARIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−2−1

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Paragraph Page
21−2−3. VERTICAL LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−2−1
21−2−4. TIMES OF USE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−2−2
21−2−5. CONTROLLING AGENCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−2−3
21−2−6. USING AGENCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−2−3
21−2−7. SUA LEGAL DESCRIPTION AMENDMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−2−3

Section 3. SUA Proposals

21−3−1. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−3−1
21−3−2. CLASSIFIED INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−3−1
21−3−3. PROPOSAL CONTENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−3−1
21−3−4. ABBREVIATED PROPOSALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−3−3

Section 4. Coordination of Proposals

21−4−1. POLICY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−4−1
21−4−2. PROPOSAL PRE−COORDINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−4−1
21−4−3. ATC FACILITY COORDINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−4−1
21−4−4. SUBMISSION OF PROPOSALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−4−1

Section 5. Regional/Service Area Office Actions

21−5−1. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−5−1
21−5−2. REGIONAL/SERVICE AREA OFFICE PROCESSING REQUIREMENTS . . . . . . 21−5−1
21−5−3. AERONAUTICAL IMPACT CONSIDERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−5−2
21−5−4. ENVIRONMENTAL DOCUMENT REVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−5−2
21−5−5. REGIONAL/SERVICE AREA OFFICE DETERMINATION . . . . . . . . . . . . . . . . . . 21−5−2
21−5−6. DISAPPROVAL OF PROPOSALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−5−2
21−5−7. SUBMISSION OF APPROVAL RECOMMENDATIONS TO FAA
HEADQUARTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−5−3
21−5−8. HANDLING OF PROPOSALS TO REDUCE OR REVOKE SUA . . . . . . . . . . . . . . 21−5−3
21−5−9. FAA INITIATED SUA PROPOSALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−5−3

Section 6. Aeronautical Study

21−6−1. PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−6−1
21−6−2. POLICY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−6−1
21−6−3. CONTENT OF STUDY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−6−1

Section 7. Restricted Area and MOA Annual Utilization Reports

21−7−1. PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−7−1
21−7−2. REPORTING REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−7−1
21−7−3. SUPPLEMENTARY REPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−7−1
21−7−4. UTILIZATION REPORT TERMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−7−1
21−7−5. REVIEW REQUIREMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−7−2
21−7−6. REVIEW SUMMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−7−2

Section 8. SUA Review and Analysis

21−8−1. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−8−1
21−8−2. POLICY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−8−1
21−8−3. SOURCES OF INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−8−1
21−8−4. UTILIZATION STANDARDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−8−1
21−8−5. SUA REVIEW GUIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−8−2

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21−8−6. SUA REVIEW FOLLOW UP ACTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−8−3

Section 9. SUA Review Teams

21−9−1. PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−9−1
21−9−2. TEAM COMPOSITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−9−1
21−9−3. RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−9−1
21−9−4. TEAM REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−9−1
21−9−5. FOLLOW UP ACTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21−9−2

Chapter 22. Prohibited Areas

Section 1. General
22−1−1. DEFINITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22−1−1
22−1−2. PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22−1−1
22−1−3. IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22−1−1
22−1−4. DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22−1−1
22−1−5. WAIVERS/AUTHORIZATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22−1−1

Section 2. Processing
22−2−1. SUBMISSION OF PROPOSALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22−2−1
22−2−2. REGIONAL/SERVICE AREA OFFICE ACTIONS . . . . . . . . . . . . . . . . . . . . . . . . . 22−2−1

Chapter 23. Restricted Areas

Section 1. General
23−1−1. DEFINITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23−1−1
23−1−2. PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23−1−1
23−1−3. IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23−1−1
23−1−4. RESTRICTED AREA FLOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23−1−1
23−1−5. JOINT USE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23−1−1
23−1−6. TEMPORARY RESTRICTED AREAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23−1−1

Section 2. Processing
23−2−1. SUBMISSION OF PROPOSALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23−2−1
23−2−2. TEMPORARY RESTRICTED AREA PROPOSALS . . . . . . . . . . . . . . . . . . . . . . . . 23−2−1

Chapter 24. Warning Areas

Section 1. General
24−1−1. DEFINITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24−1−1
24−1−2. PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24−1−1
24−1−3. IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24−1−1
24−1−4. JOINT USE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24−1−1

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Paragraph Page
24−2−1. SUBMISSION OF PROPOSALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24−2−1
24−2−2. EXECUTIVE ORDER 10854 COORDINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 24−2−1

Chapter 25. Military Operations Areas

Section 1. General
25−1−1. DEFINITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25−1−1
25−1−2. PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25−1−1
25−1−3. IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25−1−1
25−1−4. MOA FLOOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25−1−1
25−1−5. LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25−1−1
25−1−6. JOINT USE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25−1−1
25−1−7. TEMPORARY MOAs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25−1−1
25−1−8. MOAs IN CLASS G AIRSPACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25−1−2

Section 2. Processing
25−2−1. SUBMISSION OF PROPOSALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25−2−1
25−2−2. TEMPORARY MOA PROCESSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25−2−1

Chapter 26. Alert Areas

Section 1. General
26−1−1. DEFINITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26−1−1
26−1−2. PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26−1−1
26−1−3. LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26−1−1
26−1−4. ACTIVITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26−1−1
26−1−5. IDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26−1−1

Section 2. Criteria
26−2−1. GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26−2−1
26−2−2. TYPES OF OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26−2−1

Section 3. Processing
26−3−1. ALERT AREA PROPOSALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26−3−1
26−3−2. SUBMISSION OF PROPOSALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26−3−1

Chapter 27. Controlled Firing Areas

Section 1. General
27−1−1. DEFINITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27−1−1
27−1−2. PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27−1−1
27−1−3. CRITERIA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27−1−1
27−1−4. CHARTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27−1−1
27−1−5. DIMENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27−1−1
27−1−6. ACTIVITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27−1−1

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27−1−7. APPROVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27−1−1
27−1−8. SUSPENSION OR REVOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27−1−1

Section 2. Processing
27−2−1. SUBMISSION REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27−2−1
27−2−2. CFA PROPOSALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27−2−1
27−2−3. REGIONAL/SERVICE AREA OFFICE ACTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 27−2−1
27−2−4. APPROVAL LETTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27−2−1

Section 3. Safety Precautions

27−3−1. USER RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27−3−1
27−3−2. PRECAUTIONARY MEASURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27−3−1
27−3−3. AREA SURVEILLANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27−3−1

Chapter 28. National Security Areas

Section 1. General
28−1−1. DEFINITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28−1−1
28−1−2. PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28−1−1
28−1−3. CRITERIA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28−1−1
28−1−4. DIMENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28−1−1
28−1−5. CHARTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28−1−1
28−1−6. EXPIRATION, SUSPENSION, OR REVOCATION . . . . . . . . . . . . . . . . . . . . . . . . . 28−1−1

Section 2. Processing
28−2−1. NSA PROPOSALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28−2−1
28−2−2. SUBMISSION OF PROPOSALS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28−2−1
28−2−3. REGIONAL/SERVICE AREA OFFICE PROCESSING . . . . . . . . . . . . . . . . . . . . . . 28−2−1
28−2−4. RULES AND REGULATIONS GROUP PROCESSING . . . . . . . . . . . . . . . . . . . . . . 28−2−1

Part 6. Miscellaneous Procedures

Chapter 29. Outdoor Laser Operations

Section 1. General
29−1−1. PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29−1−1
29−1−2. AUTHORITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29−1−1
29−1−3. POLICY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29−1−1
29−1−4. RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29−1−1
29−1−5. DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29−1−1

Section 2. Evaluating Aeronautical Effect

29−2−1. SERVICE CENTER COORDINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29−2−1
29−2−2. AERONAUTICAL REVIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29−2−1
29−2−3. LOCAL LASER WORKING GROUP (LLWG) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29−2−1
29−2−4. PROTECTION DISTANCE CALCULATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29−2−2
29−2−5. CONTROL MEASURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29−2−2

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Paragraph Page
29−3−1. FINDINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29−3−1
29−3−2. CONTENT OF DETERMINATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29−3−1
29−3−3. PUBLICATION OF LASER OPERATIONS IN THE NAS . . . . . . . . . . . . . . . . . . . . 29−3−1

Section 4. Notices to Airmen

29−4−1. ISSUANCE OF NOTICES TO AIRMEN (NOTAM) . . . . . . . . . . . . . . . . . . . . . . . . . 29−4−1

Section 5. Aircraft Illumination Actions

29−5−1. PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29−5−1

Chapter 30. High Intensity Light Operations

Section 1. General
30−1−1. PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30−1−1
30−1−2. POLICY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30−1−1
30−1−3. AUTHORITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30−1−1
30−1−4. DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30−1−1

Section 2. Aeronautical Review/Determinations

30−2−1. EVALUATION OF AFFECTED AIRSPACE AREAS . . . . . . . . . . . . . . . . . . . . . . . . 30−2−1
30−2−2. AERONAUTICAL STUDY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30−2−1
30−2−3. CONTENT OF DETERMINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30−2−1

Chapter 31. Amateur Rocket and Commercial Space

Operations

Section 1. General
31−1−1. PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31−1−1
31−1−2. AUTHORITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31−1−1
31−1−3. POLICY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31−1−1
31−1−4. CONTROLLING FACILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31−1−1
31−1−5. DEFINITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31−1−1
31−1−6. RESOURCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31−1−2

Section 2. Amateur Rockets

31−2−1. RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31−2−1
31−2−2. GENERAL OPERATING LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31−2−1
31−2−3. AMATEUR ROCKET PROCESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31−2−1
31−2−4. AERONAUTICAL ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31−2−2
31−2−5. AIRSPACE MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31−2−3
31−2−6. WAIVER/AUTHORIZATION FORMAT AND CONTENT . . . . . . . . . . . . . . . . . . . 31−2−3
31−2−7. NOTIFICATION TO AIR TRAFFIC FACILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . 31−2−4
31−2−8. NOTAMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31−2−4

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JO 7400.2M CHG 1 1/30/20

Section 3. Launch and Reentry Vehicle Operations

Paragraph Page
31−3−1. RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31−3−1
31−3−2. LOA CONTENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31−3−1
31−3−3. LOA COORDINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31−3−2
31−3−4. NOTICE TO AIRMEN (NOTAM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31−3−2
31−3−5. LAUNCH AND REENTRY PROCESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31−3−2

Section 4. Launch and Reentry Sites

31−4−1. RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31−4−1
31−4−2. LOA CONTENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31−4−1
31−4−3. LOA COORDINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31−4−1
31−4−4. LAUNCH AND REENTRY SITE PROCESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31−4−1

Chapter 32. Environmental Matters

Section 1. General Information

32−1−1. PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32−1−1
32−1−2. POLICY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32−1−1
32−1−3. BACKGROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32−1−1
32−1−4. DELEGATION OF AUTHORITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32−1−2
32−1−5. RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32−1−2

Section 2. Environmental Processing

32−2−1. THE PROCESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32−2−1
32−2−2. ENVIRONMENTAL REVIEW OF PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . 32−2−5
32−2−3. SPECIAL USE AIRSPACE (SUA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32−2−7
32−2−4. CFR PART 150 STUDIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32−2−8

Section 3. Environmental Impact Categories and Other Topics

32−3−1. ENVIRONMENTAL IMPACT CATEGORIES TO BE INCLUDED IN ANALYSIS 32−3−1
32−3−2. ENVIRONMENTAL IMPACT CATEGORIES EXCLUDED FROM ANALYSIS . . 32−3−2
32−3−3. ENVIRONMENTAL SCREENING AND MODELING TOOLS . . . . . . . . . . . . . . . 32−3−3
32−3−4. RECORDS RETENTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32−3−4

Section 4. Air Traffic−Specific Environmental Guidance and

Requirements
32−4−1. DEPARTMENT OF TRANSPORTATION (DOT) ACT SECTION 4(f)
(RECODIFIED AS 49 USC SECTION 303(c)) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32−4−1
32−4−2. ENVIRONMENTAL JUSTICE (TITLE VI/NEPA) . . . . . . . . . . . . . . . . . . . . . . . . . . 32−4−1
32−4−3. COMMUNITY INVOLVEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32−4−1
32−4−4. SEGMENTATION, INDEPENDENT UTILITY, AND CUMULATIVE IMPACTS . 32−4−1
32−4−5. DIVERSE VECTORING AREAS (DVA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32−4−2
32−4−6. NATIONAL SECURITY AREAS (NSAs) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32−4−2
32−4−7. RECORDS RETENTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32−4−2
32−4−8. APPENDICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32−4−3
32−4−9. MEMORANDUMS AND EMAILS SUPERCEDED BY THIS ORDER . . . . . . . . . 32−4−3

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Chapter 33. Parasail Operations

Section 1. General
Paragraph Page
33−1−1. PURPOSE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33−1−1
33−1−2. AUTHORITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33−1−1
33−1−3. POLICY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33−1−1
33−1−4. CONTROLLING FACILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33−1−1
33−1−5. RESOURCES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33−1−1

Section 2. Waivers
33−2−1. RESPONSIBILITIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33−2−1
33−2−2. GENERAL OPERATING LIMITATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33−2−1
33−2−3. WAIVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33−2−1
33−2−4. WAIVER PROCESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33−2−1
33−2−5. AERONAUTICAL ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33−2−2
33−2−6. FACILITY COORDINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33−2−2
33−2−7. WAIVER/AUTHORIZATION FORMAT AND CONTENT . . . . . . . . . . . . . . . . . . . 33−2−2

Appendices
Appendix 1. Environmental Study Process Flow Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Appendix 1−1
Appendix 2. FAA Procedures for Processing SUA Actions . . . . . . . . . . . . . . . . . . . . . . . . . . Appendix 2−1
Appendix 3. Procedures for Processing SUA Actions Aeronautical Process Flow Chart . . . . Appendix 3−1
Appendix 4. FAA Procedures for Processing SUA Actions: Aeronautical and Environmental
Summary Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Appendix 4−1
Appendix 5. Air Traffic Initial Environmental Review (IER) . . . . . . . . . . . . . . . . . . . . . . . . . Appendix 5−1
Appendix 6. Sample DOT FAA Categorical Exclusion Declaration . . . . . . . . . . . . . . . . . . . . Appendix 6−1
Appendix 7. FAA/DOD Memorandum of Understanding . . . . . . . . . . . . . . . . . . . . . . . . . . . . Appendix 7−1
Appendix 8. FAA Special Use Airspace Environmental Processing Procedures . . . . . . . . . . . Appendix 8−1
Appendix 9. Noise Policy for Management of Airspace Over Federally Managed Lands . . . Appendix 9−1
Appendix 10. Community Involvement Policy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Appendix 10−1
Appendix 11. Federal Aviation Administration (FAA) Notification of Proposed Project(s)
Template . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Appendix 11−1
Appendix 12. Evaluating Air Traffic Impacts for Wind Turbine Farm Proposals . . . . . . . . . . Appendix 12−1

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2/28/19 JO 7400.2M CHG 1
JO 7400.2M

Part 1. General Procedures for Airspace Management

Chapter 1. General

Section 1. Introduction

1−1−1. PURPOSE OF THIS ORDER 1−1−4. WHAT THIS ORDER CANCELS

a. This order prescribes policy, criteria, FAA Order JO 7400.2L, Procedures for Handling
guidelines, and procedures applicable to the System Airspace Matters, dated April 27, 2017, and all
Operations Services; Mission Support Services; changes to it are canceled.
Technical Operations Air Traffic Control Spectrum
Engineering Services; the Office of Airport Planning 1−1−5. CHANGE AUTHORITY
and Programming (APP); the Office of Airport Safety
and Standards (AAS); Technical Operations Aviation The Director of Policy (AJV−P) will issue changes to
System Standards; and the Flight Standards Service this directive after obtaining concurrence from the
(AFS). affected Headquarters offices/services/service units
on the cover of this order.
b. While this order provides procedures for
handling airspace matters, additional procedures and
1−1−6. EXPLANATION OF CHANGES
criteria to supplement those contained herein may be
set forth in other directives and should be consulted. a. The significant changes to this order are
identified in the Explanation of Changes page(s). It
1−1−2. AUDIENCE is advisable to retain the page(s) throughout the
duration of the basic order.
a. This order applies to all ATO personnel and
b. If further information is desired, please direct
anyone using ATO directives.
questions through the appropriate facility/service
b. This order also applies to all regional, Service area/regional office to the headquarters office of
Center, and field organizational elements involved in primary responsibility.
rulemaking and nonrulemaking actions associated
with airspace allocation and utilization, obstruction 1−1−7. SUBMISSION CUTOFF AND
evaluation, obstruction marking and lighting, airport EFFECTIVE DATES
airspace analysis, and the management of air
navigation aids. States that participate in the State This order and its changes are scheduled to be
Block Grant Program (SBGP) assist the Office of published to coincide with AIRAC dates. However,
Airport Safety and Standards in these actions, but the due to the infrequent nature of changes submitted for
overall responsibility remains with the Office of this order, publishing may be postponed.
Airports. Participating states include Georgia,
Illinois, Michigan, Missouri, New Hampshire, North Publication Schedule
Carolina, Pennsylvania, Tennessee, Texas, and Basic or Cutoff Date for Effective Date
Wisconsin. Change Submission of Publication
JO 7400.2M 9/13/18 2/28/19
1−1−3. WHERE TO FIND THIS ORDER Change 1 8/15/19 1/30/20
This order is available on the FAA website Change 2 1/30/20 7/16/20
at http://www.faa.gov/air_traffic/publications and Change 3 7/16/20 12/31/20
ht t p: / / em p lo y e es . f aa . go v / to o ls _ r es o u rc e s/
orders_notices. JO 7400.2N 12/31/20 6/17/21

Introduction 1−1−1
7110.65R
JO CHG
JO 7400.2M
7400.2M 2 1
CHG 3/15/07
1/30/20
2/28/19

1−1−8. DELIVERY DATES e. When revised, reprinted, or additional pages are

issued, they will be marked as follows:
This order will be available on the FAA website 30
days prior to its effective date. 1. Each revised or added page will show the
change number and effective date of the change.
All organizations are responsible for viewing,
downloading, and subscribing to receive electronic 2. Bold vertical lines in the margin of the text
mail notifications when changes occur to this order. will mark the location of substantive procedural,
operational, or policy changes (for example, when
Subscriptions can be made at http://www.faa.gov/
material that affects the performance of duty is added,
air_traffic/publications.
revised, or deleted).
1−1−9. RECOMMENDATIONS FOR
PROCEDURAL CHANGES 1−1−10. DISTRIBUTION

a. The responsibility for processing and coordin- This order is available online and will be distributed
ating revisions to this order is delegated to the electronically to all offices that subscribe to receive
Airspace Policy Group Manager. email notification/access to it through the FAA web−
site at http://www.faa.gov/air_traffic/publications.
b. Proposed changes or recommended revisions
must be submitted, in writing, to the Airspace Policy
1−1−11. SAFETY MANAGEMENT SYSTEM
Group. The proposal should include a description of
the change or revision, the language to be inserted in Every employee is responsible for ensuring the safety
the order, and the rationale for the change or revision. of equipment and procedures used in the provision of
services within the National Airspace System (NAS).
c. The Airspace Policy Group will review and
revise proposed changes as necessary and submit a. Risk assessment techniques and mitigations, as
supported proposals to Policy (AJV−P). When appropriate, are intended for implementation of any
appropriate, the Airspace Policy Group may convene planned safety significant changes within the NAS,
a workgroup for this purpose. Composition of the as directed by FAA Order 1100.161, Air Traffic
workgroup will be determined by the subject matter Safety Oversight.
and the expertise required. The Airspace Policy
b. Direction regarding the Safety Management
Group is responsible for the selection of the members
System and its application can be found in the Air
of the workgroup, and for appointing the chairperson
Traffic Organization Safety Management System
of the group.
Manual; FAA Order JO 1000.37, Air Traffic
d. The Policy directorate is responsible for Organization Safety Management System; and FAA
ensuring all approved revisions are published. Order 1100.161, Air Traffic Safety Oversight.

1−1−2 Introduction
2/28/19 JO 7400.2M

Section 2. Authority and Order Use

1−2−1. POLICY l. Section 44718, Structures Interfering with Air

Commerce.
The navigable airspace is a limited national resource
that Congress has charged the Federal Aviation m. Section 44719, Standards for Navigational
Administration (FAA) to administer in the public Aids.
interest as necessary to ensure the safety of aircraft n. Section 44720, Meteorological Services.
and its efficient use. Although the FAA must protect
the public’s right of freedom of transit through the o. Section 44721, Aeronautical Maps and Charts.
airspace, full consideration must be given to all p. Section 46104(e), Designating Employees to
airspace users, to include national defense; commer- Conduct Hearings.
cial and general aviation; and space operations.
Accordingly, while a sincere effort must be made to q. Section 46301, Civil Penalties.
negotiate equitable solutions to conflicts over the use r. Section 46308, Interference with Air Naviga-
of the airspace for non−aviation purposes, preserva- tion.
tion of the navigable airspace for aviation must be the
s. Chapter 471, Airport Development − All of
primary emphasis.
Subchapters I and II.
t. Chapter 475, Noise − All of Subchapters I and
1−2−2. AUTHORITY AND APPLICABILITY II.
The authority for the procedures and associated rules
and regulations addressed in this order are provided 1−2−3. FUNCTIONAL RESPONSIBILITIES
in 49 U.S.C. Subtitle VII, Aviation Programs,
Functional responsibilities of headquarters and
Part A − Air Commerce and Safety, and Part B −
regional/service area organizations referred to in
Airport Development and Noise:
this order are detailed in Order 1100.1, FAA
a. Section 40101, Policy. Organization−Policies and Standards.
b. Section 40102, Definitions.
1−2−4. TITLE 14 CODE OF FEDERAL
c. Section 40103, Sovereignty and Use of REGULATIONS (CFR) REFERENCES
Airspace, and the Public Right of Transit.
a. Part 11, General Rulemaking Procedures.
d. Section 40106(a), Deviations From Regula- b. Part 71, Designation of Class A, B, C, D, and
tions. E Airspace Areas; Air Traffic Service Routes; and
e. Section 40109, Authority to Exempt. Reporting Points.

f. Section 106(f), Authority of the Secretary and c. Part 73, Special Use Airspace.
the Administrator. d. Part 77, Objects Affecting Navigable Airspace.
g. Section 106(g), Duties and Powers of Authori- e. Part 91, General Operating and Flight Rules.
ty.
f. Part 93, Special Air Traffic Rules.
h. Section 40113, Administrative. g. Part 95, IFR Altitudes.
i. Section 44501(a), Long Range Plans and Policy h. Part 97, Standard Instrument Approach Proced-
Requirements. ures.
j. Section 44502, General Facilities and Personnel i. Part 101, Moored Balloons, Kites, Amateur
Authority. Rockets, Unmanned Free Balloons, and Certain
Model Aircraft.
k. Section 44502(c), Military Construction,
Rockets, and Missiles. j. Part 152, Airport Aid Program.

Authority and Order Use 1−2−1

JO 7400.2M 2/28/19

k. Part 157, Notice of Construction, Alteration, Abbreviation Meaning

Activation, and Deactivation of Airports. AGC Office of the Chief Counsel
l. Chapter III, Commercial Space Transportation. AGL Above Ground Level
m. Chapter V, National Aeronautics and Space AIM Aeronautical Information Manual
Administration. AIS Aeronautical Information Services
ALP Airport Layout Plan
1−2−5. WORD MEANING APO Office of Aviation Policy and Plans
As used in this Order: APP Office of Airport Planning and Pro-
gramming
a. “Must” means an action/procedure is mandat- ARP Airport Reference Point
ory.
ARSR Air Route Surveillance Radar
b. “Must not” means an action/procedure is ARTCC Air Route Traffic Control Center
prohibited.
ARU Airborne Radar Unit
c. “Should” is used when application is recom- ASR Spectrum Policy and Management
mended.
AST Office of Commercial Space Trans-
d. “May” and “need not” are used when portation
application is optional. ATC Air Traffic Control
e. “Will” is used only to indicate futurity, never to ATCAA Air Traffic Control Assigned Airspace
indicate any degree of requirement for application ATCRBS Air Traffic Control Radar Beacon
of a procedure. System
f. “Navigable airspace” means airspace at or above ATCSCC David J. Hurley Air Traffic Control
the minimum flight altitudes prescribed by the Code System Command Center
of Federal Regulations, including airspace needed for ATCT Airport Traffic Control Tower
safe takeoff and landing. ATO Air Traffic Organization
g. “Controlled airspace” is a generic term used to ATREP Air Traffic Representative
describe Class A, Class B, Class C, Class D, and CARF Central Altitude Reservation Function
Class E airspace.
CDRH Center for Devices and Radiological
h. “Uncontrolled Airspace” (Class G) is airspace Health
that has not been designated by rule as Class A, B, C, CFA Controlled Firing Area
D, or E.
CFZ Critical Flight Zone
CFR Code of Federal Regulations
1−2−6. ABBREVIATIONS
CP Construction Permit
See TBL 1−2−1 for a list of abbreviations used in this DF Direction Finder
Order.
DME Distance Measuring Equipment
TBL 1−2−1
DMS Docket Management System
FAA Order JO 7400.2 Abbreviations
DNE Does Not Exceed
Abbreviation Meaning DNH Determination of No Hazard
AAS Office of Airport Safety and Standards DOD Department of Defense
ADO Airport District Office DOH Determination of Hazard
AE Airport Elevation EBO Exceeds But Okay
AFS Flight Standards Service EMI Electromagnetic Interference

1−2−2 Authority and Order Use

2/28/19 JO 7400.2M

Abbreviation Meaning Abbreviation Meaning

ERP Effective Radiated Power MPE Maximum Permissible Exposure
FAAO Federal Aviation Administration Or- MRAD Milliradian
der
MRU Military Radar Unit
FACSFAC Fleet Area Control and Surveillance MSA Minimum Safe Altitude
Facility
MSL Mean Sea Level
FCC Federal Communications Commission
MTR Military Training Route
FDA Food and Drug Administration
MVA Minimum Vectoring Altitude
FL Flight Level
NAD North American Datum
FPT Flight Procedures Team
NAS National Airspace System
FSDO Flight Standards District Office
NASA National Aeronautics and Space Ad-
FSS Flight Service Station ministration
GAO Government Accountability Office NAVAID Navigational Aid
HIL High Intensity Light NDB Nondirectional Radio Beacon
IAP Instrument Approach Procedure NEPA National Environmental Policy Act
ICAO International Civil Aviation Organiza- NFDC National Flight Data Center
tion
NFDD National Flight Data Digest
IFR Instrument Flight Rules
NFZ Normal Flight Zone
ILS Instrument Landing System
NM Nautical Mile
IR IFR Military Training Route
NPH Notice of Presumed Hazard
IRAC Interdepartmental Radio Advisory
Committee NOHD Nominal Ocular Hazard Distance
J Joule NOTAM Notice to Airmen
L/MF Low/Medium Frequency NPIAS National Plan of Integrated Airport
Systems
LFZ Laser Free Zone
NPRM Notice of Proposed Rulemaking
LLWG Local Laser Working Group
NR Nonrulemaking
LMM Middle Compass Locator
NRA Nonrulemaking Airport
LOA Letter of Agreement
NSA National Security Area
LOD Letter of Determination
NTAP Notices to Airmen Publication
LOM Outer Compass Locator
NWS National Weather Service
LSO Laser Safety Officer
OE Obstruction Evaluation
MAJCOM Military Major Command
OE/AAA Obstruction Evaluation/Airport
MCA Minimum Crossing Altitude Airspace Analysis
MCP Minimum Crossing Point OFZ Obstacle Free Zone
MEA Minimum En Route Altitude PAPI Precision Approach Path Indicator
MHA Minimum Holding Altitude PFC Passenger Facility Charge
MIA Minimum IFR Altitude PL Public Law
MOA Military Operations Area PSR Project Status Request
MOCA Minimum Obstruction Clearance Alti- RBS Radar Bomb Scoring
tude

Authority and Order Use 1−2−3

JO 7400.2M 2/28/19

Abbreviation Meaning Abbreviation Meaning

REIL Runway End Identifier Lights TERPS United States Standard for Terminal
Instrument Procedures
RNAV Area Navigation
ROFA Runway Object Free Area TERPSR Termination Project Status Letter

RPZ Runway Protection Zone TOFA Taxiway Object Free Area

RVR Runway Visual Range USC United States Code

RVV Runway Visibility Value UTC Coordinated Universal Time

SFZ Sensitive Flight Zone VASI Visual Approach Slope Indicator

SIAP Standard Instrument Approach Pro- VFR Visual Flight Rules

cedure VGSI Visual Glide Scope Indicator
SMO System Maintenance and Operations VOR Very High Frequency Omnidirectional
Range
SR Scientific/Research Lasers
STAR Standard Terminal Arrival Route VORTAC Very High Frequency Omni−Direc-
tional Range/Tactical Air Navigation
SUA Special Use Airspace Aid
TERABA Termination/Abandoned Letter VR VFR Military Training Route
TEREXP Termination/Expired Letter

1−2−4 Authority and Order Use

1/30/20
2/28/19 JO 7400.2M CHG 1
JO 7400.2M

Section 3. Airspace Planning and Analysis

1−3−1. BACKGROUND and optimized for the efficient use of the nation’s
airspace.
a. Airspace management functions historically
have been widely dispersed. Responsibility for 1−3−2. POLICY
airspace management has resided with the regional/ The air traffic planning and analysis policy uses an
service area offices, while airspace changes for interdisciplinary approach to ensure the effective
operational considerations have been handled by management of national airspace changes. This
field facilities. The focus on airspace change and policy requires national implementation strategies;
redesign has been local in scope and centered, for the especially for changes designed to enhance user
most part, on single areas. It is apparent that changes operations, maintain the highest standards of safety,
in airspace configuration, architecture, and/or generate new efficiencies, and effectively use our
structure have national implications for air traffic resources. With this policy in mind, the Strategy and
control, traffic flow management, and the user Prioritization Team (AJV−S31) is designated as the
community. Therefore, changes in the use or air traffic office that will provide national oversight
allocation of the airspace need to be coordinated at the for:
national level.
a. Formulating airspace efficiency policy.
b. Establishing guidelines for airspace architec-
b. The details involved in airspace design must be
ture and structural changes.
centrally located. It is essential that efforts expended
on airspace studies and proposed airspace changes be c. Providing a high−level analysis of current and
coordinated at the national level. This coordination proposed operations for efficiency from a NAS−wide
will ensure that resources are effectively prioritized perspective.

Airspace Planning and Analysis 1−3−1

2/28/19 JO 7400.2M

Chapter 2. Rulemaking/Nonrulemaking Airspace Cases

Section 1. Ex Parte Communications

2−1−1. DEFINITION and justification. Responsible persons should be

receptive to proper contacts from members of the
Ex parte communication is any contact between the public who are affected by, or interested in, the
FAA and a party outside the government related to a proposed action. Contact with the public to obtain
specific rulemaking proceeding, before that particu- current information needed for rulemaking/nonrule-
lar proceeding is finalized. A rulemaking proceeding making actions or to clarify written comments is
does not close until all received comments have been permissible.
addressed, and a final rule is published. “Ex parte” is
a Latin term that is interpreted to mean “one sided,” 2−1−4. DISCLOSURE
and indicates that not all parties to an issue were
present when it was discussed. Because some While this policy recognizes the importance of ex
interested persons, including the general public, are parte contacts, it also contains a strict mandate to
excluded from an ex parte communication, such a disclose these contacts. Specifically, the FAA has an
contact may give, or appear to give, an unfair obligation to conduct its rulemaking activities in a
advantage to one party. public manner, whereby interested members of the
public are afforded adequate knowledge of such
NOTE−
contacts. This is necessary to ensure all interested
Written comments submitted to the docket are not
considered ex parte contacts because they are available members of the public are afforded the opportunity to
for inspection by all members of the public. make their views known to the FAA. Without such
disclosure, other interested members of the public
and the FAA may be deprived of informed and
2−1−2. SCOPE valuable comments.
Whether ex parte contacts are initiated by the FAA or
by a member of the public (including affected 2−1−5. PERMITTED CONTACT
industry), they are improper if they affect the basic The kind of ex parte contacts permitted and the
openness and fairness of the decision making procedures to be followed depend on when the
process. Because of this possibility and because of contact occurs. Under some circumstances, an ex
the possible appearance of impropriety, the FAA’s parte contact could affect the basic openness and
policy on ex parte contacts is very strict. This policy, fairness of the rulemaking process. Even the
however, does not significantly restrict the gathering appearance of impropriety can affect public
of information needed to make an intelligent confidence in the process. Any questions regarding
decision. the following authorized contacts should be
addressed by the Office of the Chief Counsel.
2−1−3. POLICY a. Before the issuance of any rulemaking and/or
The FAA encourages full public participation in nonrulemaking action, ex parte contacts are
rulemaking and nonrulemaking actions. This policy authorized when needed to obtain technical and
allows for appropriate ex parte contacts when economic information. Each contact that influenced
necessary to ensure adequate public comment. the specific effort must be included in a report
Persons directly responsible for the rulemaking/non- discussing each contact or group of related contacts.
rulemaking action should, in addition to providing This report must be placed in the project’s
the public the opportunity to respond in writing to docket/case file.
proposed actions and/or to appear and be heard at a b. During the comment period, ex parte contacts
hearing, undertake such contacts with the public as are strongly discouraged, since requests for
will be helpful in resolving questions of substance information can be submitted in writing or at a public

Ex Parte Communications 2−1−1

JO 7400.2M 2/28/19

meeting. The only information that should be distributed during meetings between the FAA and
released is that contained in the proposed rule and any interested parties.
other information made generally available during a
g. Contacts after the close of the comment period
public meeting. Information, such as facts not
should be avoided. However, if an ex parte
presented in the rulemaking/nonrulemaking notifica-
communication occurs that could substantially
tion or at a public meeting, or the agency’s
influence the rulemaking after the comment period
preliminary thinking on the final rule, should not be
has closed, it is the FAA’s policy to consider
discussed. Persons who contact the agency by
reopening the comment period. Important informa-
telephone or in person seeking to discuss the proposal
tion should not be disregarded simply because it was
should be advised that the proper avenue of
late. However, because contacts after the close of the
communication during the comment period is by
comment period may result in reopening the
written comment submitted to the docket. When the
comment period, they should be avoided. Written
agency determines that it would be helpful to meet
comments received after the closing date do not
with a person or group during the comment period,
require reopening the comment period unless the
the meeting must be announced in the Federal
agency is substantially and specifically influenced by
Register and all interested persons must be invited.
the comment.
c. In a formal public hearing, the testimony is
usually recorded and the transcript added to the 2−1−6. RECORDING CONTACTS
docket. Summaries of all substantive oral communic- A record of a contact or series of contacts need only
ations and copies of materials provided that could be made when it is determined that the contact
affect the agency position must be placed in the influenced the agency’s action. The record of a
docket. Individuals who have made oral comments at contact or series of contacts may be made at any time
meetings should be encouraged to also submit those after the contact, but must be made before issuance of
comments to the docket in writing. the final action. The record of ex parte contacts need
not be a verbatim transcript of the communication.
d. Persons who contact the agency simply to However, a mere recitation that on a stated day a
obtain information regarding the proposal may be meeting or telephone conversation was held with
provided with information that has already been listed persons to discuss a named general subject is
made available to the general public. No record of inadequate. The report of the meeting or contact
such a contact is required. should contain at a minimum:

e. Once the comment period has closed, sub- a. The date and time of the meeting or
sequently received written communications should conversation.
also be placed in the docket. Inform those who wish b. A list of the participants.
to submit such “late filed” comments (in accordance
with Part 11), their comments will be given c. A summary of the discussion (more than a
consideration to the extent that they cause no undue simple list of the subjects discussed).
expense or delay. d. A specific statement of any commitments made
by any FAA personnel. A copy of any documents
f. If the agency determines that it would be helpful discussed should be attached to the record. Any
to meet with a person or group after the close of the questions on the preparation of the record should be
comment period, the meeting must be announced in directed to the Office of the Chief Counsel.
the Federal Register. Moreover, consideration should
be given to reopening the comment period.
2−1−7. ADVICE FROM COUNSEL
Substantive oral communications other than formal
meetings are discouraged. If it is discovered that such Questions concerning the propriety of ex parte
a contact has occurred, a summary of the contact must contacts, or the actions to be taken after such contacts,
be placed in the docket if it could be perceived as should be directed to the Office of the Chief Counsel.
influencing the rulemaking process. Such a summary Ex parte contacts must be handled correctly to
must be accompanied by copies of any material prevent unwarranted delay and legal challenge.

2−1−2 Ex Parte Communications

2/28/19 JO 7400.2M

2−1−8. RELEASE OF RULEMAKING language to be used. When necessary, limit

AND/OR NONRULEMAKING TEXTS discussion and disclosure to the minimum amount of
rule text necessary to accomplish the task. Preamble
The agency policy is to not provide outside parties the
text is not to be distributed before publication.
texts of rulemaking/nonrulemaking documents
before official release. Such disclosures may give the
appearance that the agency is seeking outside party 2−1−9. ADDITIONAL REFERENCES
approval and may give an advantage to some parties
over other members of the public. There is one For additional information on ex parte communica-
exception to this policy. It may be necessary to tions, see the following:
discuss possible specific regulatory provisions under a. DOT Order 2100.2, Policies for Public
consideration to obtain information on technical, Contacts in Rulemaking.
operational, and economic impacts needed for
agency deliberations. Avoid discussion of specific b. Appendix 1 to Title 14 CFR Part 11, Oral
language unless needed information cannot be Communications with the Public During Rulemak-
obtained without discussion of the precise technical ing.

Ex Parte Communications 2−1−3

2/28/19 JO 7400.2M

Section 2. Executive Order 10854

2−2−1. SCOPE the successful conduct of the foreign relations of

the United States.
a. Executive Order 10854 extends the application NOTE−
of 49 U.S.C. § 40103 to the overlying airspace of See FIG 2−2−1 for the text of Executive Order 10854.
those areas of land or water outside the United States
beyond the 12−mile offshore limit in which the 2−2−2. POLICY
United States, under international treaty agreement
or other lawful arrangements, has appropriate Any rulemaking or nonrulemaking actions that
jurisdiction or control. encompass airspace outside of the United States
sovereign airspace (i.e., beyond 12 NM from the
b. Under the provisions of Executive Order United States coast line) must be coordinated with the
10854, airspace actions must be consistent with the Departments of Defense and State. All Executive
requirements of national defense, international Order 10854 coordination will be conducted by the
treaties or agreements made by the United States, or Airspace Policy Group.
FIG 2−2−1
Executive Order 10854

EXECUTIVE ORDER 10854

EXTENSION OF THE APPLICATION OF THE FEDERAL AVIATION ACT OF 1958
By virtue of the authority vested in me by section 1110 of the Federal Aviation Act of 1958
(72 Stat. 800: 49 U.S.C. 1510), and as President of the United States, and having determined
that such action would be in the national interest, I hereby order as follows:
The application of the Federal Aviation Act of 1958 (72 Stat. 731; 49 U.S.C. 1301 et seq.), to
the extent necessary to permit the Secretary of Transportation to accomplish the purposes and ob-
jectives of Titles III and XII thereof (49 U.S.C. 1341−1355 and 1521−1523), is hereby extended to
those areas of land or water outside the United States and the overlying airspace thereof over or in
which the Federal Government of the United States, under international treaty, agreement or other
lawful arrangement, has appropriate jurisdiction or control: Provided, that the Secretary of Trans-
portation, prior to taking any action under the authority hereby conferred, shall first consult with
the Secretary of State on matters affecting foreign relations, and with the Secretary of Defense on
matters affecting national−defense interests, and shall not take any action which the Secretary of
State determines to be in conflict with any international treaty or agreement to which the United
States is a party, or to be inconsistent with the successful conduct of the foreign relations of the
United States, or which the Secretary of Defense determines to be inconsistent with the require-
ments of national defense.
Dwight D. Eisenhower
The White House, November 27, 1959

Executive Order 10854 2−2−1

2/28/19 JO 7400.2M

Section 3. Processing Rulemaking Airspace Actions

2−3−1. PURPOSE b. Docket Identification.

This section prescribes procedures to be followed 1. Rulemaking cases are identified by two
when taking rulemaking actions to establish, modify, docket numbers. The first, an FAA docket number,
or revoke regulatory airspace. consists of the acronym FAA; the current year; and a
consecutively assigned number (for example,
FAA−2003−14010). The second, an Airspace docket
2−3−2. RESPONSIBILITY number, includes the last two digits of the calendar
year; the appropriate FAA regional abbreviation for
a. The Airspace Policy Group is responsible for
the geographic area the airspace action falls within
processing the following actions: Class A, B, and C
(for example, AEA, ASO, etc.); and a consecutively
airspace areas; special use airspace (except controlled
assigned number within the calendar year (for
firing areas); offshore airspace areas; air traffic
example, 16−ASW−46). The FAA docket number is
service routes; and those Class D and E airspace areas
assigned by DOT Docket Operations. The Airspace
that overlie U.S. territories and possessions.
docket number is assigned by the Service Center
b. The Airman Certification and Air Traffic Law responsible for the geographic area the airspace
Branch, AGC−240, is responsible for ensuring that action falls within, except for those airspace actions
the airspace cases listed in paragraph a, above, meet that are required to be originated by Headquarters.
the requirements of the Administrative Procedure 2. Numbers must run consecutively within each
Act (5 U.S.C. Chapter 5, Section 553) and DOT calendar year.
Order 2100.5, Policies and Procedures for Simplifi-
cation Analysis and Review of Regulations. c. Docket Content. The official docket must
include all petitions, notices, rules, comments,
c. Service centers are responsible for processing correspondence, available graphics, and related
all Class D and E airspace area cases (except those material concerning the case (other than working
overlying U.S. territories and possessions). files).
d. The Assistant Chief Counsel for each region is
responsible for ensuring that all regional airspace 2−3−4. COMMENT PERIODS
cases meet the requirements of the Administrative Notice of Proposed Rulemaking (NPRM) actions
Procedures Act and DOT Order 2100.5. should provide the following public comment
periods:
2−3−3. DOCKETS a. Proposed nonsignificant rules (for example,
most airspace actions): 45 days.
a. Docket Location.
b. Proposed significant rules (for example, Class
1. The official docket for both Headquarters and B and Class C actions): 60 days.
Service Center rulemaking cases must be maintained
REFERENCE−
by DOT Docket Operations, U.S. Department of DOT Order 2100.5, Policies and Procedures for Simplification Analysis
Transportation, 1200 New Jersey Avenue, SE, Room and Review of Regulations.
W12−140, West Building Ground Floor, Washing-
ton, DC 20590. 2−3−5. FLIGHT PROCEDURAL DATA
2. The Federal Docket Management System a. If an airspace docket requires an instrument
(FDMS) is the government−wide online database procedure change and/or flight inspection, the
that includes DOT’s public dockets. The public appropriate Operations Support Group (OSG) must
may review documents placed in the docket, coordinate the proposed effective date with Aeronau-
and submit comments on proposed rules, by tical Information Services (AIS). The proposed
accessing the Federal eRulemaking Portal at effective date must consider the time needed to
http://www.regulations.gov. process procedural changes, complete Part 71

Processing Rulemaking Airspace Actions 2−3−1

JO 7400.2M 2/28/19

rulemaking, and allow ample time for flight sufficient lead time exists for meeting airspace
inspection, if required. Any problems that could rulemaking, processing and charting requirements,
affect the proposed effective date must be instrument approach procedure development, and
coordinated with AIS and the Airspace Policy Group. flight inspection deadlines (if required).
See Order 8260.26, Establishing and Scheduling
d. The OSG must review all public comments
Standard Instrument Procedure Effective Dates, for
posted to the Federal eRulemaking Portal
scheduled charting deadlines and publication dates.
(www.regulations.gov) or submitted directly to the
b. If a rule without a prior NPRM is to be issued, FAA in response to an NPRM. The public comments
and flight check data is required, the OSG must must be analyzed to identify aeronautical impacts and
provide details of the change to AIS to request flight whether mitigations are appropriate or cannot be
inspection and coordinate the planned effective date. adopted for specific reasons.
e. Within 90 days after the NPRM comment
2−3−6. SUBMISSION OF RULEMAKING period closing, the OSG Manager will submit a
AIRSPACE CASES TO HEADQUARTERS memorandum to the Airspace Policy Group Manager
with either a recommendation for further action (for
a. To initiate Part 71 and Part 73 rulemaking for example, proceed to final rule, changes required,
airspace actions that are processed by Headquarters, withdraw the proposal, etc.), or a status update on the
the OSG Manager must submit a request memoran- proposal. Include the following information in the
dum to the Airspace Policy Group Manager. memorandum:
b. The request must include the following: 1. An analysis of issues raised in the NPRM
1. A regional docket number (except for Class comments received and how they are being addressed
B and C actions). or mitigated. Provide a detailed explanation for
issues that cannot be mitigated.
2. Background information to include the
purpose and need for the proposed action. If an 2. Confirmation that the airspace description
informal airspace meeting is held, provide the remains the same as proposed in the NPRM or details
meeting summary, public comments, and proposed of the changes that are required.
mitigations. NOTE−
If substantial changes are made to the proposed action, a
(a) Provide specific details of the proposed
supplemental NPRM, with a new comment period, could
action for inclusion in the NPRM to present the be required.
public with enough information to develop effective
comments. 3. Copies of public comments received and any
additional information that should be considered by
(b) For airspace actions, the proposed the Airspace Policy Group.
description of the airspace and aeronautical chart
depiction. 4. The requested airspace effective date.
NOTE−
A chart depiction is not required for ATS routes. 2−3−7. EFFECTIVE DATE OF FINAL RULES
(c) For Air Traffic Service (ATS) route a. Amendments to Parts 71 and 73 must be made
actions, the proposed descriptions of the ATS route effective at 0901 Coordinated Universal Time (UTC)
and TARGETS track plot. and must coincide with 56−day en route charting
dates published in FAA Order 8260.26, Establishing
(d) If radials, courses, or bearings are
Submission Cutoff Dates for Civil Instrument Flight
included as part of an airspace or ATS route
Procedures, Appendix A, Data Submission Cutoff
description, both True and Magnetic values must be
Dates. Exceptions are as follows:
included for the NPRM.
1. Safety or national interest actions that require
c. If an airspace action needs to be completed by
an earlier effective time or date.
a specific date, the OSG must coordinate with any
other FAA offices as necessary to ensure that 2. Editorial changes.

2−3−2 Processing Rulemaking Airspace Actions

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JO 7400.2M

3. Actions that lessen the burden on the public electronic submissions.

(for example, revocation of restricted areas).
4. Class B and C airspace areas must be made b. Paper submissions must have an original
effective on the appropriate sectional aeronautical NPRM or an original final rule and a CD with two
charting date. To the extent practicable, Class D duplicate certified electronic files that are forwarded
airspace area and restricted area rules should become to AGC−200 for publication in the Federal Register.
effective on a sectional chart date. Consideration The Office of the Federal Register requires that all
should be given to selection on a sectional chart date original documents be signed with blue ink.
that matches a 56−day en route chart cycle date.
c. Electronic submissions are submitted though
b. Cutoff dates are established to allow sufficient the Federal Register web portal at
time for chart production and distribution. To meet webportal.fedreg.gov. For more information on how
this requirement, final rules must be published in the to get a digital signature and the submission process,
Federal Register on or before the applicable deadline see the Office of the Federal Register’s Document
for en route airspace date for the planned airspace Drafting Handbook, Chapter 6.
effective date.
REFERENCE− d. All documents must meet the criteria and
FAA Order 8260.26, Appendix A.
format established by the Office of the Federal
Register as outlined in the Document Drafting
2−3−8. PUBLICATION IN FEDERAL REGIS-
Handbook;
TER
https://www.archives.gov/federal−register/write/han
a. The Federal Register accepts both paper and dbook

Processing Rulemaking Airspace Actions 2−3−3

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JO 7400.2M

Section 4. Processing Nonrulemaking Airspace

Actions

2−4−1. PURPOSE comments (for example, e−mail, fax, etc.). Normally,

a 45−day comment period should be provided. Other
This section prescribes the procedures to be followed parts in this order contain additional guidance
when establishing, modifying, or revoking nonrule- regarding circularization.
making airspace.
b. Discuss in the nonrulemaking circular any
regulatory changes (for example, Part 71, Part 73)
2−4−2. IDENTIFICATION
that might be affected if the nonrulemaking proposal
Nonrulemaking cases are identified by a study is adopted. Describe the regulatory changes in as
number. The study number includes the last two much detail as is known at the time.
digits of the calendar year, the appropriate FAA c. Regional/service area offices must coordinate
regional or airports office abbreviation that the action with their respective state aviation representatives to
falls within, a consecutively assigned number within ascertain which nonrulemaking circulars each state is
each calendar year, and either an “NR” (nonrulemak- interested in receiving. If various agencies within a
ing), “NRA” (nonrulemaking airport), or “OE” state government request copies of particular
(obstruction evaluation) suffix as appropriate. circulars, the regional/service area office may request
EXAMPLE− that one agency be designated to receive and
1. 16−AWP−1−NR for studies involving navigational distribute the requested copies.
aids and nonrulemaking Special Use Airspace (SUA)
cases. d. Send one copy of each SUA nonrulemaking
circular to the Rules and Regulations Group.
2. 16−ASO−1−NRA for studies involving airports.
3. 16−AGL−1−OE for studies involving surface struc- e. Except for Class B and Class C airspace actions,
tures. when a nonrulemaking action is associated with a
rulemaking action, the nonrulemaking proposal may
4. 16−ORL−1−NRA for studies processed by an airports
be included in the NPRM, and a separate
district office.
nonrulemaking circular is not required. The NPRM
will satisfy the circularization requirement and
2−4−3. CIRCULARIZATION present the full scope of both the rulemaking and
nonrulemaking proposal.
a. Except for NRA airspace proposals, nonrule-
making airspace proposals must be circularized by
the service area office unless procedures for 2−4−4. CIRCULARIZATION DOCUMENTA-
processing those types of proposals allow exemp- TION
tions to circularization. Each notice must contain a
All notices of aeronautical studies, informal airspace
complete, detailed description of the proposal
meetings, and determinations issued for obstruction
including charts, if appropriate, to assist interested
evaluation and airport airspace analysis studies
persons in preparing comments. Circularization lists
require certificates of mailing. The certificate must be
must include, but not be limited to, all known
recorded in each case file as follows:
aviation interested persons and groups such as the
state aviation agencies; Service Center military AERONAUTICAL STUDY [NUMBER]
representatives; national and local offices of aviation CERTIFICATE OF MAILING
organizations; local flight schools, local airport I HEREBY CERTIFY THAT A COPY OF THE
owners, managers, and fixed base operators; and ATTACHED [notice/determination] WAS MAILED
local air taxi and charter flight offices. In order to TO EACH OF THE ADDRESSEES LISTED ON
ensure the widest public participation, service centers THE ATTACHED [mailing list/distribution list
should consider all available communication alterna- number] THIS [date] DAY OF [month/year].
tives for distributing circulars and receiving SIGNED: [specialist/mail clerk/etc.]

Processing Nonrulemaking Airspace Actions 2−4−1

7110.65R
JO CHG
JO 7400.2M
7400.2M 2 1
CHG 3/15/07
1/30/20
2/28/19

2−4−5. SUBMISSION OF NONRULEMAK- 2. The final version of the airspace description

ING SUA CASES TO RULES AND (including a revised chart, if applicable).
REGULATIONS GROUP
3. The requested airspace effective date.
a. After the circular public comment period ends, 4. Copies of public comments received and any
the OSG must analyze all comments received and additional information that should be considered by
coordinate with the concerned ATC facility to the Rules and Regulations Group.
develop a response to the issues raised by the
comments, and determine if the proposal should be 2−4−6. EFFECTIVE DATE OF NONRULE-
modified as a result of the comments. Coordinate MAKING ACTIONS
with the appropriate Service Center military
Nonrulemaking actions must be made effective at
representative to discuss possible mitigations or
0901 UTC and must coincide with the 56−day
changes based on the comments. If significant
en route charting dates published in FAA Order
changes are made to what was circularized, it may be
8260.26, Appendix A. Exceptions are as follows:
necessary to recircularize the proposal for additional
public comment. a. Safety or national interest actions that require
an earlier effective time or date.
b. After considering all pertinent information, the
b. Editorial changes.
OSG and the ATC facility will determine whether the
proposal should be forwarded for approval or c. Actions that lessen the burden on the public (for
disapproved. If the action is to be disapproved, the example, revocation of special use airspace).
OSG will comply with the guidance in Paragraph d. To the extent practical, consider making the
21−5−6, Disapproval of Proposals, of this Order. nonrulemaking SUA effective on a sectional chart
date that matches the 56−day en route charting dates.
c. Within 90 days after the circular comment
period closing, the OSG Manager will submit a
memorandum to the Rules and Regulations Group 2−4−7. PUBLICATION OF NONRULEMAK-
Manager with either a recommendation to approve, ING ACTIONS
or a status update on the proposal. Include the Nonrulemaking actions must be published in the
following information in the memorandum: National Flight Data Digest (NFDD) on or before the
applicable charting cutoff date.
1. A discussion of each issue raised by the REFERENCE−
comments and how it was resolved or addressed. FAA Order 8260.26, Appendix A.

2−4−2 Processing Nonrulemaking Airspace Actions

2/28/19 JO 7400.2M

Section 5. Informal Airspace Meeting

2−5−1. PURPOSE 2−5−3. CLASS B AND C INFORMAL

AIRSPACE MEETING NOTIFICATION PRO-
This section prescribes the procedures to be followed CEDURES
for informal airspace meetings held before the a. The OSG must submit informal airspace
issuance of a rulemaking or nonrulemaking airspace meeting details to the Airspace Policy Group for
proposal. preparation of the notice and submission to the
Federal Register at least 90 days in advance of the
first meeting date. The following meeting informa-
tion is required:
2−5−2. POLICY
1. A general explanation of the proposed action
a. Informal airspace meetings may be held when to enable interested persons to prepare comments
the FAA determines there is a need to obtain prior to the meeting.
additional technical information or facts to assist in 2. The name, address, and telephone number of
the development of a proposal prior to the issuance of the person from whom additional information may be
an NPRM or a nonrulemaking circular. The number obtained.
of meetings required will be determined by the
Service Center office based on the scope of the 3. Dates and times of the meeting(s).
proposal. 4. Address(es) of meeting location(s).

b. Informal airspace meetings are mandatory for 5. Address for submitting written comments
any planned Class B and/or Class C airspace following the meeting(s).
proposals prior to issuing an NPRM. b. The Federal Register notice must be published
a maximum of 60 days and a minimum of 30 days in
NOTE− advance. The comment closing date will be 30 days
Meetings are not required for minor Class B or Class C after the last meeting date.
airspace changes (for example, editorial corrections,
ARP updates, etc.). Contact the Airspace Policy Group if c. In addition to the Federal Register publication,
in doubt whether a proposed change requires a meeting. informal airspace meeting notices must be sent to all
known aviation interested persons and groups
c. Informal airspace meetings are not a decision− including, but not limited to, state aviation agencies,
making forum. The purpose is to gather additional Service Center military representatives, national and
information to be considered in developing the local offices of aviation organizations, local flight
proposal. These meetings provide interested parties schools, local airport owners, managers and fixed
an opportunity to present views, recommendations, base operators, and local air taxi and charter operators
and comments on a proposal. All comments received within a 100−mile radius of the primary airport for
during these meetings will be considered prior to any Class B airspace actions and within a 50−mile radius
revision or issuance of a notice of proposed of the primary airport for Class C airspace actions.
rulemaking.
2−5−4. INFORMAL AIRSPACE MEETING
d. At FAA’s discretion, an electronic meeting
NOTIFICATION PROCEDURES FOR
format (such as webinars, podcasts, etc.) may be used
AIRSPACE ACTIONS OTHER THAN CLASS
to supplement the traditional meeting format.
B AND CLASS C
Electronic meetings must provide a method of
posting questions and answers that can be viewed by a. When additional information is needed, or
all participants after the meeting. In addition, known/anticipated controversy warrants, the above
instructions for participants to submit written procedures may also be used for informal airspace
comments after the meeting must be included. meetings concerning airport airspace analysis, SUA,

Informal Airspace Meeting 2−5−1

JO 7400.2M 2/28/19

or commissioning/decommissioning of navigation the public to submit aeronautical comments relative

aids. Every effort must be made to notify all to the proposed action. For larger airspace area
interested aviation organizations and/or persons and proposals, multiple meeting locations and times may
groups that may be affected by the proposed action. be necessary to obtain input from the public over a
wider geographic area.
b. Service centers are responsible for the
preparation and distribution of informal airspace 2−5−6. AGENDA ITEMS
meeting notices for airspace actions other than Class Agenda items will be included in the informal
B and C. Meeting notices are not required to be airspace meeting notice. Suggested items include,
published in the Federal Register. The notice of the but are not limited to, meeting procedures, FAA
meeting should be distributed at least 30 days prior to presentation on the proposed airspace action, and an
the meeting date. opportunity for public presentations/comments.
c. The meeting notice must: Only presentations or comments from attendees that
concern the proposed action will be accepted.
1. Explain that the purpose of the meeting is to
solicit aeronautical comments regarding the propos- 2−5−7. RECORD OF MEETINGS
al’s effect on the use of the navigable airspace.
a. Official transcripts or minutes of informal
2. Provide a general explanation of the proposed airspace meetings must not be taken or prepared.
action to enable interested persons to prepare However, the chairperson must ensure that a
comments prior to the meeting. memorandum summarizing the discussions and
d. Service centers are encouraged to also make use issues raised at the meeting(s) is prepared. A copy of
of electronic media, local newspapers, radio, and the list of attendees and any written comments
television to supplement the dissemination of submitted at the meeting(s) or during the associated
meeting notices. comment period must be attached to the memoran-
dum.

2−5−5. LOCATION b. For airspace actions, a copy of the memoran-

dum and attachments must be included in the OSG
Informal airspace meetings should be held at recommendation package submitted to the Airspace
locations and times that provide an opportunity for Policy Group.

2−5−2 Informal Airspace Meeting

2/28/19 JO 7400.2M

Chapter 3. Aeronautical Information

Section 1. General

3−1−1. POLICY except magnetic need not be stated in terminal

airspace notices.
All geographic (latitude and longitude) and vertical
data submitted or used in airspace matters must be
based on current North American Datum (NAD)
criteria. 3−1−4. NAVIGATIONAL AID COORDINATES

When a navigational aid (NAVAID) is used as a

3−1−2. RESPONSIBILITY reference point in a controlled airspace description,
a. Aeronautical Information Management (AIM) its geographic coordinates must be included in
is responsible for coordination with charting degrees, minutes, and seconds.
agencies and chart producers.
b. AIM will furnish appropriate aeronautical chart
cutoff and publication dates. Cutoff dates are 9 weeks 3−1−5. DIRECTIONS
(10 weeks for action involving flight check) in
Directions must be described as follows:
advance of the publication date to allow sufficient
time for charting and chart distribution purposes.
338_ True − 022_ True = North
c. Any information pertinent to the development
of aeronautical information (for example, validation 023_ True − 067_ True = Northeast
of geographical coordinates, airport geographic 068_ True − 112_ True = East
positions, true radials, etc.) must be obtained from 113_ True − 157_ True = Southeast
AIM.
158_ True − 202_ True = South

3−1−3. TRUE/MAGNETIC DIRECTIONS 203_ True − 247_ True = Southwest

248_ True − 292_ True = West
All radials, courses, and bearings specified in an
NPRM must be stated both as true and magnetic, 293_ True − 337_ True = Northwest

General 3−1−1
2/28/19 JO 7400.2M

Section 2. Charted Reporting Points

3−2−1. POLICY b. Instrument Flight Rules Fix. FAA Form

a. Charted reporting points should be established 8260−2 will serve as a request form, a checklist for
only when necessary to provide minimum en route flight inspection in response to a request for charted
altitude (MEA) changes or to assist in the separation reporting points, and a record of action taken to
of aircraft. publish the data. The appropriate air traffic field
facility must request flight inspection action by
b. Reporting points should not be established
completing the FAA Form 8260−2 and submitting it
solely for the purpose of communication handoffs
to the FPT through the service area office. It should
(transfer of aircraft control from one sector/facility to
be forwarded through the respective service area
another to define an approach control area of
office when necessary to establish, modify, or
jurisdiction).
cancel an intersection that is used as a reporting
3−2−2. CHART SERIES SELECTION point, or to establish, modify, or cancel a holding
The request to have a reporting point charted should pattern.
be limited to the chart series necessary for its intended
use. For example, a reporting point established for the 3−2−4. PREPARATION OF FORM 8260−2
high altitude structure should not appear on the low Instructions for preparation of FAA Form 8260−2 are
altitude charts. contained in Order 8260.19, Flight Procedures and
3−2−3. FAA FORM 8260−2, RADIO FIX AND Airspace.
HOLDING DATA RECORD
a. Visual Flight Rules Fix. The appropriate air
traffic field facility must forward the completed FAA
Form 8260−2 through the service area office to AIM.

Charted Reporting Points 3−2−1

2/28/19 JO 7400.2M

Section 3. Naming of NAVAIDs, Aeronautical

Facilities, and Fixes

3−3−1. GENERAL However, in existing situations, a NAVAID off the

airport with the same name as the airport may retain
a. All fixes located at a common point must have the airport name provided there is no other NAVAID
the same name/code regardless of type, altitude, or with the same name. If retention of the airport name
route structure. at an off−airport NAVAID could lead to a potentially
b. If one of the collocated fixes is a NAVAID, the confusing situation, the name should be changed.
other fixes must be assigned the same name and Only one NAVAID located on the airport may be
three−letter identifier. assigned the airport name.
NOTE−
For the purpose of this paragraph only, a compass locator
3−3−2. RESPONSIBILITY
must be considered as a separate NAVAID.
a. Service area office are responsible for assigning e. Instrument Landing Systems (ILS).
and changing names of NAVAID and aeronautical
facilities, and must follow the instructions contained 1. Inner/middle fan markers (without collocated
herein and in FAA Order JO 7350.9, Location nondirectional radio beacons (NDB) or compass
Identifiers, Chapter 1. locators) and localizer equipment are not normally
assigned names. Localizers are identified with the
b. AIM is responsible for issuing five−letter associated airport name and applicable runway
names for radio fixes, waypoints, marker beacons, number in official writings.
and compass locators. Five−letter names must be
issued by AIM to the Terminal Procedures and 2. All outer markers must be assigned names/
Charting Group, Major Military Commands codes. If the outer marker is to be situated at the same
(MAJCOM) and Air Route Traffic Control Centers geographic location as a fix, it must adopt the fix
(ARTCC) for future assignments. names/code.

c. AIM in conjunction with the respective service 3. All outer compass locators (LOM) and
area office, must ensure that no duplication in middle compass locators (LMM) must be assigned
location name exists. names/codes. If co−located with a fix, they must also
adopt the fix name/code.

3−3−3. NAMING OF NAVAIDs f. Names/codes assigned must be the “chart

names” that will appear on aeronautical charts, in
a. The NAVAID name selected should represent a airspace dockets, and other official publications and
city, town, or prominent geographic landmark that is records.
depicted on a sectional aeronautical chart at or near
the site. If one is neither available nor suitable, a local
3−3−4. NAMING OF WAYPOINTS,
memorial name may be used. A common, easily
INTERSECTIONS, AND DME FIXES
understood word should be selected for the NAVAID
name. a. To decide whether a fix needs to be named, see
b. The name must not sound similar to an existing Order 8260.19, Flight Procedures and Airspace.
NAVAID/fix location name within the originating b. Names assigned for waypoints, intersections,
ARTCC’s area, the adjacent ARTCC’s area, or within Air Traffic Control (ATC) coordination, and Distance
a 300 NM radius from the NAVAID involved. Measuring Equipment (DME) fixes not co−located
with a navigational aid must consist of a single
c. Unduly long names should not be used.
five−letter pronounceable name. These five letters
d. A navigational aid with the same name as the must serve as the name, identifier, and computer
associated airport should be located on that airport. code.

Naming of NAVAIDs, Aeronautical Facilities, and Fixes 3−3−1

JO 7400.2M 2/28/19

c. Regional/service area office requests for e. AIM must not duplicate any radio fix,
specific five−letter names for radio fixes and waypoint, marker beacons or compass locators
waypoints should be avoided, but may be granted by names.
AIM if feasible.
f. A fix or waypoint name change is required if the
d. Five−letter names that are assigned by the fix/waypoint is moved 1 nautical mile (NM) or more
Mission Support, Terminal Procedures and Charting unless operational requirements dictate otherwise.
Group and major commands will be coordinated with
the associated ARTCC to preclude similar sounding
fix names.

3−3−2 Naming of NAVAIDs, Aeronautical Facilities, and Fixes

2/28/19 JO 7400.2M

Chapter 4. NAVAIDs

Section 1. General

4−1−1. PURPOSE respective headquarters. Non−Federal proponents

must file with the Federal Communications
This chapter provides guidelines and procedures for
Commission (FCC) and must only be notified of the
nonrulemaking actions related to requests for the
frequency selected after the FCC/IRAC action is
establishment, relocation, modification, and discon-
completed.
tinuance of NAVAIDs.

4−1−4. GOVERNING CRITERIA

4−1−2. POLICY
Order 7031.2, Airway Planning Standard Number
a. Various types of NAVAIDs are in use today,
One − Terminal Air Navigation Facilities and Air
each serving a specific purpose in the National
Traffic Control Services; Order 7031.3, Airway
Airspace System (NAS). These aids have varied
Planning Standard Number 2 −Air Route Traffic
owners and operators, but the FAA has statutory
Control; and other pertinent agency orders contain
authority to prescribe standards for the operation of
criteria governing the establishment of NAVAIDs.
any of these aids that are used as part of the NAS.
b. Dates for commissioning, discontinuance, or 4−1−5. LONG−RANGE PLANNING
conversion of NAVAIDs that are part of the NAS
must coincide with associated aeronautical charting Service area offices, Technical Operations service
dates. area offices, the Technical Operations ATC Facilities,
Implementation Services, and the FPT, must work in
4−1−3. RESPONSIBILITY FOR concert to maintain a long−range plan for the
FREQUENCY SELECTION provision of NAVAIDs and associated air traffic
control services.
The Interdepartmental Radio Advisory Committee
(IRAC), which is composed of representatives of
4−1−6. PROPOSED CHANGES
various Federal agencies, has delegated to the FAA
the responsibility to manage frequency selections/as- The service area office and/or FPT must submit to
signments for all NAVAIDs. The frequency is Technical Operations ATC Facilities, Implementa-
selected by the regional Frequency Management tion Services proposed changes to NAVAIDs that are
Office as set forth in the FAA’s 6050 series of Orders. of a magnitude to require advance budgetary
Military and other government proponents apply for planning and/or user coordination at the national
frequency authorization to the FAA through their level.

General 4−1−1
2/28/19 JO 7400.2M

Section 2. FAA NAVAIDs

4−2−1. POLICY where delay will adversely affect aviation safety. At

such meetings, agency representatives should
a. Site locations for the establishment or explain the planned use of the NAVAIDs, including
relocation of NAVAIDs require approval by the instrument approaches or other terminal procedures
appropriate Technical Operations service area or airspace planning, and any action will be
offices, FPT, service area offices, Airports, and Flight subsequently handled by airspace rulemaking
Standards Divisions. procedures. However, care should be taken that the
b. The Technical Operations service area offices’ agency’s ex parte policy is not violated during these
airspace focal point must request the appropriate informal proceedings.
service area office to initiate a nonrulemaking study
of the selected site.
4−2−4. APPROVAL AUTHORITY
c. The Technical Operations service area office
The service area office is responsible for coordination
must concur with the site location before the request
and final approval or disapproval of sites selected for
for study is made.
installation of en route NAVAIDs. The regional FPT
is responsible for coordination and final approval or
4−2−2. COORDINATION disapproval of sites selected for installation of
terminal NAVAIDs. The approval or disapproval
The service area office must coordinate the proposed determination must be issued by memorandum to the
site with AIM, FPT, Flight Standards and Airports appropriate Technical Operations service area office.
Divisions, as well as affected air traffic control Any disapproval issued must include the reasons why
facilities. The NAVAIDs purpose must be considered a site is not acceptable. Agency personnel are
and, as appropriate, a preliminary decision made reminded that en route site approval does not
regarding: constitute approval of instrument approach proced-
ures or controlled airspace planning to be processed
a. The establishment of instrument procedures;
under rulemaking action.
b. Airways/routes;
c. Designation of controlled airspace; 4−2−5. DISTRIBUTION
d. The ability to provide essential air traffic The service area office must distribute a copy of the
services; approval or disapproval determination to all FAA
offices that participated in the site study and
e. The effect of the site on facility performance;
to ARN−1.
and
f. The effect on the location or configuration of an
airport. If all offices agree with the selected site, then 4−2−6. COMMISSIONING DATE
the service area office should circularize the proposal, The responsible Technical Operations service area
as determined necessary, for comment from the office is authorized to proceed with installation of the
aviation community. NAVAID upon receipt of the site approval. As soon
as possible thereafter, an estimated date of
4−2−3. INFORMAL AIRSPACE MEETINGS commissioning must be agreed upon by the service
area office, FPT, Technical Operations service area
Convene an informal airspace meeting in accordance office, and any other concerned FAA offices. To the
with the procedures detailed in chapter 2, section 6, extent possible, the date of commissioning must
of this Order. Informal airspace meetings may not be coincide with the associated aeronautical charting
practical for time critical changes or in those cases dates.

FAA NAVAIDs 4−2−1

JO 7400.2M 2/28/19

4−2−7. PROCESSING REGULATORY

ACTIONS
The FPT must process the necessary instrument
procedures and the service area office must process
airspace rulemaking actions to be effective with the
associated aeronautical charting date.

4−2−2 FAA NAVAIDs

2/28/19 JO 7400.2M

Section 3. Military NAVAIDs

4−3−1. POLICY groups and other interested persons for comment. If

the public comments indicate further discussion is
Military NAVAID proposals may affect airspace or
warranted, then consideration should be given to
airport utilization and the availability of interference
holding an informal airspace meeting to discuss the
protected frequencies. Consequently, military pro-
proposal.
posals involving the establishment or relocation of
military NAVAIDs are forwarded to the service area
office for nonrulemaking studies. Such proposals 4−3−5. DETERMINATION RESPONSIBILITY
should contain the following information:
The responsibility to determine the acceptability of
a. Site of the NAVAIDs using geographical the military proposal is delegated to the service area
coordinates to the nearest hundredth of a second. office after coordination with the FPT, Technical
Operations service area office, Flight Standards, and
b. Equipment type.
Airports Divisions. Any problems with, or objections
c. Power output. to, the proposal must be resolved at the regional/ser-
d. Frequency range. vice area office level prior to issuance of the decision.
The determination must be issued in memorandum
e. Any other pertinent information. form stating that the FAA has “no objections” or
“objects” to the installation of the NAVAID. Airports
4−3−2. COORDINATION WITH MILITARY Divisions are cautioned to ensure that site locations
for the establishment or relocation of NAVAIDs on
The service area office is authorized to coordinate
obligated airports are in accordance with FAA
with the originating military organization to obtain
approved Airport Layout Plans. Any restrictions or
any additional information needed for the nonrule-
reasons why the proposal is objectionable must be
making study.
clearly set forth in the memorandum.

4−3−3. EVALUATION BY TECHNICAL

OPERATIONS SERVICES OFFICE 4−3−6. NOTIFICATION AND DISTRIBUTION

The regional Frequency Management Office must The appropriate service area office must normally
evaluate the military proposal to determine frequency address the determination to the military organization
availability and frequency protection. This evalu- that originated the proposal. When the request for the
ation must be provided to the responsible service area study originated from FAA headquarters, then the
office. determination should be directed to the office
requesting the study or relayed to the Military
Command through FAA/Department of Defense
4−3−4. CIRCULARIZATION
(DOD) coordination procedures. Forward copies of
If the frequency evaluation report is favorable, the the memorandum to ARN−1, the Technical
service area office must complete coordination with Operations ATC Spectrum Engineering Services,
the appropriate Airports, Flight Standards, and other Spectrum Assignment and Engineering Services, and
Technical Operations service area offices, and the those regional/service area offices that participated in
FPT. If appropriate, circularize the proposal to user the study.

Military NAVAIDs 4−3−1

2/28/19 JO 7400.2M

Section 4. Non−Federal NAVAIDs

4−4−1. POLICY 2. Forward the proposal to the service area

office, FPT and the Airports Divisions for
The FAA’s role regarding non−Federal NAVAIDs is appropriate evaluation and nonrulemaking action.
to assist sponsors proposing to establish or relocate
such aids by providing technical planning, minimum 3. Request the sponsor to submit any additional
equipment and operational standards, and processing information needed for the study.
requirements for such proposals. The operation of 4. Request the FPT to complete the necessary
non−Federal navigation facilities involving the processing of the proposed IFR procedure.
approval of Instrument Flight Rules (IFR) and air
5. Coordinate with Flight Inspection Opera-
traffic control procedures must be in accordance with
tions office as necessary to complete appropriate
minimum requirements set forth in Part 171 and the
flight inspection.
FAA’s 6700 series of Orders.
b. Air traffic. If the sponsor has requested
establishment and approval of an IFR procedure
4−4−2. REQUEST FOR ESTABLISHMENT predicated on the proposed facility, the service area
The proponent requesting the establishment or office must:
relocation of a non−Federal NAVAIDs, as defined in 1. Ensure that the necessary ATC communica-
Part 171, should provide the following information: tions can be satisfied.
a. The site of the NAVAIDs using geographical 2. Request the appropriate Airports, Technical
coordinates to the nearest hundredth second. Operations service area office, and Flight Standards
Divisions, and FPT to study the proposal.
b. Equipment type.
3. Examine the proposal regarding utilization of
c. Power output. the airspace, aeronautical operations, and air traffic
d. Frequency range. control procedures.
c. Airports Programs. The appropriate Airports
e. Any other pertinent information. Division will evaluate the proposal in reference to
existing airports and planned airport development on
4−4−3. RESPONSIBILITY file with the agency.

Requests received for establishment of a non−Federal d. Flight Standards. The appropriate Flight
NAVAID must be forwarded to the appropriate Standards Office is the focal point for studying the
Technical Operations service area office for initial effect of the proposed non−Federal NAVAID on
processing. existing or proposed VFR operations.
e. FPT. The appropriate FPT is the focal point for
a. Technical Operations Services, Technical studying the effect of the proposed non−Federal
Operations service area offices are responsible for the NAVAID on existing or proposed IFR operations. In
overall regional/service area office coordination with developing IFR procedures, FPT personnel are
the sponsor. Advice should be provided to sponsors responsible for:
on the minimum equipment and operational
performance standards, siting requirements, and the 1. Determining whether their respective re-
conditions prerequisite to use of the navigational quirements outlined in Part 171 and Order 8260.3,
facility for any IFR procedure. Additionally: United States Standard for Terminal Instrument
Procedures (TERPS), have been satisfied.
1. Evaluate the proposal to determine frequency
availability, the potential interference effects on 2. Advising the appropriate air traffic office of
existing/planned electronic and visual aids to the results of its study.
navigation, and possible electromagnetic interfer- 3. Initiating development of required IFR
ence to radio communications frequencies. procedures.

Non−Federal NAVAIDs 4−4−1

JO 7400.2M 2/28/19

4−4−4. EXTERNAL COORDINATION 4−4−6. APPROVAL AND NOTIFICATION

PROCESS
The appropriate service area office will circularize the The appropriate service area office must, based upon
proposal to all interested persons for comment if the the results of the study, determine whether there are
Technical Operations service area office, Airports any objections to the installation or relocation of the
Division, and FPTs responses are favorable. Any NAVAID and so advise the originating Technical
internal FAA problem with the proposal must be Operations service area office. The Technical
resolved prior to the circularization. Operations service area office must then forward the
determination approval or disapproval to the sponsor.
If the determination is favorable, the service area
office must initiate the airspace regulatory action
necessary for the IFR procedure.
4−4−5. INFORMAL AIRSPACE MEETING
4−4−7. DISTRIBUTION
When public comments indicate that further Copies of the determination issued to the sponsor
discussion is warranted, consideration should be must be forwarded to ARN−1, Spectrum Assignment
given to scheduling an informal airspace meeting to and Engineering Services, and to the Support
solicit additional input on the proposal. Services Branch of the FCC.

4−4−2 Non−Federal NAVAIDs

1/30/20
2/28/19 JO 7400.2M CHG 1
JO 7400.2M

Section 5. Discontinuance of FAA NAVAIDs

4−5−1. POLICY military representative. If all concur, the service

area office must circularize the proposed decommis-
Operational requirements, air traffic demand, and sioning to all interested persons for comment.
budgetary limitations are normally the basis for the Include in the circularization a brief description of the
retention or decommissioning of FAA NAVAIDs. decommissioning effect on airspace and instrument
Since economics are a necessary consideration, a procedures.
NAVAID becomes a candidate for decommissioning
when the activity level, or factors other than activity NOTE−
Advanced coordination should be accomplished with
level on which it may have been justified, are
Transport Canada regarding facilities that would affect
eliminated or changed significantly. Discontinuance transborder operations. This coordination may be
criteria are contained in the appropriate Airway handled through headquarters, regional/service area
Planning Standards (Orders 7031.2, Terminal, and offices, or direct facility to facility.
7031.3, En Route). Any discontinuance should be in
accordance with the Federal Radio Navigation Plan.
4−5−4. OBTAINING APPROVAL
In accordance with Order 1100.1, FAA Organiza-
4−5−2. RESPONSIBILITIES tion − Policies and Standards, Paragraph 15, certain
a. En Route and Oceanic Services and Terminal closings, consolidation, and decommissioning may
Services must ensure that FAA−funded NAVAIDs are require approval of the Administrator. Upon
allocated so that they benefit the greatest number of completion of the nonrulemaking study, if applic-
users consistent with safety and operational able, the appropriate regional/service area office must
efficiency. The service area office must also evaluate forward the study with a summary of comments and
the need for the retention of en route NAVAIDs and a recommendation to the Administrator through the
recommend candidates for decommissioning when concerned office or service.
their need can no longer be justified.
4−5−5. DISCONTINUANCE ACTION
b. The FPT must ensure that FAA−funded
NAVAIDs are allocated so that they benefit the Delay initiating steps for discontinuance of a
greatest number of users consistent with safety and navigational facility that requires approval from the
operational efficiency. The FPT must also evaluate Office of the Administrator until 10 working days
the need for the retention of terminal NAVAIDs and after receipt of such approval.
recommend candidates for decommissioning when
their need can no longer be justified.
4−5−6. CANCELLATION OF CONTROLLED
c. ARN−1 must recommend navigational facilit- AIRSPACE AND INSTRUMENT
ies to the Director of Mission Support, Policy as PROCEDURES
candidates for decommissioning when their function The appropriate air traffic office must ensure that the
can be equally or better provided by more designated airspace based on the NAVAID is revoked
economically efficient alternatives. or modified. The Flight Procedures Team must
coordinate the cancellation of any instrument
4−5−3. COORDINATION OF PROPOSALS approach procedure predicated on that NAVAID
before the decommissioning date.
A navigational facility selected for decommissioning
will be the subject of a nonrulemaking study. The
4−5−7. DECOMMISSIONING DATE
appropriate service area office will coordinate the
proposed action with personnel from the Technical To the extent possible, the date of decommissioning
Operations service area office, FPT, Airports should coincide with the associated aeronautical
Division, Flight Standards Division, and the regional charting dates.

Discontinuance of FAA NAVAIDs 4−5−1

JO 7400.2M 2/28/19

4−5−8. DISCONTINUANCE OF NAVAIDs 4−5−9. INTERNATIONAL STAFF

INCLUDED IN ICAO PLANS NOTIFICATION
To meet the operational requirements of United The Operations Planning, International, Operations
States and foreign aircraft, certain United States and ATM Services, is the liaison on international
NAVAIDs are included in the Caribbean, North issues between the FAA and U.S. Government
Atlantic, and Pacific Regional Air Navigation Plans elements and international organizations. Before
of the International Civil Aviation Organization action is initiated to discontinue any NAVAID
(ICAO). By international agreement, amendments to included in an ICAO Air Navigation Plan, the
these plans cannot be made until the necessary appropriate air traffic office must notify Operations
coordination is effected through ICAO with all and ATM Services of the proposed action.
interested contracting states and international Notification must be made at least 90 days before the
organizations. proposed effective date.

4−5−2 Discontinuance of FAA NAVAIDs

2/28/19 JO 7400.2M

Section 6. Discontinuance of Military and

Non−Federal NAVAIDs

4−6−1. POLICY and other interested persons of the name of the

facility, its location, and the date of discontinuance
When notice of discontinuance of a military, other
without resorting to the nonrulemaking process.
government, or non−Federal NAVAID is received, it
must be forwarded to the appropriate service area b. If any of the conditions in paragraph 4−6−2
office for processing. exist, the appropriate air traffic office must:
1. Initiate the nonrulemaking process by
4−6−2. RESPONSIBILITY circularizing a proposal to user groups and other
Upon receipt of the notice, the responsible service interested persons for comment.
area office must, in conjunction with the Technical 2. Coordinate with Technical Operations Ser-
Operations service area office, Airports Division, vices to determine feasibility of FAA takeover.
and the FPT, determine if:
3. If discontinuance of the NAVAID is to be
a. The NAVAID forms part of the Federal
pursued, ensure that the airspace designated on the
airway/route system.
NAVAID is revoked or modified and that instrument
b. An airspace designation is predicated upon the procedures predicated on that NAVAID are canceled
NAVAID. before the effective date of discontinuance.
c. The NAVAID is used for a published civil
instrument procedure. 4−6−4. DISCONTINUANCE OF NAVAIDs
INCLUDED IN ICAO PLANS
4−6−3. ACTION PRIOR TO
Refer to paragraphs 4−5−8 and 4−5−9 of this order
DISCONTINUANCE
for requirements applicable to the discontinuance of
a. If none of the conditions in paragraph 4−6−2 NAVAIDs that are referenced in ICAO Air
exist, the air traffic office must notify user groups Navigation Plans.

Discontinuance of Military and Non−Federal NAVAIDs 4−6−1

1/30/20
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JO 7400.2M

Part 2. Objects Affecting Navigable Airspace

Chapter 5. Basic

Section 1. General

5−1−1. PURPOSE tion or alteration that may result in an obstruction or

an interference with air navigation facilities and
The guidelines, procedures, and criteria detailed in
equipment or the navigable airspace.
this part supplement those contained in Part 77, Safe,
Efficient Use, and Preservation of the Navigable
Airspace, and address the following: 5−1−3. POLICY
a. The performance of functions relating to the The prime objective of the FAA in administering
processing of notices of proposed construction or Section 44718 and 14 CFR Part 77 in conducting
alteration. aeronautical studies is to ensure the safety of air
b. The conduct of aeronautical studies of any navigation and efficient utilization of navigable
existing or proposed object affecting the navigable airspace by aircraft.
airspace.
c. The conduct of aeronautical studies of the 5−1−4. SCOPE
electromagnetic radiation effect of proposed or a. 49 U.S.C. Sections 40103 and 44718, and
existing objects on the operation of air navigation Part 77 apply only to structures located within any
facilities. state, territory, or possession of the United States,
d. The conduct of aeronautical studies of the within the District of Columbia, or within territorial
physical effect of proposed or existing objects on the waters (12 NM) surrounding such states, territories,
line−of−sight view of all runways, taxiways, and or possessions.
traffic pattern areas from the airport traffic control
b. Structures that are subject to study require-
tower.
ments associated with 49 U.S.C. Section 40103,
e. The conduct of aeronautical studies regarding 44718, and Part 77 may be man made (including
the physical effect of proposed or existing objects on mobile structures) or of natural growth and terrain
airport approach lighting systems. whether existing, proposed, permanent, or tempor-
ary.
5−1−2. AUTHORITY
a. The FAA’s authority to promote the safe and 5−1−5. RESPONSIBILITY
efficient use of the navigable airspace, whether The responsibility for managing the obstruction
concerning existing or proposed structures, is evaluation program for those structures that may
predominantly derived from Title 49 U.S.C. Section affect the navigable airspace is delegated to the
44718 (Section 44718). It should be noted however, Obstruction Evaluation Group (OEG).
that Section 44718 does not provide specific
authority for the FAA to regulate or control how land
(real property) may be used in regard to structures 5−1−6. SENSITIVE CASES REFERRED TO
that may penetrate navigable airspace. WASHINGTON
b. Title 14 of the Code of Federal Regulations The OEG Manager, or designated representative,
(14 CFR) Part 77, Safe, Efficient Use, and must brief sensitive or high profile cases to the
Preservation of the Navigable Airspace, was adopted Manager, Rules and Regulations Group before
to establish notice standards for proposed construc- issuing, revising, or extending the determination.

General 5−1−1
JO 7400.2M 2/28/19

5−1−7. AUTOMATION 3. Either the Airports Division or the Airports

District Office must enter all other public−use and
a. To the extent practicable, the obstruction
military airport/runway information in the database
evaluation/airport airspace analysis (OE/AAA)
within 10 working days from receipt of the
automated programs must be used in lieu of manual
information.
processing.
b. Automated obstruction evaluation (OE) corres- b. Airports must resolve and correct any
pondence forms must be used. discrepancies that have been identified in the
automated airport/runway database.
5−1−8. OE/AAA AUTOMATED SYSTEM c. Any required corrections must be forwarded
AIRPORT/RUNWAY DATABASE to AIM.
a. To ensure the automated Part 77 obstruction
criteria and the military Part 77 obstruction criteria
5−1−9. TRAINING
conflict analysis programs consider all known plans
on file, the regional Airports Division is responsible Employees involved with the OE/AAA program
for maintaining the automated airport/runway must attend the Basic Obstruction Evaluation and
database. Airport/Airspace Analysis Course offered by the
1. Either the Airports Division or the Airports FAA Academy.
District Office must enter the ultimate airport
reference point for any proposed public−use or
military airport into the database within two working 5−1−10. RELEASE OF INFORMATION
days from receipt of the information.
Requests from the public for access to or copies of
2. Either the Airports Division or the Airports information contained in aeronautical study files are
District Office must enter any change of airport status occasionally made to the regional offices. Such
from private−use to public−use into the database requests must be processed in accordance with the
within two working days from receipt of the provisions of the Freedom of Information Act
information. As workload permits, information on (5 U.S.C. 552), as implemented by Part 7 of the
private−use airports must also be entered into the Department of Transportation Regulations and
database. Order 1270.1, Freedom of Information Act Program.

5−1−2 General
2/28/19 JO 7400.2M

Section 2. Notices

5−2−1. REQUIREMENTS coordinated assistance of Airports, Technical

Operations Services, Frequency Management, Flight
a. Requirements for notifying the FAA of
Standards, Flight Procedures Team, Department of
proposed construction or alteration are contained in
Defense, and Department of Homeland Security
Sections 77.9 (see FIG 5−2−1, FIG 5−2−2,
representatives.
FIG 5−2−3, FIG 5−2−4, and FIG 5−2−5).
b. The OEG must process notices received under
b. No notice is required, as specified in Section the provisions of Sections 44718 and Part 77 as OE
77.9(e), for certain equipment installations “of a type cases. The exception to this is notices received under
approved by the Administrator” when the equipment those provisions that pertain to structures located on
is installed in accordance with the established FAA a public−use airport which must be processed by the
siting criteria. Equipment installed in compliance Airports Division as a nonrulemaking airport (NRA)
with the siting criteria without waivers and which do case (defined in Part 3, Airport Airspace Analysis, of
not affect other runways do not have to be considered this order).
under Part 77 criteria.
c. If notice is required by any other FAA
c. Examples of equipment not requiring notice regulation, the appropriate division must process the
are: notice under that regulation.
1. Wind equipment (AWOS, ASOS, AWSS,
etc.). Supplemental wind cones, wind turbines, and 5−2−3. FAA FORMS
meteorological towers are not exempt from notice.
Standard FAA forms are established for use in
2. Transmissometers (Runway Visibility Value conducting aeronautical studies. The standard FAA
(RVV) and Runway Visual Range (RVR) equip- forms are:
ment).
a. FAA Form 7460−1, Notice of Proposed
3. Instrument Landing Systems (ILS). Construction or Alteration (OE notice).
4. Visual Glide Slope Indicators (VGSI). b. FAA Form 7460−2, Notice of Actual Construc-
tion or Alteration (Supplemental Notice).
5−2−2. PROCESSING NOTE−
An electronic system to collect notice(s) of proposed
a. Obstruction Evaluation Group (OEG) person- construction or alteration and actual construction is
nel must administer aeronautical studies with the available online at https://oeaaa.faa.gov.

Notices 5−2−1
JO 7400.2M 2/28/19

FIG 5−2−1
NOTICE REQUIREMENT RELATED TO 200 FEET IN HEIGHT
Notice of Construction or Alteration

§77.9(a) − Any construction or alteration that is more than 200 feet AGL at its site.

5−2−2 Notices
2/28/19 JO 7400.2M

FIG 5−2−2
NOTICE REQUIREMENT RELATED TO AIRPORTS

NOTE:
Each airport must be available for public use and listed in the Chart Supplement U.S. or in either the Chart
Supplement Alaska or Pacific; under construction and the subject of a notice or proposal on file with FAA, and ex-
cept for DOD airports, it is clearly indicated that airport will be available for public use or for private use which has
at least one FAA approved instrument approach procedure, or operated by a Federal agency or the DOD. (Heliports
without specified boundaries and seaplane bases without marked sea lanes are excluded.)
§77.9(b) − Any construction or alteration that exceeds an imaginary surface extending outward and upward at any
of the following slopes:
(1) 100:1 for a horizontal distance of 20,000 feet from the nearest point of the nearest runway of each airport de-
scribed in §77.9(d) with its longest runway more than 3,200 feet in actual length, excluding heliports.
(2) 50:1 for a horizontal distance of 10,000 feet from the nearest point of the nearest runway of each airport de-
scribed in §77.9(d) with its longest runway not more than 3,200 feet in actual length, excluding heliports.
§77.9(d) − Any construction or alteration on any of the following airports and heliports:
(1) A public use in the Chart Supplement U.S., Chart Supplement Alaska, or Chart Supplement Pacific of the
U.S. Government Flight Information Publications;
(2) A military airport under construction, or an airport under construction that will be available for public use;
(3) An airport operated by a Federal agency or the Department of Defense;
(4) An airport or heliport with at least one FAA−approved instrument approach procedure. At private use airports
with an FAA−approved instrument approach procedure, only the instrument approach procedure will be considered.

Notices 5−2−3
JO 7400.2M 2/28/19

FIG 5−2−3
NOTICE REQUIREMENT RELATED TO HELIPORTS

Subpart B − Notice of Construction or Alteration

§77.9(b) − Any construction or alteration that exceeds an imaginary surface extending out-
ward and upward at any one of the following slopes:

(1) 25:1 for a horizontal distance of 5,000 feet from the nearest point of the nearest landing
and takeoff area of each heliport described in paragraph d of this section.

5−2−4 Notices
2/28/19 JO 7400.2M

FIG 5−2−4
NOTICE REQUIREMENT RELATED TO TRAVERSE WAYS

Subpart B − Notice of Construction or Alteration

§77.9 − Construction or alteration requiring notice. (c) Any highway, railroad, or

other traverse way for mobile objects, of a height which, if adjusted upward 17 feet
for an Interstate Highway that is part of the National System of Military and Inter-
state Highways where overcrossings are designed for a minimum of 17 feet vertical
distance, 15 feet for any other public roadway, 10 feet or the height of the highest
mobile object that would normally traverse the road, whichever is greater, for a
private road, 23 feet for a railroad, and for a waterway or any other traverse way not
previously mentioned, an amount equal to the height of the highest mobile object
that would normally traverse it, would exceed a standard of paragraph (a) or (b) of
this section.

Notices 5−2−5
JO 7400.2M 2/28/19

FIG 5−2−5
NOTICE REQUIREMENT RELATED TO AIRPORT INSTRUMENT APPROACH AREA
Notice of Construction or Alteration

5−2−6 Notices
2/28/19 JO 7400.2M

Chapter 6. Aeronautical Studies

Section 1. General

6−1−1. POLICY coordinated with each division for evaluation. In the

automated obstruction evaluation case screen, the highest
An aeronautical study must be conducted for all site elevation, or finished floor elevation should be
complete notices received. recorded as the site elevation. The tallest point on the
structure should be recorded as the above ground
elevation, and the closest point of the structure to the
6−1−2. AERONAUTICAL STUDY NUMBERS closest runway should be recorded as the latitude/longit-
ude. This information would be considered worst case and
For ease of use of the OE/AAA automated should be used for recording purposes. For analysis
obstruction programs and correspondence, a separate purposes, it may be necessary to use specific information
aeronautical study number must be assigned and a for each point of interest.
separate obstruction evaluation study must be
b. Changes to marking/lighting recommenda-
conducted for:
tions.
a. Each site (location), structure (height), or c. Revisions or corrections to coordinates or
sponsor. elevations after the study has been verified and made
1. At times, a single sponsor may file notice for available for evaluation by other FAA divisions. This
multiple sites. Each site must be assigned a separate would include revisions or corrections to a notice
aeronautical study number and a separate obstruction received from the sponsor; revisions or corrections
evaluation study must be conducted. made necessary by the FAA due to mistakes;
revisions or corrections as a result of “as−built”
2. At times, a single FAA Form 7460−1 may be surveys; and revisions or corrections due to receipt of
received for a single project that covers multiple supplemental notice.
structures such as an antenna array, windmill clusters,
housing development, cluster of buildings, utility d. Aeronautical studies that supersede previous
poles, or catenaries. Each structure must be assigned studies must include a reference to the previous
a separate aeronautical study number and a separate aeronautical study number.
obstruction evaluation study must be conducted.
However, a single determination addressing all of the 6−1−3. STUDY OF EXISTING STRUCTURES
structures may be issued. a. The authorities for conducting aeronautical
3. At times, multiple sponsors may be studies of existing structures is contained in Section
competing for the same FCC license in the same 40103, Section 44718, and Part 77. These studies are
market area and may file notice for the same conducted when deemed necessary by the FAA to
communications band/frequency/channel using the determine the physical or electromagnetic effect on
same effective radiated power at the same location the use of the navigable airspace and air navigation
and height. A separate FAA Form 7460−1 should be facilities. Obstruction evaluation studies may be
submitted for each sponsor with information specific initiated as a result of:
to the structure and sponsor. Separate aeronautical 1. Information received or a situation observed
study numbers must be assigned and separate (e.g., structures reported by flight inspection crews).
obstruction evaluation studies conducted.
2. A request for a study from another FAA
NOTE− component, another agency, or a person with a valid
A single structure with multiple points of interest, such as interest in the matter.
a building, may be processed as a single obstruction
evaluation study provided that all information including 3. A notice received under the provisions of
items such as maps, blue prints, elevations, etc., are Part 77 for proposed construction or alteration that

General 6−1−1
7110.65R
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has already been started and, therefore, must be 6−1−4. PROPOSALS UNDER
considered an existing structure. CONSTRUCTION
4. A structure blocking all or portions of A proposal for which construction has already started
runways, taxiways, or traffic patterns from being seen must be studied as an existing structure.
from an airport traffic control tower. Construction is considered to have started if actual
structural work has begun such as the laying of a
5. Other situations for which such an aeronaut- foundation but not including excavation.
ical study would be appropriate.
b. Situations that may require obstruction evalu- 6−1−5. STRUCTURES EXCEEDING 2,000
ation of existing structures include, but are not FEET
limited to:
Any proposed structure that would exceed a height of
1. Determining the effect of a change in 2,000 feet above ground is presumed to have a
aeronautical procedures. substantial adverse effect upon the safe and efficient
use of navigable airspace and must be determined to
2. Determining the effect of a proposed runway be a hazard to air navigation unless the sponsor, at the
construction, extension, or realignment. time of filing, makes a clear and compelling showing
3. Determining the need for providing technical to the contrary.
assistance in the design and development of airports. a. Notices proposing a structure greater than
2,000 feet in height above the ground that are
4. Determining whether the FAA should
accompanied with the detailed explanation required
recommend that an existing structure be altered or
in Section 77.7(d) must be processed in the normal
removed.
manner with one exception. The Obstruction
5. Determining whether the FAA should Evaluation Group (OEG) must advise the Rules and
recommend that an existing structure be made Regulations Group when an aeronautical study for a
conspicuous by marking and/or lighting in accord- proposed structure exceeding 2,000 feet is being
ance with current standards. conducted.

6. Determining whether the marking and/or b. Notices received without the detailed explana-
lighting display on an existing structure can be tion must be responded to with a notice stating that
removed or reduced without adversely affecting the proposed structure is presumed to be a hazard to
aviation safety or should be increased to more air navigation and the sponsor has the burden of
effectively make its presence known to airmen. overcoming this presumption in accordance with
Section 77.7(d).
7. Determining whether an existing structure
has an electromagnetic effect upon an air navigation 6−1−6. FEASIBILITY STUDIES
or communications facility, or obstructs the required
line of sight from an airport traffic control tower. a. A feasibility study is a limited aeronautical
review based on very broad, estimated, or general
8. Providing recommendations to FCC con- information supplied for the structure. The study
cerning dismantling abandoned antenna structures. usually addresses only certain issues; e.g., feasibility
9. Providing technical assistance or information of height at a general location, feasibility of
to a person, or government organization (Federal, frequency and power at a general location.
state or local) expressing an interest in the structure b. Requests for feasibility studies should be
and the FAA’s responsibility associated with the accommodated to the extent existing resources and
structure’s effect on the safe and efficient use of the workloads allow. The need for coordination with
navigable airspace. other divisions will be based on the type of
information supplied for the structure.
c. Conduct an aeronautical study for an existing
structure in the same manner as proposed structures c. A feasibility study must result in a report rather
except as specifically noted in this order. than an official determination.

6−1−2 General
2/28/19 JO 7400.2M

d. Feasibility studies will not be accommodated program is specifically intended to register and
for wind turbine proposals. maintain current files with regards to ownership of
antenna structures. Therefore, if the FAA receives
6−1−7. TOWER OWNERSHIP ownership changes it must not make those
corrections to issued determinations. However, the
While the FAA must maintain a means of contacting ownership change should be noted in the automated
parties responsible for filing FAA Form 7460−2, it is and/or manual case file. Additionally, request that the
not responsible for tracking changes in tower sponsor notify the FCC, and, for assurance, forward
ownership. The FCC antenna structure registration a copy of the change to the FCC.

General 6−1−3
2/28/19 JO 7400.2M

Section 2. Initial Processing/Verification

6−2−1. VERIFICATION/E−FILING b. If the submission contains errors, discrepan-

cies, or lack of information, the OEG must request
a. The OEG must verify each obstruction
resolution by the sponsor and/or the sponsor’s
evaluation case to ensure that the submitted site
representative. If the sponsor does not resolve the
elevation and coordinates appear to be correct and
issues within 30 days of the written request, the OEG
that all necessary information has been included.
may terminate the aeronautical study.
Verification must include, as a minimum, the
following actions: c. If the submission passes verification and there
are no unresolved issues, initiate evaluation by other
1. Compare the submitted site depiction to the divisions by changing the status in the OE/AAA
submitted coordinates when plotted. automation program to “WRK.”
2. Compare the submitted site elevation to the NOTE−
ground contour elevations in the area of the submitted It is imperative that all data in the automated OE case file
coordinates when plotted. is reviewed and verified for accuracy before proceeding
to “Division/Service Area Office Coordination.” Any
3. If a survey is submitted, compare the correction or change to the heights and/or coordinates
information contained on the survey, with the after the divisions/service area offices begin evaluation
submitted information and the site as plotted. must require initiating a new aeronautical study.
4. If the submission involves an existing
structure, compare the submitted information to the 6−2−2. VERIFICATION/PAPER−FILING
digital obstacle file, with the previous aeronautical a. Prior to assigning an aeronautical study into the
study (if any), and possibly the FCC tower OE/AAA automation program, review the submis-
registration information. sion for completeness. The following information
5. Ensure that the submission provides a should be considered:
complete description and clearly explains the reason 1. Ground elevation of the site (site elevation).
for submission. The submission should include
sufficient information to allow each division/service 2. Above ground elevation of the structure
area office to accomplish its specialized portion of the (AGL).
obstruction evaluation. 3. Latitude and longitude of the structure.
6. If the submission involves a structure that 4. A 7.5−Minute U.S.G.S. Topographic Map
would normally radiate frequencies, ensure that the (Quadrangle Chart) depicting the site of the structure.
frequencies and effective radiated power are
included. b. If the submission package contains all of the
required information, assign an aeronautical study
7. If the submission involves a structure over number and initiate an obstruction evaluation study.
200 feet AGL, ensure marking and/or lighting Exceptions may be made for emergency situations in
preferences are part of the submission. Sponsors must accordance with 77.17(d).
be required to specifically request the type of marking
c. If the submission package does not contain the
and/or lighting they desire when submitting FAA
required information, the entire package may be
Form 7460−1. They should be encouraged to become
returned to the sponsor with a clear explanation and
familiar with the different type of lighting systems
a request for the sponsor to provide the information
available. The sponsor should obtain information
necessary to initiate the study.
about these systems from the manufacturers. The
sponsor can then determine which system best meets d. For submission packages pertaining to struc-
his/her needs based on purchase, installation, and tures that may be time critical, an effort should be
maintenance costs. The FAA will consider the made to obtain the required information by
sponsor’s desired marking and/or lighting system telephone. Information received by telephone
when conducting the aeronautical study. conversation should be added to case notes. If

Initial Processing/Verification 6−2−1

JO 7400.2M 2/28/19

written confirmation is received from the sponsor, normally are not required to review OE cases which
it should be faxed/scanned into the file. involve only marking and lighting changes. The FAA
must have previously studied the structure and the
6−2−3. DIVISION COORDINATION data of the present case and it must exactly match the
data of the prior case.
Each division described in paragraph 5−2−2 must
evaluate all notices of proposed construction or d. Temporary Structures. Airports, Flight Stand-
alteration received regardless of whether notice was ards, FM, and the military normally must not be
required under Part 77, except as follows: required to review OE cases which involve temporary
structures of a 6 month or less duration. All
NOTE−
For the purpose of division/service area office
appropriate divisions/service area offices must
coordination, Frequency Management (FM) will be review temporary structures of a longer duration.
considered separately in addition to Technical Operations e. Flight Procedures Team normally must not be
Services. It should also be noted that FM responds
required to review OE cases that are beyond 14 NM
separately.
from the airport reference point of the nearest
a. Side Mounted Non−Microwave Antennas. public−use or military airport and the height of the
Airports, Technical Operations Services, Airway structure is not more than 200 feet above ground
Facilities and the military normally are not required level.
to review OE cases that involve the addition of
antennas to a previously studied structure that does f. Airports normally must not be required to
not increase in overall height of the structure. FM will review OE cases that are beyond 3 NM from the
continue to evaluate these cases. The FAA must have airport reference point of the nearest public−use or
previously studied the structure and the data of the military airport.
present case and it must exactly match the data of the g. Flight Standards must review OE cases that are
previously studied case. circularized for public comment.
b. Side Mounted Microwave Dishes. Airports, h. FM normally must only be required to review
Flight Standards, and the military normally must not OE cases, that involve transmitting frequencies.
be required to review OE cases that involve the
addition of microwave dishes to a structure that does
not increase in overall height. FM will continue to 6−2−4. ADDITIONAL COORDINATION
evaluate these cases. The FAA must have previously
Air traffic may request any division to review an OE
studied the structure and the data of the present case
case on a case−by−case basis. For instance, Flight
and it must exactly match the data of the previously
Standards may be requested to review a marking and
studied case.
lighting change, the DOD may be requested to review
c. Marking and Lighting Changes. Airports, a temporary structure if the closest airport is a DOD
Flight Standards, Flight Procedures Team, FM, base, or FM may be requested to review a temporary
Technical Operations Services, and the military structure if it radiates a frequency.

6−2−2 Initial Processing/Verification

2/28/19 JO 7400.2M

Section 3. Identifying/Evaluating Aeronautical Effect

6−3−1. POLICY departure, arrival and en route operations, proced-

ures, and minimum flight altitudes.
a. The prime objective of the FAA in conducting
OE studies is to ensure the safety of air navigation, 3. Regarding physical, electromagnetic, or
and the efficient utilization of navigable airspace by line−of−sight interference on existing or proposed air
aircraft. There are many demands being placed on navigation, communications, radar, and control
the use of the navigable airspace. However, when systems facilities.
conflicts arise concerning a structure being studied, 4. On airport capacity, as well as the cumulative
the FAA emphasizes the need for conserving the impact resulting from the structure when combined
navigable airspace for aircraft; preserving the with the impact of other existing or proposed
integrity of the national airspace system; and structures.
protecting air navigation facilities from either
electromagnetic or physical encroachments that b. Whether marking and/or lighting is necessary.
would preclude normal operation.
6−3−3. DETERMINING ADVERSE EFFECT
b. In the case of such a conflicting demand for the
airspace by a proposed construction or alteration, the If a structure first exceeds the obstruction standards
first consideration should be given to altering the of Part 77, and/or is found to have physical or
proposal. electromagnetic radiation effect on the operation of
air navigation facilities, then the proposed or existing
c. In the case of an existing structure, first structure, if not amended, altered, or removed, has an
consideration should be given to adjusting the adverse effect if it would:
aviation procedures to accommodate the structure.
This does not preclude issuing a “Determination Of a. Require a change to an existing or planned IFR
Hazard To Air Navigation” on an existing structure minimum flight altitude, a published or special
when the needed adjustment of aviation procedures instrument procedure, or an IFR departure procedure
could not be accomplished without a substantial for a public−use airport.
adverse effect on aeronautical operations. In all b. Require a VFR operation, to change its regular
cases, consideration should be given to all known flight course or altitude. This does not apply to VFR
plans on file received by the end of the public military training route (VR) operations conducted
comment period or before issuance of a determina- under Part 137, or operations conducted under a
tion if the case was not circularized. waiver or exemption to the CFR.
c. Restrict the clear view of runways, helipads,
6−3−2. SCOPE taxiways, or traffic patterns from the airport traffic
Part 77 establishes standards for determining control tower cab.
obstructions to air navigation. A structure that d. Derogate airport capacity/efficiency.
exceeds one or more of these standards is presumed
e. Affect future VFR and/or IFR operations as
to be a hazard to air navigation unless the aeronautical
indicated by plans on file.
study determines otherwise. An obstruction evalu-
ation must identify: f. Affect the usable length of an existing or
planned runway.
a. The effect the structure would have:
1. On existing and proposed public−use, private 6−3−4. DETERMINING SIGNIFICANT
use with at least one FAA−approved instrument VOLUME OF ACTIVITY
approach procedure, and DOD airports and/or
The type of activity must be considered in reaching
aeronautical facilities.
a decision on the question of what volume of
2. On existing and proposed visual flight rule aeronautical activity is “significant.” For example, if
(VFR)/instrument flight rule (IFR) aeronautical one or more aeronautical operations per day would be

Identifying/Evaluating Aeronautical Effect 6−3−1

JO 7400.2M 2/28/19

affected, this would indicate regular and continuing 4. Identify whether obstruction marking/
activity, thus a significant volume no matter what the lighting are necessary and recommend the
type of operation. However, an affected instrument appropriate marking and/or lighting.
procedure or minimum altitude may need to be used 5. Identify when negotiations are necessary and
only an average of once a week to be considered conduct negotiations with the sponsor. This may be
significant if the procedure is one which serves as the done in conjunction with assistance from other
primary procedure under certain conditions. division/service area office personnel when their
subject expertise is required (for example, in cases of
electromagnetic interference).
6−3−5. SUBSTANTIAL ADVERSE EFFECT
6. Identify when circularization is necessary
A proposed structure would have, or an existing and conduct the required circularization process.
structure has, a substantial adverse effect if it causes
7. Evaluate all valid aeronautical comments
electromagnetic interference to the operation of an air
received as a result of the circularization and those
navigation facility or the signal used by aircraft, or if
received as a result of the division evaluation.
there is a combination of:
8. Issue the determination (except as noted in
a. Adverse effect as described in paragraph paragraph 7−1−2, subparagraph b).
6−3−3; and
b. Regional Airports Division personnel must:
b. A significant volume of aeronautical opera- 1. Verify that the airport/runway database has
tions, as described in paragraph 6−3−4, would be been reviewed, is correct, and contains all plans on
affected. file pertaining to the OE case.
2. Identify the structure’s effect on existing and
6−3−6. RESPONSIBILITY planned airports or improvements to airports
concerning airport design criteria including potential
The FAA’s obstruction evaluation program tran- restrictions/impacts on airport operations, capacity,
scends organizational lines. In order to determine the efficiency and development, and making recom-
effect of the structure within the required notice mendations for eliminating adverse effect. Airports
period, each office should forward the results of its Divisions are not required to perform evaluations on
evaluation within 15 working days to the Obstruction OE cases that are further than 3 NM from the Airport
Evaluation Group (OEG) for further processing. In Reference Point (ARP) of a public−use or military
cases of evaluating the effects of a proposed wind airport.
turbine farm, see Appendix 12 for field air traffic
3. Determine the effect on the efficient use of
control facility responsibility and procedures. Areas
airports and the safety of persons and property on the
of responsibility are delegated as follows:
ground. Airports will resist structures and activities
a. OEG (Air Traffic) personnel must: that conflict with an airport’s planning, design, and/or
recommendations from other divisions/service area
1. Identify when the structure exceeds Section offices.
77.23 (a)(1) (see FIG 6−3−1 thru FIG 6−3−6) and
apply Section 77.23(b) (see FIG 5−2−4). c. FPT personnel must:
1. Identify when the structure exceeds Sections
2. Identify the effect on existing and planned 77.23(a)(3), and 77.23(a)(4).
aeronautical operations, air traffic control proced-
ures, and airport traffic patterns and making 2. Identify the effect upon terminal area IFR
recommendations for mitigating adverse effect operations, including transitions; radar vectoring;
including marking and lighting recommendations. holding; instrument departure procedures; any
segment of a standard instrument approach procedure
3. Identify when the structure would adversely (SIAP) or special SIAP, including proposed
affect published helicopter route operations as instrument procedures and departure areas; and
specified in paragraph 6−3−8 subparagraph e, of this making recommendations for eliminating adverse
order, and forward the case to Flight Standards. effect.

6−3−2 Identifying/Evaluating Aeronautical Effect

2/28/19 JO 7400.2M

NOTE− 1. The presence of any electromagnetic effect in

This paragraph applies to any IAP and Special SIAP at the frequency protected service volume of the
public−use and private−use airports. facilities shown in FIG 6−3−16, FIG 6−3−17, and
3. Identify the effect on minimum en route FIG 6−3−18.
altitudes (MEA); minimum obstruction clearance
2. The effect on the availability or quality of
altitudes (MOCA); minimum vectoring altitudes
navigational or communications signals to or from
(MVA); minimum IFR altitudes (MIA); minimum
aircraft including lighting systems (for example,
safe altitudes (MSA); minimum crossing altitudes
VGSI), and making recommendations to eliminate
(MCA); minimum holding altitudes (MHA); turning
adverse effect.
areas and termination areas; and making recommend-
ations for eliminating adverse effect. 3. The effect on ground−based communications
4. Coordinate with air traffic and technical and NAVAID equipment, and the signal paths
operations services personnel to determine the effect between ground−based and airborne equipment, and
of any interference with an air navigation facility on making recommendations to eliminate adverse
any terminal or en route procedure. effect.
5. State what adjustments can be made to the 4. The effect on the availability or quality of
procedure/structure to mitigate or eliminate any ground−based primary and secondary radar;
adverse effects of the structure on an instrument flight direction finders; and air traffic control tower
procedure. line−of−sight visibility; and making recommenda-
tions to eliminate adverse effect.
d. Regional Flight Standards personnel must
identify the effect on fixed−wing and helicopter VFR 5. The effect of sunlight or artificial light
routes, terminal operations, and other concentrations reflections, and making recommendations to elimin-
of VFR traffic. When requested by air traffic, the ate adverse effect.
Flight Standards Division must also evaluate the
mitigation of adverse effect on VFR operations for f. Military personnel are responsible for evaluat-
marking and/or lighting of structures. ing the effect on airspace and routes used by the
military.
e. Technical Operations Services personnel must
identify any electromagnetic and/or physical effect g. Other applicable FAA offices or services may
on air navigation and communications facilities be requested to provide an evaluation of the structure
including: on a case−by−case basis.

Identifying/Evaluating Aeronautical Effect 6−3−3

JO 7400.2M 2/28/19

FIG 6−3−1
ANYWHERE

§77.17 − Obstruction Standards.

(a)(1) − A height of 499 feet AGL at the site of the object.

6−3−4 Identifying/Evaluating Aeronautical Effect

2/28/19 JO 7400.2M

FIG 6−3−2
OBSTRUCTION STANDARDS NEAR AIRPORTS

Subpart C − Obstruction Standards

§77.17(a)(2) − An object would be an obstruction to air navigation if of greater height than

200 feet above ground at its site, or above the established airport elevation, whichever is
higher−
(a) within 3NM of the established reference point of an airport with its longest runway more
than 3,200 feet in actual length, and
(b) that height increases in proportion of 100 feet for each additional nautical mile from the
airport reference point up to a maximum of 499 feet.
Note: Heliports excluded.

Identifying/Evaluating Aeronautical Effect 6−3−5

JO 7400.2M 2/28/19

FIG 6−3−3
DEPARTMENT OF DEFENSE AIRPORT IMAGINARY SURFACES

6−3−6 Identifying/Evaluating Aeronautical Effect

2/28/19 JO 7400.2M

FIG 6−3−4
DEPARTMENT OF DEFENSE AIRPORT IMAGINARY SURFACES

Identifying/Evaluating Aeronautical Effect 6−3−7

JO 7400.2M 2/28/19

FIG 6−3−5
DEPARTMENT OF DEFENSE AIRPORT SUFACES − CLEAR ZONE

6−3−8 Identifying/Evaluating Aeronautical Effect

2/28/19 JO 7400.2M

FIG 6−3−6
AIRPORT IMAGINARY SURFACES FOR HELIPORTS

Identifying/Evaluating Aeronautical Effect 6−3−9

JO 7400.2M 2/28/19

FIG 6−3−7
PART 77, APPROACH SURFACE DATA

6−3−10 Identifying/Evaluating Aeronautical Effect

2/28/19 JO 7400.2M

6−3−7. AIRPORT SURFACES AND evaluating the effect of a structure on an airway, a

CLEARANCE AREAS feeder route, and/or an approved off−airway route
(direct route) as prescribed in the 8260.3 Order series.
a. CIVIL AIRPORT SURFACES
1. Civil airport imaginary surfaces are defined 6−3−8. EVALUATING EFFECT ON VFR
in Section 77.19 and are based on the category of each OPERATIONS
runway according to the type of approach (visual,
nonprecision, or precision) available or planned for a. PURPOSE. These guidelines are for use in
each runway end (see FIG 6−3−7). The appropriate determining the effect of structures, whether
runway imaginary surface must be applied to the proposed or existing, upon VFR aeronautical
primary surfaces related to the physical end of the operations in the navigable airspace. The intent of
specific runway surface that is usable for either these guidelines is to provide a basis for analytical
takeoff or landing. judgments in evaluating the effect of structures on
VFR operations.
2. Approach Surface Elevation − Use the
b. CONSIDERATIONS
runway centerline elevation at the runway threshold
and the elevation of the helipad as the elevation from 1. Minimum VFR Flight Altitudes. Minimum
which the approach surface begins (see Sections VFR flight altitudes are prescribed by regulation.
77.19 and 77.23). Generally speaking, from a VFR standpoint, the
navigable airspace includes all airspace 500 feet AGL
3. Heliport imaginary surfaces are defined in
or greater and that airspace below 500 feet required
Section 77.23 and are based upon the size of the
for:
takeoff and landing area.
(a) Takeoff and landing, including the airport
4. Planned Airport/Runway Improvements − traffic pattern.
Consider the planned runway threshold and approach
type when there is a plan on file with the FAA or with (b) Flight over open water and sparsely
an appropriate military service to extend the runway populated areas (an aircraft may not be operated
and/or upgrade its use or type of approach. The closer than 500 feet to any person, vessel, vehicle, or
existing runway threshold and type of approach may structure).
be used for temporary structures/equipment, as (c) Helicopter operations when the operation
appropriate. may be conducted without hazard to persons and
b. DOD AIRPORT SURFACES − The obstruc- property on the surface.
tion standards in Section 77.19, Civil Airport 2. VFR Weather Minimums. Proposed or
Imaginary Surfaces, apply to civil operated joint−use existing structures potentially have the greatest
airports. The obstruction standards in Section 77.21, impact in those areas where VFR operations are
DOD Airport Imaginary Surfaces, are applicable conducted when ceiling and/or visibility conditions
only to airports operated and controlled by a DOD are at or near VFR weather minimums. Any structure
service of the United States, regardless of whether use that would interfere with a significant volume of low
by civil aircraft is permitted. altitude flights by actually excluding or restricting
c. TERMINAL OBSTACLE CLEARANCE VFR operations in a specific area would have a
AREA − The terminal obstacle clearance area substantial adverse effect and may be considered a
specified in Section 77.17(a)(3) includes the initial, hazard to air navigation.
intermediate, final, and missed approach segments of 3. Marking and/or Lighting of Structures. Not
an instrument approach procedure, and the circling every structure penetrating the navigable airspace is
approach and instrument departure areas. The considered to be a hazard to air navigation. Some may
applicable FAA approach and departure design be marked and/or lighted so pilots can visually
criteria are contained in the 8260.3 Order series. observe and avoid the structures.
d. EN ROUTE OBSTACLE CLEARANCE 4. Shielded Structures. A structure may be
AREA − The en route obstacle clearance area “shielded” by being located in proximity to other
specified in Section 77.17(a)(4) is applicable when permanent structures or terrain and would not, by

Identifying/Evaluating Aeronautical Effect 6−3−11

JO 7400.2M 2/28/19

itself, adversely affect aeronautical operations (see c. EN ROUTE OPERATIONS. The area con-
paragraph 6−3−13). sidered for en route VFR flight begins and ends
outside the airport traffic pattern airspace area or
5. Height Of Structures. Structures are of
Class B, C, and D airspace areas.
concern to pilots during a climb after takeoff, low
altitude operations, and when descending to land.
1. A structure would have an adverse effect
Any structure greater than 500 feet AGL, or
upon VFR air navigation if its height is greater than
structures of any height which would affect landing
499 feet above the surface at its site, and within 2
and takeoff operations, requires extensive evaluation
statute miles of any regularly used VFR route (see
to determine the extent of adverse effect on VFR
FIG 6−3−8).
aeronautical operations.
6. Airport Traffic Patterns. The primary concern 2. Evaluation of obstructions located within
regarding structures in airport traffic pattern areas is VFR routes must recognize that pilots may, and
whether they would create a dangerous situation sometimes do, operate below the floor of controlled
during a critical phase of flight. airspace during low ceilings and 1−mile flight
visibility. When operating in these weather condi-
7. Class B and C Airspace. Structures that
tions and using pilotage navigation, these flights
exceed obstruction standards in areas available for
must remain within 1 mile of the identifiable
VFR flight below the floor of Class B or C airspace
landmark to maintain visual reference. Even if made
areas require careful evaluation. Class B and C
more conspicuous by the installation of high intensity
airspace areas are designed to provide a more
white obstruction lights, a structure placed in this
regulated environment for IFR and VFR traffic in and
location could be a hazard to air navigation because
around certain airports. Consequently, the floors of
after sighting it, the pilot may not have the
some Class B and C areas compress VFR operations
opportunity to safely circumnavigate or overfly the
into airspace of limited size and minimum altitude
structure.
availability.
8. VFR Routes. Pilots operating VFR fre- 3. VFR DOD TRAINING ROUTES (VR) −
quently fly routes that follow rivers, coastlines, Operations on VRs provide DOD aircrews low
mountain passes, valleys, and similar types of natural altitude, high speed navigation and tactics training,
landmarks or major highways, railroads, powerlines, and are a basic requirement for combat readiness (see
canals, and other manmade structures. A VFR route FAA Order JO 7610.4, Special Operations). Surface
may also be comprised of specific radials of a Very structures have their greatest impact on VFR
High Frequency Omnidirectional Range (VOR). operations when ceiling and visibility conditions are
These routes may correspond to an established at or near basic VFR minimums. Accordingly, the
Federal Airway, direct radials between navigation guidelines for a finding of substantial adverse effect
facilities, or a single radial providing transition to a on en route VFR operations are based on
route predicated on visual aids. While there may be consideration for those operations conducted under
established minimum en route altitudes for segments Part 91 that permits flight clear of clouds with 1 mile
of these routes and navigation is dependent upon flight visibility outside controlled airspace. In
adequate signal reception, a VFR pilot may fly at an contrast, flight along VRs can be conducted only
altitude below the established minimum altitude in when weather conditions equal or exceed 3,000 feet
order to maintain visual contact with the ground. The ceiling and 5 miles visibility. A proposed structure’s
basic consideration in evaluating the effect of location on a VR is not a basis for determining it to
obstructions on operations along these routes is be a hazard to air navigation; however, in recognition
whether pilots would be able to visually observe and of the DOD’s requirement to conduct low altitude
avoid them during marginal VFR weather conditions. training, disseminate Part 77 notices and aeronautical
At least 1−mile flight visibility is required for VFR study information to DOD representatives. Addition-
operations beneath the floor of controlled airspace. ally, attempt to persuade the sponsor to lower or
This means that a surface reference used for VFR low relocate a proposed structure that exceeds obstruction
altitude flight must be horizontally visible to pilots standards and has been identified by the DOD as
for a minimum of 1 mile. detrimental to its training requirement.

6−3−12 Identifying/Evaluating Aeronautical Effect

2/28/19 JO 7400.2M

d. AIRPORT AREAS − Consider the following (e) Beyond the lateral limits of the conical
when determining the effect of structures on VFR surface and not in the climb/descent area of any
operations near airports: runway − 499 feet above airport elevation (AE) not to
exceed 499 feet AGL.
1. Traffic Pattern Airspace − There are many
variables that influence the establishment of airport (f) An existing structure (that has been
arrival and departure traffic flows. Structures in the previously studied by the FAA), terrain, or a
traffic pattern airspace may adversely affect air proposed structure (that would be shielded by
navigation by being a physical obstruction to air existing structures) may not be considered to have a
navigation or by distracting a pilot’s attention during substantial adverse effect. In such instances, the
a critical phase of flight. The categories of aircraft traffic pattern may be adjusted as needed on a
using the airport determine airport traffic pattern case−by−case basis.
airspace dimensions. (g) Exceptions may be made on a case−by−
(a) Traffic Pattern Airspace dimensions (See case basis when the surrounding terrain is
FIG 6−3−9). significantly higher than the airport elevation, the
established traffic pattern altitude is less than 800 feet
(b) Within Traffic Pattern Airspace − A above airport elevation or “density altitude” is a
structure that exceeds a 14 CFR, Part 77 obstruction consideration.
standard and that exceeds any of the following
heights is considered to have an adverse effect and 2. Terminal Transition Routes − A structure
would have a substantial adverse effect if a significant would have an adverse effect upon VFR air
volume of VFR aeronautical operations are affected navigation if it:
except as noted in paragraph 6−3−8 d.1.(f) and (g) (a) Exceeds a height of 499 feet above the
(see FIG 6−3−10). surface at its site; and
(c) The height of the transition surface (other (b) Is located within 2 statute miles of the
than abeam the runway), the approach slope (up to the centerline of any regularly used VFR route (see
height of the horizontal surface), the horizontal FIG 6−3−8).
surface, and the conical surface (as applied to visual
approach runways, Section 77.19). 3. VFR Approach Surface Slope Ratios − A
structure would have an adverse effect upon VFR air
(d) Beyond the lateral limits of the conical navigation if it penetrates the approach surface slope
surface and in the climb/descent area − 350 feet above of any runway. The following slope ratios are applied
airport elevation or the height of 14 CFR Section to the end of the primary surface:
77.17(a)(2), whichever is greater not to exceed 499
feet above ground level (AGL). The climb/descent (a) 20:1 for civil visual approaches.
area begins abeam the runway threshold being used (b) 50:1 for DOD runway approaches.
and is the area where the pilot is either descending to
(c) 8:1 for civil helicopter approaches
land on the runway or climbing to pattern altitude
surfaces.
after departure. (The area extending outward from a
line perpendicular to the runway at the threshold, see (d) 10:1 for DOD helicopter approach
FIG 6−3−11). surfaces.

Identifying/Evaluating Aeronautical Effect 6−3−13

JO 7400.2M 2/28/19

FIG 6−3−8
VFR ROUTES

6−3−14 Identifying/Evaluating Aeronautical Effect

2/28/19 JO 7400.2M

FIG 6−3−9
TRAFFIC PATTERN AIRSPACE

Identifying/Evaluating Aeronautical Effect 6−3−15

JO 7400.2M 2/28/19

FIG 6−3−10
TRAFFIC PATTERN AIRSPACE ADVERSE EFFECT

6−3−16 Identifying/Evaluating Aeronautical Effect

2/28/19 JO 7400.2M

FIG 6−3−11
TRAFFIC PATTERN AIRSPACE CLIMB/DESCENT AREAS

Identifying/Evaluating Aeronautical Effect 6−3−17

JO 7400.2M 2/28/19

e. HELICOPTERS − The special maneuvering navigation must not be based upon a structure’s effect
characteristics of helicopters are recognized in on aeronautical operations conducted under a waiver
Sections 91.119 and 91.155, provided operations are or exemption to CFR operating rules.
conducted without hazard to persons or property on
the ground. Helicopter pilots must also operate at a 6−3−9. EVALUATING EFFECT ON IFR
speed that will allow them to see and avoid OPERATIONS
obstructions. Consequently, proposed or existing
structures are not considered factors in determining a. PURPOSE. This section provides general
adverse effect upon helicopter VFR operations guidelines for determining the effect of structures,
except as follows: whether proposed or existing, upon IFR aeronautical
operations.
1. En route. When the Administrator prescribes
routes and altitudes for helicopters, the exemptions to b. STANDARDS. Obstruction standards are used
Part 91 for helicopters do not apply. Thus, any to identify potential adverse effects and are not the
structure would have an adverse effect if it penetrates basis for a determination. The criteria used in
an imaginary surface 300 feet below an established determining the extent of adverse affect are those
helicopter minimum flight altitude and is located established by the FAA to satisfy operational,
within 250 feet either side of the established route’s procedural, and electromagnetic requirements. These
centerline. criteria are contained in regulations, advisory
circulars, and orders (for example, the 8260 Order
2. Heliport Landing/Takeoff Area. Any struc-
series and FAA Order JO 7110.65). Obstruction
ture would have an adverse effect if it would exceed
evaluation personnel must apply these criteria in
any of the heliport imaginary surfaces. Although
evaluating the extent of adverse effect to determine if
helicopter approach−departure paths may curve, the
the structure being studied would actually have a
length of the approach−departure surface remains
substantial adverse effect and would constitute a
fixed.
hazard to air navigation.
f. AGRICULTURAL AND INSPECTION
c. IFR MINIMUM FLIGHT ALTITUDES. Tech-
AIRCRAFT OPERATIONS − Rules that apply to
nical Operations Aviation System Standards is the
agricultural dispensing operations, as prescribed in
principal FAA element responsible for establishing
Part 137, allow deviation from Part 91 altitude
instrument procedures and minimum altitudes for
restrictions. It is the pilot’s responsibility to avoid
IFR operations. FPT personnel must evaluate the
obstacles because the agricultural operations must be
effect of proposed structures on IFR aeronautical
conducted without creating a hazard to persons or
operations as outlined in Order 8260.19, Flight
property on the surface. Similar operations include
Procedures and Airspace.
pipeline, power line, and military low−level route
inspections. Consequently, these operations are not d. EN ROUTE IFR OPERATIONS
considered in reaching a determination of substantial
1. Minimum En Route Altitudes (MEA). MEAs
adverse effect.
are established for each segment of an airway or an
NOTE− approved route based upon obstacle clearance,
Before and after the dispensing is completed, the pilot is navigational signal reception, and communications.
required to operate under the Part 91 minimum altitudes.
The MEA assures obstruction clearance and
g. OPERATIONS UNDER WAIVER OR acceptable navigational signal coverage over the
EXEMPTION TO CFR − Waivers and/or exemptions entire airway or route segment flown. Any structure
to CFR operating rules include provisions to ensure that will require an MEA to be raised has an adverse
achievement of a level of safety equivalent to that effect. Careful analysis by the appropriate Flight
which would be present when complying with the Procedures Team and air traffic personnel is
regulation waived or exempted. Additionally, necessary to determine if there would be a substantial
waivers and exemptions do not relieve pilots of their adverse effect on the navigable airspace. Generally,
responsibility to conduct operations without creating the loss of a cardinal altitude is considered a
a hazard to persons and property on the surface. substantial adverse effect. However, the effect may
Accordingly, a determination of hazard to air not be substantial if the aeronautical study discloses

6−3−18 Identifying/Evaluating Aeronautical Effect

2/28/19 JO 7400.2M

that the affected MEA is not normally flown by U.S. Air Force to evaluate bomber crew proficiency.
aircraft, nor used for air traffic control purposes. They provide accurate radar records for aircraft flying
at low altitudes attacking simulated targets along the
2. Minimum Obstruction Clearance Altitudes
RBS scoring line. An obstruction located within the
(MOCA). MOCAs assure obstacle clearance over the
flights’ RBS boundaries may have a substantial
entire route segment to which they apply and assure
adverse effect and a serious operational impact on
navigational signal coverage within 22 NM of the
military training capability.
associated VOR navigational facility. For that
portion of the route segment beyond 22 NM from the e. TERMINAL AREA IFR OPERATIONS. The
VOR, where the MOCA is lower than the MEA and obstruction standards contained in Part 77 are also
there are no plans to lower the MEA to the MOCA, used to identify obstructions within terminal obstacle
a structure that affects only the MOCA would not be clearance areas. Any structure identified as an
considered to have substantial adverse effect. Other obstruction is considered to have an adverse effect;
situations require study as ATC may assign altitudes however, there is no clear−cut formula to determine
down to the MOCA under certain conditions. what extent of adverse effect is considered
substantial. Instrument approach and departure
3. Minimum IFR Altitudes (MIA). These procedures are established in accordance with
altitudes are established in accordance with Order published obstacle clearance guidelines and criteria.
7210.37, En Route Minimum IFR Altitude Sector However, there are segments of instrument approach
Charts, to provide the controller with minimum IFR procedures where the minimum altitudes may be
altitude information for off−airway operations. MIAs revised without substantially effecting landing
provide the minimum obstacle clearance and are minimums. Thus, the determination must represent a
established without respect to flight−checked radar or decision based on the best facts that can be obtained
normal radar coverage. Any structure that would during the aeronautical study.
cause an increase in a MIA is an obstruction, and
further study is required to determine the extent of 1. Instrument Approach Procedures
adverse effect. Radar coverage adequate to vector (IAP)/Special SIAP. Flight Procedures Team person-
around such a structure is not, of itself, sufficient to nel are responsible for evaluating the effect of
mitigate a finding of substantial adverse effect that structures upon any segment of an IAP/Special SIAP,
would otherwise be the basis for a determination of any proposed IAP/Special SIAP, or any departure
hazard to air navigation. restriction. However, all FAA personnel involved in
the obstruction evaluation process should be familiar
4. IFR Military Training Routes (IRs) − with all aspects of the terminal area IFR operations
Operations on IR’s provide pilots with training for being considered. If Flight Procedures Team
low altitude navigation and tactics (see FAA personnel determine that a structure will affect
Order JO 7610.4, Special Operations). Flight along instrument flight procedures, their evaluation should
these routes can be conducted below the minimum include those procedural adjustments that can be
IFR altitude specified in Part 91, and the military made without adversely affecting IFR operations.
conducts operational flight evaluations of each route When the study discloses that procedural adjust-
to ensure compatibility with their obstructions ments to reduce or mitigate any adverse effect cannot
clearance requirements. A proposed structure’s be accomplished, then the comments to air traffic
location on an IR is not a basis for determining it to must identify the significance of this effect on
be a hazard to air navigation; however, in recognition procedures and aeronautical operations.
of the military’s requirement to conduct low altitude
NOTE−
training, disseminate Part 77 notices and aeronautical This paragraph applies to any IAP and Special SIAP at
study information to military representatives. public−use and private−use airports.
Additionally, attempt to persuade the sponsor to
2. Minimum Vectoring Altitudes (MVA). These
lower, or relocate proposed structures that exceed
altitudes are based upon obstruction clearance
obstruction standards and have been identified by the
requirements only (see Order 8260.19). The area
military as detrimental to their training requirement.
considered for obstacle clearance is the normal
5. Radar Bomb Sites (RBS) − These sites are a operational use of the radar without regard to the
vital link in the low level training network used by the flight−checked radar coverage. It is the responsibility

Identifying/Evaluating Aeronautical Effect 6−3−19

JO 7400.2M 2/28/19

of individual controllers to determine that a target 25−mile radius of the navigational facility (may be
return is adequate for radar control purposes. MVAs increased to 30 miles under certain conditions), or
are developed by terminal facilities, approved by the Emergency Safe Altitudes, established within a
Terminal Procedures and Charting Group and 100−mile radius of the navigation facility and
published for controllers on MVA Sector Charts. Any normally used only in military procedures at the
structure that would cause an increase in an MVA is option of the approval authority. These altitudes are
an obstruction and a study is required to determine the designed for emergency use only and are not
extent of adverse effect. Radar coverage adequate to routinely used by pilots or by air traffic control.
vector around such a structure is not, of itself, Consequently, they are not considered a factor in
sufficient to mitigate a finding of substantial adverse determining the extent of adverse effect, used as the
effect that would otherwise be the basis for a basis of a determination, or addressed in the public
determination of hazard to air navigation. notice of an aeronautical study.
3. Military Airports. With the exception of the f. CONSIDERING ACCURACY. Experience has
U.S. Army, the appropriate military commands shown that submissions often contain elevation
establish and approve terminal instrument proced- and/or location errors. For this reason, the Flight
ures for airports under their respective jurisdictions. Procedures Team uses vertical and horizontal
Consequently, the OEG must ensure that the military accuracy adjustments, as reflected below, to
organizations are provided the opportunity to determine the effect on IFR operations.
evaluate a structure that may affect their operations. 1. Accuracy Application − Current directives
While the military has the responsibility for require the FPT to apply accuracy standards to
determining the effect of a structure, it is expected obstacles when evaluating effects on instrument
that the FPT will assist air traffic in reconciling procedures. These accuracy standards typically
differences in the military findings. require an adjustment of 50 feet vertically and 250
feet horizontally to be applied in the most critical
4. Departure Procedures. TERPS, Chapter 12,
direction. Normally, these adjustments are applied to
Civil Utilization of Area Navigation (RNAV)
those structures that may become the controlling
Departure Procedures, contains criteria for the
obstructions and are applicable until their elevation
development of IFR departure procedures. An
and location are verified by survey.
obstacle that penetrates the 40:1 departure slope is
considered to be an obstruction to air navigation. 2. Certified Accuracy − The FPT must notify air
Further study is required to determine if adverse traffic whenever certified accuracy is needed to
effect exists. Any proposed obstacle that penetrates determine if the structure will have an adverse effect.
the 40:1 departure slope, originating at the departure Air traffic must then contact the sponsor to request a
end of runway (DER) by up to 35 feet will be surveyed verification of the elevation and location.
circularized. If an obstacle penetrates the 40:1 The acceptable accuracy verification method must be
departure slope by more than 35 feet, it is presumed provided and certified by a licensed engineer or
to be a hazard, and a Notice of Presumed Hazard will surveyor. The survey must include the plus or minus
be issued, and processed accordingly. Analysis by the accuracy required by the FPT, as well as the signature
Terminal Procedures and Charting Group and air of the engineer/surveyor and the appropriate seal.
traffic personnel is necessary to determine if there 3. Determination − A final determination based
would be a substantial adverse effect on the navigable on improved accuracy must not be issued until after
airspace. the certified survey is received and evaluated.
5. Minimum Safe Altitudes (MSA). A MSA is 4. Survey Information Distribution − When the
the minimum obstacle clearance altitude for certified survey is received, Air Traffic personnel
emergency use within a specified distance from the must ensure that the survey information is provided
navigation facility upon which a procedure is to FPT personnel and must send to AeroNav a copy
predicated. These are either Minimum Sector of the survey attached to the FAA Form 7460−2,
Altitudes, established for all procedures within a Notice of Actual Construction or Alteration.

6−3−20 Identifying/Evaluating Aeronautical Effect

2/28/19 JO 7400.2M

6−3−10. EVALUATING EFFECT ON AIR shape and intensity of such reflections and/or
NAVIGATION AND COMMUNICATION re−radiation depends upon the size of the reflecting
FACILITIES surface and distance from the localizer antenna. The
angle of incidence reflection in the azimuth plane
a. The FAA is authorized to establish, operate, and generally follows the rules of basic optical reflection.
maintain air navigation and communications facilit- Normally, in order to affect the course, the reflections
ies and to protect such facilities from interference. must come from structures that lie in or near the
During evaluation of structures, factors that may on−course signal. Large mass structures of any
adversely affect any portion or component of the type, including metallic fences or powerlines,
NAS must be considered. Since an electromagnetic within plus/minus 15 degrees of extended centerline
interference potential may create adverse effects as up to 1 NM from the approach end of the runway and
serious as those caused by a physical penetration of any obstruction within 500 feet of the localizer
the airspace by a structure, those effects must be antenna array must be studied carefully. (Refer to
identified and stated. Proposals will be handled, FAA Order 6750.16, Siting Criteria for Instrument
when appropriate, directly with FCC through Landing Systems).
Spectrum Assignment and Engineering Services.
b. Technical operations services personnel must (b) ILS Glide Slope. Vertical surfaces within
evaluate notices to determine if the structure will approximately 1,000 feet of the runway centerline
affect the performance of existing or proposed NAS and located up to 3,000 feet forward of the glide slope
facilities. The study must also include any plans for antenna can cause harmful reflections. Most
future facilities, proposed airports, or improvements interference to the glide slope are caused by
to existing airports. discontinuities in the ground surface, described
approximately as a rectangular area 1,000 feet wide
c. The physical presence of a structure and/or the by 5,000 feet long, extending forward from the glide
electromagnetic signals emanating or reflecting there slope antenna and centered at about the runway
from may have a substantial adverse effect on the centerline. Discontinuities are usually in the form
availability, or quality of navigational and commu- of rough terrain or buildings (refer to FAA
nications signals, or on air traffic services needed for Order 6750.16, Siting Criteria for Instrument
the safe operation of aircraft. The following general Landing Systems).
guidelines are provided to assist in determining the
anticipated interference. 2. Very High Frequency Omni−Directional
1. Instrument Landing System (ILS) − Trans- Radio Range and Tactical Air Navigation Aid
mitting antennas are potential sources of (VOR/TACAN). Usually, there should be no
electromagnetic interference that may effect the reflecting structures or heavy vegetation (trees,
operation of aircraft using an ILS facility. The brush, etc.) within a 1,000 foot radius of the VOR or
antenna height, radiation pattern, operating fre- the TACAN antenna. Interference may occur from
quency, effective radiated power (ERP), and its large structures or powerlines up to 2 NM from the
proximity to the runway centerline are all factors antenna. Wind turbines are a special case, in that they
contributing to the possibility of interference. may cause interference up to 8 NM from the antenna.
Normally, any structure supporting a transmitting (Refer to FAA Order 6820.10, VOR, VOR/DME, and
antenna within the established localizer and/or TACAN Siting Criteria).
glide−slope service volume area must be studied
carefully. However, extremes in structure height, 3. Air Route Surveillance Radar/Airport Sur-
ERP, frequency, and/or antenna radiation pattern may veillance Radar (ARSR/ASR). Normally, there
require careful study of structures up to 30 NM from should be no reflecting structures within a 1,500−foot
the ILS frequency’s protected service volume area. radius of the radar antenna. In addition, large
reflective structures up to 3 NM from the antenna can
(a) ILS Localizer. Large mass structures cause interference unless they are in the “shadow” of
adjacent to the localizer course and/or antenna topographic features. Wind turbines are a special
array are potential sources of reflections and/or case, in that they may cause interference up to the
re−radiation that may affect facility operation. The limits of the radar line of site.

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4. Air Traffic Control Radar Beacon (ATCRB). average grade in the vicinity of the highest point.
The effects encountered due to reflections of the Relative to airport service roads substantial adverse
secondary radar main lobe are more serious than effect can be eliminated if all vehicular traffic is
those associated with primary radar. Therefore, it is controlled or managed by the air traffic control
necessary to ensure that no large vertical reflecting facility. A clear line−of−sight is required to all lights
surface penetrates a 1,500−foot radius horizontal in the system from any point on a surface, one−half
plane located 25 feet below the antenna platform. In degree below the aircraft descent path and extending
addition, interference may occur from large 250 feet each side of the runway centerline, up to
structures up to 12 miles away from the antenna. This 1,600 feet in advance of the outermost light in the
distance will depend on the area of the reflecting system. The effect of parked or taxiing aircraft must
surface, the reflection coefficient of the surface, also be considered when evaluating line−of−sight for
and its elevation with respect to the interrogator approach lighting systems.
antenna. (Refer to FAA Order 6310.6, Primary/Sec- 8. Visual Approach Slope Indicator
ondary Terminal Radar Siting Handbook). (VASI)/Precision Approach Path Indicator (PAPI).
5. Directional Finder (DF). The DF antenna site No structures or obstructions must be placed within
should be free of structures that will obstruct the clearance zone for the particular site involved or
line−of−sight with aircraft at low altitudes. The the projected visual glide path.
vicinity within 300 feet of the antenna should be free NOTE−
of metallic structures which can act as re−radiators. VASI and PAPA now fall under the heading of VGSI.
6. Communication Facilities. Minimum desir- 9. Runway End Identifier Lights (REIL). No
able distances to prevent interference problems structures or obstructions must be placed within the
between communication facilities and other established clearance zone.
construction are: d. Factors that modify the evaluation criteria
(a) 1,000 feet from power transmission lines guidelines require consideration. Some facility
(other than those serving the facility) and other radio signal areas are more susceptible to interference than
or radar facilities. others. The operational status of some signals may
already be marginal because of existing interference
(b) 300 feet from areas of high vehicle from other structures. In addition, the following
activity such as highways, busy roads, and large characteristics of structures must be considered:
parking areas.
1. The higher the structure’s height is in relation
(c) One (1) NM from commercial broadcast- to the antenna, the greater the chance of interfering
ing stations (e.g., FM, TV). reflections. Any structure subtending a vertical angle
7. Approach Lighting System. No structure, greater than one degree from the facility is usually
except the localizer antenna, the localizer far field cause for concern. Tall structures, such as radio
monitor antenna, or the marker antenna must towers and grain elevators, can interfere from
protrude above the approach light plane. For distances greater than those listed in the general
approach light plane clearance purposes, all roads, criteria.
highways, vehicle parking areas, and railroads must 2. The type of construction material on the
be considered as vertical solid structures. The reflecting surface of the structure is a factor, with
clearance required above interstate highways is 17 nonmetallic surfaces being less troublesome than
feet; above railroads, 23 feet; and for all other public metallic or metallic impregnated glass.
roads, highways, and vehicle parking areas, 15 feet.
The clearance required for a private road is 10 feet or 3. Aircraft hangars with large doors can be a
the highest mobile structure that would normally use special problem because the reflecting surface of the
the road, which would exceed 10 feet. The clearance hangar varies appreciably with changes in the
for roads and highways must be measured from the position of the doors.
crown of the road; the clearance for railroads must be 4. Interference is usually caused by mirror
measured from the top of the rails. For vehicle reflections from surfaces on the structure. Orientation
parking areas, clearance must be measured from the of the structure therefore plays an important part in

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the extent of the interference. Reflections of the and land−use planning studies in the vicinity of the
largest amplitude will come from signals striking a structure. The results of the study forwarded to air
surface perpendicular to the signals. Signals striking traffic must include appropriate comments regarding
a surface at a shallow angle will have a smaller the extent of Federal aid, sponsor airport investments,
amplitude. the airport owner’s obligations in existing grant−in−
aid agreements, and anticipated aeronautical activity
e. Air traffic personnel must request technical
at the airport and in the general area. If a structure
operations services personnel to assist them in
would adversely impact an airport’s efficiency,
discussions with sponsors to explore alternatives to
utility, or capacity, the responsible Airports Office
resolve the prospective adverse effects to facilities.
should document this impact in its evaluation.
These may involve design revisions, relocation, or
Comments should include recommended new
reorientation depending on the character of the
location(s) for the structure as appropriate.
construction and facility involved.
f. Attempt to resolve electromagnetic interference b. New Airport Development. When a structure
(EMI) before issuing a hazard determination. Notify requiring notice under Part 77 and any new airport
the sponsor by letter (automated DPH letter) that the development are both in the same vicinity, Airports
structure may create harmful EMI and include in the personnel must study the interrelationship of the
letter the formula and values that were applied, the structure and the airport. Additionally, supplemental
specific adverse effects expected, and an offer to information on the proposed airport site must be
consider alternatives. Provide the sponsor, as well as furnished to the OEG. If a substantial adverse effect
the FAA, ample time to exhaust all available avenues is anticipated, Airports personnel must provide
for positive resolution. The intent of this process is to detailed comments and specific recommendations for
allow the sponsor adequate time to consider the mitigating the adverse effects.
problems and the alternatives before a decision is
rendered by the issuance of the FAA determination. 6−3−12. EVALUATING TEMPORARY
Follow these guidelines in all situations where CONSTRUCTION
harmful EMI is projected by the study.
a. Temporary Construction Equipment. Construc-
6−3−11. EVALUATING PLANNED OR tion of structures normally requires use of temporary
FUTURE AIRPORT DEVELOPMENT construction equipment that is of a greater height than
PROGRAMS the proposed structure. Appropriate action is
necessary to ensure that the temporary construction
The national system of airports consists of public, equipment does not present a hazard to air navigation.
civil, and joint−use airport facilities considered It is not possible to set forth criteria applicable to
necessary to adequately meet the anticipated needs of every situation; however, the following action
civil aeronautics. Airport Planning and Programming examples may help to minimize potential problems:
Offices are the most accurate sources of up−to−date
information on airport development plans. Con- 1. If use of the temporary construction
sequently, Airports personnel are expected to equipment is on an airport, it may be necessary to
extensively review structures in reference to the safe negotiate with airport managers/owners to close a
and orderly development of airport facilities, runway, taxiway, temporarily move a runway
including what development will realistically be threshold, or take other similar action.
accomplished within a reasonable time. Areas of
2. Negotiate with equipment operators to raise
consideration in accomplishing this responsibility
and lower cranes, derricks, or other construction
are:
equipment when weather conditions go below
a. Future Development of Existing Airports. A predetermined minimums as necessary for air traffic
detailed review in this area requires looking at current operations or as appropriate for the airport runways
planned airport projects, national airport plan data, in use.

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3. Control the movement of construction 1. The physical protection provided by existing

vehicle traffic on airports. natural terrain, topographic features, or surface
structures of equal or greater height than the structure
4. Adjust minimum IFR altitudes or instrument under study; and
procedures as necessary to accommodate the
construction equipment if such action will not have 2. The structure(s) providing the shielding
serious adverse effects on aeronautical operations. protection is/are of a permanent nature and there are
no plans on file with the FAA for the removal or
5. Request that the temporary construction alteration of the structure(s).
equipment be properly marked and/or lighted if
d. Guidelines. Any proposed construction of or
needed.
alteration to an existing structure is normally
b. Temporary Structures − OE notices for considered to be physically shielded by one or more
temporary structures are processed in the same existing permanent structure(s), natural terrain, or
manner as a permanent structure, but require special topographic feature(s) of equal or greater height if the
consideration in determining the extent of adverse structure under consideration is located:
effect. This is especially true of structures such as 1. Not more than 500 feet horizontal distance
cranes and derricks that may only be at a particular from the shielding structure(s) and in the congested
site for a short time period. As a general policy, it is area of a city, town, or settlement, provided the
considered in the public interest to make whatever shielded structure is not located closer than the
adjustments necessary to accommodate the shielding structures to any heliport or airport located
temporary structure of 30 days or less if there is no within 5 miles of the structure(s).
substantial adverse affect on aeronautical
operations or procedures. However, this policy does 2. Such that there would be at least one such
not apply if the aeronautical study discloses that shielding structure situated on at least three sides of
the structure would be a hazard to aviation. the shielded structure at a horizontal distance of not
Reasonable adjustments in aeronautical operations more than 500 feet.
and modifications to the temporary structure 3. Within the lateral dimensions of any runway
should be given equal consideration. approach surface but would not exceed an overall
height above the established airport elevation greater
than that of the outer extremity of the approach
6−3−13. CONSIDERING SHIELDING surface, and located within, but would not penetrate,
the shadow plane(s) of the shielding structure(s).
Shielding as described below should not be confused
with notice criteria as stated in Section 77.9(e). e. OEG must coordinate with FPT before applying
shielding criteria for precision approach surface
a. Consideration. Shielding is one of many factors penetrations.
that must be considered in determining the physical
effect a structure may have upon aeronautical NOTE−
operations and procedures. Good judgment, in See FIG 6−3−7 and FIG 6−3−12.
addition to the circumstances of location and flight
activity, will influence how this factor is considered 6−3−14. CONSIDERING SHADOW PLANE
in determining whether proposed or existing
The term “shadow plane” means a surface originating
structures would be physically shielded.
at a horizontal line passing through the top of the
b. Principle. The basic principle in applying the shielding structure at right angles to a straight line
shielding guidelines is whether the location and extending from the top of the shielding structure to
height of the structures are such that aircraft, when the end of the runway. The shadow plane has a width
operating with due regard for the shielding structure, equal to the projection of the shielding structure’s
would not collide with that structure. width onto a plane normal to the line extending from
the top and center of the shielding structure to the
c. Limitations. Application of the shielding effect midpoint of the runway end. The shadow plane
is limited to: extends horizontally outward away from the

6−3−24 Identifying/Evaluating Aeronautical Effect

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shielding structure until it intersects or reaches the 1. Exceeds 200 feet in overall height above
end of one of the imaginary approach area surfaces; ground level at its site or exceeds any obstruction
see FIG 6−3−13, FIG 6−3−14, and FIG 6−3−15. standard contained in Part 77, Subpart C, unless an
aeronautical study shows the absence of such
marking and/or lighting will not impair aviation
6−3−15. RECOMMENDING MARKING AND safety.
LIGHTING OF STRUCTURES
2. Is not more than 200 feet AGL, or is not
a. STANDARDS. FAA standards, procedures, identified as an obstruction under the standards of
and types of equipment specified for marking and Part 77, Subpart C, but may indicate by its particular
lighting structures are presented in AC 70/7460−1, location a need to be marked or lighted to promote
Obstruction Marking and Lighting. These standards aviation safety.
provide a uniform means to indicate the presence of d. PARTIAL MARKING AND/OR LIGHTING.
structures and are the basis for recommending Omitting marking and/or lighting on the structure’s
marking and lighting to the public. These standards bottom section; for example, the lowest 200 feet of a
are the minimum acceptable level of conspicuity to tall structure should be discouraged unless that part
warn pilots of the presence of structures. They must of the structure is shielded. Marking and lighting
also apply when Federal funds are to be expended for standards are based on a total system configuration
the marking and lighting of structures. and are only effective when used as intended.
b. AERONAUTICAL STUDY. All aeronautical Therefore, the structure and its location must be given
studies must include an evaluation to determine careful consideration before recommending partial
whether obstruction marking and/or lighting are marking and/or lighting.
necessary and to what extent. The entire structure or e. OMISSION/DELETION OF MARKING
complex, including closely surrounding terrain and AND/OR LIGHTING. When recommending that
other structures, must be considered in recommend- marking and/or lighting be omitted because the
ing marking and lighting. A subsequent study may structure is sufficiently conspicuous by its shape,
indicate a need to change an earlier determination by size, and/or color, include a judgment that the
recommending marking and/or lighting when such structure would not blend into any physical or
recommendation was not made in the original study atmospheric background that may reasonably be
or, in some cases, after a determination was issued. expected in the vicinity.
1. Proposed Structures. A change in runway f. EXCESSIVE MARKING AND/OR
length or alignment, a new airport development LIGHTING. Recommend specific advisory circular
project, a change in aeronautical procedures, or other chapters, paragraphs, and, when appropriate, specific
similar reasons may be cause for additional study of intensities that address the minimum marking and/or
proposed structures to determine whether marking lighting standards for safety. Recommendation of
and/or lighting are now appropriate even when not specific chapters allow for the use of those chapters
recommended in the original study. only, although they may contain references to other
chapters. If the sponsor insists on or the FAA finds
2. Existing Structures. A marking and/or that high intensity white lights would not be
lighting recommendation may be made at any time. objectionable, indicate in the determination that the
In making the recommendation consider changes that FAA does not object to increased conspicuity
have occurred in the vicinity of the structure since the provided the lighting is in accordance with guidelines
initial determination was made and include such of AC 70/7460−1, Obstruction Marking and
factors as increased aircraft activity, the closing of an Lighting.
airport, changes in IFR and VFR routes, and
shielding by taller structures. g. VOLUNTARY MARKING AND/OR
LIGHTING. When it is determined not necessary for
c. RECOMMENDATIONS. Recommend the aviation safety, marking and/or lighting may be
marking and/or lighting standard most appropriate accomplished on a voluntary basis. However,
for the height and location of any temporary or marking and/or lighting should not be a condition of
permanent structure that: the determination, but instead, it must be recommen-

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ded that, if voluntary, marking and/or lighting be j. DEVIATIONS AND MODIFICATION TO

installed and maintained in accordance with MARKING AND/OR LIGHTING. When the
AC 70/7460−1. sponsor or owner of a structure requests permission
to deviate from or modify the recommended marking
h. HIGH AND MEDIUM INTENSITY WHITE and/or lighting, an appropriate aeronautical study
OBSTRUCTION LIGHTING SYSTEMS: should be made to determine whether the deviation/
modification is acceptable, and/or whether the
1. High intensity lighting systems should not be recommended marking and/or lighting should be
recommended for structures 700 feet above ground retained.
level or less, except when an aeronautical study
shows otherwise. This does not apply to catenary 1. A deviation refers to a change from the
support structures. standard patterns, intensities, flashing rates, etc. A
marking and lighting deviation is considered to be
2. Use caution in recommending the use of high marking patterns or colors and lighting patterns,
or medium intensity white obstruction lighting intensities, flashing rates, or colors other than those
systems, especially in a populated area. Aircraft specified in AC 70/7460−1.
operations can be adversely affected where strobe−
lighted structures are located in an area of limited (a) Requests for deviations must be
visual cues. These situations can contribute to spatial forwarded to Rules and Regulations Group only after
disorientation when pilots are maneuvering in an aeronautical study has been conducted on the
minimum visibility conditions. Marine or surface proposal. The results of the study and the regional
vessels and other vehicles, especially on nearby recommendation must be submitted with the request.
elevated roadways, could also experience operational (b) Deviations require approval by the
difficulties from strobe lights. External shielding Director of Mission Support, Policy. Rules and
may minimize adverse effects. Examples are: Regulations Group must effect all coordination
necessary for issuing the decision to approve or
(a) At locations within the airport/heliport
disapprove. The approval or disapproval decision
environment in a sparsely lighted rural setting.
must be forwarded to the region/service area office
for response to the sponsor. Examples of deviations
(b) At an offshore installation.
are contained in AC 70/7460−1.
3. Dual lighting systems should be considered 2. The OEG may approve a request for a
when a structure is located in or near residential areas, modified application of marking and/or lighting.
especially in hilly terrain where some houses are Examples of modified applications may be found in
higher than the base of the structure. AC 70/7460−1. A modified application of marking
and lighting refers to the amount of standard marking
i. LIGHTED SPHERICAL MARKERS. Lighted
and/or lighting such as:
spherical markers are available for increased night
conspicuity of high−voltage (69kv or greater) (a) Placing the standard marking and/or
transmission−line catenary wires. These markers lighting on only a portion of a structure.
should be recommended for increased night
conspicuity for such wires when located near (b) Adding marking and/or lighting in
airports, heliports, across rivers, canyons, lakes, etc. addition to the standard marking and lighting to
Consider the following when recommending lighted improve the conspicuity of the structure;
spherical markers: aeronautical activity, nighttime (c) Reducing the amount of standard marking
operations, low level operations, local weather and/or lighting to the extent of eliminating one or the
conditions, height of wires, length of span, etc. If the other as may be considered appropriate.
support structures are to be lighted, also consider
lighting the catenary wires. Installation, size, color, (d) Adjusting the standard spacing of recom-
and pattern guidelines can be found in Advisory mended intermediate light levels for ease of
Circular 70/7460−1, Obstruction Marking and installation and maintenance as considered
Lighting. appropriate.

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6−3−16. NEGOTIATIONS (d) A proposed structure that would be in

proximity to, and have no greater effect than, a
Negotiations must be attempted with the sponsor to
previously studied existing structure, and no plan is
reduce the structure’s height so that it does not exceed
on file with the FAA to alter or remove the existing
obstruction standards, mitigate any adverse effects on
structure.
aeronautical operations, air navigation and/or
communication facilities, or eliminate substantial (e) A structure that would be temporary and
adverse effect. If feasible, recommend collocation of appropriate temporary actions could be taken to
the structure with other structures of equal or greater accommodate the structure without an undue
heights. Include in the aeronautical study file and hardship on aviation.
determination a record of all the negotiations (f) A structure found to have substantial
attempted and the results. If negotiations result in the adverse effect based on an internal FAA study.
withdrawal of the OE notice, the obstruction
evaluation study may be terminated. Otherwise, the (g) A structure that would exceed Part
obstruction evaluation must be continued to its 77.23(a)(2) and would be outside the traffic pattern.
conclusion. (h) A structure that would affect IFR
operations but would only need FAA comment. For
6−3−17. CIRCULARIZATION instance a structure that:
(1) Would raise a MOCA, but not a MEA.
a. Circularizing a public notice allows the FAA to
solicit information that may assist in determining (2) Would raise a MVA.
what effect, if any, the proposed structure would have (3) Would raise a MIA.
to the navigable airspace. The OEG determines when
it is necessary to distribute a public notice. 3. Circularization for existing structures will be
determined on a case−by−case basis.
1. If a structure first exceeds obstruction
standards, then a public notice should be circularized b. Each public notice (automated letter CIR) must
if: contain:
1. A complete, detailed description of the
(a) An airport is affected;
structure including, as appropriate, illustrations or
(b) There is possible VFR effect; or graphics depicting the location of the structure:
(c) There is a change in aeronautical (a) On−airport studies. Use airport layout
operations or procedures. plans or best available graphic.
2. Circularization is not necessary for the (b) Off−airport studies. Use the appropriate
following types of studies: aeronautical chart. Additional illustrations may be
included, as necessary.
(a) A reduction in the height of an existing
structure. 2. A complete description of the obstruction
standards that are exceeded, the number of feet by
(b) A structure that would be located on a site which the structure exceeds the standards.
in proximity to another previously studied structure,
would have no greater effect on aeronautical 3. An explanation of the potential effects of the
operations and procedures, and the basis for the structure in sufficient detail to assist interested
determination issued under the previous study could persons in formulating comments on how the
be appropriately applied. structure would affect aeronautical operations.

(c) A proposed structure replacing an existing 4. A date by which comments are to be received.
or destroyed structure, that would be located on the The date established should normally allow
same site and at the same or lower height as the interested persons 30 days in which to submit
original structure, and marked and/or lighted under comments, but a shorter comment period may be
the same provisions as the original structure (this established depending upon circumstances.
does not preclude a recommendation for additional c. Public notices should be distributed to those
marking/lighting to ensure conspicuity). who can provide information needed to assist in

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evaluating the aeronautical effect of the structure. As aeronautical comments concerning the physical
a minimum, the following governmental agencies, effect of the structure on the safe and efficient use of
organizations, and individuals should be included on airspace by aircraft.
distribution lists due to their inherent aeronautical
8. A proposed structure that penetrates the 40:1
interests:
by 35 feet or more, departure slope must be
1. The sponsor and/or his representative. circularized to the following:
2. All known aviation interested persons and (a) Aircraft Owners and Pilots Association;
groups such as state, city, and local aviation (b) National Business Aviation Association;
authorities; airport authorities; various military
organizations within the DOD; flying clubs; (c) Regional Air Line Association;
national, state, and local aviation organizations; (d) Department of Defense;
flight schools; fixed base operators; air taxi, charter
flight offices; and other organizations or (e) Air Transport Association;
individuals that demonstrate a specific aeronautical (f) Air Line Pilots Association; and
interest such as county judges and city mayors.
(g) Other appropriate persons and organiza-
3. Airport owners as follows: tions listed in this section.
(a) All public−use airports within 13 NM of d. Document and place in the obstruction
the structure. evaluation file the names of each person and/or
organizations to which public notice was sent.
(b) All private−use airports within 5 NM of Reference to a distribution code, mailing list, or other
the structure. evidence of circularization is sufficient provided a
4. The specific FAA approach facility, en route printout or list of each coded distribution is
facility (ARTCC), and Flight Service Station (FSS) maintained for future reference. Also record the time
in whose airspace the structure is located. period during which each printout or list is used. The
retention schedule is listed in Order 1350.15, Records
5. Flight Standards. Organization, Transfer, and Destruction Standards.
6. An adjacent regional/service area office if the e. Consider only valid aeronautical objections or
structure is within 13 NM of the regional state comments in determining the extent of adverse effect
boundary. of the structure. Comments of a non−aeronautical
nature are not considered in obstruction evaluation as
7. As appropriate, state and local authorities;
described in Part 77.
civic groups; organizations; and individuals who do
not have an aeronautical interest, but may become f. If the sponsor agrees to revise the project so that
involved in specific aeronautical cases, must be it does not exceed obstruction standards and would
included in the notice distribution, and given have no adverse effect, cancel the public notice,
supplemental notice of actions and proceedings on a advise interested parties, as necessary, revise the
case−by−case basis. Those involved should clearly obstruction evaluation study, and proceed as
understand that the public notice is to solicit appropriate.

6−3−28 Identifying/Evaluating Aeronautical Effect

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FIG 6−3−12
STANDARDS FOR DETERMINING SHIELDING: CONGESTED PART OF CITY, TOWN, OR
SETTLEMENT

Identifying/Evaluating Aeronautical Effect 6−3−29

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FIG 6−3−13
STANDARDS FOR DETERMINING SHIELDING

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FIG 6−3−14
STANDARDS FOR DEVELOPING SHIELDING: PERSPECTIVE OF A SHADOW PLANE

Identifying/Evaluating Aeronautical Effect 6−3−31

JO 7400.2M 2/28/19

FIG 6−3−15
STANDARDS FOR DETERMINING SHIELDING: EXAMPLES OF SHADOW PLANES

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FIG 6−3−16
FREQUENCY PROTECTED SERVICE VOLUME FOR ILS FRONT COURSE

Identifying/Evaluating Aeronautical Effect 6−3−33

JO 7400.2M 2/28/19

FIG 6−3−17
FREQUENCY PROTECTED SERVICE VOLUME FOR ILS BACK COURSE

6−3−34 Identifying/Evaluating Aeronautical Effect

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FIG 6−3−18
FREQUENCY PROTECTED SERVICE VOLUME FOR VOR

Identifying/Evaluating Aeronautical Effect 6−3−35

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Chapter 7. Determinations

Section 1. Issuing Determinations

7−1−1. POLICY in form and content to the extent practicable. To

facilitate this and to achieve economy in clerical
All known aeronautical facts revealed during the
handling, automated correspondence is available
obstruction evaluation must be considered when
through the OE/AAA automation program and must
issuing an official FAA determination. The determin-
be used in lieu of previously approved FAA forms.
ation must be a composite of all comments and
Determinations must be issued as follows:
findings received from interested FAA offices.
Should there be a disagreement in the findings, the a. Issue a “Does Not Exceed” (automated DNE
disagreement must be resolved before issuance of a letter) determination if the structure does not exceed
determination. The basis for all determinations must obstruction standards, does not have substantial
be on the aeronautical study findings as to the extent adverse physical or electromagnetic interference
of adverse physical or electromagnetic interference effect upon navigable airspace or air navigation
effect upon navigable airspace or air navigation facilities, and would not be a hazard to air navigation.
facilities. Evidence of adverse effect alone, either NOTE−
physical or electromagnetic, is not sufficient A determination indicating that No Notice is Required
justification for a determination of hazard. However, (NNR) is no longer authorized.
a finding of a substantial physical or electromagnetic b. Issue an “Exceeds But Okay” (automated EBO
adverse effect normally requires issuance of a letter) determination if the structure exceeds
determination of hazard. obstruction standards but does not result in a
substantial adverse effect, circularization was not
7−1−2. RESPONSIBILITY necessary, and meets one of the following conditions:
a. Air traffic is responsible for issuing determina- 1. The structure is temporary;
tions.
2. The structure is existing; or
b. If any division objects to a structure that does
3. The structure involves an alteration with no
not exceed Part 77, and/or is not found to have a
physical increase in height or change of location
physical or electromagnetic radiation effect on the
such as a proposed decrease in height or proposed
operation of air navigation facilities, an advisory
side mount.
statement may be submitted to OEG for inclusion in
the determination. Examples would be: NOTE−
The significant difference between an EBO determination
1. Objections identifying potential airport and a “Determination of No Hazard to Air Navigation”
hazards based on airport design criteria such as a (DNH) is that the EBO determination does not allow for
structure within the runway protection zone (RPZ). petition rights.
2. Objections identifying potential airport c. Issue a “Notice of Presumed Hazard” (auto-
hazards such as structures which may not be above mated NPH letter) if the structure exceeds obstruction
ground level (for example, landfills, retention ponds, standards and/or has an adverse effect upon navigable
and waste recycling areas) but may create an airspace or air navigation facilities and resolution or
environment that attracts birds and other wildlife. further study is necessary to fully determine the
extent of the adverse effect. The NPH facilitates
negotiation and is useful in preserving navigable
7−1−3. DETERMINATIONS
airspace. Normally, the FAA should not automatic-
Determinations issued by the FAA receive wide- ally initiate further study (including circularization)
spread public distribution and review. Therefore, it is without a request to do so by the sponsor. The intent
essential that each determination issued is consistent of the NPH is to inform the sponsor of the initial

Issuing Determinations 7−1−1

JO 7400.2M 2/28/19

findings and to attempt resolution. If the sponsor fails location (for example, a side mount or an editorial
to contact the FAA after receiving the notice, correction to coordinates and/or elevations due to
terminate the case. No further action by the FAA is more accurate data), and the structure was previously
required unless the sponsor re−files. If negotiation is studied, the recommended marking and/or lighting
successful, and resolution is achieved, or further may be in accordance with the prior study.
study is completed, an appropriate subsequent (b) If the notice is for a new structure, a
determination should be issued. physical alteration (height/location) to an existing
d. Issue a “Determination of No Hazard” (DNH) structure, or an existing structure that did not involve
if the structure exceeds obstruction standards but a physical alteration but was not previously studied,
does not result in a substantial adverse effect. the recommended marking and/or lighting must be in
accordance with appropriate chapters of the current
e. Issue a “Determination of Hazard” (DOH) if the
AC 70/7460−1, Obstruction Marking and Lighting.
structure would have or has a substantial adverse
effect; negotiations with the sponsor have been (c) If the OE notice was for a change in
unsuccessful in eliminating the substantial adverse marking and/or lighting of a prior study whether the
effect; and the affected aeronautical operations and/or structure exists or not yet built, the recommended
procedures cannot be adjusted to accommodate the marking and/or lighting must be in accordance with
structure without resulting in a substantial adverse appropriate chapters of the current AC 70/7460−1.
effect. The obstruction evaluation may or may not (1) If it is an existing FCC−licensed
have been circularized. structure, and the requested marking and/or lighting
change is recommended, notify the sponsor to apply
7−1−4. DETERMINATION CONTENT AND to the FCC for permission to make the change. Use
OPTIONS the following specific language: “If the structure is
subject to the authority of the Federal Communica-
Use the following items, as appropriate, to ensure that
tions Commission, a copy of this letter must be
the necessary information is included in each
forwarded to them and application should be made to
determination:
the FCC for permission to change the marking and/or
a. All no hazard determinations must address or lighting as requested.” This language is available in
include: the automated letters.
1. FULL DESCRIPTION. A full description of (2) If the marking and/or lighting change
the structure, project, etc., including all submitted involves high intensity white obstruction lights on an
frequencies and ERP must be included. Use exact FCC−licensed structure, the sponsor must be notified
information to clearly identify the nature of the that the FCC requires an environmental assessment.
project (for example, microwave antenna tower; FM, Use the following specific language: “FCC licensees
AM, or TV antenna tower; suspension bridge; are required to file an environmental assessment with
four−stack power plant; etc.). the Commission when seeking authorization for the
use of the high intensity flashing white lighting
2. LATITUDE, LONGITUDE, AND HEIGHT.
system on structures located in residential neighbor-
Specify the latitude, longitude, and height(s) of each
hoods, as defined by the applicable zoning law.”
structure. When an obstruction evaluation study
concerns an array of antennas or other multiple−type (3) If it is an existing structure and the
structures, specific information on each structure requested marking and/or lighting change is
should be included. recommended, the sponsor must be required to notify
Aeronautical Navigation Products (AeroNav) dir-
3. MARKING AND/OR LIGHTING. A mark-
ectly when the change has been accomplished. Use
ing and/or lighting recommendation must be a
the following specific language: “So that aeronautic-
condition of the determination when aeronautical
al charts and records can be updated, please notify
study discloses that the marking and/or lighting are
Aeronautical Navigation Products (AeroNav) in
necessary for aviation safety.
writing (with a courtesy copy to the FAA’s National
(a) If the OE notice was for an existing Flight Data Center) when the new system is installed
structure with no physical alteration to height or and operational. AeroNav notification should be

7−1−2 Issuing Determinations

2/28/19 JO 7400.2M

addressed to: National Aeronautical Charting Office, (2) Is less than 200 feet AGL but exceeds
Aeronautical Information Branch, Room 5601 obstruction standards, requires a change to an
N/ACC113, 1305 East−West Highway, Silver established FAA procedure or flight minimum,
Spring, Maryland 20910.” requires certified accuracy so as not to exceed
minimums.
(d) If it is determined that marking and/or
lighting are not necessary for aviation safety, marking (3) The FAA deems it necessary for any
and/or lighting may be accomplished on a voluntary other reason.
basis. However, marking and/or lighting should not (c) The information submitted on FAA Form
be a condition of the determination. Instead, it must 7460−2 is used for:
be recommended that voluntary marking and/or
lighting be installed and maintained in accordance (1) Charting obstructions to air navigation
with AC 70/7460−1. Use specific language as on aeronautical charts.
follows: “Based on this evaluation, marking and (2) Giving notice to airmen, when applic-
lighting are not necessary for aviation safety. able, of the construction of obstructions.
However, if marking and/or lighting are accom- (3) Changing affected aeronautical proced-
plished on a voluntary basis, we recommend it be ures and operations.
installed and maintained in accordance with FAA
Advisory Circular 70/7460−1.” (4) Revising minimum flight altitudes.
(5) Updating the AeroNav Obstacle Digital
4. SUPPLEMENTAL NOTICE. FAA Form
File.
7460−2, Notice of Actual Construction or Alteration,
Part 2, is the authorized form for sponsors to report (d) Do not require supplemental notice for
the start, completion, or abandonment of construc- existing structures that do not involve a proposed
tion, and the dismantlement of structures. Furnish physical alteration. Instead, directly communicate
this form to each sponsor when supplemental notice the known information to AeroNav and other relevant
is required. Each service area office must take action persons or organizations, as necessary.
to ensure that their return address is correct before 5. EXPIRATION DATE. Include an expiration
sending the form to the sponsor. date, if applicable.
(a) When deemed necessary, request spon- (a) Assign an expiration date to all determina-
sors to complete and mail Part 1 of FAA Form tions that involve new construction or alterations.
7460−2, to be received at least 10 days before the start
(1) Normally all determinations, whether
of construction or alteration, when:
FCC construction permit related or not, must be
(1) An aeronautical procedure or minimum assigned an expiration date 18 months from the
flight altitude will be affected (supplemental notice effective/issued date. In the case of determinations
earlier than 10 days may be requested to permit involving petition rights, the expiration must be 18
adjustments). months from the final date of the determination.
(2) The construction will be in progress (2) If circumstances warrant, an expiration
over an extended period of time. date not to exceed 18 months should be assigned.
(b) The determination expires on the date
(3) The structure will exceed 500 feet AGL
prescribed unless:
and will be erected within a relatively short period of
time, as in the case of a TV tower. (1) Extended, revised, or terminated by
the issuing office.
(b) In addition, submission by the sponsor of
FAA Form 7460−2, must be required when the (2) The construction is subject to the
structure is a new construction or involves a proposed licensing authority of the FCC and an application
physical alteration, and: for a construction permit has been filed as required
by the FCC within six months of the date of the
(1) Is more than 200 feet above ground determination. In such case, the determination
level (AGL). expires on the date prescribed by the FCC for

Issuing Determinations 7−1−3

JO 7400.2M 2/28/19

completion of construction, or the date the FCC 8. ADVISORIES. Determinations may require
denies the application. A request for extension must advisory statements (available in the automated
be postmarked or delivered at least 15 days prior to letters) to notify sponsors of potential issues.
expiration. (a) Issues pertaining to noise can be
(c) If the date of a final determination is addressed as a statement in the determination with
changed because of a petition or review, a new the following language: “The structure considered
expiration date will be specified as appropriate. under this study lies in proximity to an airport and
occupants may be subjected to noise from aircraft
(d) Determinations involving existing struc- operating to and from the airport.”
tures that do not involve a proposed physical (b) When requested by the military, issues
alteration must not contain an expiration date. pertaining to military training areas/routes can be
6. SPECIAL CONDITIONS. Any condition addressed in a determination with the following
upon which a no hazard determination is based must language: “While the structure does not constitute a
be specified in the determination. When FAA Form hazard to air navigation, it would be located within or
7460−2 is requested, a condition of the determina- near a military training area and/or route.”
tion will be for the sponsor to keep the FAA (c) Issues pertaining to a runway protection
informed of the project’s status. Use the following zone can be addressed in the determination as
specific language: “As a result of this structure being follows: “While the structure does not constitute a
critical to flight safety, it is required that the FAA be hazard to air navigation, it would be located within
kept informed as to the status of the project. Failure the Runway Protection Zone (RPZ) of the
to respond to periodic FAA inquiries could airport/runway. Structures, which will result in the
invalidate this determination.” congregation of people within an RPZ, are strongly
discouraged in the interest of protecting people and
7. SPECIAL STATEMENTS. To help prevent property on the ground. In cases where the airport
potential problems, all determinations must include owner can control the use of the property, such
the following statements: structures are prohibited. In cases where the airport
(a) “This determination is based, in part, on owner exercises no such control, advisory recom-
the foregoing description which includes specific mendations are issued to inform the sponsor of the
coordinates, heights, frequency(ies) and power. Any inadvisability of the project from the standpoint of
change in coordinates, heights, frequency(ies) or use safety to personnel and property.”
of greater power will void this determination. Any b. In addition to the above items, a DNH must also
future construction or alteration, including increase include or address:
in heights, power, or the addition of other 1. Obstruction standards exceeded.
transmitters, requires separate notice to the FAA.”
2. Effect on VFR/IFR aeronautical departure/
(b) “This determination does include tempor- arrival and en route operations, procedures, and
ary construction equipment, such as cranes, derricks, minimum flight altitudes.
etc., which may be used during the actual
3. Effect on existing public−use airports and
construction of the structure. However, this
aeronautical facilities.
equipment must not exceed the overall heights as
indicated above. Equipment which has a height 4. Effect on all planned public−use airports and
greater than the studied structure requires separate aeronautical facilities.
notice to the FAA.” 5. Cumulative impact resulting from the
(c) “This determination concerns the effect proposed construction or alteration of a structure
of this structure on the safe and efficient use of when combined with the impact of other existing or
navigable airspace by aircraft and does not relieve the proposed structures.
sponsor of compliance responsibilities relating to any 6. Information and comments received as a
law, ordinance, or regulation of any Federal, state, or result of circularization, informal airspace meetings,
local government body.” and negotiations.

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JO 7400.2M

7. Reasons and basis for the determination that structures, specific information on each structure
the structure will not be a hazard to air navigation and should be included.
any accommodations necessary by aeronautical users 3. BASIS FOR THE DETERMINATION. The
or sponsors. reasons and basis for the determination must include
8. Consideration given to any valid aeronautical the adverse effect of the proposal upon the safe and
comments received during the aeronautical study. efficient use of the navigable airspace by aircraft and
The official FAA determination must be a composite upon air navigation facilities. Also, state the reasons
of the comments and findings received from other the affected aeronautical operations or the procedure
interested FAA offices. cannot be adjusted to alleviate or eliminate the
conflicting demands for the airspace. As a minimum,
9. Conditions of the determination including the determination must address the following:
recommendations for marking and/or lighting of a
structure, changes in procedures and/or altitudes that (a) Obstruction standards exceeded.
are necessary to accommodate the structure. The (b) The effect on VFR/IFR aeronautical
“conditions” should include a statement that departure/arrival and en route operations, proced-
appropriate action will be taken to amend the effected ures, and the minimum flight altitudes effect on
procedure(s) and/or altitude(s) upon notification to existing public−use airports and aeronautical facilit-
the FAA by the sponsor prior to the start of ies.
construction or alteration. (c) The effect on all planned public−use
10. Limitations, if any. airports and aeronautical facilities on file with the
FAA or for which the FAA has received adequate
11. Petitioning information regardless of notice.
whether the structure is proposed or existing using
the following specific language: “This determination (d) The cumulative impact resulting from the
is subject to review if an interested party files a proposed construction or alteration of a structure
petition that is received by the FAA (30 days from when combined with the impact of other existing or
issued date). In the event a petition for review is filed, proposed structures.
it must contain a full statement of the basis upon (e) Information and comments received as a
which it is made and be submitted to the Manager, result of circularization, informal airspace meetings
Rules and Regulations Group, Federal Aviation and negotiations.
Administration, 800 Independence Ave., SW., (f) Reasons and basis for the determination as
Washington, DC 20591. This determination becomes to why the structure would be a hazard to air
final on [40 days from issued date] unless a petition navigation (for example, a clear showing of
is timely filed. In which case, this determination will substantial adverse effect).
not become final pending disposition of the petition.
Interested parties will be notified of the grant of any 4. PETITIONING INFORMATION − Include
review.” petitioning information regardless of whether the
structure is proposed or existing using the following
c. A DOH must include or address: specific language: “This determination is subject to
1. FULL DESCRIPTION. A full description of review if an interested party files a petition on or
the structure, project, proposal, etc. including all before [30 days from issued date]. In the event a
submitted frequencies and ERP must be included. petition for review is filed, it must contain a full
Use exact information to clearly identify the nature of statement of the basis upon which it is made and be
the project. Use wording, such as microwave antenna submitted to the Manager, Rules and Regulations
tower, FM or AM antenna tower, suspension bridge, Group, Federal Aviation Administration, 800
TV antenna tower, or four−stack power plant. Independence Ave., SW., Washington, DC 20591.
This determination becomes final on [40 days from
2. LATITUDE, LONGITUDE, AND HEIGHT. issued date] unless a petition is timely filed. The
Specify the latitude, longitude, and height(s) of each determination will not become final pending
structure. When an obstruction evaluation study disposition of the petition. Interested parties will be
concerns an array of antennas or other multiple−type notified of the grant of any review.”

Issuing Determinations 7−1−5

JO 7400.2M 2/28/19

7−1−5. DETERMINATION DATES 7−1−7. DISTRIBUTION OF

DETERMINATIONS
a. ISSUED DATE − The issuance date of a
determination is the date the determination is A record of the distribution for each determination
distributed. whether original, revised, extended, or affirmed must
b. PETITION DEADLINE − For determinations be maintained in the aeronautical study file. When
that involve petition rights, the deadline for receipt of appropriate, a reference to the distribution code, a
petition must be 30 days from the date of issuance. mailing list, or any other evidence of distribution will
be sufficient.
c. EFFECTIVE DATE −
a. Copies of all determinations must be sent to the:
1. The effective date of determinations that do
not involve petition rights must be the date of 1. Sponsor (with FAA Form 7460−2 as
issuance. necessary)
2. The effective date of determinations that 2. Sponsor’s representative (if any).
involve petition rights, whether for existing or
proposed structures, must be 40 days from the date of 3. FCC (if the structure is subject to its
issuance provided a petition for review is not filed. If licensing authority).
a petition for review is filed, the determination will
not become final pending disposition of the petition. 4. AeroNav in lieu of FAA Form 7460−2 (if the
structure is existing and does not involve a proposed
NOTE− physical alteration). Copies of the determination
The effective date and the issued date may or may not be
must always be accompanied by a copy of the
the same. The effective date may also be referred to as the
final date.
submitted map and, if applicable, a copy of the
survey; or if the determination involves a change to
marking and/or lighting of an existing structure for
7−1−6. EXISTING STRUCTURES
which the sponsor has been requested to notify
A determination issued as a result of the study of an AeroNav directly of the change.
existing structure may be written in the following
forms: 5. Copies of the determination must always be
accompanied by a copy of the submitted map and, if
a. As a DOH or DNH. applicable, a copy of the surveys.
b. As a formal letter outlining the effects of the 6. Other persons, offices, or entities as deemed
structure and perhaps recommending to the sponsor necessary or as requested.
that the structure be marked and/or lighted,
specifying that it be reduced in height, or specifying b. In addition to the above distribution, copies of
that it be removed. a DNH and DOH must also be sent to:
c. As an informal letter or staff study making an 1. AeroNav.
internal FAA recommendation.
2. Military representatives.
d. As a formal letter to the FCC recommending
the dismantling of an abandoned tower. 3. All other interested persons.

7−1−6 Issuing Determinations

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Section 2. Extension of Determinations

7−2−1. AUTHORITY 7−2−3. COORDINATION

Coordination with Rules and Regulations Group
The FAA official issuing a determination has the must be obtained before denying extensions that
delegated authority to grant an extension. Where a pertain to structures that are subject to FCC licensing
petition for an extension generates public interest or authority.
controversy, the OEG must inform the office of
Mission Support, Policy.
7−2−4. EXTENSION PERIOD
Normally, one extension for a period of 18 months
may be granted, unless the sponsor requests a shorter
7−2−2. CONDITIONS period.

An extension may be granted provided the request is 7−2−5. REVIEW PROVISIONS FOR
timely (received by the FAA 15 days before the PETITION
determination expires) and a review of aeronautical If an extension is granted on a DNH, petition rights
activity shows no significant adverse effect resulting apply, and therefore, each such extension must
from a change that has occurred since the contain a statement advising of the petition period,
determination was issued. In the event a request for the effective date, and the new expiration date.
extension to the expiration date cannot be granted
based on new facts, a “Determination of Hazard to
7−2−6. DISTRIBUTION
Air Navigation” should be issued effective on the day
following the expiration date of the no hazard Distribution must be accomplished in accordance
determination. with paragraph 7−1−7.

Extension of Determinations 7−2−1

2/28/19 JO 7400.2M

Section 3. Revision, Correction, and Termination of

Determination

7−3−1. REVISIONS AND TERMINATIONS dates would be necessary. Adjustments or corrections

BASED ON NEW FACTS that involve a coordinate change of less than one
second or reduced elevation must be issued as a
The FAA official responsible for issuing a no hazard
correction under the original study. Adjustments or
determination has the delegated authority (Section
corrections to a proposal for a coordinate change of
77.35) to revise or terminate the determination
one second or more and/or an increase to the elevation
provided. The decision is based upon new facts that
must be refiled as a new study.
change the basis on which the original determination
was made.
7−3−3. STANDARD FORMAT
a. Revised determinations based on new aeronaut-
ical facts must be issued under a new aeronautical a. A revised determination based on new
study number that would cancel and supersede the aeronautical facts must follow the standard format of
original determination. the appropriate determination. An explanation
should be included addressing the reason for the
b. A decision to terminate a no−hazard determina- revision. A statement indicating that the revised
tion must be based on new facts that change the basis determination cancels and supersedes the determina-
on which the determination was made. Normally in tion originally issued, should also be included.
such a case, a subsequent “Determination of Hazard”
would be issued under a new aeronautical study b. A determination addressing editorial changes
number. that do not involve structure coordinates or elevations
may be issued by duplicating the original determina-
c. If a proposed structure is relocated or there is a
tion, making the corrections, adding a statement
height change after a determination of no hazard is
explaining the correction, and adding “Correction” at
issued, a new filing must be submitted. When new
the end of the title.
filings are received, terminate any previous
determinations before moving forward with the c. A determination addressing corrections to
aeronautical studies. Multiple filings at the same coordinates or elevations must follow the standard
location result in an administrative hardship and format of the appropriate determination. An
create a cumulative impact issue that could result in explanation should be included addressing the
erroneous data analysis. Determinations must not be correction. This may be done in the description
used as a basis for financial arrangements. section of the determination. A statement should also
be included which indicates that the corrected
7−3−2. CORRECTION determination cancels and supersedes the original
determination.
The FAA official issuing a determination may also
correct that determination as required. Editorial
7−3−4. DISTRIBUTION
changes that do not involve a coordinate change (of
one second or more in latitude or longitude) may be Copies of revised or corrected determinations must
issued as corrections. Elevation changes that do not be given the same distribution as the original
increase the height of the original proposal may also determination and, if appropriate, be distributed to
be issued as corrections. In this case, no change to other known interested persons or parties.

Revision, Correction, and Termination of Determination 7−3−1

2/28/19 JO 7400.2M

Chapter 8. Post Determination Action

Section 1. Action

8−1−1. FOLLOW−UP ACTION 2. Terminate the case (send automated

TEREXP letter).
If a determination requires supplemental notice
(Form 7460−2) and the expiration date has passed 3. Distribute the termination letter as appropri-
without its receipt, action must be taken to determine ate including a copy to the FCC.
construction status. To assist in this process, the c. If the completed PSR indicates “Project
automated “Follow−up Report” is available to Abandoned,” refer to paragraph 8−1−4.
identify those cases that require action. To determine d. If the completed PSR indicates “Project
construction status, air traffic must forward an Complete,” take action that is consistent with receipt
automated Project Status Request (PSR) letter to the of a completed Form 7460−2.
sponsor. If the sponsor fails to complete and return
the PSR within 37 days, air traffic may send an 8−1−3. RECEIPT OF COMPLETED FORM
automated Termination Project Status (TERPSR) 7460−2
letter to terminate the case.
When a completed Form 7460−2 is received, air
NOTE− traffic must immediately:
If a previous PSR has been received for the case indicating
an FCC application has been made for a construction a. Review the form.
permit, the case must not be terminated. Consequently, 1. If the form indicates “Project Abandoned,”
additional attempts must be made to determine follow procedures outlined in paragraph 8−1−4.
construction status.
2. If the form indicates “Construction Dis-
mantled,” follow procedures outlined in paragraph
8−1−2. RECEIPT OF COMPLETED PSR 8−1−5.
When a completed PSR is received, air traffic must: b. Compare the information on the form with the
study file.
a. Ensure that a copy of the Construction Permit
(CP) documentation is attached (if the completed 1. If information on the form differs from the
PSR indicates “Subject to CP”). study file, take appropriate action to verify and/or
resolve any differences.
1. If improper documentation or no documenta-
2. If it is verified that submitted information
tion is attached, the case may be terminated.
differs from the original evaluation, initiate a new
Distribute the termination letter as appropriate
aeronautical study to reevaluate the new information.
including a copy to the FCC.
c. Make special distribution of completed Form
2. If proper documentation is attached: 7460−2, part 1, as necessary. If minimum flight
(a) Retain the completed PSR. altitudes require change or the potential for EMI
exists, notify the FPT, FS, Technical Operations
(b) Make a manual update to the automated Services, and/or FM by the quickest means possible.
OE case file to reflect a follow−up date consistent
d. Distribute the completed Form 7460−2, part 2,
with the expiration of the CP. If a CP has been applied
as follows:
for but has not been issued, indicate one year later for
the new follow−up date. 1. Send one copy of completed Form 7460−2 to
NOS along with a copy of the map and survey (if
b. If the completed PSR indicates “Not Subject to applicable).
a CP”:
2. Send a copy of completed Form 7460−2 to all
1. Retain the completed PSR. interested offices including military, FSS, ARTCC

Action 8−1−1
JO 7400.2M 2/28/19

E−MSAW, ARTS IIA, III, IIIA, and Micro E ARTS c. Distribute the termination letter, as appropri-
facilities. ate. If the termination is for an FCC involved
structure, send a copy to the FCC.
e. Make the necessary manual updates to the
automated OE case file.
8−1−5. PROCESSING DISMANTLEMENT
NOTIFICATION
8−1−4. PROCESSING PROJECT
When notification of a dismantled structure is
ABANDONED NOTIFICATION
received, air traffic must:
When notification of an abandonment is received, air a. Retain the correspondence notifying that the
traffic must: project has been dismantled.
a. Retain the correspondence or record of b. Make a manual update to the automated OE
conversation notifying that the project has been case file if available.
abandoned.
c. Notify AeroNav, FCC (if it is involved), and
b. Terminate the case (send an automated FPT of the dismantled structure by sending a copy of
TERABA letter). the received correspondence.

8−1−2 Action
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JO 7400.2M

Chapter 9. Discretionary Review Process

Section 1. General

9−1−1. AUTHORITY considered a petition under section 77.37, must be

treated as a petition.
The Director of Mission Support, Policy is delegated
the authority to: b. Any FAA office receiving a petition for
discretionary review must immediately forward the
a. Grant or deny a petition for discretionary document to the Rules and Regulations Group.
review;
c. If a petition regarding a “Determination of No
b. Decide the procedural basis upon which a Hazard” is received toward the end of the 30−day
review will be made; petition−filing period, the receiving office must
notify the Rules and Regulations Group as soon as
c. Affirm, revise, or reverse a determination issued possible.
in accordance with Part 77, section 77.31 or 77.35;
d. The OEG must assist, as requested, and provide
and
information in a timely manner.
d. Remand the case to OEG for termination,
re−study or other action as necessary. 9−1−3. JURISDICTION
Upon receipt of a petition, jurisdiction of the case
9−1−2. OEG RESPONSIBILITY immediately transfers to the Rules and Regulations
Group, and any further coordination with the
a. Any written communication that contains an petitioner, the sponsor, or designated representative
objection to a determination issued under Part 77, must be conducted by the Rules and Regulations
sections 77.31 or 77.35, and which may be Group.

General 9−1−1
1/30/20
2/28/19 JO 7400.2M CHG 1
JO 7400.2M

Section 2. Petition Processing

9−2−1. ADMINISTRATIVE PROCESSING Support, Policy whether to grant or deny the review,
and whether the review should include a public
Upon receiving a petition, the FAA will:
comment period.
a. Assign an OE case number to the petition
composed of the last two digits of the calendar year 9−2−3. DISTRIBUTION OF NOTICES TO
in which the assignment is made, the symbol “AWA” GRANT DISCRETIONARY REVIEW
to indicate Washington headquarters, the symbol
“OE” to indicate obstruction evaluation, and a serial The Rules and Regulations Group will distribute the
number. Serial numbers run consecutively within notice to grant discretionary review in writing to the
each calendar year. petitioner, the sponsor (or designated representative),
interested parties of record, and the FCC, if
b. If the petition does not meet the criteria in appropriate. The notice will include, but is not
Part 77, notify the petitioner in writing. limited to: a statement of the specific issues to be
c. If the petition meets the criteria in Part 77, notify considered; the aeronautical study number; a
the sponsor, the petitioner (or designated representat- description of the proposal’s location and height; the
ive), the OEG, and, if appropriate, the FCC that the obstruction standards that are exceeded; the date the
determination is not and will not become final comment period closes (no less than 45 days from
pending disposition of the petition. issuance of the grant); where to send comments; and
a person to contact for more information.
d. Distribute a copy of a valid petition and the
associated determination to the Spectrum Assign-
ment and Engineering Services, NAS Support 9−2−4. OEG PARTICIPATION
Group, Flight Procedures Standards Branch, When a discretionary review is granted, the Rules and
AFS−420, Airport Engineering Division, AAS−100; Regulations Group must request the OEG submit
and the Terminal Procedures and Charting Group for written documentation verifying that the electronic
their examination. case file is complete.
e. Coordination and consultation with the Office
of the Chief Counsel (AGC) is required for high 9−2−5. FINAL DECISION
interest or controversial cases.
Based on the review of the aeronautical study, the
f. There are no regulatory time frames for petition, current directives and orders, and comments
completion of the response to a petition of received, the Rules and Regulations Group must draft
discretionary review. However, every effort should and coordinate a document for the Director of
be made to complete the examination, or review, Mission Support, Policy signature that affirms,
within six months of receipt of the petition. reverses, or revises the initial determination, or
remands the case to OEG for termination, re−study or
9−2−2. RECOMMENDATIONS other action as necessary.

Based upon the results of the examination of the

9−2−6. DISTRIBUTION OF DECISION
petition and further coordination with Spectrum
Assignment and Engineering Services, AFS−420, Copies of the final decision must be distributed by the
AAS−100, Terminal Procedures and Charting Group, Rules and Regulations Group to the petitioner(s),
and, as appropriate, AGC, the Rules and Regulations sponsor (or designated representative), interested
Group must recommend to the Director of Mission parties of record, OEG, and FCC, if appropriate.

Petition Processing 9−2−1

2/28/19 JO 7400.2M

Part 3. Airport Airspace Analysis

Chapter 10. Basic

Section 1. Policy

10−1−1. PURPOSE c. Disposal or Conveyance of Federal Surplus

Real Property for Public Airport Purposes − The FAA
a. This part provides guidelines, procedures, and is required to officially endorse the site before
standards that supplement those contained in 14 CFR property interest in land owned and controlled by the
Part 157, Notice of Construction, Alteration, United States is conveyed to a public agency for
Activation, and Deactivation of Airports. public airport purposes. Airspace cases are handled in
b. These guidelines, procedures, and standards the same manner as proposals for other federally
must be used in determining the effect construction, assisted airports.
alteration, activation, or deactivation of an airport d. Military/National Aeronautics and Space
will have on the safe and efficient use of the navigable Administration (NASA) Airport Programs − 49
airspace by aircraft. U.S.C, Section 44502(c) provides that the DOD and
NASA must not acquire, establish, or construct any
military airport, military landing area, or missile or
10−1−2. AUTHORITY rocket site, or substantially alter any runway layout
The authority for managing the Airports Program is unless reasonable prior notice is given to the FAA.
delegated to the regional Airports Division manager This permits the FAA to “...advise the appropriate
and may be re−delegated to the Airports District committees of Congress and other interested
Offices (ADO). Airport personnel must administer departments, agencies, and instrumentalities of the
the Airports Program with the coordinated assistance government on the effects” of such projects “upon the
of air traffic, Technical Operations Services, Flight use of airspace by aircraft.”
Procedures Team, and Flight Procedures personnel. NOTE−
See Chapter 13 for the procedures for processing these
proposals.
10−1−3. AIRPORT PROGRAMS
e. Part 157 Proposals−Pursuant to appropriate
a. Airport development/improvement projects are sections of the Federal Aviation Act of 1958, as
initiated under the authority of several laws relating amended, Part 157 was adopted to require notice to
to Federal airport financial assistance programs. the Administrator by persons proposing to construct,
There are certain similarities in processing federally alter, activate, or deactivate a civil or joint−use
assisted and non−federally−assisted airport develop- (civil/military) airport for which Federal funds have
ment improvement projects, including airport layout not been requested. Such notice is required so that a
plan reviews. However, a significant difference is that study can be made and the proponent can be advised
on a federally assisted project the FAA must formally as to the proposal’s effect on the use of the navigable
approve the airspace for the projects that receive airspace by aircraft.
federal assistance. f. All airport proposals on public−use airports not
requiring notice under Part 157 that may require
b. Airport Improvement Program (AIP) − AIP
notice under Part 77.
projects, including airport layout plans, are pro-
cessed similarly to non−AIP projects, except that g. Passenger Facility Charge (PFC) − Part 158
the airspace for the airport study results in either an program projects are required to be on an approved
agency approval or disapproval of the project. ALP and are processed similarly to AIP projects.

Policy 10−1−1
JO 7400.2M 2/28/19

10−1−4. FUNDING RESPONSIBILITY office director must be responsible for identifying

potential noise problems and advising the Airports
Each participating office must note airport projects or
Office accordingly.
airport layout plan changes which would, if
accomplished, lead to the relocation, replacement, or c. The FPT is responsible for evaluating proposals
modification of air traffic control, or air navigation to determine impacts on instrument procedures and
and communications facilities. Such conditions must whether aircraft instrument operations can be
be identified in the review process and appropriate conducted safely.
recommendations made regarding funding respons- d. The Flight Standards Division is responsible
ibilities as related to current FAA policy on facility for reviewing proposals to determine the safety of
relocation associated with airport improvements or aeronautical operations, and of persons and property
changes (see FAAO 6030.1 and AC 150/5300−7, on the ground.
FAA Policy On Facility Relocations Occasioned By
Airport Improvements Or Changes). e. The flight standards district office (FSDO) is
responsible for reviewing Part 157 proposals for
10−1−5. RESPONSIBILITY seaplane bases and heliports.

a. The Airports Division, or designated represent- f. The Technical Operations Services area office is
ative, is responsible for the overall Airports Program, responsible for:
initiating the coordination of airspace studies of 1. Reviewing engineering studies on airport
airport proposals; conducting the necessary circular- proposals to evaluate their effects upon commis-
ization; consolidating and resolving comments; and sioned and/or proposed NAVAIDs.
developing and forwarding the FAA determination
2. Conducting electromagnetic studies to evalu-
to the airport sponsor/proponent. Where applicable,
ate the effect existing and/or proposed objects will
the airports division personnel must forward
have upon air navigation and communications
documents regarding potential noise problems to
facilities.
the airport proponent/sponsor for resolution.
3. Reviewing and evaluating line−of−site (shad-
b. The service area office is responsible for
ow) studies on existing and/or proposed objects to
evaluating the proposal from the standpoint of safe
determine impact on control tower visibility.
and efficient use of airspace by aircraft. In
addition, based on existing and/or contemplated 4. Highlighting frequency management prob-
traffic patterns and procedures, the service area lems and reserving frequencies.

10−1−2 Policy
2/28/19 JO 7400.2M

Section 2. Airport Study

10−2−1. PURPOSE a. Airport proposals submitted under the provi-

sions of Part 157. Airport proposals on public−use
a. The purpose of an aeronautical study is to airports, not requiring notice under Part 157, may
determine what effect the proposal may have on require notice under Part 77.
compliance with Airports Programs, the safe and
efficient utilization of the navigable airspace by b. Construction safety plans as appropriate for
aircraft, and the safety of persons and property on the Airport Improvement Program requests for aid
ground. and the Airports Regional Capital Improvement
Program.
b. A complete study consists of an airspace
analysis, a flight safety review, and a review of the c. Notices of existing airports where prior notice
proposal’s potential effect on air traffic control of the airport construction or alteration was not
operations and air navigation facilities. provided as required by Part 157.
d. Disposal and Conveyance of Federal surplus
c. Each phase of the airport aeronautical study
and non−surplus real property for public airport
requires complete and accurate data to enable the
purposes.
FAA to provide the best possible advice regarding the
merits of the proposal on the NAS. e. Airport layout plans, including consideration of
the effect of structures which may restrict control
tower line−of−sight capability and effects upon
10−2−2. STUDY NUMBER ASSIGNMENT electronic and visual aids to air navigation.
Regional Airports Division personnel must assign a f. Military proposals for military airports used
nonrule airports (NRA) aeronautical study number to only by the armed forces.
each airport case in accordance with paragraph
g. Military proposals on joint−use (civil/military)
2−5−2. Construction or alteration of navigation and
airports.
communication aids may either be handled by the
specific Technical Operations Services area office as h. Proposed designation of instrument runways.
a nonrule (NR) aeronautical study or by the specific i. Airport site selection feasibility studies and
Airports Division personnel as a NRA case. recommendations.
j. Modification of airport design standards.
10−2−3. PROPOSALS SUBJECT TO
AERONAUTICAL STUDY k. Any other airport case when deemed necessary
to assess the safe and efficient use of the navigable
To the extent required, conduct an aeronautical airspace by aircraft and/or the safety of persons and
study of the following: property on the ground.

Airport Study 10−2−1

2/28/19 JO 7400.2M

Section 3. Airport Standards

10−3−1. DESIGN STANDARDS 2. Category B − Speed 91 knots or greater but

less than 121 knots.
a. For Federally obligated airports, it is the
responsibility of the airport proponent/sponsor/plan- 3. Category C − Speed 121 knots or greater but
ner to comply with FAA airport design standards. less than 141 knots.

b. For non−Federally obligated airports or 4. Category D − Speed 141 knots or greater but
National Plan of Integrated Airport Systems less than 166 knots.
(NPIAS) airports, it should be encouraged that the 5. Category E − Speed 166 knots or greater. This
airport proponent/sponsor/planner comply with FAA category includes, for the most part, those military,
airport design standards. experimental, and some civil aircraft having
extremely high speeds and critical performance
c. It should be noted when airport design standards
characteristics.
are combined with appropriate state and local zoning
ordinances, the resultant effect should: c. IFR Radar Airspace.
1. Assure the lowest possible operational 1. Air traffic control airspace requirements for a
altitudes for aircraft; specific runway or airport are generally dictated by
the approach category of the aircraft that will use the
2. Protect the economic investment in the airport and the direction of the associated instrument
airport; and approaches and departures. Based on these factors,
3. Promote safety in the areas affected by the the following rectangular airspace areas were
airport by assuring, through proper development, developed as general guides for the planning or siting
compatible land use. of new airports and the designation of instrument
runways when IFR radar control procedures are
contemplated or programmed for a single airport
10−3−2. AIRPORT SPACING GUIDELINES operation, or under certain conditions, multiple
AND TRAFFIC PATTERN AIRSPACE AREAS airport operations. No provisions are made for
holding or for procedure turns within the airspace
a. The following guidelines are to be used as aids areas.
when evaluating airport proposals. The guidelines
may also be used to determine airspace requirements (a) Airports that are regularly used by
to accommodate a given operation under a given Category C aircraft or larger: 10 miles in the
condition, areas of potential air traffic conflict for departure direction, 15 miles in the direction from
aircraft having certain operational and performance which approaches will be made, and 5 miles either
characteristics, and the degree of aircraft operational side of the extended runway centerline.
flight compatibility with other airports in a given (b) Airports which are regularly used by
area. These guidelines are not to be construed as Category B and smaller aircraft: 5 miles in the
authorizations for aircraft operations contrary to any departure direction, 10 miles in the direction from
Code of Federal Regulations, nor are the dimensions which approaches will be made, and 4 miles either
to be construed as air traffic separation standards. side of the extended runway centerline.
b. Aircraft Approach Categories − The factor used (c) In metropolitan areas requiring more than
to categorize the following aircraft was taken from one airport: the primary instrument runways at all
Part 97. This factor is based on 1.3 times the stall airports should be aligned in the same general
speed with aircraft in landing configuration at direction to allow maximum spacing between
maximum certificate landing weight. airspace areas.
1. Category A − Speed less than 91 knots. This (d) At airports having parallel approaches:
category includes civil single−engine aircraft, light the rectangular airspace areas should be applied to
twins, and some of the heavier twins. each runway. Should the instrument runways at an

Airport Standards 10−3−1

JO 7400.2M 2/28/19

airport have bi−directional instrument approach flexible operation, the procedures for determining the
capabilities, the total length of the larger airspace additional airspace are identical to those used for the
areas should be increased to 30 miles for Category C larger areas, except that the smaller airspace should
and D aircraft, and to 20 miles for Category A and B be used in lieu of the larger airspace areas. The 1−mile
aircraft in the smaller airspace areas. additional spacing should also be applied, as outlined
in subparagraph b.3. above, in addition to the 5−mile
2. These airspace dimensions will not, nor are
buffer area, as outlined in subparagraph b.4. above
they intended to, contain sufficient airspace to
(see FIG 10−3−4).
provide for completely independent IFR operations.
Normally, these areas will provide for reasonable d. IFR Nonradar Airspace − A wide range of
operational efficiency if the traffic pattern airspace procedures is available for airspace requirements
areas of adjacent airports do not overlap. However, in associated with instrument approach procedures at
large metropolitan areas where there is an extremely IFR airports without radar services. Therefore, no
heavy mix of en route and terminal traffic, reasonable attempt has been made to describe these requirements
operational efficiency may not result even though the in detail. However, should it become necessary to
airspace areas do not overlap. Such situations require determine the airspace requirements at such airports,
a thorough review of the procedural potential of the apply the appropriate primary airspace areas and
area, as well as alternate site considerations. In “aircraft approach categories” discussed in subpara-
conducting studies where complete radar environ- graph a. above. Additional information is contained
ments call for the larger airspace areas, and such in AC 150/5300−13, Airport Design.
areas abut each other but do not overlap, there is e. VFR Airspace − A primary objective in an
adequate space for: airport/airspace study is to determine whether
(a) Approach and departure on the runway compatible VFR traffic patterns may be developed
centerline. for a new airport or when to alter a runway layout at
an existing airport located in proximity to other
(b) Two additional tracks offset from and airports. Because flight tracks and climb/descent
parallel to the runway centerline. A minimum of four profiles vary when operating in a VFR traffic pattern,
miles is provided between adjacent tracks of different the following guidelines are offered for use in these
areas (see FIG 10−3−1). studies:
3. Where two smaller areas are adjacent but do 1. Traffic pattern airspace (see paragraph
not overlap, an additional 1−mile spacing is 6−3−8) of one airport may touch but should not
required on two of the longitudinal sides (see overlap the traffic pattern airspace of another airport;
FIG 10−3−2).
2. Traffic pattern airspace should be enlarged as
4. When the anticipated traffic volume at an described in paragraph 6−3−11 when more than four
existing or proposed airport requires additional aircraft of the same category operate in a VFR traffic
airspace for greater airspace−use efficiency and pattern at the same time.
operational flexibility, expand the airspace, where
available, by providing a 5−mile buffer area between
10−3−3. DESIGNATION OF INSTRUMENT
the adjacent airports involved. This additional
RUNWAYS, CHANGES OF AIRPORT
airspace will provide two additional tracks offset
STATUS VFR TO IFR AND LOWERING
from and parallel to the runway centerlines within the
MINIMUMS
airspace areas of the adjacent airports and one
additional track for each airport within the 5−mile Requests for designation of instrument runways,
buffer area. A minimum of 3 miles is provided which relate to installation or qualification for
between each track paralleling the runway centerline precision landing aids, and proposals for a change in
and each additional track in the buffer area. A 3−mile airport status from VFR to IFR, or lowering
no transgression area is also provided between the instrument approach minimums usually take one of
two airports (see FIG 10−3−3). the following forms:
5. If additional airspace is required in the a. In cases involving Federally obligated airports,
smaller areas for greater airspace−use efficiency and the Airports Division must be responsible for

10−3−2 Airport Standards

2/28/19 JO 7400.2M

coordinating, corresponding directly with the improvements, feasibility studies or preliminary

proponents, and formulating the official determina- airport site analyses are encouraged. Normally,
tion. preliminary airport site analyses are made on all
Federal agreement projects involving airport site
b. In cases requesting an instrument procedure not selections. Analyses of this nature allow the agency
involving a Federally obligated airport, the FPT must to evaluate the proposals and advise the proponents
coordinate directly with the proponent. as to their feasibility from a safety and airspace use
standpoint in addition to other related matters.
c. In cases requesting the installation of a
Guidance for conducting these airport studies is
NAVAID not involving a Federally obligated airport,
contained in AC 150/5070−6A, Airport Master
the Technical Operations Services area office is
Plans. That AC describes the major considerations
responsible for coordinating, corresponding directly
when selecting a site for a new airport for which
with the proponent, and formulating the official
Federal aid is anticipated. Airport studies of this
determination.
nature are coordinated in the same manner as Federal
d. A proposal submitted under Part 157 (FAA agreement proposals, except that the proposals are
Form 7480−1) not involving a request for an not circularized to the public unless specifically
instrument procedure or an installation of a NAVAID, requested by the proponent.
the appropriate Airports Division must be respons-
ible for coordinating, corresponding directly with the
proponent, and formulating the official determina- 10−3−5. ONSITE EVALUATION
tion, regardless of which division receives the
proposal. The intent of the FAA is to achieve safe airport
operations and to fulfill its responsibilities of
e. A change to the Airport Layout Plan (ALP). The assuring that unsafe conditions will not exist.
Flight Procedures Team must be responsible for Therefore, if there is an indication of unsafe
coordinating the requests for instrument procedures conditions or information to evaluate the proposal
not involving a Federally obligated airport. Coordin- cannot be obtained from the proponent, an onsite
ation of requests for installation of NAVAIDs must be evaluation of the proposal must be considered before
in accordance with Part 4 of this Order. The Airports issuing a determination. Such an evaluation may be
Office must be responsible for coordinating necessary if the proposal would be located in a
submittals under Part 157 and all other construction congested area or the study indicates the presence of
on a public−use airport, and changes to approved obstructions that may affect the safe and efficient use
ALPs. Designation of instrument runways on all of the airspace. An onsite evaluation may also be
Federally obligated airports must be the responsibil- necessary if information pertaining to the proposal is
ity of the Airports Division and will be treated in the insufficient for arriving at a determination. Airports,
same manner as a revision to the ALP. Regardless of air traffic, Flight Procedures Team, Technical
where the coordination begins, air traffic, Technical Operations Services, and Flight Standards personnel
Operations Services, Flight Standards, Airports, and must assist in the evaluation as necessitated by the
Flight Procedures Team must have an opportunity to situation requiring evaluation.
review and comment on the proposal. No division/
service area office must require dual reporting of such
a proposal. The responsible coordinating division/ 10−3−6. FORMULATION OF FAA
service area office must correspond directly with the DETERMINATION
proponent and formulate the official determination.
The FAA determination must be a composite of the
airspace review and the comments and findings
10−3−4. AIRSPACE FEASIBILITY STUDY received from other interested FAA offices. Should
there be a disagreement in the airspace findings or
Before expending funds for acquisition of real between other comments received, the disagreement
property, development of the ALP, or plans and must be resolved before formulating the FAA
specifications for new airports and major airfield determination.

Airport Standards 10−3−3

JO 7400.2M 2/28/19

FIG 10−3−1
IFR−RADAR AIRPORT AIRSPACE REQUIREMENTS FOR CATEGORY C AND D AIRCRAFT
(ADJACENT LARGER AREAS)

10−3−4 Airport Standards

2/28/19 JO 7400.2M

FIG 10−3−2
IFR−RADAR AIRPORT AIRSPACE REQUIREMENTS FOR CATEGORY A AND B AIRCRAFT
(ADJACENT LARGER AREAS)

Airport Standards 10−3−5

JO 7400.2M 2/28/19

FIG 10−3−3
IFR−RADAR AIRPORT AIRSPACE REQUIREMENTS FOR CATEGORY A AND B AIRCRAFT
(HIGH VOLUME ADDITIONAL AIRSPACE, SMALLER AREAS)

10−3−6 Airport Standards

2/28/19 JO 7400.2M

FIG 10−3−4
IFR−RADAR AIRPORT AIRSPACE REQUIREMENTS FOR CATEGORY C AND D AIRCRAFT
(HIGH VOLUME ADDITIONAL AIRSPACE, LARGER AREAS)

Airport Standards 10−3−7

JO 7400.2M 2/28/19

FIG 10−3−5
TRAFFIC PATTERN AIRSPACE

10−3−8 Airport Standards

2/28/19 JO 7400.2M

Section 4. Airport Charting and Publication of

Airport Data

10−4−1. POLICY 2. Military airports without charting restric-

tions.
a. All landing facilities which have received
airspace determinations or those not analyzed, must 3. Abandoned airports having landmark value.
be properly documented and processed in accordance
with procedures contained in FAA Order 5010.4, 4. Private−use airports having emergency land-
Airport Safety Data Program. ing or landmark values.
b. Landing facilities that have received objection- 5. Public use heliports not associated with an
able airspace determinations must be published in the existing airport, private use heliports that have
NFDD as “objectionable.” They must be depicted on controlled airspace predicted on them, and selected
VFR aeronautical charts only and without identifying U.S. Forest Service Heliports.
text other than to designate objectionable status.
They must not be published in the Chart Supplement 6. Ultralight flightparks when of landmark
U.S. value.
NOTE−
10−4−2. RESPONSIBILITY Airports of lesser aeronautical importance may be
omitted in congested areas where other airports with
As part of Mission Support, Aeronautical Informa- adequate and better facilities are available nearby.
tion Management is responsible for the collection,
validation, and dissemination of aeronautical 7. Seaplane bases.
information. This office is designated as the focal
b. Airports will be plotted to true geographic
point for providing aeronautical information/require-
positions on charts unless they are in conflict with a
ments to the aviation industry, the producers of
navigation aid at the same location. In such cases, the
aeronautical charts and publications, and other
airport will be displaced from, or superimposed upon
government agencies and users.
the navigation aid. However, in displacing for
cartographic purposes, the relationship between the
10−4−3. AIRPORT CHARTING airport and navigation aid must be retained.
a. Airports meeting the criteria below may be
c. Airports will be depicted on aeronautical charts
charted, provided the data has been processed in
by using the symbols located in the chart’s legend.
accordance with the policy set forth in paragraph
Airports having an ATCT are shown in blue, and all
10−4−1.
other airports are shown in magenta. Airport names
1. Public use airports (including stolports and and associated data must be shown in the same color
gliderports.) as the airport symbol.

Airport Charting and Publication of Airport Data 10−4−1

2/28/19 JO 7400.2M

Chapter 11. Evaluating Aeronautical Effect

Section 1. General

11−1−1. EXISTING AND PROPOSED occurs, air traffic will recommend actions to ensure
OBJECTS that there is at least 500 feet vertical separation
between the traffic pattern altitude and the altitude
Use the guidelines in Chapter 10 to evaluate the
associated with the affected portion of the adjacent
effects of objects on the airport proposal.
instrument approach procedure. If heavy jets are
involved, ensure at least 1,000 feet vertical
11−1−2. AIRPORT TRAFFIC PATTERNS separation. These same vertical separation guidelines
Traffic patterns must be established by the FAA only must be applied when evaluating a proposed IAP
at those airports where the provisions of Part 91 do when the airspace required would overlap the traffic
not meet aircraft airspace requirements. When the pattern airspace at an adjacent airport.
airspace review indicates the need, traffic patterns
may be established by special rule in Part 93, or as 11−1−4. AIR TRAFFIC CONTROL
outlined in this order when necessary to ensure PROCEDURES
compatibility of aircraft operations with adjacent
The extent that an airport proposal or proposed
airports, or for reasons of obstructions, terrain, traffic
instrument approach procedure may adversely affect
separation, or noise abatement. Use the guidelines in
air traffic control (ATC) procedures may be a
paragraph 10−3−2 to evaluate whether the traffic
sufficient reason to object to or disapprove a
pattern associated with an airport proposal would
proposal. The proposal must be thoroughly examined
conflict with operations at any other airport. Also,
to determine if it would adversely affect ATC
evaluate the traffic pattern effect on instrument
procedures by requiring a restriction on the air traffic
approach procedures and the need for establishment
flow, or the proposal may limit the flexibility of entry
of traffic pattern altitudes for aircraft separation. The
or exit to or from affected traffic patterns or airport
service area office normally reviews proposals for
areas. The need for establishment of, or existing noise
traffic pattern conflicts.
abatement procedures may amplify such problems.
When a proposed instrument approach procedure
11−1−3. INSTRUMENT FLIGHT would be adjacent to the area of an instrument
PROCEDURES approach procedure to another airport, determine
a. Existing and proposed structures or objects whether simultaneous approaches would have an
must be evaluated for their effect on the airport adverse effect on new IAP or ATC procedures and on
proposal in reference to instrument procedures. FPTs the requirement for instrument approaches to the
normally conduct this by applying the standards and adjacent airport. Should a proposed instrument
criteria contained in the 8260 Order series to ascertain approach procedure be located in a radar environ-
if the airport proposal would adversely affect existing ment, determine the radar coverage and ATC
or planned instrument approach procedures. Use the capability to provide radar air traffic control service.
same guidelines to evaluate the compatibility of any
existing or proposed instrument approach procedure 11−1−5. SAFETY OF PERSONS AND
with the airport proposal. PROPERTY ON THE GROUND
b. Air traffic and Flight Procedures Team In accordance with 40103(b)(2)(B), FAA personnel
personnel must be especially alert to ensure aircraft must evaluate the effect of a proposal on the safety of
separation when the traffic pattern associated with an persons and property on the ground. Consideration
airport proposal would overlap the airspace must be given to the proximity of cities and towns, as
encompassed by a standard instrument approach well as flight patterns over heavily populated areas,
procedure (IAP) for an adjacent airport. When this schools, homes, hospitals, sports stadiums, outdoor

General 11−1−1
JO 7400.2M 2/28/19

theaters, and shopping centers. The evaluation must 11−1−8. WIND ROSE DATA
also include the effect of changes in flight operations
a. Visual Flight Rules. Wind conditions affect
required by the proposal and the need for special air
aircraft in varying degrees. In landing and takeoff, the
traffic rules. In evaluating the compatibility of
smaller aircraft are more affected by wind,
proposed airports and the surrounding terrain,
particularly crosswind components. Therefore, when
consider the type of aircraft anticipated to use the
studying a runway proposal, evaluate the consistency
airport, their operational performance capability, the
between the proposed runway alignment and the
effective runway lengths, and whether a reasonable
wind rose data to determine whether operations can
level of safety of persons and property on the ground
be conducted safely.
can be expected. Flight Standards and Airports
normally conduct reviews to determine that the safety b. Instrument Flight Rules. When evaluating a
of persons and property on the ground are protected. proposal to designate a single instrument landing
runway at an airport, consider the consistency
between this designation and the low visibility
11−1−6. NOISE CONSIDERATION
wind rose.
Part 157 does not specify that noise factors be
considered, however, the FAA policy to evaluate 11−1−9. HELICOPTER INGRESS−EGRESS
noise factors in airport airspace analysis studies ROUTES
should be preserved where necessary in the public
Proposed heliports require evaluation of ingress and
interest as part of the overall FAA noise abatement
egress information by Flight Standards. Information
program.
supplied by Technical Operations Aviation System
a. The air traffic office must identify potential Standards may be used for determining whether
noise problem areas based on existing and/or specific ingress−egress routes to and from heliports
contemplated traffic patterns and procedures. When and helipads may be necessary to assure an adequate
a noise problem is anticipated, advise the airports level of safety with respect to obstructions and/or
office accordingly with recommendations and/or congested areas.
alternatives, such as nonstandard traffic patterns or Additionally, consider existing air traffic operations
special departure and arrival procedures, etc. in proximity to a proposed heliport site and the need
b. When an airport proposal is circularized, the for specific ingress−egress routes.
Airports Office may receive comments concerning
potential noise, environmental, or ecological prob- 11−1−10. DISPLACED THRESHOLDS AND
lems. CHANGING THE RUNWAY END
Consideration should be given to displacing a
11−1−7. AERONAUTICAL ACTIVITY proposed runway threshold when proposed and
existing objects, and/or terrain obstruct the airspace
The type of aeronautical activity expected at an
necessary for landing on or taking off from the
airport is an important consideration in the airport
runway. Consider changing the location of the
analysis process. The following types of activity
proposed runway end only when no feasible
should be considered:
alternatives exist (see AC 150/5300−13, Ap-
a. Will the proposed operations be conducted in pendix 2).
accordance with visual or instrument flight rules?
11−1−11. EXISTING AIRPORTS
b. What is the expected volume of operations?
Evaluation on the effect of existing airports must be
c. How many and what type aircraft will be based
made in the same manner as for other non−Federally
on the proposed airport? Be aware that a large number
assisted airport proposals under the provisions of 49
of aircraft may be based at a private−use airport that
U.S.C. § 44718. Such studies may be conducted on
could generate a significant amount of traffic.
those airports for which there is no record of a
d. What is the most demanding aircraft the airport previous aeronautical study, or on any airport when
will accommodate? deemed necessary or appropriate.

11−1−2 General
2/28/19 JO 7400.2M

Section 2. Processing of Airport Proposals By

Regional Airports Offices

11−2−1. PROPOSALS be impacted by Part 157 proposals or other

development on public use airports. If the airspace
Airport proposals received by any FAA office must
study reveals that a seaplane base is adversely
be forwarded to the appropriate Airports Office for
impacted, the Airports Division will notify the
initial processing and study.
seaplane base owner of the NRA proposal and the
NOTE− potential conflict.
Notification under Part 157 is not required for projects on
Federally−assisted airports. 9. Obtaining runway threshold coordinates and
elevations.
a. General. The Airports Office, after receipt of a
proposal, will check the information submitted for c. Alteration of Existing Airports − The nature and
correctness, clarity, completeness, and proper detail. magnitude of an existing airport alteration will
The Airports office will verify critical data or require determine the extent of processing and analysis
proponents to verify any data deemed critical. The required. Alteration, such as new runway construc-
proponent may need to be contacted if insufficient tion, runway realignment projects, runway
information is submitted or if significant errors extension; runway upgrading, change in status, such
appear in the submission. The Airports Office must as VFR to IFR use, and widening of runways or
maintain a record by list, map, or other method so that taxiway/ramp areas normally require the same type of
the status of new proposals may be easily correlated processing and study as that required for new airport
with existing airports, airports under construction, or construction proposals.
other airport proposals. d. Deactivation and Abandonment of Airports:
b. Establishment of New Airports. Initial review 1. Airport owners/sponsors are required to
concerning the proposed construction of new airports notify the FAA concerning the deactivation,
must include but is not limited to the following: discontinued use, or abandonment of an airport,
runway, landing strip, or associated taxiway. On
1. Determining conformance of the proposal partial or specific runway deactivation proposals, a
with agency design criteria. description with a sketch or layout plan and the
2. Identifying the objects that exceed the anticipated operational changes should be forwarded
obstruction criteria of Part 77. together with any other pertinent information needed
to update agency records.
3. Anticipating the operational use of the
airport, including the number and type of aeronautic- 2. When it is believed that an airport is
al operations and the number of based aircraft. abandoned or unreported and appropriate notification
has not been received, the Airports Office, after
4. Ascertaining whether the airport is for private making a reasonable effort to obtain such notifica-
or public use. tion, must advise the air traffic office of the situation
5. Identifying runway and taxiway layout in by memorandum. The memorandum should contain
relation to compass rose data, existing or proposed a statement that the airport is considered either
obstructions, or other airports. abandoned or unreported. Forward a copy of the
memorandum to the airport owner or sponsor, to AIM
6. Identifying known or anticipated controver- and to the Airport Safety Data Branch, AAS−330.
sial aspects of the proposal.
e. Construction safety plans are received as
7. Identifying potential noise aspects. appropriate for Airport Improvement Program
8. Identifying possible conflict with airport requests for aid and the Airports Regional Capital
improvement and/or development or other agency Improvement Program.
plans. The Airports Division, in the NRA proposal f. Other Airport Notices − Occasionally, an airport
processing, will identify all seaplane bases that may owner/sponsor will make alterations or changes to

Processing of Airport Proposals By Regional Airports Offices 11−2−1

JO 7400.2M 2/28/19

the airport without filling notice in accordance with approved non−objectionable airport layout plan for
Part 157. Generally, this information will be obtained the construction or resurfacing of existing airport
through the airport safety data program (FAA paving, site preparation work, or paving to overlie
Form 5010) and after−the−fact. From a legal existing unpaved landing strips may be omitted from
standpoint, this constitutes notice to the FAA and the normal review process. For an airport that has a
appropriate action is necessary. The Airports Office construction safety plan, the plan needs to undergo
must initiate a study of such information received in the review process with appropriate FAA offices (see
the same manner as if the notice had been received AC 150/5370−2, Operational Safety On Airports
under Part 157 requirements. During Construction).

11−2−3. NON−PART 157 PROPOSED

11−2−2. AIRPORT LAYOUT PLANS (ALP)
CONSTRUCTION OR ALTERATION ON
ALPs generally show the location, character, NON−OBLIGATED PUBLIC−USE AIRPORTS
dimensions, details of the airport, and the work to be Sponsors/proponents of non−Part 157 proposals for
done. The extent of information needed for any construction or alteration on public−use airports are
specific airport development will vary depending on required to file notice with the FAA in accordance
the scope and character of the project, plus the with Part 77.13 (a)(5). The appropriate Airports
anticipated role and category of the airport. Detailed Office will process these proposals in accordance
information on the development of ALPs is with procedures established for Part 157 proposals.
contained in AC 150/5070−6, Airport Master Plans, Generally, these proposals will be submitted on FAA
and AC 150/5300−13, Airport Design. Form 7460−1 along with appropriate drawings and
a. Non−Federally Assisted Airports. Airports necessary supporting documentation. The proced-
personnel will take into consideration an ALP or plan ures contained in Part 2. of this order are not
on file in developing a determination with reference applicable to such proposals. However the informa-
to the safe and efficient use of airspace. tion contained in Part 2. may be helpful to airports
personnel in applying the obstructions standards of
b. Federally Assisted Airports. Projects at Feder- Sections 77.23(a)(2), 77.23(a)(5), 77.25, 77.28,
ally assisted airports require review based on and 77.29.
considerations relating to the safe and efficient
utilization of airspace, factors affecting the control of 11−2−4. FAA COORDINATION
air traffic, conformance with FAA design criteria, and
Federal grant assurances or conditions of a Federal Upon receipt of a Part 157 proposal or a change to an
property conveyance. The product of this review is ALP, the appropriate Airports Office must assign an
derived from analysis of information supplied in the aeronautical study number, ensure that the proposal
ALP. A formal or tentative determination may be is complete and correct, review the proposal from an
given depending on the complexity of the proposal or airport’s planning viewpoint and the effect on airport
the timing of the request. The review and subsequent programs, enter the proposal into the OE/AAA
determination must be made as expeditiously as automation program, and forward a proposal package
possible to facilitate processing of the project request. with comments to the appropriate FAA offices (e.g.,
Normally a project is not placed under grant nor air traffic, Flight Procedures Team, Flight Standards,
Federal property conveyed until a favorable and technical operations services offices) for
determination is made and the ALP approved. processing. Other organizations to consider in the
review process are (if applicable) the Airport Traffic
c. Extent of Review. A review is normally Control Tower (ATCT), System Management Office
required for all proposals involving new construction (SMO), Security and Hazardous Materials Division,
or relocation of runways, taxiways, ramp areas, Military representative and Airports Certification
holding or run−up apron projects, airport and runway Branch. Flight Standards or the Flight Standards
lighting and marking, fire and rescue building District Office (FSDO) will be sent all Part 157
locations, and other projects affecting, or potentially proposals for seaplane bases and heliports depending
affecting, the movement of aircraft. At all public−use on regional preference. Comments will be provided
airports, projects which conform to a previously either to the originating Airports Office or to its

11−2−2 Processing of Airport Proposals By Regional Airports Offices

2/28/19 JO 7400.2M

respective divisional offices depending on regional d. Disposal or Conveyance of Federal Surplus or

procedures. Additional internal coordination must be Non Surplus Property. Process proposals by public
accomplished, as appropriate, by the responsible agencies to acquire property interest in land owned
division offices. and controlled by the United States for public airport
purposes as set forth in subparagraph c.
a. Part 157. Include a copy of the FAA Form
NOTE−
7480−1 and comments on the effect of existing or
Military representative notification − The military
proposed man−made objects on file with the FAA, representative may review all new landing area proposals
plus the effect of natural growth and terrain. Direct (airports/heliports/seaplane bases), all proposals that
particular attention to, and comment on object have changes to existing landing areas, and all ALPs.
proposals that would exceed the obstruction Normally, the notification will be through the OE/AAA
standards of Part 77. Also, comment if the review computer program, unless the military representative
indicated a potential noise problem and, if applicable, requests a hard copy. The military will review proposals,
the effect of the proposal on the safety of persons and indicated by Airports for review, to determine impacts on
property on the ground. Also, enclose, as appropriate, military training routes (MTR), MOAs, and restricted
sketches and other data required for the aeronautical areas.
study and determination. Include a plot of the
proposed runway alignments, associated taxiways or 11−2−5. NEGOTIATION WITH SPONSOR
seaplane alignments, and any obstructions on U.S. a. During the course of a study, the Airports Office
Geological Survey quadrangle map or equivalent. may find it necessary to negotiate with the sponsor to
b. ALPs. Forward a copy of the ALP and include, change a proposal. This may be due to a safety
when appropriate, an analysis of and rationale for the problem, efficient use of the airport, etc. After
plan, as well as the various stages of construction, if coordination by and agreement with the interested
applicable. Include information on the location of FAA offices (for example, air traffic, Flight
structures that may adversely affect the flight or Procedures Team, Flight Standards, and technical
movement of aircraft, cause electromagnetic interfer- operations services), military representatives negoti-
ence to NAVAIDs, communication facilities, or ate with the sponsor for changes to the proposal as
derogate the line−of−sight visibility from a control necessary. Advise interested FAA offices of the
tower. Should review of the plan reveal a potential results of the negotiation.
noise problem, comment to this effect. Comment, as b. When an airport proposal poses a problem with
applicable, on the proximity of urban congestion and respect to the safe and efficient use of airspace by
any potential problem related to the safety of persons aircraft or with respect to the safety of persons and
and property on the ground. If the layout plan is a property on the ground, negotiate with the sponsor to
revision of one previously approved, summarize the revise the proposal, if feasible, so as to resolve the
changes for which an airspace determination is problem. Should a case involve a proposal for a new
required. Also, include comments on objects that airport that would create problems not resolved by
would exceed the obstruction standards of Part 77 and revisions to the proposal, negotiate with the sponsor
any other Airports comments that may be for a relocation of the proposal to a new site to resolve
appropriate. the problem.
c. Federally Assisted Airport Proposals. Transmit
11−2−6. CIRCULARIZATION
by letter a description of the work to be done in the
proposed project. If the project is in conformance The Airports Office should circularize airport
with an approved ALP, comment to this effect. If the proposals in accordance with nonrulemaking proced-
project is at variance with the ALP, comment ures as necessary to obtain comments from
accordingly and forward a proposed revision to the aeronautical interests, municipal, county and state
ALP or an appropriate programming sketch that groups, civic groups, military representatives, and
depicts the location and nature of the proposed work. FAA facilities and offices on proposals located
Also, in the latter event, or if it is a new proposal, within their areas of responsibility. All controversial
forward information on the appropriate items set proposals and those that have a potential adverse
forth in subparagraph b. above. effect on the users of the airspace should be included

Processing of Airport Proposals By Regional Airports Offices 11−2−3

JO 7400.2M 2/28/19

in the circularization process. However, do not relevant to the aeronautical effect of the proposal,
circularize a proposal that may compromise the provides interested persons an opportunity to discuss
sponsor’s position in land acquisition negotiations. aeronautical objections to the proposal, and provides
the FAA with the opportunity to negotiate a
11−2−7. EVALUATE COMMENTS AND resolution to objectionable aspects of the proposal.
AERONAUTICAL EFFECT
The Airports Office must examine comments 11−2−9. ISSUE DETERMINATION
received in response to coordination and evaluate
their validity as related to the safe and efficient use of Upon completion of the airspace study, the Airports
airspace and to the safety of persons or property on Office must develop and issue the FAA determination
the ground. If the Airports Office’s determination by letter to the airport sponsor in accordance with the
contains additional items and/or alterations of the guidelines in Chapter 12. Disapprove the request if a
responses previously received from the other FAA previous airport study determination was objection-
offices, request the appropriate air traffic, Flight able and remains uncorrected, or if the determination
Procedures Team, Flight Standards, and technical listed provisions that have not been complied with by
operations services offices to assist in evaluating the the airport owner or sponsor. The FAA determination
validity of the determination. The guidelines in does not constitute a commitment to provide Federal
Chapter 12 will assist in evaluating the aeronautical financial assistance to implement any development
effect of airport proposals. contained in the proposal. Also, if the proposal is not
objectionable but would exceed Part 77 obstruction
standards, notify the sponsor of what obstruction
11−2−8. INFORMAL AIRSPACE MEETINGS
marking and lighting would be required or
The appropriate Airports Office, with the assistance recommended. Additionally, advise the sponsor that
of the air traffic office, may convene an informal a separate notice will be required for any construction
airspace meeting with interested parties as set forth in equipment, such as temporary cranes, whose working
Part 1. of this order. The informal airspace meeting limits would exceed the height and lateral dimensions
provides the opportunity to gather additional facts of the proposed object.

11−2−4 Processing of Airport Proposals By Regional Airports Offices

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Section 3. Processing of Airport Proposals By

Regional Flight Standards Offices

11−3−1. EFFECT ON SAFETY OF FLIGHT cities or towns, and its runway alignment with
reference to heavily populated areas, schools,
The appropriate Flight Standards Office must
hospitals, sports stadiums, and shopping centers, etc.
perform a flight safety review of heliport and
seaplane base proposals to determine whether aircraft
operations can be conducted safely. Flight Standards 11−3−3. ONSITE EVALUATIONS
will review a modification of standard to proposals as
a. Heliports. All proposals for the establishment
appropriate except for modification to the Runway
of heliports must be given an onsite operational
Obstacle Free Area (ROFA), Obstacle Free Zone
evaluation by operations specialists or inspectors,
(OFZ), Taxiway Safety Area (TSA), Taxiway
preferably those who are qualified on helicopters.
Obstacle Free Area (TOFA), or penetrations to the
Proposed heliports to be located in congested areas,
threshold siting surface or Part 77 criteria. Also, the
and/or on a roof−top, should be evaluated by
Flight Standards Office will review any proposal
helicopter−qualified operations inspectors. In-
with runways, taxiways, and/or ramp surfaces
cluded in the process is the development of
underlying threshold−siting surfaces and proposals
recommendations for assignment of ingress and
for declared distance concepts. Upon completion of
egress routes, where necessary.
the review, the appropriate Flight Standards Office
must submit its report to the responsible Airports b. Non−Federal Agreement Airport Proposal. The
Office. The report must state whether or not safe Flight Standards Office performing a flight safety
operations can be conducted or what conditions are review will use information submitted with the FAA
needed to ensure safe operations. Information Form 7480−1 and any other information as may be
provided by Technical Operations Aviation System available, such as charts, aerial photographs, etc. A
Standards may be used when conducting these flight check or an onsite inspection may be
reviews. advantageous if the proposal is controversial or
additional information is needed.
11−3−2. EFFECT ON SAFETY OF c. Federally Assisted Airport Proposal. The Flight
PERSONS AND PROPERTY ON THE Standards Office should:
GROUND
1. Review the proposal from the standpoint of
FAA Order 1000.1, Policy Statement of the FAA, safety of flight operations.
states that the agency will pursue a regulatory policy
that recognizes the primary right of the individual to 2. Conduct an on−site evaluation.
accept personal risk. However, the agency balances
3. Advise the air traffic office when obstructions
this right against society’s interest in the safety of the
and/or terrain that prove to cause significant safety
individual, and limits the individual’s right to incur
problems are identified.
risk when the exercise of that right creates a risk for
others. Therefore, airport aeronautical studies must d. The FSDO reviews Part 157 seaplane base and
consider, for example, the proposal’s proximity to heliport proposals.

Processing of Airport Proposals By Regional Flight Standards Offices 11−3−1

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Section 4. Processing of Airport Proposals By

Operations Support Group Flight Procedures Teams

11−4−1. EFFECT ON INSTRUMENT b. Establishment of NAVAID. When an airport

PROCEDURES status is to be changed from VFR to IFR, notify the
public by means of the nonrulemaking circular
a. The appropriate FPT must determine the
associated with the establishment of the NAVAID
feasibility of instrument approach procedures, ensure
being installed to support the procedure.
that required instrument procedures are formulated,
flight inspected, and published to coincide with the c. Existing NAVAID. If the flight procedure is to
appropriate aeronautical charting date. be based upon an existing NAVAID, the public
notification may be accomplished in the NPRM
b. The appropriate FPT must review proposals to
associated with changes to controlled airspace. If no
determine any impact to existing and proposed
change in airspace is required, it is recommended that
instrument approach procedures. When the proposed
the public be notified through the non−rulemaking
airport underlies an existing or proposed instrument
circularization process.
approach procedure the FPT will notify the
appropriate air traffic office. d. No NAVAID Required. Public notification will
be accomplished with the rulemaking action for
11−4−2. CHANGE OF AIRPORT STATUS controlled airspace.
FROM VFR TO IFR
11−4−3. EVALUATION OF INSTRUMENT
a. Establishment of Instrument Procedures.
RUNWAY DESIGNATIONS
Requests for instrument approach procedures must
be forwarded to the appropriate FPT. The FPT must The appropriate FPT must evaluate the runway or
effect coordination with the appropriate air traffic, runways to be used in the proposed instrument
Airports, and technical operations services offices, as procedure. Consideration should be given to airport
well as other offices of interest. The request for data, expected users, conflicts with IFR traffic,
instrument approach procedures should normally be location of existing and proposed NAVAIDs,
disapproved if the change in the airport status study availability of weather information, and probable
indicates a safety problem. minimums.

Processing of Airport Proposals By Operations Support Group Flight Procedures Teams 11−4−1
2/28/19 JO 7400.2M

Section 5. Processing of Airport Proposals By

Technical Operations Services Area Offices

11−5−1. ELECTROMAGNETIC OR LINE− requesting a study for the runway to be so designated.

OF−SIGHT INTERFERENCE Include data in the letter concerning the siting of the
various components, their heights, and any other
The technical operations services office must study
comments that may be appropriate.
airport proposals to determine if there is a possibility
of electromagnetic or line−of−sight interference. Use
the guidance in paragraph 6−3−3 to determine the 11−5−3. CHANGE IN AIRPORT STATUS
extent of any adverse effect. At locations with an FROM VFR TO IFR
ATCT, a shadow study is required to determine if part
of the aircraft operating area would be shielded from The technical operations services office must review
view by the control tower. In either case, when a all proposed airport status changes to ensure that
potential problem exists, request the Airports Office there is no effect on its functional responsibilities.
to negotiate a resolution with the sponsor. If this is not Forward the study results to the FPT or Airports
possible, then proceed with the study and submit Division Offices, as appropriate.
findings to the Airports Office.
11−5−4. AIRPORT PROPOSALS
11−5−2. EVALUATION OF INSTRUMENT
Proposals vary in complexity from a single runway
RUNWAY DESIGNATION
airport to a major air carrier airport. When NAVAID
The designation of an instrument landing runway facilities are part of the ALP, the technical operations
may be associated with a precision type landing aid. services office must conduct a study to evaluate the
Conduct a study of a proposal to designate an feasibility of siting and installing the proposed
instrument landing runway to determine the facilities as well as to evaluate the effect of the
feasibility of siting various components in accord- proposal on existing NAVAIDs. Conduct a shadow
ance with established siting criteria. Forward study, based on necessary data provided by the airport
comments and recommendations to Airports. Should owner to ensure that existing or proposed structures,
program approval be received for the installation of or natural objects, do not derogate the airport traffic
an instrument landing system to serve a runway control tower line−of−sight visibility of the proposed
which has not been designated as an instrument runway or taxiway. Forward the results of the study
landing runway, send a letter to the Airports Office to the Airports Office.

Processing of Airport Proposals By Technical Operations Services Area Offices 11−5−1

2/28/19 JO 7400.2M

Section 6. Processing of Airport Proposals By

Service Area Offices

11−6−1. EFFECT ON AIR TRAFFIC objectionable or disapproval finding should be

CONTROL OPERATIONS recommended. Include a statement that the FAA will
reconsider the proposal after provisions are made to
The air traffic office must conduct an airspace review resolve the objectionable conditions.
to evaluate the effect on the safe and efficient
utilization of airspace by aircraft and the effect that
11−6−2. COORDINATION
such proposals may have on the movement and
control of air traffic, associated resources (personnel, The reviewing air traffic office must coordinate
facilities and equipment), and ATC program airport proposals with other air traffic offices and
planning. facilities as appropriate.
a. The depth of the review must commensurate a. Projects contemplated at airports served by an
with the location, complexity, and timing of the ATCT or flight service station must be coordinated
proposed development. The range of the study may with the facility manager or his/her representative
vary from no need to review (for example, the closing prior to arriving at a finding. Documentation of the
of an airport reported for record purposes) to a large coordination performed must be entered in the case
effort required to process and study a proposal for a file. The ATCT responds on the proposal to the
new major air carrier airport to serve a high density service area office in accordance with local
terminal area. procedures.
b. Military Airport Proposals which are not part of
b. An airspace review must be conducted for
the Military Construction Program (MCP) are
activation, deactivation or alteration of any landing
normally submitted to service area offices through
area, reported in compliance with Part 157 or an
the regional military representatives. Those propos-
airport owner’s federal obligations, for military
als must be processed in the same manner as civil
construction projects, and at any other time deemed
proposals except that the air traffic office is
necessary for assessing the utilization of airspace.
responsible for coordinating the proposals with the
Include studies associated with existing airports and
Airports, Flight Standards, and technical operations
with disposal or conveyance of Federal property for
services offices. The air traffic office is also
public airport purposes, as appropriate.
responsible for any coordination necessary with the
c. Upon completion of the airspace review, military regarding the proposal and issuance of the
forward the response (via the OE/AAA automation regional determination.
program, electronic mail, or memorandum) to the c. The Airports Office will coordinate and
responsible Airports Office. The airspace response negotiate with the airport owner/sponsor to resolve
must recommend approval or disapproval of the use problems with proposals on civil, public use airports.
of the airspace associated with the proposal. This The Airports Office may request the air traffic office
response must be in the form of no objection without to assist in the negotiation if the problem relates to the
conditions, no objection provided certain conditions safe and efficient utilization of the airspace.
are met, or objectionable. If the recommendation of
the finding to the proposed use of the associated
11−6−3. AIRPORT TRAFFIC PATTERNS
airspace is objectionable or to disapprove the
proposal, clearly state the reasons why. If the finding a. If the appropriate VFR or IFR traffic pattern
is conditional, also clearly state the conditions. Care airspace area requirements overlap or if airspace
must be exercised when issuing conditional findings. requirements cannot be developed to accommodate
When the conditions are such that a substantial the category and volume of aircraft anticipated at an
adverse effect would result if not corrected (such as existing or planned airport, the airport, in all cases,
the blocked view to a portion of the movement area need not be found objectionable from an airspace
from the airport traffic control tower), then an utilization standpoint if adjustments to traffic

Processing of Airport Proposals By Service Area Offices 11−6−1

JO 7400.2M 2/28/19

patterns (such as establishing non−standard traffic associated with a new airport or airport alteration
patterns, assigning specific traffic pattern altitudes, proposal should normally be considered as objection-
and/or developing special operational procedures) able (or disapproved for AIP) if the study discloses an
would mitigate the conflict. Such action may reduce adverse effect that cannot be mitigated.
the capacity, operational flexibility, and compatibil-
ity of the airports involved. The air traffic office 11−6−5. DESIGNATION OF INSTRUMENT
must determine if airspace areas overlap. If the RUNWAY/CHANGE IN AIRPORT STATUS
airport proposal’s traffic pattern conflicts with the VFR TO IFR
pattern of an adjacent airport and the conflict could
be eliminated by adjusting only the proposal’s The processing required by air traffic offices depends
pattern, the air traffic office will specify the traffic upon the action necessary for establishment of the
pattern to be used as a condition of the proposal’s instrument approach procedure. This can involve the
determination. establishment of NAVAIDs, nonrule or rulemaking
circularization and associated actions, the need for
b. If an adjacent traffic pattern needs to be adjusted communications, weather reporting, and the capabil-
to solve a conflict and the pattern adjustment can be ity of providing air traffic control service. In
made safely, the Airports Office will request conducting the airspace review, determine the
assistance from the air traffic office in negotiating viability of establishing a reasonable instrument
with the adjacent airport owner/manager for approach procedure and the acceptability of the
agreement in writing to the traffic pattern adjustment. airport environment for the proposed procedure.
If a non−standard traffic pattern adjustment is made Also, evaluate the effect of the proposed procedure on
at a public−use airport with other than a full−time existing or proposed IFR or VFR aeronautical
control tower, then visual indicators at the airport are operations at the airport in question and/or adjacent
required, in accordance with AC 150/5340−5, airports. Be particularly alert to previously issued “no
Segmented Circle Airport Marker System. If night objection” determinations which include a provision/
operations are conducted or planned at the airport, condition for VFR only operations. Forward the
then floodlighting of the segmented circle is finding to the responsible office. Airports must
necessary. coordinate and circularize all VFR to IFR changes for
c. The traffic pattern airspace associated with an all Part 157 proposals and airport layout plans (see
airport proposal may not overlap the traffic pattern of paragraph 11−2−9).
an adjacent airport.
11−6−6. ONSITE EVALUATION
11−6−4. PART 77 REVIEW The need for onsite evaluations will be determined by
Review proposed structures and existing terrain or the airspace review results. Onsite evaluations may
objects that exceed Part 77 obstruction standards to be especially necessary when the review indicates the
determine the extent of adverse effect and presence of unsafe conditions. The air traffic office
recommend marking/lighting if needed. If the should assist the Airports, Flight Standards, and
review indicates obstructions that are potential FPTs in the onsite evaluation, as appropriate.
hazards to the airport proposal, forward the airspace NOTE−
finding to the Airports Office. The airspace use Noise consideration, see paragraph 11−1−6.

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Chapter 12. Airport Determinations

Section 1. General

12−1−1. RESPONSIBILITY aeronautical requirements and is used by the FAA in

its review of proposals that may affect the navigable
The Airports Office is responsible for formulating
airspace or other missions of the FAA.
and issuing the official determination. That
determination must incorporate the division’s 1. Approved. An approved ALP is one that has
responses and other pertinent issues. If the official met all the applicable requirements as set forth in the
determination differs from the responses as a result of appropriate FAA documents. In order for an ALP to
the airspace coordination, the Airports Office must be unconditionally approved, the appropriate FAA
obtain a concurrence from the appropriate, respons- offices must have reviewed and approved the
ible FPT, air traffic, technical operations services, location, type, and dimension of all proposed
and Flight Standards offices. The Airports Office development. In addition, all proposed development
must also assure that each determination issued must have been subject to the appropriate environ-
conforms to established policy, procedures, and mental processing and have written approval by the
guidelines. Controversial proposals may require FAA.
special handling, but no determination must be issued 2. Conditional Approval. The conditional
which would be contrary to agency policy until the approval of an ALP is one that has met all the
matter has been coordinated with and approved by applicable requirements. An ALP that has been
the Associate Administrator for Airports, and the conditionally approved is one where the proposed
Vice President, Mission Support Services. development has received conceptual approval by the
appropriate FAA office. The proposed development
12−1−2. TERMINOLOGY has not received approval as to the final location,
type, and dimension of all proposed development.
The following terminology must be used in FAA
New structures would require the submission of FAA
determinations:
Form 7460−1. In addition, where the appropriate
a. Part 157 Airports. environmental processing has not occurred, a
conditional ALP approval would be required.
1. “No Objection” to the proposal − A “no
objection” determination concludes that the proposal
will not adversely affect the safe and efficient use of 12−1−3. CONDITIONAL DETERMINATIONS
airspace by aircraft and will not adversely affect the When the airport study results in a conditional
people or property on the ground. determination, then clearly set forth the condi-
tions in the determinations to avoid any
2. “Conditional No Objection” to the propos-
misunderstanding.
al − A “conditional no objection” determination
concludes the proposal will not adversely affect the a. IFR/VFR Status. If the intent of a conditional
safe and efficient use of navigable airspace by aircraft determination is to restrict or defer the establishment
provided certain conditions are met (specify the of an instrument approach procedure because of
conditions). conflict with other IFR procedures in a particular
area or to restrict aircraft operations to VFR
3. “Objection” to the proposal − An “objection”
weather conditions, then these conditions should be
determination will specify the FAA’s reasons for
clearly defined in the determination to avoid
issuing such a determination.
possible misunderstanding. For example, the phrase
b. ALP. An ALP is a graphic depiction of the “VFR operations only” should not be used when
existing and future airport facilities showing the the intent is to restrict the establishment of an
clearance and dimensional requirements to meet instrument approach procedure but not necessarily
applicable standards. The ALP serves as a record of restrict IFR departures. If the intent is to restrict all

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IFR operations, the determination should identify 12−1−4. EXPIRATION DATES

specific weather conditions rather than relate to VFR
a. The establishment of a expiration date must be
operations, or it should be written to specifically
included in the determinations as appropriate.
prohibit IFR operations.
Expiration dates (normally 18 months) allow for the
orderly planning of airports by providing realistic
b. Traffic Patterns. If there is a need to establish
time limitations for the completion of airport
specific airport traffic patterns to ensure compatibil-
projects. The expiration date may be extended if a
ity of aircraft operations with adjacent airports, or for
proponent’s reason for not completing the project by
other reasons, set forth the specific traffic pattern
the specified time is valid. When establishing
requirement as a condition.
expiration dates on determinations issued under
Part 157, include the following statement: “In order
c. Runway Thresholds. When the determination
to avoid placing any unfair restrictions on users of the
concerns a proposed runway construction, and
navigable airspace, this determination is valid until
existing objects will obstruct the airspace needed for
[date]. Should the facility not be operational by this
arrivals or departures, and if the obstructions cannot
date, an extension of the determination must be
be removed or mitigated due to lack of control by the
obtained.”
airport sponsor or other compelling reasons, the
conditions can stipulate displacement of the runway b. Expiration dates generally are not appropriate
threshold or changing the location of the runway end for ALP approvals and airspace approvals of other
to provide clearance over the obstructions. If you use planning projects.
this condition, ensure that the remaining runway
length is sufficient to safely accommodate the most 12−1−5. STATEMENT IN DETERMINATIONS
critical aircraft expected to use the runway. Perhaps a. No Objections or Conditional. Include the
it may be feasible, or more desirable, for the following statement in the determination forwarded
obstructions to be removed rather than shorten the to the proponent:
runway. If so, you may give the airport sponsor this
option. However, when the study indicates the 1. “This determination does not constitute FAA
runway threshold can safely be displaced or the approval or disapproval of the physical development
runway end changed, use the following wording in involved in the proposal. It is a determination with
the determination’s conditions: respect to the safe and efficient use of navigable
airspace by aircraft and with respect to the safety of
1. “The runway threshold is displaced and persons and property on the ground.”
properly marked and lighted so as to provide obstacle 2. “In making this determination, the FAA has
clearance in accordance with appropriate airport considered matters such as the effects the proposal
design standards.” would have on existing or planned traffic patterns of
neighboring airports, the effects it would have on the
2. “The runway end is changed and properly existing airspace structure and projected programs of
marked and lighted so as to clearly indicate that the FAA, the effects it would have on the safety of
portion of runway which is closed to pilots for takeoff persons and property on the ground, and the effects
and landing.” that existing or proposed manmade objects (on file
with the FAA), and known natural objects within the
d. Ingress−Egress Routes. When the determina- affected area would have on the airport proposal.”
tion concerns a heliport, it may be necessary to
specify ingress−egress routes in the conditions placed 3. “The FAA cannot prevent the construction of
on the determination (see paragraph 11−1−9). structures near an airport. The airport environs can
only be protected through such means as local zoning
e. Other Conditions. Specify in the determination ordinances, acquisitions of property in fee title or
any other items which are feasible and necessary to aviation easements, letters of agreement, or other
assure the safe and efficient use of the airspace by means.”
aircraft and the safety of persons and property on the b. Objectionable − Include the following state-
ground. ment in the determination forwarded to the

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proponent: “This is a determination with respect to determination issued. Include a copy to AAS−330 for
the safe and efficient use of navigable airspace by Part 157 proposals. AAS−330 must be provided a
aircraft and with respect to the safety of persons and copy of the entire airspace determination when the
property on the ground. In making this determina- FAA Form 5010−5, is returned from the proponent.
tion, the FAA has considered matters such as the Additionally, the results of an airport study
effect the proposal would have on existing or planned circularized outside the FAA or discussed in an
traffic patterns of neighboring airports, the effects it informal meeting should be disseminated by the
would have on the existing airspace structure and Airports Office to those persons/offices on the
projected programs of the FAA, the effects it would circular distribution list, attendees at the informal
have on the safety of persons and property on the airspace meeting, and any other interested person, as
ground, and the effects that existing or proposed soon as feasible after the sponsor has been notified.
manmade objects (on file with the FAA) and natural Outside of agency distribution must be in the form of
objects within the affected area would have on the a notice “To All Concerned.” Include in the notice the
airport proposal.” aeronautical study number together with a brief
summary of the factors on which the determination
c. Notice of Completion − Include a reminder that
was based and a recital of any statement included in
the sponsor is required to notify the nearest Airport
the determination. In addition, if a conditional
District Office (ADO) or regional office within 15
statement concerning environmental acceptability
days after completion of the project. For a Part 157
has been included in the determination to the
airport, this is accomplished by returning the FAA
proponent, include a similar statement in the notice.
Form 5010−5 to the appropriate Airport office.

12−1−6. AIRPORT MASTER RECORD 12−1−9. REVIEW OF SENSITIVE OR

CONTROVERSIAL CASES AND PART 157
When appropriate, enclose within the determination, DETERMINATIONS
FAA Form 5010, Airport Master Record, and
include a statement in the determination letter a. A proponent of an airport proposal or
providing the sponsor guidance on its use. interested persons may, at least 15 days in advance
of the determination void date, petition the FAA
official who issued the determination to:
12−1−7. ADVISE FEDERAL AGREEMENT
AIRPORT SPONSORS 1. Revise the determination based on new facts
that change the basis on which it was made.
When a determination is sent to the sponsor, include
the following additional statement: “This determina- 2. Extend the determination void date.
tion does not constitute a commitment of Federal Determinations will be furnished to the proponent,
funds and does not indicate that the proposed aviation officials of the state concerned, and, when
development is environmentally acceptable in appropriate, local political bodies and other
accordance with applicable Federal laws. An interested persons.
environmental finding is a prerequisite to any major b. The petition must be based on aeronautical
airport development project when Federal aid will be issues and will not be accepted after airport
granted for the project. This approval is given subject construction has begun. The appropriate regional
to the condition that the proposed airport develop- office should attempt to resolve the issue(s) in the
ment identified below must not be undertaken following manner:
without prior written environmental approval by
the FAA. These items include [list items] (see 1. Informal Meeting. The Airports Office
FAAO 5050.4A, Chapter 3, for more information).” should hold a special informal airspace meeting with
all interested parties when requested. Emphasize
that the scope of an airport study analysis is
12−1−8. DISSEMINATION OF STUDY
limited, and that the FAA’s determination is based on
RESULTS
the safe and efficient use of navigable airspace by
The Airports Office must make available to FAA aircraft and the safety of persons and property on the
offices that participated in the study a copy of each ground (see paragraph 12−1−5). The air traffic office

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must assist in the meeting when requested by implication made that a hearing may be granted. It is
Airports. general policy not to grant such hearings. However,
should circumstances dictate otherwise, Mission
2. Reevaluate. If any new factors regarding the Support, Policy would direct the conduct of the
safe and efficient use of the airspace become known hearing to be informal in nature, not within the scope
as a result of the informal meeting then reevaluate of the Administrative Procedures Act, and the subject
the airport proposal. Affirm or revise the original matter would be limited to the scope of the airspace
determination as appropriate. analysis (i.e., the safe and efficient use of navigable
3. Public Hearing. The regulations provide no airspace by aircraft).
right to, or procedures for, a public hearing regarding
airport matters. An airport airspace determination is 12−1−10. DISPOSAL OF FEDERAL
only advisory and for the FAA’s own use. SURPLUS REAL PROPERTY FOR PUBLIC
Circularization and, where required, informal AIRPORT PURPOSES
airspace meetings should be sufficient to provide
a. Site Endorsement. The FAA must study and
interested persons a forum to present their views.
officially endorse the site before property interest in
When Federal funds are, or will be involved in the
land owned and controlled by the United States is
airport or its development, there is a right to a public
conveyed to a public agency for public airport
hearing on site location, but no similar right exists
purposes.
to a hearing on airspace matters. If a party is
emphatic in their demand for a public hearing b. Processing Procedures. Surplus Federal prop-
Mission Support, Policy, through the service area erty cases must be processed in the same manner as
office, should be notified and there must be no Federal airport proposals.

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Chapter 13. Military, NASA, and Other Agency

Airport Proposals

Section 1. General

13−1−1. PRIOR NOTICE TO FAA processing in the same manner as civil airport
proposals, except that service area offices are
49 U.S.C. § 44718 provides, in part, that the
responsible for the study. The determination and
Department of Defense (DOD), the National
recommendation on the proposal, plus all pertinent
Aeronautics and Space Administration (NASA), or
comments and related material, must be forwarded to
other agencies must not acquire, establish, or
Rules and Regulations Group by the service area
construct any military airport, missile or rocket site,
office. The official FAA determination must be
or substantially alter any runway layout unless
formulated by Rules and Regulations Group after
reasonable prior notice is given to the FAA
review and any required inter−services coordination
Administrator so that the appropriate committees of
and forwarded to DOD, NASA, or other agencies as
Congress, and other interested agencies, may be
appropriate. A copy of the determination must be
advised as to the effects of such projects upon the use
forwarded to the affected regional/service area office.
of airspace by aircraft.

13−1−2. FORM OF NOTICE

13−1−5. MILITARY PROPOSALS OTHER
The DOD forwards military airport or missile site THAN MCP
projects to FAA Washington Headquarters in the
form of an annual Military Construction Program Other military airport proposals may be submitted by
(MCP). Military projects not involved in the annual individual services through the appropriate regional
program are submitted to the FAA regional office by military representatives to the regional/service area
the individual services or commands through the office. These proposals must be processed in the same
regional military representatives (see paragraph manner as civil airport proposals except as indicated
13−1−5). NASA and other agencies submit their below. This exception does not apply to notices on
projects directly to FAA Washington Headquarters. joint−use airports received under Part 157 or AIP
projects.
13−1−3. FAA HEADQUARTERS REVIEWS
Annual MCPs and proposals submitted by NASA or a. The regional Airports Division must coordinate
other agencies are forwarded to Rules and with the service area office, Flight Standards
Regulations Group for review and processing. Rules Division, technical operations services area office,
and Regulations Group must coordinate with FPT, and other offices as required for formulation of
appropriate headquarters ATP, Flight Technologies the official FAA determination. The determination
and Procedures, and Spectrum Assignment and must be issued to the appropriate regional military
Engineering Services Offices prior to forwarding the representative with a copy to Rules and Regulations
proposal to the regional/service area office for study. Group.
Any problems with the proposal at the headquarters
level should be resolved prior to requesting b. When a controversial proposal is referred to
regional/service area input. Washington Headquarters for resolution, the airspace
finding and official agency determination must be
formulated by the AAS−100 in coordination with
13−1−4. REGIONAL/SERVICE AREA OF-
Rules and Regulations Group and other offices, as
FICE REVIEW
required, and forwarded to the appropriate regional
Rules and Regulations Group will then forward the military representatives through the regional/service
projects to the appropriate regional office for area office.

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Part 4. Terminal and En Route Airspace

Chapter 14. Designation of Airspace Classes

Section 1. General

14−1−1. PURPOSE certain number of IFR operations or passenger

enplanements. Although the configuration of each
In addition to the policy guidelines and procedures
Class C area is individually tailored, the airspace
detailed in Part 1 of this order, this part prescribes
usually consists of a surface area with a 5 NM radius,
specific policies and procedures for managing
an outer circle with a 10 NM radius that extends from
terminal and en route airspace cases.
no lower than 1,200 feet up to 4,000 feet above the
airport elevation. Each person must establish
14−1−2. CONTROLLED AIRSPACE two−way radio communications with the ATC
facility providing air traffic services prior to entering
Controlled airspace is airspace of defined dimensions
the airspace, and thereafter maintain those communi-
within which ATC service is provided to IFR and
cations while within the airspace.
VFR flights in accordance with the airspace
classification. Within controlled airspace, all aircraft d. CLASS D AIRSPACE. Generally, that
operators are subject to certain qualification, airspace from the surface to 2,500 feet above
operating, and aircraft equipage requirements (see the airport elevation (charted in MSL) surrounding
Title 14 CFR Part 91). Controlled airspace in the those airports that have an operational control
United States is designated in 14 CFR Part 71 as tower. The configuration of each Class D airspace
follows: area is individually tailored and when instrument
procedures are published, the airspace will normal-
a. CLASS A AIRSPACE. That airspace from ly be designed to contain the procedures. Arrival
18,000 feet MSL to FL 600, including the airspace extensions for instrument approach procedures
overlying the waters within 12 nautical miles (NM) may be Class D or Class E airspace. Unless
of the coast of the 48 contiguous States and Alaska. otherwise authorized, each person must establish
Unless otherwise authorized, all persons must two−way radio communications with the ATC
operate their aircraft under IFR. facility providing air traffic services prior to
b. CLASS B AIRSPACE. Generally, that entering the airspace, and thereafter maintain those
airspace from the surface to 10,000 feet MSL communications while in the airspace. No separation
surrounding the nation’s busiest airports in terms of services are provided to VFR aircraft, except as noted
airport operations or passenger enplanements. The in FAA Orders JO 7110.65, Air Traffic Control; and
configuration of each Class B airspace area is JO 7210.3, Facility Operation and Administration.
individually tailored and consists of a surface area e. CLASS E AIRSPACE. Class E airspace is
and two or more layers, and is designed to contain all controlled airspace that is designated to serve a
published instrument procedures. An ATC clearance variety of terminal or en route purposes as described
is required for all aircraft to operate in the area, and in this paragraph. Class E airspace consists of:
all aircraft that are so cleared receive separation
1. The airspace extending upward from
services within the airspace. The cloud clearance
14,500 feet MSL to, but not including, 18,000 feet
requirement for VFR operations is “clear of clouds.”
MSL overlying the 48 contiguous States, the District
c. CLASS C AIRSPACE. Generally, that of Columbia and Alaska, including the waters within
airspace from the surface to 4,000 feet above the 12 NM from the coast of the 48 contiguous States and
airport elevation (charted in MSL) surrounding those Alaska; excluding the Alaska Peninsula west of
airports that have an operational control tower, are longitude 160º00’00’’W., and the airspace below
serviced by a radar approach control, and that have a 1,500 feet above the surface of the earth. (The

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JO 7400.2M 2/28/19

1,500 feet above the surface exclusion from Class E 14−1−3. UNCONTROLLED AIRSPACE
airspace above 14,500 feet MSL would apply in
Airspace that is not designated in 14 CFR Part 71 as
mountainous terrain areas.)
Class A, Class B, Class C, Class D, or Class E
2. The airspace above FL 600. controlled airspace is Class G (uncontrolled)
airspace.
3. Surface area designation for an airport where
a control tower is not in operation and for 14−1−4. FRACTIONAL MILES
non−towered airports. Class E surface areas extend
Unless otherwise stated, all distances are nautical
upward from the surface to a designated altitude, or
miles. When figuring the size of surface areas and
to the adjacent or overlying controlled airspace.
Class E airspace or their extensions, any fractional
When designated, the airspace will be configured to
part of a mile must be converted to the next higher
contain all instrument procedures.
0.1−mile increment.
4. Extension to a surface area. Airspace EXAMPLE−
designated as extensions to Class C, Class D, and 3.62 miles would be considered to be 3.7 miles.
Class E surface areas. Class E airspace extensions
begin at the surface and extend upward to the 14−1−5. AIRSPACE LEGAL DESCRIPTION
overlying controlled airspace. The extensions
a. A text header must be used and include the
provide controlled airspace to contain standard
following information:
instrument approach procedures without imposing
communication requirements on pilots operating in 1. On line one:
visual meteorological conditions. (a) FAA routing symbol of the region.
5. Airspace used for transition. Airspace (b) Two−letter abbreviation of the state.
extending upward from either 700 feet or 1,200 feet (c) Type of airspace.
AGL to the overlying controlled airspace designated
for transitioning aircraft to/from the terminal or (d) Location (City, State)
en route environments. 2. On line two: Enter the name of the airport
(Name, State) for which the airspace is designated.
6. Federal airways and low−altitude RNAV
routes. Federal airways and low−altitude RNAV 3. On line three: Enter the geographic coordi-
routes are Class E airspace and unless otherwise nates for the airport for which the airspace is
specified, extend upward from 1,200 feet AGL to, but designated.
not including, 18,000 feet MSL. NOTE−
This does not apply to en route domestic airspace areas.
7. Offshore/Control Airspace Areas. Airspace
4. If applicable, on subsequent lines: Enter the
designated in international airspace, extending
name of any NAVAID or airport, point of origin, or
outward from 12 NM from the coast of the
other reference used in the legal description. Include
United States to the CTA/FIR boundary, in accor-
the NAVAID or airport geographic coordinates on the
dance with the criteria in 14 CFR Part 71, within
line following the name.
which the United States applies domestic ATC
procedures. b. State vertical limits in the first sentence of the
text.
8. En Route Domestic Airspace. Airspace
c. Do not restate geographic coordinates used in
extending upward from a specified altitude to, but not
the text header in the legal description text.
including, 18,000 feet MSL designated for providing
IFR en route ATC services where the Federal airway d. If applicable, use a semicolon to separate the
system is inadequate. description of geographically separate sub−areas.

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14−1−6. EXAMPLES OF TERMINAL b. EXAMPLE 2−

AIRSPACE LEGAL DESCRIPTIONS ANM MT C Billings, MT
NOTE− Billings Logan International Airport, MT
For part−time areas add the following words to the basic (lat. 45_48’30”N., long. 108_32’38”W.)
legal description:
“This Class (add appropriate letter) airspace area is That airspace extending upward from the surface to
effective during the specific dates and times established and including 7,700 feet MSL within a 5−mile radius
in advance by a Notice to Airmen. The effective date and of the Billings Logan International Airport; and that
time will thereafter be continuously published in the Chart airspace extending upward from 4,900 feet MSL to
Supplement.” and including 7,700 feet MSL within a 10−mile
a. EXAMPLE 1− radius of the airport.
ANE MA B BOSTON, MA
Logan International Airport, MA (Primary Airport)
(lat. 42_21’51”N., long. 70_59’22”W.)
c. EXAMPLE 3−
Boston VORTAC
AGL MN D Duluth, MN
(lat. 42_21’27”N., long. 70_59’22”W.)
Duluth International Airport, MN
Boundaries. (lat. 46_50’32”N., long. 92_11’38”W.)
Area A. That airspace extending upward from the
surface to and including 7,000 feet MSL within an That airspace extending upward from the surface to
8−mile radius of the Boston VORTAC. and including 3,900 feet MSL within a 4.9−mile
radius of Duluth International Airport.
Area B. That airspace extending upward from 2,000
feet MSL to and including 7,000 feet MSL within a
10.5−mile radius of the Boston VORTAC, excluding d. EXAMPLE 4−
Area A. AEA VA E2 Danville, VA
Danville Regional Airport, VA
Area C. That airspace extending upward from 3,000 (lat. 36_34’22’’N., long. 79_20’10’’W.)
feet MSL to and including 7,000 feet MSL within a
20−mile radius of the Boston VORTAC, excluding That airspace extending upward from the surface
Areas A and B previously described and that airspace within a 5−mile radius of Danville Regional Airport
within and underlying Area D described hereinafter. and within 2.4−miles each side of a 208_ bearing
Area D. That airspace extending upward from 4,000 from the airport, extending from the 5−mile radius to
feet MSL to and including 7,000 feet MSL between 7 miles southwest of the airport, and within 2.4−miles
the 15− and 20−mile radii of the Boston VORTAC each side of a 016 _ bearing from the airport,
extending from the Boston VORTAC 230_ radial extending from the 5−mile radius to 7 miles northeast
clockwise to the Boston VORTAC 005_ radial. of the airport.

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Section 2. Ad Hoc Committee Procedures for Class B

and Class C Airspace Actions

14−2−1. BACKGROUND 14−2−4. FAA PARTICIPATION

The ad hoc committee process was adopted in the a. FAA participation on the committee is limited
1980s in response to criticism that local user needs to the role of technical advisor or subject matter
and suggestions were not being considered by the expert only. The FAA is not a voting member of the
FAA during the initial airspace design phase prior to group and is not responsible for the operation of the
the issuance of an NPRM. committee or the development of recommendations.
b. The Service Center, in collaboration with the
affected ATC facility and overlying ARTCC, will
14−2−2. POLICY AND PURPOSE designate FAA representative(s). The FAA represent-
ative(s) will provide advice and assistance to the
a. An ad hoc committee must be formed to give committee on technical matters such as ATC
users the opportunity to present input and procedures, operations, and safety issues.
recommendations to the FAA regarding the proposed
design of, or modifications to, Class B and C airspace NOTE−
The number of FAA representatives designated to the
areas. The intent is to obtain suggestions from
committee should be kept to the minimum number
affected users before a proposed airspace design is required to avoid the appearance of FAA influence on the
developed by the FAA for publication in an NPRM. committee’s discussions and recommendations.
b. The ad hoc committee process is not required c. Upon request, the FAA may provide adminis-
for proposals to revoke Class B or C airspace or trative support to the committee, resources
change the airspace designation from full−time to permitting.
part−time or part−time to full−time.
14−2−5. COMMITTEE PROCESS

14−2−3. COMMITTEE FORMATION a. There is no set number of ad hoc committee

meetings required. The committee should meet as
a. To initiate the formation of an ad hoc needed to develop its recommendations to present to
committee, the Service Center must first submit a the FAA.
request to the Rules and Regulations Group for NOTE−
approval to begin the public involvement phase (See The ad hoc committee meetings should not be confused
chapter 15 or 16). A copy of the ATC facility’s staff with the separate, informal airspace meetings that are
study must be included with the request. also required for Class B and Class C airspace actions
(see chapter 2 of this order).
b. Upon approval by the Rules and Regulations b. At the first ad hoc committee meeting, the FAA
Group, the Service Center begins the ad hoc process representative should:
by requesting an aviation−related group, such as the
concerned state government aviation department or 1. Review the FAA’s policy for establishing ad
another aviation organization to coordinate the hoc committees and the intended purpose of ad hoc
formation of an ad hoc committee. Committee committees.
makeup and size should be determined by the local 2. Brief the committee on the purpose and need
situation or requirements. Committee membership for the proposed airspace action. A depiction of
should represent a cross section of airspace users and current/projected traffic flows may be useful to
aviation organizations that would be affected by the illustrate what the issue is and why an airspace
proposed airspace change. change is needed.
c. Once formed, the group should elect a c. The ad hoc committee should limit its focus and
chairperson to lead the committee’s efforts. efforts to addressing the specific airspace issue for

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which it was established. The committee should not 14−2−6. FAA ACTION ON COMMITTEE
address other airspace or procedural enhancement RECOMMENDATIONS
actions that do not contribute to resolving the issue
under consideration. a. The committee’s recommendations must be
considered and, to the extent practicable, should be
d. Upon completion of the committee’s work, the
incorporated into the proposed airspace design (i.e.,
chairperson will ensure that a written report is
if operationally feasible, safety and/or efficiency
prepared, summarizing the committee’s efforts and
would not be compromised, and there is no conflict
documenting its recommendations for FAA consid-
with regulations or ATC procedures.)
eration. The report is submitted to the FAA Service
Center.
b. A copy of the committee’s report will be
e. The ad hoc committee must automatically be included with the Service Center’s recommendation
dissolved upon submission of the committee’s to the Rules and Regulations Group that the project
written report to the FAA. continue to the NPRM phase.

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Chapter 15. Class B Airspace

Section 1. General

15−1−1. PURPOSE 15−1−4. SERVICE CENTER EVALUATION

a. Class B airspace areas are designed to improve a. Service centers must biennially evaluate
aviation safety by reducing the risk of midair existing Class B airspace areas to determine if the
collisions in the airspace surrounding airports with area continues to meet the purpose of Class B
high−density air traffic operations. Aircraft operating airspace and if airspace modifications are required.
in these airspace areas are subject to certain operating The evaluation should consider, but is not limited to,
rules and equipment requirements. the following:
1. The Class B airspace guidance in this chapter;
b. Additionally, Class B airspace areas are
designed to enhance the management of air traffic 2. Review the current configuration to deter-
operations to and from the airports therein, and mine if:
through the airspace area. (a) It ensures the containment of instrument
procedures.
(b) Any lateral or vertical gaps exist between
15−1−2. NONRULEMAKING ALTERNA-
adjacent airspace areas where VFR flight could
TIVES
increase hazards for Class B operations; or if the
Before initiating a Class B airspace proposal, configuration contains any “traps” or “dead−end”
determine if there are nonrulemaking alternatives corridors for VFR aircraft.
that could resolve the issue(s). If nonrulemaking (c) There is a record of Class B excursions.
alternatives resolve the issue(s), no Class B
3. Airspace modeling results (PDARS, TAR-
rulemaking action is required.
GETS, etc.);
4. Controller input and user feedback;
15−1−3. RESPONSIBILITIES 5. Applicable safety data; for example:
a. The Rules and Regulations Group is responsi- (a) Traffic Alert and Collision Avoidance
ble for oversight of the Class B airspace System (TCAS) events;
designation/modification/revocation process and (b) Air Traffic Safety Action Program
issuance of all informal airspace meeting notices, (ATSAP);
NPRMs, and final rules. The Rules and Regulations
Group will provide assistance, as needed, to the (c) Aviation Safety Reporting System
Service Centers in developing Class B airspace (ASRS);
proposals. (d) Mandatory Occurrence Reports (MOR);

b. The Service Center is responsible for coordina- (e) Near Midair Collision (NMAC) reports;
tion to determine Class B airspace candidacy or the (f) FAA Aviation Safety Information Analy-
need for modifications or revocation of an existing sis and Sharing (ASIAS) System; and
area. As part of this responsibility, the Service Center (g) Other sources as appropriate.
must request a staff study be conducted by the
appropriate office and perform an analysis of the staff 6. Significant changes in primary airport traffic
study. All Class B airspace establishment, modifica- flows, runway utilization, or instrument procedures
tion, or revocation plans must be coordinated with the that affect the Class B configuration;
Rules and Regulations Group before any public 7. Secondary/satellite airport operations affect-
announcement. ing Class B operations or controller workload;

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8. Planning activities such as construction of b. The Service Center must document the biennial
new runways, changes to existing runways (for evaluation to the file, with an information copy of the
example, decommissioned, lengthened, etc.), devel- evaluation sent to the Rules and Regulations Group
opment of new instrument procedures, or (AJV−P21). If the evaluation indicates that airspace
cancellation of existing procedures, resectorization modifications or revocation should be made, Service
plans (determine whether planned changes require Centers must follow the applicable procedures in this
Class B airspace modifications); Order.
c. In addition to the biennial evaluation, airspace
9. Need for charting enhancements: Sectional specialists should maintain coordination with
Aeronautical Chart, Terminal Area Chart (TAC), planners (such as Metroplex, NextGen, Perfor-
VFR Flyway Planning Chart; and mance−Based Navigation, FPT, etc.) for awareness
of instrument flight procedures under development to
REFERENCE−
FAA Order JO 7210.3, Para 10−1−4, Sectional Aeronautical and
determine if they will be contained within the
Terminal Area Charts. existing Class B airspace configuration. If the
planned procedures would exit the existing Class B
10. Any other factors deemed relevant to the airspace, initiate a corresponding Class B modifica-
Class B airspace area being evaluated. tion project.

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Section 2. Class B Airspace Planning

15−2−1. CRITERIA 15−2−2. DESIGNATION

Class B airspace locations must include at least one
a. The criteria for considering a given airport as a primary airport around which the Class B airspace
candidate for a Class B airspace designation is based area is designated.
primarily on the volume of aircraft at the airport being
considered, and an assessment of the midair collision
risk in the terminal area. 15−2−3. CONFIGURATION
a. General Design. There is no standard Class B
b. For a site to be considered as a Class B airspace design. Instead, the size and shape of the Class B
candidate, the Class B designation must contribute to airspace area will vary depending upon location−spe-
the safety and efficiency of operations, be necessary cific ATC operational and safety requirements. The
to correct a current situation that cannot be solved Class B airspace design should be as simple as
without a Class B designation, and meet the practical, with the number of sub−areas kept to a
following criteria: minimum. Its vertical and lateral limits must be
designed to contain all instrument procedures at the
1. The airport being considered has a total primary airport(s) within Class B airspace.
airport operations count of at least 300,000 (of which
at least 240,000 are air carriers and air taxi) and at 1. Designers have the flexibility to use the
least 5 million passengers enplaned annually; or configuration that best meets the purposes of
reducing the midair collision potential, assures
2. The airport being considered has a total containment of instrument procedures, and enhances
airport operations count of more than 220,000 the efficient use of airspace.
operations and will exceed 300,000 operations (of 2. Ensure that the design does not contain lateral
which 240,000 operations must be air carrier and air or vertical gaps between adjacent airspace where
taxi) when the itinerant traffic count from (a) and (b) VFR flight could pose increased hazards for Class B
below are added, and at least 5 million passengers operations.
enplaned annually.
3. Avoid configurations that create “traps” or
(a) 50% of the annual itinerant traffic count of “dead−end” corridors for VFR aircraft attempting to
any airport within 15 nautical miles (NM) from the navigate the area.
airport being considered that has at least 15,000 b. Lateral Boundaries. Boundaries may be
annual itinerant operations, and defined using a variety of techniques such as
latitude/longitude points, Fix/Radial/Distance refer-
(b) 25% of the annual itinerant traffic count of ences, NAVAIDs, alignment to coincide with
any airport that is between 15 NM and 30 NM from prominent landmarks or terrain features (where
the airport being considered that has at least 15,000 feasible), etc.
annual itinerant operations.
1. The airspace should be centered on the airport
reference point (ARP), an on−airport NAVAID, or a
c. The Service Center must request a staff study to
“point−of−origin” (defined by latitude/longitude
evaluate whether or not to revoke a primary airport’s
coordinates), as dictated by local requirements.
Class B airspace when that airport has not met the
Class B airspace criteria for at least a five−year period 2. The outer limits of the airspace should extend
and is projected to remain below those criteria for the to the minimum distance necessary to provide
next five years (See paragraph 15−3−6.). containment of instrument procedures, including
radar vectoring, but must not extend beyond 30 NM
d. These criteria are subject to periodic review by from the primary airport. This will ensure that the
the Rules and Regulations Group and Service Centers Class B boundaries remain within the 30 NM
to determine whether adjustments are required. “Mode−C Veil.” The boundaries should be designed

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considering operational needs, runway alignment, justified in the staff study and recommended by the
adjacent regulatory airspace, and adjacent airport Service Center.
traffic. e. Satellite Airports. When establishing Class B
3. If a circular design is appropriate, the airspace airspace floors, consider the adverse effect on
may be configured in concentric circles to include a satellite airport operations. When airspace directly
surface area and intermediate and outer shelf over a satellite airport is not required, it should be
sub−areas. A combination of circular and linear excluded from the Class B airspace. Special
boundaries may also be used, as required. published traffic patterns, and/or procedures may be
required for satellite airports.
(a) The surface area should be designed based
on operational needs, runway alignment, adjacent 15−2−4. IFR TRANSITION ROUTES
regulatory airspace, or adjacent airports, but must
encompass, as a minimum, all final approach fixes. If ATC operational factors and traffic permit,
consider whether RNAV T−routes could be devel-
(b) The intermediate and outer shelf sub−ar- oped to guide transiting pilots to fly through, or
eas may be subdivided based on terrain and other navigate around, the Class B airspace area.
regulatory airspace, but must contain instrument
procedures. 15−2−5. VFR CONSIDERATIONS
c. Vertical Limits. The upper limit of the airspace To the extent feasible, procedures must be developed
should not exceed 10,000 feet MSL. However, high to accommodate VFR aircraft desiring to transit the
airport field elevation, adjacent high terrain, or Class B airspace (See FAA Order JO 7210.3, Facility
operational factors may warrant a ceiling above Operation and Administration, Chapter 11, National
10,000 feet MSL. Programs). The following charts can assist pilots in
1. The surface area extends from the surface to identifying Class B boundaries and to transit or
the upper limit of the Class B airspace. This area may circumnavigate the area.
be adjusted to coincide with runway alignment, a. VFR Terminal Area Charts (TAC). TAC
adjacent airports, other regulatory airspace, etc., but charts are published for most Class B airspace areas.
must encompass, as a minimum, all final approach They provide detailed information needed for flight
fixes and minimum altitudes at the final approach fix. within or in the vicinity of Class B airspace.
2. The altitude floors of sub−areas should step b. Charted VFR Flyway Planning Charts. VFR
up with distance from the airport. Determination of Flyway Planning Charts are published on the back of
sub−area floors should be predicated on instrument selected TAC charts. The Flyway Planning Charts are
procedure climb/descent gradients to ensure contain- intended to facilitate VFR transitions through
ment of the procedures. Sub−area floors may be high−density areas. They depict generalized VFR
adjusted to have various floor altitudes considering routing clear of major controlled traffic flows. An
terrain, adjacent regulatory airspace, and common ATC clearance is not required to fly these routes. If
vectored flight paths that are not on procedures. not already published, Class B facilities are
encouraged to develop a flyway planning chart.
3. Sub−area exclusions are permitted to accom-
modate adjacent regulatory airspace and/or terrain. 15−2−6. CHART ENHANCEMENTS
4. Different Class B altitude ceilings may be Consider enhancements to TAC and VFR Flyway
designated for specific sub−areas if there is an Planning Charts that would increase situational
operational or airspace efficiency advantage, provid- awareness for VFR pilots and others transiting the
ed this would not cause pilot confusion or lead to area, aid the identification of Class B boundaries, and
inadvertent intrusions into, or excursions from, Class assist pilots desiring to avoid the Class B airspace.
B airspace. Address the need for different altitude Example chart depictions include, but are not limited
ceilings in the staff study. to:
d. Variations. Variation from the above lateral or a. Identification of key boundary points with a
vertical design guidance is permissible, but must be combination of latitude/longitude coordinates and

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NAVAID fix/radial/distance information (if avail- significant IFR arrival/departure routes at secondary
able). airports.
e. GPS and VFR waypoints placed in and around
b. Prominent landmarks or terrain features easily the Class B airspace to assist pilots in transiting or
visible from the air. avoiding the airspace.
NOTE−
c. VFR checkpoints (“Flags”). See FAA Order JO 7210.3 (Chapters 10 and 12) for
descriptions of TAC and VFR Flyway Planning Charts
d. IFR arrival and departure routes to/from the and the instructions for establishing, modifying, and
primary airport. Explore the feasibility of including review of the charts.

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Section 3. Class B Airspace Processing

15−3−1. OVERVIEW (b) Existing routes and altitudes that IFR and
VFR traffic use while operating en route through the
Class B airspace actions require rulemaking under area or transitioning to/from all affected airports.
14 CFR Part 71. Due to their size and operating
requirements, Class B airspace proposals tend to be (c) Numbers of VFR operations that receive
controversial with processing times extending to ATC services that are denied service, and that
several years. This section describes the steps circumnavigate the present terminal airspace config-
required from the development of a Class B proposal uration.
through the issuance of a final rule that implements NOTE−
the airspace change. Include any anticipated increase or decrease in these
numbers if the Class B airspace configuration is
designated or modified as proposed.
15−3−2. STAFF STUDY 4. Adjacent airspace considerations.
A Staff Study is required to identify and document the (a) Other ATC facility delegated airspace.
need to establish or modify a Class B airspace area. (b) Special use airspace.
The study will be used to determine if an ad hoc
committee should be formed to begin the airspace (c) Unique geographical features.
change process. The content of the study will depend 5. Overflight traffic volume affecting Class B
on site−specific details for the situation being operations.
considered. The following is a list of suggested items 6. FAA Terminal Area Forecast (TAF) data.
for the study. This list and study format may be Include the latest TAF data for the primary and key
modified as needed. secondary airports.
a. Executive Summary. A one−page summary that c. Statement of the Problem.
describes the problem, alternatives considered, and 1. Identify and document the operational
justification for the proposed airspace change issue(s). Explain how safety and the efficient
request. management of air traffic operations in and through
b. Background. Describe the current operation the terminal area are affected.
and aviation activity in the area and forecast data for 2. Provide supporting data to illustrate the
the primary and secondary airports. operational issue(s), such as TCAS Resolution
Advisories, Near Midair Collision (NMAC) reports,
1. Primary airport(s).
airspace modeling graphics, containment issue
(a) Current passenger enplanement count. documentation, controller/user input, etc.
(b) Airport(s)’ latest total annual operations d. Alternatives Considered. Non−rulemaking
count. alternatives must be examined before proposing
rulemaking airspace changes, such as:
2. Secondary/satellite airport(s).
1. Are there internal measures that could resolve
(a) Current passenger enplanement count. the problem (for example, new equipment/control
positions, changing facility procedures, resectoriza-
(b) Airport(s)’ total operations count. tion, etc.?)
(c) Types of operations conducted (for 2. Modification of instrument procedures.
example, flight school training, gliders, parachuting,
3. Pilot/Controller education programs.
Unmanned Aircraft System (UAS) activities, etc.).
e. Analysis of staffing options and issues, such as:
3. Description of the terminal area.
1. Current staffing status and the anticipated
(a) IFR and VFR departure and arrival traffic staffing requirements for implementing the proposed
flows at primary and secondary/satellite airports. Class B airspace.

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2. Impact on air traffic and air navigation 15−3−3. PRE−NPRM AIRSPACE USER CO-
facilities, including new or modified control ORDINATION
positions required; and new, or relocation of existing,
The Service Center must ensure that user input is
navigational aids/communication equipment.
sought and considered before formulating any
f. Preliminary airspace design. proposed Class B airspace area design.
1. A written description of the complete Class B a. An ad hoc advisory committee, composed of
airspace area including full boundaries of all representatives of local airspace users, must be
sub−areas, existing and proposed. (For examples, see formed to present input or recommendations to the
FAA Order JO 7400.11, Airspace Designations and FAA regarding the proposed design of the Class B
Reporting Points.) airspace area (See Chapter 14 of this order).
2. A depiction of the preliminary Class B b. Informal airspace meeting(s) must be conduct-
airspace configuration on a VFR aeronautical chart. ed in accordance with Chapter 2 of this order.
3. An explanation of how the preliminary c. Based on the results of the Service Center’s
airspace design addresses the operational issue. analysis of the staff study and user input, the Service
Center determines whether the proposal should be
4. Discussion of any anticipated adverse continued to NPRM or terminated.
impacts on nonparticipating aircraft.
g. Charting. Consider enhancements to the VFR 15−3−4. NPRM PHASE
TAC that add information to assist pilots in
identifying Class B boundaries, navigating through a. The air traffic facility, assisted by the
the area, or avoiding Class B airspace. Examples appropriate Service Center office, will develop a
include, but are not limited to: proposed Class B airspace design, incorporating user
input, to be published in an NPRM.
1. Depiction of prominent terrain features or
NOTE−
landmarks. If modifying an existing Class B area that has a published
2. Proposed VFR Flyways, with associated Charted VFR Flyway Planning Chart, determine if
recommended altitudes that would be charted to changes are also needed to the flyways to ensure there are
no conflicts with the proposed Class B design. Service
accommodate VFR aircraft desiring to avoid the
centers/ATC facilities must coordinate flyway chart
Class B airspace area. changes directly with Aeronautical Information Services
REFERENCE− (See FAA Order JO 7210.3).
FAA Order JO 7210.3, Chapter 12, Section 4, VFR Flyway Planning
Chart Program. b. The Service Center will submit a memorandum
3. VFR corridor and transition routes to transit to the Rules and Regulations Group to initiate
through the Class B airspace area. rulemaking action. The memorandum must summa-
rize the background, requirement, justification, and
4. GPS waypoints and VFR checkpoints. Service Center recommendation. Include, as attach-
5. RNAV routes for transiting or deviating ments, the following information:
around the Class B airspace. 1. Ad hoc Committee Report.
NOTE− 2. Informal Airspace Meeting summary(ies)
TAC chart content is separate from the Class B and comments submitted.
rulemaking process. Service centers/ATC facilities must
coordinate chart content/design requests directly with 3. Responses to substantive ad hoc committee
Aeronautical Information Services. recommendations and Informal Airspace Meeting
h. Environmental considerations. public comments received.
4. Written proposed Class B airspace descrip-
i. Conclusions. Explain how the proposed
tion.
airspace designation/modification will reduce the
midair collision potential and enhance safety and 5. An explanation of how the proposed airspace
efficiency in the terminal area. design addresses the operational issue.

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6. Any other pertinent information. b. The Rules and Regulations Group will review
the Service Center package and prepare the final rule
c. The Rules and Regulations Group will prepare
for publication in the Federal Register.
the NPRM for publication in the Federal Register. A
60−day comment period applies to Class B NPRMs.
15−3−6. REVOKING CLASS B AIRSPACE
15−3−5. POST−NPRM PROCESSING
a. The Service Center must: a. When a Class B primary airport no longer meets
the Class B airspace criteria, and is identified during
1. Review all comments received in response to the Biennial Review process, the Class B airspace
the NPRM. must be considered for revocation.
2. Coordinate with the ATC facility(ies) to
address all substantive aeronautical comments. b. The Service Center requests a staff study be
conducted by the appropriate office.
3. Finalize the Class B airspace design for
submission to the Rules and Regulations Group. c. Based on their analysis of the staff study, the
Service Center must determine if the Class B airspace
4. Submit a memorandum to the Rules and
will be:
Regulations Group with recommendations for final
action on the proposal. Include, as attachments, the 1. Retained as Class B airspace; or
following information:
(a) A discussion of how each substantive 2. Revoked and redesignated as Class C or Class
comment was addressed. D airspace, as appropriate.

(b) The final version of the Class B airspace d. If the Service Center determines that Class B
description. Explain any differences from the NPRM airspace should be retained, they must document their
design. analysis and determination to file with the biennial
evaluation, and send an information copy of the
(c) The requested airspace effective date
retention determination to the Rules and Regulations
(must match the Sectional/TAC chart date).
Group (AJV−P21). If it is determined that the Class
5. If required, coordinate Sectional, TAC, and B airspace should be revoked and redesignated as
VFR Flyway charting changes with Aeronautical Class C or Class D airspace, the Service Center must
Information Services (AIS). initiate rulemaking action as specified in this Order.

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Chapter 16. Class C Airspace

Section 1. General

16−1−1. PURPOSE prior to any public announcement. The Service

Center must perform an analysis of the Class C
Class C airspace areas are designed to improve airspace candidate and document the analysis in a
aviation safety by reducing the risk of midair staff study. Preparation of the staff study may be
collisions in the terminal area and enhance the delegated to the facility.
management of air traffic operations therein. Aircraft
operating in these airspace areas are subject to certain
operating rules and equipment requirements. 16−1−4. SERVICE CENTER EVALUATION
a. Service Centers must biennially evaluate
16−1−2. NONRULEMAKING existing Class C airspace areas to determine if the
ALTERNATIVES area meets candidacy requirements, satisfies the
intended purpose of reducing the potential for midair
Before initiating a Class C airspace proposal, collision, and enhances the management of air traffic
determine if there are nonrulemaking alternatives operations in the terminal area. Some suggested
that could resolve the operational issue(s). If evaluation considerations include, but are not limited
nonrulemaking alternatives resolve the issue(s), no to:
Class C rulemaking action is required.
1. The Class C standards in this chapter;
2. Airspace modeling results (PDARS, TAR-
16−1−3. RESPONSIBILITIES
GETS, etc.);
a. The Rules and Regulations Group is responsi- 3. Traffic Alert Collision Avoidance System −
ble for oversight of the Class C airspace Resolution Advisories;
designation/modification process and issuance of all
Notices of Proposed Rulemaking (NPRM) and final 4. User feedback/controller input;
rules. The Rules and Regulations Group will provide 5. Safety reports (ATSAP, ASRS, etc.);
assistance, as needed, to the Service Centers in
developing Class C airspace proposals. 6. Significant changes in airport operations
and/or terminal area traffic flows; and/or
b. The Service Center is responsible for coordina-
7. Airport runway configuration changes.
tion to determine Class C airspace candidacy or the
need for modifications to an existing area. All Class b. If the evaluation indicates that airspace
C airspace establishment or modification plans must modifications should be made, Service Centers must
be coordinated with the Rules and Regulations Group follow the applicable procedures in this Order.

General 16−1−1
2/28/19 JO 7400.2M

Section 2. Class C Airspace Planning

16−2−1. CRITERIA and vertical limits must be in accordance with the

following, to the extent possible:
a. The criteria for considering a given airport as a
candidate for Class C designation is based on the a. Lateral Limits. Class C airspace areas should
volume of aircraft or number of enplaned passengers, initially be designed as two concentric circles
the traffic density, and the type or nature of operations centered on the airport reference point. The surface
being conducted. area should have a 5 NM radius, and the outer limits
of the airspace area should not extend beyond a
b. For a site to be considered as a candidate for 10 NM radius. Wherever possible, use VOR radials
Class C airspace designation, it must meet the and DME arcs to define the boundaries of the airspace
following criteria: and any of its sub−areas. It is important, however, that
prominent visual landmarks also be considered to
1. The airport must be serviced by an
assist the VFR traffic preferring to remain clear of
operational airport traffic control tower and a radar
Class C airspace.
approach control; and
b. Vertical Limits. The ceiling of a Class C
2. One of the following applies: airspace should be 4,000 feet above the primary
(a) An annual instrument operations count airport’s field elevation. The surface area extends
of 75,000 at the primary airport. from the surface to the upper limit of the airspace. The
floor of the airspace between the 5 and the 10 NM
(b) An annual instrument operations count must extend from no lower than 1,200 feet AGL to
of 100,000 at the primary and secondary airports. the upper limit of the airspace.
(c) An annual count of 250,000 enplaned c. Variations. Any variation from the lateral and
passengers at the primary airport. vertical limits design guidance must be justified in
the staff study and recommended by the Service
3. Class C designation contributes to the Center. (The number of sub−areas must be kept to a
efficiency and safety of operations and is necessary to minimum.)
correct a current situation or problem that cannot be
NOTE−
solved without a Class C designation.
Though not requiring regulatory action, an Outer Area is
NOTE− the procedural companion to Class C airspace. The
Operations counts are available from the Office of normal radius of an Outer Area is 20 NM from the primary
Aviation Policy and Plans, Statistics and Forecast Class C airspace airport. Its vertical limit extends from
Branch, APO−110. Enplaned passenger counts may be the lower limits of radio/radar coverage up to the ceiling
obtained by contacting the Office of Airport Planning and of the approach control’s delegated airspace, excluding
Programming, APP−1. Current validated counts are the Class C airspace itself, and other airspace as
normally available in mid−October of the current year for appropriate.
the previous year.
16−2−4. TIME OF DESIGNATION
16−2−2. DESIGNATION a. Class C airspace areas may be designated as
continuous or part−time. If part−time, the effective
Class C airspace areas should be designated around time must be stated in local time. In order to designate
a single primary airport. a part−time Class C airspace area, the following
statement must be included in the airspace
16−2−3. CONFIGURATION description: “This Class C airspace area is effective
during the specific dates and times established, in
In general, airspace design identifies simplification advance, by a Notice to Airmen (NOTAM). The
and standardization of Class C airspace areas as effective date and time will thereafter be continuous-
prime requisites. Containment of instrument proce- ly published in the (insert appropriate publication
dures within Class C airspace is not required. Lateral from below).”

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1. The appropriate volume of the Chart 3. Retain the NOTAM specifying the new
Supplement U.S.; part−time Class C effective hours until the new hours
are published in the appropriate chart supplement.
2. Chart Supplement Alaska; or
3. Chart Supplement Pacific. c. For unexpected events that affect the availabili-
ty of part−time Class C services, issue a service
b. For permanent changes to existing part−time NOTAM, in accordance with FAA Order JO 7930.2,
Class C airspace area designations, the following Notices to Airmen, describing the ATC service
actions must be accomplished: available and duration. No airspace NOTAM is
1. Issue an airspace NOTAM specifying the new issued.
part−time Class C effective hours.
d. Notices to Airmen specifying the dates and
2. Submit the new part−time Class C effective times of a designated part−time area may be issued by
hours to NFDC for publication in the Chart the appropriate facility only after coordination with
Supplement U.S., Chart Supplement Alaska, or the Service Center. The Service Center must ensure
Chart Supplement Pacific, as appropriate. that such action is justified and in the public interest.

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Section 3. Class C Airspace Processing

16−3−1. STAFF STUDY air traffic operations in and through the terminal area
are affected.
A Staff Study is required to identify and document the
need to establish or modify a Class C airspace area. 2. Provide supporting data to illustrate the
The study will be used to determine if an ad hoc operational issue, such as Traffic Alert and Collision
committee should be formed to begin the airspace Avoidance System (TCAS) RAs, airspace modeling
change process. The content of the study will depend graphics, user/controller input, etc.
on site−specific details for the situation being d. Alternatives Considered. Nonrulemaking alter-
considered. The following is a list of suggested items natives must be examined before proposing
for the study. This list and study format may be rulemaking airspace changes, for example:
modified as needed.
1. Are there internal operational measures that
a. Executive Summary. A one−page summary that could resolve the problem (for example, new
describes the problem, alternatives considered, and equipment, changing facility procedures, resectoriza-
justification for the proposed airspace change tion, etc.).
request.
2. Modification of instrument procedures.
b. Background. Describe the current operation
and aviation activity in the area. 3. Pilot/controller education programs and
aviation education safety seminars.
1. Primary airport(s).
e. Analysis of staffing options, and issues, such as:
(a) Current passenger enplanement count.
1. Current staffing status and the anticipated
(b) Airport(s)’ latest total annual operations staffing requirements for implementing the proposed
count. Class C airspace.
2. Satellite/secondary airport(s). 2. Impact on air traffic and air navigation
(a) Current passenger enplanement count. facilities, including new or modified control
positions required; and new, or relocation of existing,
(b) Airport(s)’ total operations count.
navigational aids/communication equipment.
(c) Types of operations conducted (for
f. Proposed airspace design.
example, flight school training, gliders, parachuting,
etc.). 1. A written description of the complete Class C
airspace area including full boundaries of all
3. Description of the terminal area.
sub−areas existing and proposed. For examples, see
(a) IFR and VFR departure and arrival traffic FAA Order JO 7400.11, Airspace Designations and
flows at primary and satellite/secondary airports. Reporting Points.
(b) Existing routes and altitudes that IFR and 2. A depiction of the proposed Class C airspace
VFR traffic use while operating en route through the configuration on a VFR aeronautical chart.
area or transitioning to/from all affected airports.
3. An explanation of how the proposed airspace
4. Adjacent airspace considerations. design addresses the operational issue.
(a) Other ATC facility delegated airspace. 4. Discussion of any anticipated adverse
impacts on nonparticipating aircraft.
(b) Special use airspace.
g. Environmental considerations.
(c) Unique geographical features.
h. Conclusions. Explain how the proposed
c. Statement of the Problem.
airspace designation/modification will reduce the
1. Identify and document the operational issue. midair collision potential and enhance safety and
Explain how safety and the efficient management of efficiency in the terminal area.

Class C Airspace Processing 16−3−1

7110.65R
JO CHG
JO 7400.2M
7400.2M 2 1
CHG 3/15/07
1/30/20
2/28/19

16−3−2. PRE−NPRM AIRSPACE USER 5. An explanation of how the proposed airspace

COORDINATION design addresses the operational issue.
The Service Center must ensure that user input is 6. Any other pertinent information.
sought and considered prior to formulating any
c. The Rules and Regulations Group will prepare
proposed Class C airspace area design.
the NPRM for publication in the Federal Register. A
a. An ad hoc advisory committee, composed of 60−day comment period applies to Class C NPRMs.
representatives of local airspace users, must be
formed to present input or recommendations to the 16−3−4. POST−NPRM PROCESSING
FAA regarding the proposed design of the Class C
airspace area. (See Chapter 14 of this order). The Service Center must:
b. Informal airspace meeting(s) must be conduct- a. Review all comments received in response to
ed in accordance with Chapter 2 of this order. the NPRM.
c. Based on the results of the Service Center’s b. Coordinate with the ATC facility(ies) to
analysis of the staff study and user input, the Service address all substantive aeronautical comments.
Center determines whether the proposal should be
continued to NPRM or terminated. c. Finalize the Class C airspace design for
submission to Headquarters.
16−3−3. NPRM PHASE d. Submit a memorandum to Headquarters with
recommendations for final action on the proposal.
a. The Service Center and facility will develop a Include, as attachments, the following information:
proposed Class C airspace design, incorporating user
input, to be published in an NPRM. 1. A discussion of how each substantive
comment was addressed.
b. The Service Center will submit a memorandum
to Headquarters to initiate rulemaking action. The 2. The final version of the Class C airspace
memorandum should summarize the background, description. Explain any differences from the NPRM
requirement, justification, and Service Center design.
recommendation. Include, as attachments, the 3. The requested airspace effective date.
following information:
e. Headquarters will prepare the final rule.
1. Ad hoc Committee Report.
2. Informal Airspace Meeting summary(ies) 16−3−5. PUBLICITY
and comments submitted.
After issuance of the final rule designating Class C
3. Responses to substantive ad hoc committee
airspace, user education meetings are required to
recommendations and Informal Airspace Meeting
publicize the implementation of Class C service. See
public comments received.
FAA Order JO 7210.3, Facility Operation and
4. Written proposed Class C airspace descrip- Administration, Chapter 12, National Programs, for
tion. details.

16−3−2 Class C Airspace Processing

1/30/20
2/28/19 JO 7400.2M CHG 1
JO 7400.2M

Chapter 17. Class D Airspace

Section 1. General

17−1−1. PURPOSE b. May be designated where a non−FAA control

tower is in operation.
Class D airspace areas are terminal airspace that
consist of specified airspace (i.e., Surface Areas) c. Must be designated to accommodate instrument
within which all aircraft operators are subject to procedures (planned, published, special, arrival, and
operating rules and equipment requirements. Service departure) if such action is justified and/or in the
area offices are responsible for the coordination and public interest. The following factors should be
implementation of Class D airspace designations. considered:
a. Generally, a surface area is designated Class D 1. Type of procedure, including decision height
airspace to provide controlled airspace for terminal or minimum descent altitude.
VFR or IFR operations at airports having a control 2. The actual use to be made of the procedure,
tower. including whether a certificated air carrier or an air
b. For non−towered airports requiring a surface taxi/commuter operator providing service to the
area, the airspace will be designated Class E, see FAA general public uses it.
Order JO 7400.9, Airspace Designations and NOTE−
Reporting Points. For special instrument procedures, consideration should
be given to availability to other users.
c. The designation of navigable airspace outside
of the United States is the responsibility of the Rules 3. The operational and economic advantage
and Regulations Group (for example, U.S. territor- offered by the procedure, including the importance
ies). and interest to the commerce and welfare of the
community.
17−1−2. REGIONAL/SERVICE AREA 4. Any other factors considered appropriate.
OFFICE EVALUATION
a. Service area offices must biennially evaluate 17−1−4. TIME OF DESIGNATION
existing and candidate Class D airspace areas using Class D or surface areas may be designated full−time
the information contained in this chapter as a or part−time. If part−time, the effective time must be
guideline. stated in Coordinated Universal Time (UTC). Service
b. If the conclusion of an evaluation indicates that area offices must ensure effective times are forwarded
airspace modifications should be made, regions/ser- to NFDC to be published in the NFDD.
vice area offices must follow the applicable
procedures in this order. 17−1−5. PART TIME SURFACE AREAS
a. A provision may be incorporated in part−time
17−1−3. DESIGNATION Class D surface area designations (rules) to allow, by
Notices to Airmen, for changes when minor
If the communications and weather observation
variations in time of designation are anticipated. To
reporting requirements of paragraphs 17−2−9 and
apply this provision a Notice of Proposed
17−2−10 are met, a surface area:
Rulemaking and final rule must be issued which
a. Must be designated where a FAA control tower provides the following statement in the specific
is in operation. Final rules will not be published in the airspace designation: “This surface area is effective
Federal Register prior to a control tower becoming during the specific dates and times established, in
operational at the primary airport. advance, by a Notice to Airmen.”

General 17−1−1
JO 7400.2M 2/28/19

b. The effective date and time will thereafter be 3. The Chart Supplement Pacific
continuously published. Information concerning
these surface areas must be carried in the following c. Notices to Airmen specifying the dates and
publications as applicable: times of a designated part−time area may be issued by
the appropriate facility only after coordination with
1. The Chart Supplement U.S. for the contigu-
the regional/service area office The service area office
ous United States, Puerto Rico, and Virgin Islands.
must assure that such action is justified and in the
2. The Chart Supplement Alaska. public interest.

17−1−2 General
2/28/19 JO 7400.2M

Section 2. Class D Airspace Standards

17−2−1. CONFIGURATION 17−2−4. ADJOINING CLASS D AIRSPACE

AREAS
a. A Class D airspace area must be of sufficient
size to: Designate separate Class D airspace area for airports
in proximity to each other. A common boundary line
1. Allow for safe and efficient handling of
must be used so that the airspace areas do not overlap.
operations.
When operationally advantageous, the common
2. Contain IFR arrival operations while boundary separating adjacent Class D areas may be
between the surface and 1,000 feet above the surface eliminated if the areas are contained in an existing
and IFR departure operations while between the Class B or Class C airspace area controlled by the
surface and the base of adjacent controlled airspace. same IFR ATC facility.
b. Size and shape may vary to provide for 1 and 2
17−2−5. DETERMINING CLASS D AREA
above. The emphasis is that a Class D area must be
SIZE
sized to contain the intended operations.
The size of a Class D area, and any necessary
17−2−2. AIRPORT REFERENCE POINT/ extensions, is determined by the use of a 200 feet
GEOGRAPHIC POSITION per NM climb gradient and information obtained
from the person responsible for developing instru-
a. The Class D airspace boundary should normally ment procedures (see FIG 17−2−1).
be based on the airport reference point (ARP) or the NOTE−
geographic position (GP) of the primary airport. The Normally, the person responsible for developing
ARP/GP is the center of the airport expressed in instrument procedures for civil and U.S. Army airports is
coordinates and should be incorporated into the a FAA Aviation Standards Airspace Evaluation Specialist.
surface area’s legal description. A military representative handles all other military
procedures.
b. If a Class E surface area is established in
conjunction with a part−time Class D area, the areas
17−2−6. DEPARTURES
should normally be coincident. Explain any
differences in the rulemaking documents. a. When diverse departures are authorized, design
NOTE−
the Class D area using a radius of 3.5 NM plus the
Under certain conditions, the ARP/GP can change. If this distance from the ARP/GP to the departure end of the
occurs, the airspace should be reviewed to ensure the outermost runway (see FIG 17−2−1).
instrument procedures are still contained within existing b. When specific departure routes are required, the
airspace. routes will determine the shape of the Class D area.
Use the 200 feet per NM climb gradient procedure in
17−2−3. SATELLITE AIRPORTS subparagraph a. above and FIG 17−2−2 plus 1.8 NM
a. Using shelves and/or cutouts to the extent either side of the track(s) to be flown.
practicable, exclude satellite airports from the c. In areas with rising terrain, apply the procedures
Class D airspace area (see FIG 17−2−3). reflected in FIG 17−2−2.
b. Satellite airports within arrival extensions may
be excluded using the actual dimensions of the 17−2−7. ARRIVAL EXTENSION
TERPs trapezoid. a. A Class D area arrival extension must be
c. Do not exclude airports inside the TERPs established to the point where an IFR flight on an
primary obstruction clearance area of the proced- instrument approach can be expected to descend to
ure(s) for which the surface area is being constructed less than 1,000 feet above the surface.
or when the exclusion would adversely affect IFR b. When multiple approach procedures are
operations. established using the same initial approach course,

Class D Airspace Standards 17−2−1

JO 7400.2M 2/28/19

but with different 1,000−foot points, the extension 17−2−10. WEATHER OBSERVATIONS AND
length must be based on the approach requiring the REPORTING
greatest distance. Consistent with safety and
operational feasibility, if an adjustment to the a. Weather observations must be taken at the
1,000−foot point can be made to eliminate or shorten primary airport during the times and dates the
an extension, the specialist must coordinate with the Class D airspace is active. A federally certified
person responsible for developing the instrument weather observer or a federally commissioned
approach to request the adjustment. automated weather observing system (this includes
all FAA and NWS approved and certified weather
c. The width of the extension must be equal to the reporting systems) can take the weather observation.
width of the TERPs primary obstruction clearance The weather observer must take routine (hourly) and
area at the point where an IFR flight on an instrument special observations. An automated weather ob-
approach can be expected to descend to an altitude serving system can provide continuous weather
below 1,000 feet above the surface. However, if the observations.
primary area widens between the point where the
flight leaves 1,000 feet and the airport, the widened b. Scheduled record and special observations
portion of the primary area located outside the basic from weather observers or automated weather
surface area radius must be used for the extension. reporting systems must be made available to the ATC
These extensions must, in all cases, extend to a facility(s) having control jurisdiction over the
minimum of 1 NM on each side of the centerline. Class D designated surface area. This can be
accomplished through Flight Service Station (FSS),
d. If all arrival extensions are 2 NM or less, they Longline Dissemination, National Weather Service
will remain part of the basic Class D area. However, (NWS), or other FAA−approved sources. Facilities
if any extension is greater than 2 NM, then all that require weather reports from satellite airports
extensions will be Class E airspace. may enter into a letter of agreement (LOA) with the
associated FSS, airline/contract observer, airport
management, etc.
17−2−8. VERTICAL LIMITS
NOTE−
Class D areas should normally extend upward from 1. At ATC sites where non−Federal employees perform
the surface up to and including 2,500 feet AGL. The weather duties, the appropriate FAA office must ensure
that the reporting and dissemination requirements
altitude must be converted to MSL and rounded to the
applicable to National Weather Service and FAA
nearest 100 feet. However, in a low density or publication standards are followed.
non−turbo aircraft traffic environment, a vertical
limit of 2,500 feet AGL may be excessive and a 2. In facilities where direct access to automated weather
lower altitude should be used. observing systems is not available, controllers will apply
the provisions of FAA Order JO 7110.65, Air Traffic
NOTE− Control.
The nearest 100 feet means that 49 feet and below must be
rounded down and 50 feet and above must be rounded up.
17−2−11. LOSS OF COMMUNICATION OR
WEATHER REPORTING CAPABILITY
17−2−9. COMMUNICATIONS
a. If the capabilities outlined in paragraph
Communications capability must exist with aircraft, 17−2−9 and/or paragraph 17−2−10 are temporarily
that normally operate within the Class D Surface out of service for an active Class D Surface Area, a
Area down to the runway surface of the primary Notice to Airmen must be issued stating the
airport (the airport upon which the surface area is temporary loss of the affected service.
designated). This communication may be either
direct from the ATC facility having jurisdiction over b. However, if it is determined that the capabilities
the area or by rapid relay through other communica- are consistently unavailable, a Notice to Airmen must
tions facilities which are acceptable to the ATC be issued, as described above, and rulemaking action
facility having that jurisdiction. initiated to revoke the Surface Area, as appropriate.

17−2−2 Class D Airspace Standards

2/28/19 JO 7400.2M

c. The FPT needs to be kept informed of any dependent on possible new altimeter source and other
planned action, especially when instrument approach considerations. These changes will have an effect on
procedures (IAP) are involved, so as to assess the the airspace action required; for example, minimums
impact on published approaches. The Standards may be raised, or procedure may be canceled.
Specialist may decide changes are needed in the IAP,

Class D Airspace Standards 17−2−3

JO 7400.2M 2/28/19

FIG 17−2−1
CLASS D AREA RADIUS FORMULA

Class D AREA RADIUS FORMULA

RADIUS
ARP/GP = AIRPORT REFERENCE POINT AND/OR GEOGRAPHIC POSITION
EOR = END OF OUTERMOST RUNWAY
6076 = ONE NAUTICAL MILE IN FEET
200 FEET PER NAUTICAL MILE = STANDARD CLIMB GRADIENT
D = DISTANCE IN FEET FROM ARP/GP TO EOR 3.5 MILES = DISTANCE
REQUIRED FOR DEPARTURE TO REACH 700−FOOT CLASS E AIRSPACE USING
STANDARD CLIMB GRADIENT
(700/200)
2.5 MILES = DISTANCE REQUIRED FOR DEPARTURE TO REACH 1200−FOOT
CLASS E AIRSPACE USING STANDARD CLIMB GRADIENT
((1200 − 700)/200)
THE FORMULA CAN BE EXPRESSED AS: R = D/6076 + 3.5

Example:
At Airport A, the distance from the geographic position to the end of the outermost runway
is 4,023 feet; therefore, assuming flat terrain, the radius is calculated as:
R = 4023/6076 + 3.5 = .662 + 3.5 = 4.162 = 4.2
The radius for the 700−foot Class E airspace becomes: 4.2 + 2.5 = 6.7
RISING TERRAIN
In the above example, an aircraft departing to the west would reach the lateral boundary of the
surface area without reaching 700 feet AGL and, in effect, leave controlled airspace. To ensure that
the lateral boundary of the Class D area is congruent with the beginning of the 700−foot Class E
airspace, the specialist must:
a. Search the Class D area’s radius circle for the highest terrain.
b. Calculate the MSL height of the aircraft by adding 700 feet to the airport elevation.
c. Compare MSL altitudes of the aircraft versus the highest terrain to determine if the
aircraft has reached the overlying or adjacent controlled airspace. If not, increase the size
of the Class D area, as necessary, to contain the departure.
NOTE−
When terrain, obstacles, or procedures prohibit departures in portions of the basic surface area, a terrain search is not
necessary in that area and that height is not used in the computations.

17−2−4 Class D Airspace Standards

2/28/19 JO 7400.2M

FIG 17−2−2
RISING TERRAIN

Class D Airspace Standards 17−2−5

JO 7400.2M 2/28/19

FIG 17−2−3
EXAMPLES OF SATELLITE AIRPORTS EXCLUDED FROM SURFACE AREA AIRSPACE AREAS

17−2−6 Class D Airspace Standards

2/28/19 JO 7400.2M

Chapter 18. Class E Airspace

Section 1. General

18−1−1. INTRODUCTION designated as offshore airspace areas. These areas

provide controlled airspace beyond 12 miles from
Class E airspace consists of:
the coast of the U.S. in those areas where there is a
a. The airspace of the United States, including that requirement to provide IFR en route ATC services
airspace overlying the waters within 12 NM of the and within which the U.S. is applying domestic
coast of the 48 contiguous states and Alaska, procedures.
extending upward from 14,500 feet MSL up to, but
not including 18,000 feet MSL, and the airspace 18−1−2. CLASS E SURFACE AREAS
above FL600, excluding −
a. A Class E surface area is designated to provide
1. The Alaska peninsula west of longitude controlled airspace for terminal operations where a
160_00’00”W.; and control tower is not in operation. Class E surface
2. The airspace below 1,500 feet above the areas extend upward from the surface to a
surface of the earth. designated altitude; or to the adjacent or overlaying
controlled airspace. Class E airspace surface areas
b. Surface area designated for an airport. When must meet the criteria in paragraph 17−1−3 of this
designated as a surface area for an airport, the order.
airspace will be configured to contain all instrument
procedures to the extent practicable. b. When a surface area is established to
accommodate part time operations at a Class C
c. Airspace used for transition. Class E airspace or D airspace location, the surface area will
areas extending upward from either 700 or 1,200 normally be coincident with that airspace. If the
feet AGL used to transition to/from the terminal or airspace is not coincident, it should be explained in
en route environment. the rule.
d. En Route Domestic Areas. Class E airspace
areas that extend upward from a specified altitude 18−1−3. DESIGNATION
and provide controlled airspace in those areas
where there is a requirement to provide IFR en If the communication and weather requirements
route ATC services but the Federal airway structure described in paragraphs 17−2−9 and 17−2−10 are
is inadequate. met, Class E surface airspace may be designated to
accommodate:
e. Federal Airways. The Federal airways and low
a. IFR arrival, departure, holding, and en route
altitude RNAV routes are Class E airspace areas and
operations not protected by other controlled airspace.
unless otherwise specified, extend upward from
1,200 feet to, but not including, 18,000 feet MSL. b. Instrument approach procedures. Surface air-
The colored airways are green, red, amber, and space may be designated to accommodate special
blue. The VOR airways are classified as Domestic, instrument procedures if such action is justified
Alaskan, and Hawaiian. and/or in the public interest. The following factors
are among those that should be considered:
f. Offshore Airspace Areas. Class E airspace areas
that extend upward from a specified altitude to, 1. Type of procedure including decision height
but not including, 18,000 feet MSL and are or minimum descent altitude.

General 18−1−1
JO 7400.2M 2/28/19

2. The actual use to be made of the procedure, 3. The operational and economic advantage
including whether it is used by a certificated air offered by the procedure, including the importance
carrier or an air taxi/commuter operator providing and interest to the commerce and welfare of the
service to the general public. community derived by the procedure.
NOTE− 4. Any other factors considered appropriate.
For special instrument procedures, consideration should
be given to availability to other users.

18−1−2 General
2/28/19 JO 7400.2M

Section 2. Transitional Airspace

18−2−1. PURPOSE 18−2−3. 700−FOOT CLASS E AIRSPACE

Transitional areas, Class E, are designated to serve A Class E−5 airspace area with a base of 700 feet
terminal and en route aircraft to include helicopter above the surface must be designated to accommod-
operations such as: ate arriving IFR operations below 1,500 feet above
the surface and departing IFR operations until they
a. Transitioning to/from terminal and en route. reach 1,200 feet above the surface.

b. Transiting between airways and routes. 18−2−4. 1,200−FOOT CLASS E AIRSPACE

c. En route climbs or descents. Where sufficient controlled airspace does not exist,
designate a 1,200 foot Class E−5 airspace area to
d. Holding. accommodate arriving IFR operations at 1,500 feet
e. Radar vectors. and higher above the surface and departing IFR
operations from the point they reach 1,200 feet above
f. Providing for course changes. the surface until reaching overlying or adjacent
controlled airspace.
g. When the route under consideration is almost
all within existing Class E airspace and small 18−2−5. CLASS E AIRSPACE FLOORS
additions would complete the coverage. ABOVE 1,200 FEET
NOTE− Class E−5 airspace areas may be established with
The only areas that are normally excluded in the Class E
MSL floors above 1,200 feet AGL. Normally floors
description should be limited to Mexico, Canada, SUA
will be at least 300 feet below the minimum IFR
and international airspace. Exclude SUA only when
active. Do not exclude Federal Airways or other airspace altitude.
areas.
18−2−6. COORDINATION OF MISSED
h. En route training operations. APPROACH ALTITUDES
Coordination must be initiated with the appropriate
18−2−2. 700/1,200−FOOT CLASS E FPT or military representatives to adjust missed
AIRSPACE approach altitudes upward to at least 1,500 feet
above the terrain at locations where existing
Class E−5 700/1200−foot airspace areas are used procedures specify lower altitudes and such action
for transitioning aircraft to/from the terminal or can be accomplished without penalty to overall IFR
en route environment. operations or without exceeding TERPS criteria.

Transitional Airspace 18−2−1

2/28/19 JO 7400.2M

Section 3. Transitional Airspace Area Criteria

18−3−1. DEPARTURE AREA planning such extensions, the same frequency

protection considerations involved in airway plan-
a. The configuration of Class E airspace for ning must be included.
departures is based on either specific or diverse
departure routings and determines whether the NOTE−
The 4.5−degree angle leaves an 8 NM wide area at 51 NM
Class E airspace will be circular or oriented in one or
from the associated NAVAID.
more specific direction(s).
b. A climb gradient of 200 feet per NM must be 18−3−3. ARRIVAL AREA
applied to determine the size of all Class E airspace
for departures, and when necessary departure The point at which a flight can be expected to leave
extensions. Specific departure areas with a base of 1,500 feet above the surface on an instrument
700 feet require the airspace 1.8 NM each side of the approach and the width of the primary obstruction
track centerline. Departure areas with a base of 1,200 clearance area must be obtained from the office
feet require 4 NM each side of the track centerline. responsible for developing the instrument approach.

c. When a surface area does not exist, the climb

18−3−4. ARRIVAL EXTENSION
gradient must be applied from the departure end of
the outermost runway to determine the width of the Class E airspace extension with a base of 1,200 feet
700−foot Class E airspace and the beginning of the above the surface and 4 NM each side of the track
1,200−foot Class E airspace. centerline must be established to contain the flight
path of arriving IFR flights at altitudes at least 1,500
d. The lateral boundary of a 1,200−foot Class E feet or higher above the surface.
airspace that overlies the waters within 12 NM of the
coast of the 48 contiguous states and Alaska, a. To determine length of an arrival extension, one
excluding the Alaskan Peninsula west of longitude needs:
160 degrees, must terminate at 12 NM.
1. The point at which a flight can be expected to
e. In the western states where the floor of leave 1,500 feet above the surface.
controlled airspace is 14,500 MSL or 1,500 AGL, the 2. The airspace needed to contain arriving IFR
1200−foot airspace should be route oriented and operations at 1,500 feet and higher above the surface.
normally only necessary between the 700−foot
Class E airspace and the closest adjacent existing b. The extension length must be based on the
controlled airspace. approach requiring the greatest distance when
multiple approach procedures (for example, NDB/
NOTE− ILS) are established using the same approach course
Where diverse departures are authorized, the 700−foot
but with different final approach altitudes.
Class E airspace will normally be a 2.5 NM radius beyond
the radius of the basic surface areas. This standard does c. The width of the extension must be equal to the
not apply to surface areas associated with Class C width of the TERPS primary obstruction clearance
airspace. area at the point where an IFR flight on an instrument
approach can be expected to descend to less than
18−3−2. LENGTHY DEPARTURE CLASS E 1,500 feet above the surface. However, if the primary
AIRSPACE EXTENSIONS area widens between the point where the flight
leaves 1,500 feet and the airport, the widest portion
If lengthy Class E airspace extensions are of the primary area must be used for the extension.
established for departing flights, they must include Extensions must, in all cases, extend to a minimum
the additional airspace within lines diverging at of 1 NM on each side of the centerline, although the
angles of 4.5 degrees from the centerline of the route primary obstruction clearance area extends less
radial beginning at the associated NAVAID. In than 1 NM from the centerline.

Transitional Airspace Area Criteria 18−3−1

JO 7400.2M 2/28/19

d. The extension width must be based on the b. Procedure turns authorized to a distance greater
approach requiring the greatest width when multiple than 5 NM:
approach procedures (for example, NDB/ILS) are
1. The boundary on the procedure turn side is
established using the same approach course.
8 NM from, and parallel to, the approach course.
2. The boundary on the side opposite the
18−3−5. PROCEDURE TURN PROTECTION procedure turn is 4 NM from, and parallel to, the
approach course.
Class E airspace extensions must be established for
the protection of low altitude procedure turn areas as 3. The outer limit is established at 16 NM
follows: outbound from the procedure turn fix. This length is
extended 1 NM and the width is widened .2 (2/10) of
a. Procedure turns authorized to a distance of a NM for each NM beyond 10 NM that the procedure
5 NM or less: turn is authorized.
1. The boundary on the procedure turn side is
7 NM from, and parallel to, the approach course. 18−3−6. DETERMINING BASE ALTITUDES

2. The boundary on the side opposite the In determining the base altitude of Class E airspace
procedure turn side is 3 NM from, and parallel to, the designated to encompass procedure turns, it is only
approach course. necessary to consider governing terrain within the
TERPS primary obstruction clearance area, exclud-
3. The outer limit is established at 10 NM ing the entry zone, rather than terrain within the entire
outbound from the procedure turn fix. rectangular areas specified above.

18−3−2 Transitional Airspace Area Criteria

1/30/20
2/28/19 JO 7400.2M CHG 1
JO 7400.2M

Chapter 19. Other Airspace Areas

Section 1. General

19−1−1. EN ROUTE DOMESTIC AIRSPACE c. Class A Offshore/Control Airspace Areas are

AREAS identified as “High” (for example, Atlantic High;
Control 1154H). Class E areas are identified as
a. En Route Domestic Airspace Areas consist of “Low” (for example, Gulf of Mexico Low, Control
Class E airspace that extends upward from a specified 1141L).
altitude to provide controlled airspace in those areas
where there is a requirement to provide IFR en route d. Since there is no standard established for
ATC services but the Federal airway structure is offshore routes NAVAID spacing, such spacing
inadequate. En Route Domestic Airspace Areas may should be determined on a regional, site−by−site
be designated to serve en route operations when there basis.
is a requirement to provide ATC service but the e. In determining which configuration to use,
desired routing does not qualify for airway consider user requirements, NAVAID quality and
designation. Consideration may also be given to dependability, radar vectoring capabilities, trans-
designation of En Route Domestic Airspace Areas ition to/from offshore airspace areas, requirements
when: of other users for adjacent airspace, and possible
1. The NAVAIDs are not suitable for inclusion future requirements for controlled airspace.
in the airway system, but are approved under f. Offshore/Control areas that require use of one
Part 171, are placed in continuous operation, and NAVAID for an extended distance should be based on
are available for public use; or L/MF facilities so that lower MEAs can be
established.
2. Navigation is by means of radar vectoring.
En route Domestic Airspace Areas are listed in FAA NOTE−
Order JO 7400.9, Airspace Designations and Report- Care should be exercised in relocating NAVAIDs on which
ing Points. offshore airspace areas are based so that the desired
offshore airspace configuration can be retained.
b. En Route Domestic Airspace Areas are g. Where Offshore/Control Class E airspace is
designated under 14 CFR § 71.71 and are listed in extended to the domestic/oceanic boundary, the
FAA Order JO 7400.9, Airspace Designations and diverging lines must terminate at their intersection
Reporting Points. with the domestic/oceanic boundary.

19−1−2. OFFSHORE/CONTROL AIRSPACE 19−1−3. DESIGNATION

AREAS
Offshore control airspace areas are designated in
a. Offshore/Control Airspace Areas are locations Sections 71.33 and 7l.71. These areas are listed in
designated in international airspace (between the FAA Order JO 7400.9, Airspace Designations and
U.S. 12−mile territorial limit and the CTA/FIR Reporting Points.
boundary, and within areas of domestic radio
navigational signal or ATC radar coverage) 19−1−4. PROCESSING
wherein domestic ATC procedures may be used for
separation purposes. Offshore airspace area rulemaking actions are
processed by Rules and Regulations Group.
b. These areas provide controlled airspace where Regions/service area offices may process those
there is a requirement to provide IFR en route ATC domestic cases that are ancillary to a terminal
services, and to permit the application of domestic airspace action with approval of Rules and
ATC procedures in that airspace. Regulations Group.

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Chapter 20. Air Traffic Service Routes

Section 1. General

20−1−1. PURPOSE navigation (RNAV) references, as applicable to the

type of route.
a. This chapter prescribes general guidance for the
designation of Air Traffic Service (ATS) routes. c. The benefits of the designation should outweigh
any adverse effects to the NAS and provide airspace
b. An ATS route is a specified route designed users with charted information pertaining to
for channeling the flow of air traffic as necessary for navigational guidance, minimum en route altitudes,
the management of air traffic operations. changeover points, etc.
c. This chapter applies only to those U.S. domestic
ATS routes that are listed in 14 CFR section 71.13, 20−1−4. RESPONSIBILITIES
Classification of Air Traffic Service (ATS) Routes; a. The Rules and Regulations Group is
specifically: jet routes, VOR Federal airways, L/MF responsible for part 71 rulemaking to establish,
(Colored) Federal airways, and area navigation amend, or remove ATS routes.
routes.
b. Service Center OSGs must:
NOTE−
This chapter does not apply to the designation of 1. Coordinate ATS routes with appropriate of-
nonregulatory oceanic ATS routes (e.g., AR11, B760, etc.) fices (e.g., ATC facilities, adjacent Service Center
that are established primarily outside of U.S. domestic offices, AIS, Technical Operations, and regional
airspace. Those routes are not designated in 14 CFR part Frequency Management Offices) to determine if
71. operational requirements and air traffic warrant a
d. Unless otherwise specified, the criteria and rulemaking action.
procedures for the development of ATS routes are NOTE−
contained in FAA Orders: 7100.41, Performance ATS route actions must be coordinated with and have
Based Navigation Implementation Process; 8260.3, concurrence from affected ATC facilities.
United States Standard for Terminal Instrument 2. Ensure that the FPT and the Rules and
Procedures (TERPS); 8260.19, Flight Procedures Regulations Group coordinate the details of proposed
and Airspace; 8260.43, Flight Procedures Manage- new and amended ATS routes to facilitate part 71
ment Program; and 8260.58, United States Standard rulemaking action.
for Performance Based Navigation (PBN) Instrument 3. Conduct periodic reviews of ATS routes in
Procedure Design. their area of responsibility in accordance with FAA
Order 8260.19, Flight Procedures and Airspace,
20−1−2. CONTROLLED AIRSPACE Chapter 2, and initiate Part 71 rulemaking action as
necessary.
ATS routes are designated as either Class A airspace
(section 71.31) or Class E airspace (section 71.71) 20−1−5. ROUTE IDENTIFICATION
corresponding to the altitude structure of the route.
All alpha−numeric ATS route identifiers are assigned
by the Rules and Regulations Group as follows:
20−1−3. DESIGNATION OF ATS ROUTES
a. L/MF (Colored) Federal airways are identified
a. ATS routes are designated through rulemaking by color names (Amber, Blue, Green, or Red). The
action under 14 CFR part 71. The designation of ATS identifier consists of the first letter of the color
routes is based on air traffic and user requirements. followed by a number (e.g., R−50, G−13, A−1, etc.).
b. ATS routes must be predicated upon NAVAIDs 1. Identify L/MF (Colored) airways oriented
that are suitable for inclusion in the NAS or area mainly west and east as Green or Red.

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2. Identify L/MF (Colored) airways oriented description, both True and Magnetic degrees must be
mainly south and north as Amber or Blue. stated in the NPRM. Only True degrees are stated in
the final rule.
b. VOR Federal airways (below FL 180) are
identified by the letter “V” prefix followed by a
number (e.g., V−104). 20−1−6. BASE ALTITUDES
c. Jet routes (FL 180 through FL 450) are a. The base of an ATS route must be at least 1,200
identified by the letter “J” prefix followed by a feet above the surface and at least 500 feet below the
number (e.g., J−75). minimum en route altitude (MEA) except that route
floors may be established no less than 300 feet below
d. RNAV routes are identified as follows:
the MEA when:
1. Low altitude (below FL 180) RNAV routes
are identified by a “T” prefix followed by a number 1. The 500−foot buffer would result in the loss
(e.g., T−245). of a cardinal altitude; or

2. High altitude (FL 180 through FL 450) 2. A definite operational advantage would exist.
RNAV routes are identified by a “Q” prefix followed b. The route floor should conform, as closely as
by a number (e.g., Q−120). possible to the floor of transitional airspace.
3. Helicopter RNAV routes are identified by a
“TK” prefix followed by a number (e.g., TK−502). 20−1−7. MINIMUM EN ROUTE ALTITUDES
e. ATS route numbers are assigned as follows: Procedures for establishing MEAs are set forth in
1. Even numbers for ATS routes oriented FAA Order 8260.3, United States Standard for
mainly west and east. Terminal Instrument Procedures (TERPS), and FAA
Order 8260.19, Flight Procedures and Airspace.
2. Odd numbers for ATS routes oriented MEAs are designated in 14 CFR part 95, IFR
mainly south and north. Altitudes.
f. ICAO has allocated the following number sets
for U.S. RNAV routes: 20−1−8. PROCEDURAL REQUIREMENTS
1. Q routes: 1 through 499. Procedural requirements may dictate designation of
2. T routes: 200 through 500. airspace lower than 500 feet below the MEA or
Minimum Reception Altitude (MRA) in certain en
3. TK routes: 501 through 650. route radar vectoring areas or when necessary to
g. Points in route descriptions must be listed from accommodate climb or descent operations. Such
west to east for even numbered ATS routes and south airspace must not be designated for the specific
to north for odd numbered ATS routes. purpose of including a Minimum Obstruction
Clearance Altitude (MOCA) unless use of the
h. Points listed in 14 CFR part 71 route MOCA is procedurally required.
descriptions consist of:
1. The beginning and end points of the route; 20−1−9. ACTION TO RAISE BASE OF
2. Points where a route changes direction; TRANSITION AREAS
3. Holding fixes; and When action is initiated to raise the base of transition
airspace associated with a route segment, care must
4. Points required due to the maximum distance
be taken to designate, in accordance with applicable
allowed between NAVAIDs (see service volume
criteria, sufficient airspace to encompass IFR
limitations in FAA Order 9840.1, U.S. National
procedures prescribed for airports which underlie the
Aviation Handbook for the VOR/DME/TACAN
route. Additionally, care must be taken to ensure that
Systems).
controlled airspace, such as transition airspace or
i. When radials or bearings from a navigation aid lower floor of control area, is provided for aircraft
are used to define intersections in an ATS route climbing from one MEA to a higher one.

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Section 2. Flight Inspection Requirements

20−2−1. FLIGHT INSPECTION REQUESTS 20−2−3. FLIGHT INSPECTION REPORT

Requests for ATS route flight inspections are Flight Inspection Services use FAA Forms 8200−17
processed in accordance with FAA Orders 8240.32, and 18, Flight Inspection Procedure Control (FIPC),
Request for Flight Inspection Services, and 8200.44, to record the results of flight inspections. The FIPC
Flight Inspection Services Instrument Flight Proce- provides the following status options:
dure Coordination. Aeronautical Information a. SAT: the procedure is satisfactory.
Services (AIS) is responsible to submit a procedure
package to Flight Inspection Services for review, b. SAT W/CHANGES: the procedure is approved
analysis, and flight check (if needed). provided the modifications noted in the remarks are
incorporated.
c. UNSAT: the procedure does not meet flight
20−2−2. REQUEST FOR FLIGHT inspection requirements.
INSPECTION DATA
20−2−4. FLIGHT INSPECTION DATA
The Service Center OSG is responsible for providing
DISTRIBUTION
AIS with a copy of the NPRM relating to new or
revised ATS routes. Requests for flight inspection Aeronautical Information Services (AIS) must notify
data (e.g., MEA, COP, etc.) for ATS routes must be the Rules and Regulations Group when the flight
initiated by the Service Center office (see paragraph inspection of an ATS route is complete. A satisfactory
2−3−5, Flight Procedural Data, of this order for flight inspection is required before the Rules and
actions that will be processed by a final rule without Regulations Group can issue a 14 CFR part 71 final
an NPRM). rule.

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Section 3. Federal Airways

20−3−1. DEFINITION includes that airspace enclosed by extending the

boundary lines of the airway segments until they
a. Federal airways consist of VOR Federal meet.
airways and Low/Medium Frequency (L/MF)
(Colored) Federal airways. 2. Where the changeover point for an airway
segment is more than 51 miles from either of the
b. Unless otherwise specified, the names appear- navigational aids defining that segment, and—
ing in VOR Federal airway descriptions are the
names of VOR or VORTAC navigation aids. DME (a) The changeover point is midway between
fixes and latitude/longitude coordinates are not used the navigational aids. The airway includes the
in Federal airway descriptions. airspace between lines diverging at angles of 4.5_
from the center line at each navigational aid and
extending until they intersect opposite the
20−3−2. NAVAID SPACING changeover point; or
a. VOR Federal airways are based on VOR or (b) The changeover point is not midway
VORTAC NAVAIDs which normally are spaced no between the navigational aids. The airway includes
farther apart than 80 NM. They may be based on the airspace between lines diverging at angles of 4.5_
more widely spaced NAVAIDs if a usable signal can from the center line at the navigational aid more
be provided and frequency protection afforded for the distant from the changeover point, and extending
distance required (see FAA Order 9840.1, U.S. until they intersect with the bisector of the angle of
National Aviation Handbook, for the VOR/DME/ the center lines at the changeover point; and between
TACAN Systems). lines connecting these points of intersection and the
b. L/MF (Colored) Federal airways are based on navigational aid nearer to the changeover point.
Non−Directional Beacon (NDB) NAVAIDs. NDB 3. Where an airway terminates at a point or
NAVAID spacing is determined on an individual intersection more than 51 miles from the closest
basis. associated navigational aid, it includes the additional
airspace within lines diverging at angles of 4.5_ from
20−3−3. VERTICAL AND LATERAL EXTENT the center line extending from the associated
navigational aid to a line perpendicular to the center
The standard vertical and lateral extent of Federal line at the termination point.
airways is specified in FAA Orders 8260.3, United
States Standard for Terminal Instrument Procedures 4. Where an airway terminates, it includes the
(TERPS), and 8260.19, Flight Procedures and airspace within a circle centered at the specified
Airspace. Nonstandard dimensions may be specified, navigational aid or intersection having a diameter
when required, subject to any flight inspection equal to the airway width at that point. However, an
limitations and by paragraph 20−1−6, Base Altitudes, airway does not extend into an oceanic control area.
of this order. c. Unless otherwise specified—
a. Each Federal airway is based on a center line 1. Each Federal airway includes that airspace
that extends from one navigational aid or intersection extending upward from 1,200 feet above the surface
to another navigational aid (or through several of the earth (or higher) to, but not including, 18,000
navigational aids or intersections) specified for that feet MSL, except that Federal airways for Hawaii
airway. have no upper limits. Variations of the lower limits of
an airway are expressed in digits representing
b. Unless otherwise specified:
hundreds of feet above the surface or MSL and,
1. Each Federal airway includes the airspace unless otherwise specified, apply to the segment of an
within parallel boundary lines 4 miles on each side of airway between adjoining navigational aids or
the center line. Where an airway changes direction, it intersections; and

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2. The airspace of a Federal airway, within the one or both sides of the centerline may be established
lateral limits of a Class E airspace area with a lower from the NAVAID to the point where 4.5 degree
floor, has a floor coincident with the floor of that area. intersecting lines equal 3 NM. Normally, lines
perpendicular to the airway centerline determine the
d. A Federal airway does not include the airspace
ends of the reduced portion. If required, the ends of
of a prohibited area.
the reduced portion may be defined differently. A
EXAMPLE− reduced width is permissible to obtain additional
Variable airway floor description: traffic capacity and flexibility through the use of
multiple routes and to avoid encroachment on special
V−497
use airspace or other essential maneuvering areas.
From Rome, OR; via Wildhorse, OR; Kimberly, OR; 49
Width reductions are considered the exception rather
miles, 65 MSL, Klickitat, WA; INT Klickitat 053_ and
Moses Lake, WA, 206_ radials; Moses Lake; to Ephrata, than the rule and are approved only where adequate
WA. air navigation guidance and justification exist.
NOTE− EXAMPLE−
In the example above, the floor of V−497 is 1,200 feet AGL Reduced airway width description:
from Rome, OR, to Kimberly, OR; then 6,500 feet MSL
starting at Kimberly and continuing for 49 miles from V−204
Kimberly, then the floor drops back to 1,200 feet AGL the From Hoquiam, WA; Olympia, WA; INT Olympia 114_
rest of the way to Klickitat, WA and on to Ephrata, WA. and Yakima, WA, 271_ radials; Yakima; 25 miles, 7 miles
wide (3 miles N and 4 miles S of centerline), Pasco, WA;
INT Pasco 035_ and Spokane, WA, 221_ radials; to
20−3−4. WIDTH REDUCTIONS Spokane.
a. Width reductions are not applicable to L/MF NOTE−
(Colored) Federal airways. In the example above, V−204 reduces from 8 miles wide
to 7 miles wide starting at Yakima, WA for 25 miles from
b. For ATS routes other than L/MF (Colored) Yakima then reverts back to 8 miles wide the rest of the way
Federal airways, a reduced airway width of 3 NM on to Pasco, WA, and on to Spokane, WA.

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Section 4. Jet Routes

20−4−1. DEFINITION spaced no farther apart than 260 NM or non−VOR/

DME area navigation system performance. They
a. Jet routes extend from FL 180 to FL 450,
may be based on more widely spaced NAVAIDs if a
inclusive, and are designated to indicate frequently
usable signal can be provided (e.g., expanded service
used routings. Jet routes are not designated above FL
volume) and frequency protection is afforded for the
450 due to navigation aid service volume limitations
distance required.
and frequency protection issues.
b. Unless otherwise specified, the names appear-
ing in jet route descriptions are the names of VOR or
VORTAC navigation aids. DME fixes and latitude/ 20−4−3. JET ROUTE WIDTH
longitude coordinates are not used in jet route
descriptions. Jet routes have no specified width; however,
alignment should be planned using protected airspace
NOTE−
specified for VOR Federal airways in FAA Order
Terminal class VOR (TVOR) NAVAIDs must not be used
to designate jet routes. 8260.3, United States Standard for Terminal
Instrument Procedures (TERPS), or any flight
inspection limitation to prevent overlapping special
20−4−2. NAVAID SPACING
use airspace or the airspace to be protected for other
Jet routes are normally based on “H” class NAVAIDs jet routes.

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Section 5. Area Navigation (RNAV) Routes

20−5−1. PURPOSE 3. Holding fixes; and

Area navigation (RNAV) is a method of navigation 4. Points required due to the maximum distance
that permits aircraft operation on any desired flight allowed between NAVAIDs, fixes or waypoints.
path within the coverage of ground− or space−based c. Waypoint names must consist of a single,
navigation aids, or within the limits of the capability five−letter pronounceable name. Five−letter names
of self−contained aids, or a combination of these. The are assigned by AIS (see paragraph 3−3−4 in this
potential advantages of RNAV routes include: order).
a. Time and fuel savings;
20−5−4. LATERAL PROTECTED AIRSPACE
b. Reduced dependence on radar vectoring, and
CRITERIA FOR RNAV EN ROUTE SEG-
speed assignments allowing a reduction in required
MENTS
ATC transmissions; and
The primary en route obstacle clearance area has a
c. More efficient use of airspace.
width of 8 NM; 4 NM on each side of the centerline
of the route. Primary, secondary, and turning area
20−5−2. RNAV ROUTE CRITERIA criteria are found in FAA Orders 8260.3, United
States Standard for Terminal Instrument Procedures
a. Refer to FAA Orders 7100.41, Performance (TERPS); 8260.19, Flight Procedures and Airspace;
Based Navigation Implementation Process; 8260.3, and/or 8260.58, United States Standard for Perfor-
United States Standard for Terminal Instrument mance Based Navigation (PBN) Instrument
Procedures (TERPS); 8260.19, Flight Procedures Procedure Design, as applicable.
and Airspace; and 8260.58, United States Standard
for Performance Based Navigation (PBN) Instrument
Procedure Design, for criteria and procedures 20−5−5. RNAV ROUTE DESCRIPTIONS
applicable to RNAV route development. a. RNAV route descriptions are published in
b. The basic width of an RNAV route is 8 NM (4 Order JO 7400.11. RNAV routes consist of points that
NM each side of the route centerline). may be defined as waypoints, fixes, and/or
ground−based navigation aids.
c. Operational and airworthiness guidance regard-
b. RNAV route descriptions must be formatted as
ing operation on U.S. Area Navigation routes may be
follows:
found in AC 90−100, U.S. Terminal and En Route
Area Navigation (RNAV) Operations. 1. On line one:
(a) The route number; and
20−5−3. WAYPOINTS (b) The route start/end points (i.e., point
a. A waypoint is a predetermined geographical name, state, and NAVAID ID as required);
position defined in terms of latitude/longitude 2. On subsequent lines for each point that makes
coordinates, using a degrees, minutes, seconds, and up the route:
hundredths of a second format.
(a) The point name, state, and NAVAID ID as
b. RNAV waypoints are used not only for required;
navigation references, but also for ATC operational
fixes. Waypoints are to be established along RNAV (b) The type of point (i.e., WP, Fix, or
routes at: NAVAID type); and

1. The beginning and end points of the route; (c) The geographic coordinates of each point
expressed in degrees, minutes, seconds, and
2. Points where a route changes direction; hundredths of a second.

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3. On the last line, if applicable: Any exclusions 2. T−329 Morro Bay, CA (MQO) to NACKI, CA
from the route (e.g., “Excluding the airspace within Morro Bay, CA (MQO) VORTAC (lat.
Canada”). 35_15’08.12’’N., long. 120_45’34.44’’W.)
c. See Section 1 of this chapter for information on Paso Robles, CA (PRB) VORTAC (lat.
route numbering. 35_40’20.87’’N., long. 120_37’37.59’’W.)
d. Examples of RNAV route descriptions: LKHRN, CA WP (lat. 36_05’59.82’’N., long.
120_45’22.53’’W.)
EXAMPLE−
1. Q−71 BOBBD, TN to Philipsburg, PA (PSB) Panoche, CA (PXN) VORTAC (lat.
BOBBD, TN WP (lat. 35_47’57.59’’N., long. 36_42’55.65’’N., long. 120_46’43.26’’W.)
083_51’33.90’’W.) MKNNA, CA WP (lat. 37_04’23.41’’N., long.
ATUME, KY WP (lat. 36_57’13.65’’N., long. 120_50’22.26’’W.)
083_03’24.36’’W.) OXJEF, CA WP (lat. 37_46’11.40’’N., long.
HAPKI, KY WP (lat. 37_04’55.73’’N., long. 121_02’03.31’’W.)
082_51’02.62’’W.) TIPRE, CA WP (lat. 38_12’21.00’’N., long.
KONGO, KY FIX (lat. 37_30’19.46’’N., long. 121_02’09.00’’W.)
082_08’12.56’’W.) HNNRY, CA WP (lat. 38_23’27.61’’N., long.
WISTA, WV WP (lat. 38_17’00.52’’N., long. 121_37’43.50’’W.)
081_27’46.55’’W.) ROWWN, CA WP (lat. 38_24’55.86’’N., long.
GEFFS, WV FIX (lat. 39_00’49.86’’N., long. 121_47’00.05’’W.)
080_48’49.85’’W.) RAGGS, CA FIX (lat. 38_28’34.94’’N., long.
EMNEM, WV WP (lat. 39_31’27.12’’N., long. 122_09’24.65’’W.)
080_04’28.21’’W.) POPES, CA FIX (lat. 38_29’09.41’’N., long.
PSYKO, PA WP (lat. 40_08’37.00’’N., long. 122_20’45.16’’W.)
079_09’13.00’’W.) NACKI, CA WP (lat. 38_43’47.73’’N., long.
Philipsburg, PA (PSB) VORTAC (lat. 123_05’52.93’’W.)
40_54’58.53’’N., long. 077_59’33.78’’W.)

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Part 5. Special Use Airspace

Chapter 21. General

Section 1. Policy

21−1−1. PURPOSE NOTE−

Final approval of Warning Areas is shared with other
In addition to the policy guidelines and procedures agencies per Executive Order 10854. Warning Area
detailed in Part 1. of this order, this part prescribes proposals, except controlling or using agency changes,
specific policies and procedures for handling special must be coordinated with the Department of State and the
use airspace (SUA) cases. Department of Defense for concurrence. The Rules and
Regulations Group is responsible for accomplishing this
coordination.
21−1−2. SCOPE
The primary purpose of the SUA program is to 21−1−6. MINIMUM NUMBERS AND
establish/designate airspace in the interest of VOLUME
National Defense, security and/or welfare. Charted
SUA identifies to other airspace users where these The dimensions and times of use of SUA must be the
activities occur. minimum required for containing the proposed
activities, including safety zones required by military
authority. When it is determined that a specified SUA
21−1−3. DEFINITION AND TYPES
area is no longer required, the using agency, or the
a. SUA is airspace of defined dimensions wherein appropriate military authority, must inform the
activities must be confined because of their nature, or service area office that action may be initiated to
wherein limitations may be imposed upon aircraft return the airspace to the NAS.
operations that are not a part of those activities.
b. The types of SUA areas are Prohibited Areas, 21−1−7. OPTIMUM USE OF AIRSPACE
Restricted Areas, Military Operations Areas (MOA),
a. To ensure the optimum use of airspace, using
Warning Areas, Alert Areas, Controlled Firing Areas
agencies must, where mission requirements permit,
(CFA), and National Security Areas (NSA).
make their assigned SUA available for the activities
of other military units on a shared−use basis.
21−1−4. CATEGORIES
b. SUA should be located to impose minimum
There are two categories of SUA: regulatory impact on nonparticipating aircraft and ATC
(rulemaking) and other than regulatory (nonrulemak- operations. This should be balanced with considera-
ing). Prohibited Areas and Restricted Areas are tion of the proponent’s requirements. To the extent
rulemaking actions that are implemented by a formal practical, SUA should be located to avoid airways/jet
amendment to Part 73. MOAs, Warning Areas, Alert routes, major terminal areas, and known high volume
Areas, CFAs, and NSAs are nonrulemaking actions. VFR routes.
c. Consider subdividing large SUA areas, where
21−1−5. SUA APPROVAL AUTHORITY
feasible, in order to facilitate the real−time release of
FAA Headquarters is the final approval authority for the airspace when activation of the entire area is not
all permanent and temporary SUA, except CFA’s. required by the user.
CFA approval authority is delegated to the service NOTE−
area office. The service area office must forward Policies concerning airspace utilization for military
those proposals recommended for approval (except operations are contained in FAA Order JO 7610.4,
CFA) to FAA Headquarters for a final determination. Chapter 9, Military Operations Requirements.

Policy 21−1−1
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21−1−8. JOINT−USE POLICY Environmental Assessment; and other applicable

regulations and statutes.
a. Under the “joint−use” concept, SUA is released
to the controlling agency and becomes available for b. Prohibited area and alert area designations are
access by nonparticipating aircraft during periods actions that are neither permissive nor enabling. As
when the airspace is not needed by the using agency such, environmental assessments or statements are
for its designated purpose. not required when designating these areas (see FAA
Order 1050.1, Environmental Impacts: Policies and
b. Restricted areas, warning areas, and MOAs Procedures).
must be designated as “joint−use” unless it is
demonstrated that this would result in derogation to 21−1−10. CONTROLLING AGENCY
the using agency’s mission. For certain SUA areas,
joint use may be impractical because of the area’s The controlling agency is the FAA ATC facility that
small size, geographic location, or high level of use exercises control of the airspace when an SUA area
in such areas. In these cases, the airspace proposal is not activated. A military ATC facility may be
package must include specific justification of why assigned as the controlling agency, subject to the
joint−use is not appropriate. concurrence of the service area office and the
concerned ARTCC. A controlling agency must be
c. Joint−use does not apply to prohibited areas. designated for each joint−use SUA area.
Alert areas and CFAs are essentially joint−use
because nonparticipating aircraft may transit these
21−1−11. USING AGENCY
areas without limitation.
a. The using agency is the military unit or other
d. Joint−use procedures must be specified in a
organization whose activity established the require-
joint use “Letter of Procedure” or “Letter of
ment for the SUA. The using agency is responsible
Agreement” between the using agency and the
for ensuring that:
controlling agency. These letters should include
provisions for the real−time activation/deactivation 1. The airspace is used only for its designated
of the airspace, where such capabilities exist. They purpose.
should also provide for the timely notification to the 2. Proper scheduling procedures are established
controlling agency when the scheduled activity has and utilized.
changed, been canceled, or was completed for the
day. 3. The controlling agency is kept informed of
changes in scheduled activity, to include the
e. Using agencies must ensure that joint−use SUA completion of activities for the day.
is returned to the controlling agency during periods
when the airspace is not needed nor being used for its 4. A point of contact is made available to
designated purpose. enable the controlling agency to verify schedules,
and coordinate access for emergencies, weather
diversions, etc.
21−1−9. ENVIRONMENTAL ANALYSIS REFERENCE−
FAA Order JO 7610.4, Chapter 9, Military Operations Requirements.
a. SUA actions, except as listed in paragraph b,
b. Restricted area and MOA using agencies are
below, are subject to environmental impact analysis
responsible for submitting Restricted Area/MOA
in accordance with the National Environmental
Annual Utilization Reports in accordance with
Policy Act of 1969 (NEPA). Guidance for the
Section 7 of this chapter.
environmental analysis of SUA proposals is
contained in FAA Order 1050.1, Policies for c. An ATC facility may be designated as the using
Considering Environmental Impacts, other relevant agency for joint−use areas when that facility has been
FAA directives; the FAA/DOD Memorandum of granted priority for use of the airspace in a joint−use
Understanding Concerning Special Use Airspace letter of procedure or letter of agreement.

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21−1−12. WAIVERS 21−1−14. SUA NONRULEMAKING

CIRCULARS
The establishment of SUA does not, in itself, waive
compliance with any part of the Code of Federal a. Prepare and distribute SUA nonrulemaking
Regulations. DOD has been granted a number of circulars as specified in Chapter 2 of this order and
waivers, exemptions, and authorizations to accom- the additional requirements in this paragraph.
plish specific missions. Information about current Ensure wide dissemination to the potentially af-
waivers, exemptions, and authorizations granted for fected aviation user community. Send one copy of
military operations may be obtained from FAA each SUA circular to the Rules and Regulations
Headquarters, Rules and Regulations Group, or the Group and to the appropriate regional military
Office of Rulemaking (ARM). representative(s).
b. CONTENT − Circulars should contain suffi-
21−1−13. PUBLIC NOTICE PROCEDURES cient information to assist interested persons in
preparing comments on the aeronautical impact of the
Public notice procedures invite the public to proposal. SUA circulars should include:
comment on the impact of SUA proposals on the safe
1. A brief narrative that:
and efficient use of the navigable airspace. In addition
to the public notice procedures described in (a) Describes the purpose of the proposed
chapter 2 of this order, SUA proposals are subject airspace, the types of activities to be conducted, and
to the following: the expected frequency of those activities. If the
proposal modifies existing SUA, describe the
a. All nonregulatory SUA proposals must be changes and explain the desired result. For temporary
circularized, and an NPRM must be issued for all MOA proposals, include a brief summary of the
regulatory SUA proposals, except for those actions planned exercise or mission scenario.
that clearly have no impact on aviation and are not
controversial. A nonrulemaking circular or NPRM is (b) Discusses measures planned to minimize
not normally required for the following types of impact on nonparticipating aircraft, such as airport
proposals: exclusions, joint−use procedures, limited activation
times, etc. If there are known plans to provide real
1. Changes to the using or controlling agency. time area status information and/or traffic advisory
2. Editorial changes to correct typographical services for nonparticipating pilots, include this
errors. information in the circular.

3. Internal subdivision of an existing area to 2. A complete description of the proposed area

enhance real−time, joint−use (provided there is no consisting of boundaries, altitudes, times of use,
change to the existing external boundaries) times of controlling agency, and using agency.
use, or type/level of activities. 3. A copy of a sectional aeronautical chart
depicting the boundaries of the proposed area.
4. Actions that lessen the burden on the flying
public by revoking or reducing the size or times of use 4. The name and address (provided by the
of SUA. proponent) of the person to whom comments on the
environmental and land−use aspects of the proposal
b. SUA nonrulemaking circulars are prepared and may be submitted.
distributed by the service area office. FAA
Headquarters prepares SUA NPRMs. Normally, NOTE−
Do not include statements in the circular that certify
circulars and NPRMs provide a minimum of 45 days
NEPA compliance or state that environmental studies are
for public comment. complete. The proponent and/or FAA must consider
c. When comments or coordination show that the environmental issues raised in response to the circular
proposal may be controversial, or there is a need to before a final determination is made on the proposal.
obtain additional information relevant to the 5. The issue date of the circular and the specific
proposal, an informal airspace meeting may be date that the comment period ends. Provide at least
considered (see Chapter 2 of this order). 45−days for public comment.

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NOTE− graphic notice will begin two issues prior to the

When selecting the comment closing date, consider the exercise start date and will continue through
time needed for the preparation, printing and release of completion of the exercise. The notice must include
the circular, plus a representative mailing time, in order the area’s legal description, effective dates, and a
to afford the public the maximum time to submit
chart depicting the area boundaries. For large
comments.
exercises, a brief narrative describing the exercise
c. SPECIAL DISTRIBUTION − In addition to the scenario, activities, numbers and types of aircraft
distribution requirements in Chapter 2, send copies involved, and the availability of in−flight activity
of SUA nonrulemaking circulars to: status information for nonparticipating pilots
1. State transportation, aviation, and environ- should be included.
mental departments (or the state clearing house if NOTE−
requested by the state). Submit temporary SUA graphic notice information, along
with the airspace proposal package, to Mission Support,
2. Local government authorities, civic organiz- Airspace Services, Rules and Regulations Group by the
ations, interest groups, or individuals that may not cutoff dates specified in the appropriate chapter of this
have an aeronautical interest, but are expected to order. All graphics submitted must be of high quality and
become involved in a specific proposal. in camera ready form. Facsimile copies are not suitable.
The Rules and Regulations Group will process and
3. Public libraries within the affected area coordinate the notice with Mission Support, Aeronautical
requesting that the circular be displayed for public Navigation, AT Publications Management Group, for
information. publication in the NOTAM Publication. Do not submit
temporary SUA graphic notices directly to Publications.
4. Persons or organizations that have requested
to be added to the circularization list. d. When a SUA action becomes effective before it
appears on the affected sectional chart(s), a
NOTE−
description and map of the area will be published in
1. The service area office determines special distribution
requirements in accordance with regional/service area
Part 2 of the NTAP. This information will be carried
office policies and considering the type of proposal, the in the NTAP until the change has appeared on the
potential for controversy, and the extent of possible affected sectional chart(s). The Rules and Regula-
aeronautical impact. tions Group is responsible for complying with this
2. If the proposed airspace overlaps regional geograph- requirement.
ical boundaries or airspace jurisdictions, coordinate as NOTE−
required with adjacent regional/service area offices to 1. Minor editorial corrections to a SUA description or
ensure distribution of circulars to all appropriate parties. changes to the using or controlling agencies, will not be
published in the NTAP.
21−1−15. CHARTING AND PUBLICATION 2. In addition to the above, SUA designations or
REQUIREMENTS amendments that occur after publication of the latest
sectional chart(s) will be listed in the “Aeronautical
a. All SUA areas except CFAs, temporary MOAs, Chart Bulletin” section of the appropriate Chart
and temporary restricted areas, must be depicted on Supplement U.S. This information will be carried in the
aeronautical charts, and published as required in Chart Supplement U.S. until the change is published on
aeronautical publications. the affected sectional chart(s).

b. Approved SUA actions normally become 21−1−16. CERTIFICATION OF SUA

effective on the U.S. 56−day, en route chart cycle GEOGRAPHIC POSITIONAL DATA
publication dates (see Part 1. of this order). a. Geographic positional data for all permanent
EXCEPTION− and temporary SUA boundaries (except CFAs) must
Effective dates for temporary restricted areas, temporary be certified for accuracy by the AeroNav before
MOAs, and CFAs are determined by mission requirements publication and charting. The Rules and Regulations
instead of the 56−day en route, charting date cycle. Group must submit proposed positional data to
c. Temporary areas must be described in Part 2, AeroNav for certification. Latitude and longitude
Graphic Notices, of the Notices to Airmen positions used in SUA descriptions must be based on
Publication (NTAP). Normally, publication of the the current North American Datum.

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b. The Rules and Regulations Group must determine which office will serve as the lead region
forward any corrections or recommended changes for processing the proposal. Coordination between
made by AeroNav to the service area office. The regions/service area offices is also required when the
service area office will forward to AeroNav changes affected geographical area, and the ATC facility to be
to the regional military representative, or civil designated as controlling agency, are under the
proponent, for review. The regional military jurisdiction of different regional/service area offices.
representative/civil proponent will inform the service
area office of its concurrence with AeroNav changes b. Concerned regions must ensure that:
or reason for nonconcurrence. The service area office 1. All affected ATC facilities review the
will advise FAA Headquarters of the proponent’s proposal and provide input to the aeronautical study,
conclusions. A record of this coordination must be as required.
included in the airspace case file.
2. For nonregulatory proposals, distribution of
21−1−17. LEAD REGION nonrulemaking circulars includes interested parties
in each regional jurisdiction, as necessary.
a. The regional office that is responsible for the
geographical area containing the affected airspace c. The airspace package submitted to headquarters
processes the SUA proposal. When a proposal must include documentation of regional/service area
overlaps regional office geographical jurisdictions, office coordination, affected ATC facility comments
the concerned service area office must coordinate to and copies of public comments received.

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Section 2. SUA Legal Descriptions

21−2−1. GENERAL d. Except for temporary SUA areas, boundaries

must not be described as “along the boundary” of
a. The legal description is the official airspace
another designated airspace area.
definition used for NAS database and charting
purposes. This section provides guidelines and e. Where feasible, consider subdividing large
formats for preparing SUA legal descriptions. See SUA areas to enhance joint use of the airspace.
TBL 21−2−1 for examples of regulatory and
nonregulatory SUA legal descriptions. 21−2−3. VERTICAL LIMITS
b. All bearings and radials used in SUA legal a. For areas that contain aircraft operations
descriptions are true from point of origin. exclusively, altitudes at or above 18,000 feet MSL
c. Mileage used in the description must be must be expressed as flight levels (FL).
expressed in nautical miles (NM). b. For areas that contain other than aircraft
d. Descriptions of approved SUA, except tempor- operations, altitudes above 18,000 feet MSL must be
ary areas and CFA’s, are compiled and published once expressed in feet above MSL.
a year in FAA Order JO 7400.10, Special Use c. Where terrain considerations or other factors
Airspace. Updates to the order are not published would make the use of an MSL altitude impractical,
between editions and the listings are considered the floor of the area may be described in feet above
current only as of the date specified in the order. ground level (AGL).
For this reason FAA Order JO 7400.10 should be
used as a general reference only and should not be d. In describing SUA ceilings, unless otherwise
relied upon as a sole source when accurate positional specified in the description, the word “to” an altitude
data are needed (for example, video maps, letters of or flight level means “to and including” that altitude
agreement, etc). For up−to−date descriptions of SUA or flight level. If the upper vertical limit does not
areas, contact Rules and Regulations Group or AIM. include the altitude or flight level, the ceiling must be
stated as “to but not including” the altitude or flight
level.
21−2−2. LATERAL BOUNDARIES
e. Do not designate variable altitudes to describe
a. SUA lateral boundaries are normally defined by the floor or the ceiling of an SUA area. When there
geographic (latitude/longitude) coordinates. All is a requirement for the altitude of the floor or ceiling
coordinates must be expressed in a “degrees, to change based on time of use, or geographic
minutes, and seconds” format. Do not round off, or position within the SUA area, etc.; the differing
convert seconds to tenths of minutes (enter 00’ and sections must be established as separate subdivi-
00” to specifically reflect the “zero” minutes and sions.
“zero” seconds places respectively). See
EXCEPTION−
TBL 21−2−1 for examples.
The floor of an area may be described using a
b. Other methods may be used to define combination of MSL and AGL altitudes if necessary
boundaries if necessary to simplify the description, due to terrain or operational considerations. For
such as defining the boundaries by reference to a example, “5,000 feet MSL or 3,000 feet AGL,
NAVAID radial/DME. When a NAVAID is used as a whichever is higher.”
reference point, include its geographic location in
f. In limited situations, and provided a specific
degrees, minutes, and seconds.
operational requirement exists, the same altitude
c. To aid pilots in area identification, boundaries may be used to describe both the ceiling of one SUA
may be aligned along a prominent terrain feature subdivision and the floor of an overlying subdivi-
such as rivers, highways, railroad tracks, etc., sion. In this case, the same ATC facility must be
provided the feature is clearly discernable from designated as the controlling agency for both
the air. subdivisions.

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g. Where feasible consider stratification of SUA utilized 24 hours per day over a specific period, such
areas to enhance joint−use of the airspace. as “Continuous, Monday − Friday;” or “Continuous,
April − June.”
21−2−4. TIMES OF USE 3. NOTAM activation. Use “By NOTAM” or
“Other Times by NOTAM” to indicate when a
a. The times of use indicate the period during NOTAM must be issued in order to activate the area.
which the using agency is authorized to schedule and NOTAM options are:
use a SUA area. These times should reflect when
normal operations are expected to occur. In (a) “Other times by NOTAM.” Used along
determining the times of use, the proponent with specific times to provide for activation of the
should select the minimum period needed to meet area outside the specified times of use that were
the using agency’s requirements. The goal is to established according to b.1., above.
capture the majority of the day−to−day activities. EXAMPLE−
When the using agency has a requirement for “0700−1900 local time, Monday − Friday − other times by
intermittent, less frequent use of the airspace NOTAM.”
(outside the specific published time−period), a (b) “By NOTAM,” along with specific times
provision to activate the airspace by NOTAM may from b.1., above: Used when issuance of a NOTAM
be stated in the SUA legal description. is required prior to activating the area during the
NOTE− specified hours.
The times of use should be based on the intended typical EXAMPLE−
use of the area. These times are depicted on aeronautical 1. “By NOTAM 0700−1800 local time, Monday −
charts to assist other airspace users in determining the Friday.”
most likely periods of area activation.
2. “0700−1800 local time, Monday − Friday, by NOTAM
b. Times of use are stated using the options, or 4 hours in advance.”
combination of options, shown below:
(c) “By NOTAM” without specific times:
1. Specific hours/days. Local time using the Used when anticipated usage times cannot be
24−hour clock, and days of the week. If the time of specifically determined, or when the nature of the
use will change significantly on a seasonal basis, or user’s mission requires infrequent or erratic use.
mission requirements call for specific time blocks, (d) The NOTAM provision must apply to the
variable times of use may be designated. entire area and not only a portion thereof. If times of
EXAMPLE− use will vary from one portion of the area to another,
1. “0700 − 2200, Monday − Friday.” the dissimilar portions should be subdivided or
2. “Sep − Apr, 0800 − 1700, Monday − Friday; an redesignated as separate areas.
May −Aug, 0600 − 2400 Monday − Friday.” (e) NOTAMs should be issued as far in
3. “0800 − 0930 and 1300 − 1600, Monday − Friday.” advance as feasible to ensure widest dissemination of
the information to airspace users. Normally, the
4. “0700 − 1600, daily.”
minimum advance notice should be at least 4 hours
NOTE− prior to the activation time.
1. As used in SUA legal descriptions, the term “daily”
means 7 days per week. NOTE−
Under no circumstances may SUA be activated by a
2. If the SUA area overlaps more than one local time NOTAM unless the words “By NOTAM” or “other times
zone, state the predominant time zone in the description, by NOTAM” are stated in the area’s legal description.
for example: “0700 − 1800 central time; Monday −
Friday.”
4. Sunrise to sunset. This option should be
reserved for cases where seasonal sunrise/sunset time
2. Continuous. Use only when justification variations make publication of specific clock times
exists for utilization 24 hours a day, 365 days a year. impractical.
EXCEPTION− 5. Intermittent. Must include an associated
“Continuous” may also be used when the area will be time−period or “by NOTAM” provision. In any case,

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intermittent must not be used for restricted areas 21−2−6. USING AGENCY
without a “by NOTAM” provision.
The agency, organization, or military command
EXAMPLE− designated as the using agency (see para-
1. “Intermittent, 0700 − 2200, Monday − Friday.” graph 21−1−11).
2. “Intermittent by NOTAM at least 4 hours in advance.”
21−2−7. SUA LEGAL DESCRIPTION
AMENDMENTS
21−2−5. CONTROLLING AGENCY All changes to a published SUA legal description
must be made through the appropriate regulatory or
The ATC facility designated as the controlling non−regulatory procedures described in this order.
agency (see paragraph 21−1−10). This includes minor changes, editorial corrections,
NOTE− internal subdivisions of an existing area, changes of
A controlling agency is not designated for prohibited the controlling or using agency, or reducing the area’s
areas, alert areas, or controlled firing areas. dimensions or times of use.

SUA Legal Descriptions 21−2−3

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TBL 21−2−1
EXAMPLES OF SPECIAL USE AIRSPACE LEGAL DESCRIPTIONS

REGULATORY SUA DESCRIPTION:

R−2305 Gila Bend, AZ
Boundaries − Beginning at lat. 32_50’25”N., long. 112_49’03”W.;
to lat. 32_50’52”N., long. 112_42’56”W.;
to lat. 32_49’00”N., long. 112_39’03”W.;
to lat. 32_29’00”N., long. 112_43’03”W.;
to lat. 32_29’00”N., long. 112_53’33”W.;
to the point of beginning.
Designated altitudes Surface to FL 240.
Time of designation 0700−2300 local time daily, other times by NOTAM.
Controlling agency FAA, Albuquerque ARTCC.
Using agency U.S. Air Force, 58th Fighter Wing, Luke AFB, AZ.

NONREGULATORY SUA DESCRIPTION:

Taiban MOA, NM
Boundaries − Beginning at lat. 34_34’36”N., long. 104_07’00”W.;
to lat. 34_33’00”N., long. 103_55’02”W.;
to lat. 34_10’00”N., long. 103_55’02”W.;
to lat. 34_10’00”N., long. 104_07’00”W.;
to the point of beginning.
Altitudes 500 feet AGL to but not including FL 180.
Times of use 0800−2400 Monday−Friday; other times by NOTAM.
Controlling agency FAA, Albuquerque ARTCC.
Using agency U.S. Air Force, Commander, 27th Fighter Wing,
Cannon AFB, NM.
COORDINATE FORMAT − Do not round off latitude and longitude coordinates. Always use the full
format consisting of degrees, minutes, and seconds, as follows:
Correct Incorrect
40_06’00”N. 40_06’N.
104_35’30”W. 104_35.5’W.
39_00’00”N. 39_N.

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Section 3. SUA Proposals

21−3−1. GENERAL usage in number of hours per day and days per year.
In cases where the unit plans to use the airspace
This section describes the requirements for SUA
during different blocks of time each day, but actual
proposals submitted to the FAA. SUA proposals
clock times may vary within the charted “times of
must be based on a specific airspace requirement. The
use,” describe those planned operations to provide as
need for the proposed airspace must be definitive and
accurate a picture as possible of the projected daily
sufficient grounds must be provided to justify any
use of the airspace.
resultant imposition on nonparticipating aircraft
and/or to afford priority to the SUA user. Before 5. Controlling agency. State the FAA or military
proposing the establishment of new SUA, pro- ATC facility to be assigned as controlling agency for
ponents must consider the use of existing SUA, or the the proposed SUA.
modification of an existing area, to conduct their NOTE−
mission. A controlling agency is not designated for prohibited
areas, alert areas, or controlled firing areas.
21−3−2. CLASSIFIED INFORMATION 6. Using agency. State the organization to be
designated as using agency for the airspace. Specify
Do not include classified information in the proposal military service, unit or organization, and location.
package. If any information required by this section For non−military using agencies, specify the
is classified, the regional military representative organization name and location.
should contact the service area office to discuss the
handling of that information. c. Airspace Statement of Need and Justification.
1. Describe the purpose and need for the
21−3−3. PROPOSAL CONTENT proposed airspace. Sufficient justification must be
provided to support approval of the airspace.
SUA proposal packages must contain the following Additionally, any known or anticipated aeronautical
information, as applicable: impact on other airspace users must be addressed,
a. Proponent’s Transmittal Letter. Summarize the including measures proposed, if any, to lessen the
proposal and provide a point of contact for further impact.
information. (a) For new SUA areas, explain why the
b. Area Description. Using the guidelines in requirement cannot be met by using existing SUA
Section 1 and Section 2 of this chapter, describe the or by modifying an existing area. List SUA areas
proposed area as follows: within a reasonable distance that were considered
and explain why each area is not acceptable.
1. Title. State type of area (restricted area,
warning area, etc.). For MOA proposals, include (b) For proposals to increase the dimensions
proposed name of the MOA. or times of use of an existing area, explain the need
for the increase.
2. Boundaries. A description of the proposed
area’s perimeter and any subdivisions (see para- 2. State whether the area will be available for
graph 21−2−2). joint use. Provide justification for non−joint use
areas.
NOTE−
All geographic coordinates must be based on the current d. Air Traffic Control Assigned Airspace
North American Datum (see paragraph 21−1−16). (ATCAA). State whether or not an ATCAA will be
requested to support the proposed SUA. If yes,
3. Altitudes. State the floor and ceiling of the
describe ATCAA dimensions and times of use.
proposed area (see paragraph 21−2−3).
NOTE−
4. Times of use. State the times of use to be ATCAA information is requested in the proposal solely to
published for the area as determined in paragraph assist the FAA in evaluating the overall aeronautical
21−2−4. Include an estimate of the expected area impact of the SUA proposal. Requests to establish an

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ATCAA are coordinated directly with the ATC facility submit a copy of the deed, lease, or control
having jurisdiction over the airspace and are handled agreement.
separately from the SUA proposal process.
NOTE−
e. Activities. List all activities to be conducted Restricted areas that were designated with the surface as
in the proposed SUA. Include the following the floor prior to December 1, 1967, are exempt from the
information: “own, lease, or control” requirement. The exemption
status remains valid until amendment actions are taken
1. For areas that will contain aircraft operations: which would expand the dimensions or times of use, or
change the designated purpose of the area.
(a) The number and types of aircraft that will
normally use the area. g. Communications and Radar.
1. If known, state whether radar and/or radio
(b) A listing of the specific activities and the
communications will be used to monitor the airspace.
maximum altitudes required for each type of activity
Identify the facility or agency that will provide radio
planned.
and/or radar monitoring, e.g., range control, military
(c) State whether supersonic flight will be radar unit (MRU), airborne radar unit (ARU), Fleet
conducted. Area Control and Surveillance Facility (FACSFAC).
(d) A chart depicting the location and the 2. If a military ATC facility will be designated
representative pattern of firing and/or ordnance as the controlling agency for the airspace, indicate
delivery runs and weapons impact areas (if whether area status information and traffic advisories
applicable). will be provided to nonparticipating pilots. If
applicable, provide a VHF frequency to be depicted
2. For areas to contain surface−to−surface or on aeronautical charts.
surface−to−air weapons firing:
h. Safety Considerations. Include an explana-
(a) Type weapon(s) to be fired. tion of the following items, if applicable:
(b) Maximum altitude required for each 1. Measures taken to ensure containment of the
weapon listed. activity within the proposed area.

(c) A chart of the proposed area depicting 2. Procedures for handling malfunctions.
firing points, impact areas, firing fans and safety 3. Ordnance trajectory envelopes.
buffers for each type weapon used.
4. When an aircraft activity could measurably
f. Environmental and land use information. affect the safety of persons or property on the surface,
the proponent must demonstrate that provisions have
1. Furnish the name, organization, and mailing been made for their protection.
address of the person to whom comments on
environmental and land use aspects of the proposal i. Coordination Summary. List ATC facilities,
may be sent. military units, and/or other organizations contacted
in developing the proposal.
2. Proposals to establish SUA with a floor
below 1200 feet AGL where there is underlying j. Area Chart. Submit an original sectional
private or public use land, must include a statement aeronautical chart depicting the boundaries of the
that the proponent agrees to provide reasonable and proposed area and any subdivisions.
timely aerial access to such land. Where applicable, k. Environmental Documents. Unless provided
describe provisions to be used to accommodate such separately, submit applicable environmental docu-
access. ments. If the environmental analysis is incomplete,
indicate the status and estimated completion date.
3. Proposals to designate the surface as the floor
of a prohibited or restricted area must include a l. Graphic Notice Information. For temporary
statement explaining how the proponent will exercise MOA or temporary restricted area proposals, include
control of the underlying surface (i.e., by ownership, the graphic notice information required by para-
lease, or agreement with the property owner). Do not graph 21−1−15, above.

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m. Other. Include any other information that 3. Renewal of an existing CFA.

should be considered by the FAA in making its
determination on the proposal. b. The service area office may specify the contents
of the abbreviated proposal. Suggested items include,
as applicable:
21−3−4. ABBREVIATED PROPOSALS
a. For certain SUA proposals, it is not necessary 1. The type, purpose, and reason(s) for the
to include in the proposal package all of the items action.
specified in paragraph 21−3−3, above. Proponents 2. The specific changes to be made in the area’s
should consult with the service area office to legal description.
determine if an abbreviated proposal may be
submitted. Abbreviated proposals may be considered 3. For recurring temporary MOAs or CFAs,
for: written confirmation that the activities, times,
altitudes, safety precautions, etc., are to be the same
1. Amendments of existing SUA to:
as for a previously approved area.
(a) Change the controlling or using agency.
4. The proposed effective date.
(b) Reduce the dimensions or times of use.
5. A summary of proposal coordination accom-
(c) Subdivide or revoke the airspace.
plished.
(d) Make minor editorial corrections to the
legal description. 6. Environmental documentation, or written
re−evaluation/updates of environmental documents
2. Recurring proposals for temporary airspace used to support a previous temporary MOA.
(e.g., annual exercises such as Quick Force, Pecos
Thunder, etc.) provided the location is the same and 7. For proposals to revoke SUA provide the
activities are similar to previous exercises. reason for the action and requested effective date.

SUA Proposals 21−3−3

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Section 4. Coordination of Proposals

21−4−1. POLICY will inform the proponent whether the proposed

airspace is operationally feasible, would adversely
The regional military representatives are the service
impact aeronautical or facility operations, or if the
area office points of contact for the coordination of
location is not acceptable to the FAA for aeronautical
the respective military service’s SUA proposals at the
reasons. The facility may suggest alternative
FAA regional/service area office level. The service
locations or negotiate the design of the proposed
area office will handle all coordination of nonmilitary SUA area to resolve or lessen any adverse impacts.
SUA proposals.
c. Proponents are cautioned that ATC facility
21−4−2. PROPOSAL PRE−COORDINATION concurrence with the proposal represents just
the facility’s preliminary assessment of the aeronaut-
a. Before submitting a SUA proposal to the FAA ical and ATC operational feasibility of the proposal.
service area office, military proponents will The proposal will still be subject to the further
coordinate, at a minimum, with locally affected ATC processing requirements of this order (e.g., aeronaut-
facilities and military units, local FAA representat- ical study, public comment period, and
ives or liaison officers (where assigned), and the environmental analysis), and the development of a
ARTCC having jurisdiction over the affected letter of agreement. Therefore, the facility’s
airspace. concurrence must not be interpreted as the FAA’s
b. Inquiries received from nonmilitary sources endorsement or as a final approval of the proposal.
requesting the establishment or amendment of SUA
will be referred to the appropriate service area office 21−4−4. SUBMISSION OF PROPOSALS
for assistance.
a. Submit SUA proposals to the appropriate FAA
service area office for formal processing. Military
21−4−3. ATC FACILITY COORDINATION
SUA proposals must be submitted to the service
a. The proponent will coordinate with affected area office through the appropriate military repres-
ATC facilities as needed to discuss the proposal. entative. Before submitting the proposal to the
Proponents should provide the facility with specific service area office, the military representative will
information about the mission requirement, desired review the package to determine compliance with the
airspace parameters, and why existing SUA within a requirements of this order and applicable military
reasonable distance are not suitable to accommodate service policies.
the requirement (see paragraph 21−3−1).
b. Proponents must promptly notify the service
b. The ATC facility will review the proposal to area office if there is a change in requirements that
evaluate its potential impact on aeronautical and would alter the requested effective date, or cancel the
facility operations. Following its review, the facility need for the proposed airspace.

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Section 5. Regional/Service Area Office Actions

21−5−1. GENERAL e. Coordinate with other FAA offices (for

example, Airports, FPT, Flight Standards, etc.) as
a. SUA proposals should be processed as required for assistance in identifying impacts on
expeditiously as possible, consistent with thor- airport development plans, aviation safety, and
ough analysis, public notice procedures, and IFR/VFR operations.
environmental requirements. This is necessary to
ensure that decisions are based on the most current f. Coordinate the proposal with adjacent regional
data, and that limited funding and personnel office service area office, if necessary.
resources are used efficiently. The proponent
should receive a timely determination on the
g. Circularize nonrulemaking proposals as spe-
disposition of the proposal in order to conduct its
cified in Chapter 2, and Chapter 21, Section 1 of this
mission or consider alternatives. Lengthy delays in
order. Send an information copy of each circular to
processing the proposal may result in the need for
Rules and Regulations Group.
a supplemental public comment period, and/or the
revalidation of the aeronautical and environmental
h. For restricted area or prohibited area proposals,
studies.
submit the proposal package to Rules and
b. The service area office will notify the Regulations Group to initiate rulemaking action.
appropriate regional military representative, in
writing, if a significant processing delay is i. Determine if an informal airspace meeting will
anticipated or major problems arise. be held.

NOTE−
21−5−2. REGIONAL/SERVICE AREA If informal airspace meetings or environmental public
OFFICE PROCESSING REQUIREMENTS meetings are planned, and the schedule is known, include
meeting information in the nonrulemaking circular, or in
This paragraph describes the basic SUA processing the rulemaking package for publication in the NPRM.
items accomplished at the regional/service area Also, see meeting notification requirements in Chapter 2
office level. The service area office may supplement of this order.
or modify the sequence of these items as needed.
j. Review all public comments received. Evaluate
a. Assign a rulemaking docket number or comments with respect to the proposal’s effect on
nonrulemaking study number, as appropriate (see the safe and efficient utilization of airspace. All
Chapter 2 of this order). substantive aeronautical comments must be ad-
NOTE− dressed in the final rule or nonrulemaking case
When amending any part of the legal description of an file. Where required, consider the proposal’s impact
existing SUA area, a docket number, or study number must on the safety of persons and property on the ground.
be assigned. This includes minor changes, editorial Provide copies of pertinent public comments to the
corrections, and the reduction or revocation of the concerned regional military representative.
airspace.
b. Review the proposal package for content and k. Review aeronautical study results.
compliance with the requirements of this order.
l. Evaluate aeronautical impacts identified
c. Task concerned ATC facilities to conduct an
through public comments, aeronautical study, or
aeronautical study of the proposal (see Section 6 of
other sources. Coordinate with the proponent
this chapter).
regarding ways to lessen aeronautical impact and/or
d. Determine if other airspace or airport actions resolve problem areas. As additional impacts are
are pending or on file at the region/service area identified during the processing of the proposal,
office for possible conflict with the proposal. provide the information to the proponent.

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m. Review environmental or land−use comments 21−5−5. REGIONAL/SERVICE AREA

addressed to the FAA, then forward them to the OFFICE DETERMINATION
proponent for consideration in appropriate environ-
mental documents. After considering all pertinent information, the
service area office determines whether to recom-
n. If, after the publication of an NPRM or a mend approval of the proposal to FAA
non−rulemaking circular, the proposal is modified by Headquarters, negotiate changes with the pro-
the proponent or to mitigate aeronautical or ponent, or disapprove the proposal. If the
environmental impacts, determine if the changes are regional/service area office aeronautical pro-
significant enough to necessitate a supplemental cessing is completed before the proponent’s
public comment period. environmental documents have been finalized, the
o. Coordinate with the service area office proposal may be forwarded to FAA Headquarters
Environmental Specialist for review of the pro- for review of the aeronautical portion. In all cases,
ponent’s environmental documents (see paragraph a final determination on the proposal by FAA
21−5−4, below). Headquarters must be deferred until applicable
NEPA requirements are completed.
p. Determine whether to recommend FAA
headquarters approval of the proposal, or disapprove NOTE−
the proposal at the regional/service area office level Supplemental public notice with an additional comment
period may be necessary if significant changes are made
(see paragraphs 21−5−6 and 21−5−7, below).
to the proposal after it was advertised for public comment.
If a FAA determination has not been issued within 36
months of the last aeronautical public comment period or,
21−5−3. AERONAUTICAL IMPACT if it is known that the aeronautical conditions in the area
CONSIDERATION have changed significantly from what existed at the time
of that last comment period, a supplemental comment
There is no set formula for balancing the various period is required. Supplemental comment periods may be
competing user requirements for the use of airspace. reduced to 30 days in length.
If approval of the SUA proposal would result in an
adverse aeronautical impact, every effort must be
made to seek equitable solutions to resolve or
minimize the adverse aeronautical effects. If the 21−5−6. DISAPPROVAL OF PROPOSALS
aeronautical impact cannot be mitigated, the service
area office must carefully weigh the extent of that a. The service area office may disapprove any
impact against the need and justification provided SUA proposal, however, such disapproval should
by the SUA proponent. The region’s/service area be based on valid aeronautical reasons. The service
office’s recommendation should include a discus- area office must notify the proponent, in writing,
sion of how any aeronautical issues were resolved. stating the reasons for disapproval. Reasonable
efforts should be made to resolve problem areas
before rejecting the proposal. Provide an informa-
21−5−4. ENVIRONMENTAL DOCUMENT tion copy of the disapproval correspondence to Rules
REVIEW and Regulations Group.

In coordination with the service area office b. If the proponent resubmits the proposal after
Environmental Specialist, the Airspace Specialist resolving problem areas, the service area office
will review the proponent’s draft and final should determine required actions and resume
environmental documents to ensure that the processing the proposal.
environmental analysis matches the proposed
airspace parameters (e.g., time of use, lateral and c. If the proponent resubmits the proposal
vertical dimensions, types and numbers of opera- without resolving problem areas, the service area
tions, supersonic flight). Any environmental issues office must forward the case along with the region’s
identified in this review must be forwarded to the recommendation to Rules and Regulations Group for
proponent for consideration. further action.

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21−5−7. SUBMISSION OF APPROVAL i. Copies of pertinent correspondence from other

RECOMMENDATIONS TO FAA FAA offices (for example, Flight Standards,
HEADQUARTERS Airports, adjacent service area office, affected ATC
facilities, etc.).
Submit SUA proposals recommended for approval
to Rules and Regulations Group for final determina- j. Environmental documents (if not submitted
tion and processing. Include the following (as separately).
applicable):
k. Any other information that should be con-
a. A service area office transmittal memorandum sidered by FAA Headquarters in making a final
containing a brief overview of the proposal and determination on the proposal.
the region’s/service area office’s recommendation for
headquarters action. Summarize any amendments
21−5−8. HANDLING OF PROPOSALS TO
made to the original proposal in response to public
REDUCE OR REVOKE SUA
comments, or negotiations to mitigate impacts, etc. If
coordination with the designated controlling agency a. Normally, proposals which lessen the burden
indicates that plans exist to provide nonparticipating on the public by reducing the size, or times of use,
pilots with traffic advisories, or real−time area or by revoking SUA, do not require advance public
activity status information, provide a VHF fre- notice and comment. An abbreviated proposal
quency and facility identification to be depicted on package may be submitted in accordance with
aeronautical charts. paragraph 21−3−4.
b. A separate attachment that contains the b. An environmental analysis of the SUA
recommended legal description of the area (for reduction or revocation action is not normally
example, boundaries, altitudes, times, controlling required. However, if FAA plans to implement new
agency, and using agency). Use the format shown in routes or air traffic procedures in the affected
TBL 21−2−1. airspace, that route or procedural action may require
NOTE− its own environmental analysis.
If only part of the description of an existing area is being
amended, the attachment should show just the changed
21−5−9. FAA INITIATED SUA PROPOSALS
information rather than the full legal description.
c. A sectional aeronautical chart depicting the a. Proposals to establish or modify SUA are
final boundaries of the proposed area, including any normally initiated by a DOD proponent. However,
subdivisions. since it is responsible for ensuring the safe and
efficient use of the navigable airspace, the FAA may
d. A copy of the proponent’s airspace request initiate SUA proposals when such actions are
correspondence and proposal package, to include necessary to resolve a safety issue, enhance joint
all applicable items required by Section 3 of this use, or enhance the capability of the SUA to
chapter. accommodate the using agency’s mission. Prior to
e. A copy of aeronautical comments received in initiating a SUA proposal, the service area office
response to the NPRM or non−rulemaking circular, must exhaust every avenue to resolve the issues by
along with a discussion of how each substantive other means. When modification of an existing SUA
comment was addressed or resolved. area is contemplated, full consideration must be
given to providing the affected user with an
f. A synopsis of FAA environmental issues or equivalent capability to perform its mission.
concerns which were forwarded to the proponent, if
applicable. Identify any modifications made to the b. When initiating a proposal, the service area
proposal to mitigate environmental effects. office will prepare the SUA proposal package and
required documentation. The proposal will be
g. A copy of the aeronautical study.
coordinated with the affected military units through
h. A summary of meeting discussions and copies the appropriate regional military representative. If
of written comments submitted at the meeting, if an an environmental analysis is required, the service
informal airspace meeting was held. area office will determine responsibility assignment.

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c. In developing a proposal, the service area office office must send the proposal package to Rules and
must, through the regional military representative, Regulations Group for further action. Include with
consult with the concerned DOD department to the proposal package, the reason for the proposal, a
identify and document the impact of the proposed copy of the objections, a summary of efforts to
change on affected military units’ mission(s). resolve the objections, and the region’s recommenda-
d. If any using agency objects and agreement tions. Do not initiate public notice procedures for
cannot be reached, but there is strong justification such proposals, without Rules and Regulations
to proceed with the proposal, the service area Group concurrence.

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Section 6. Aeronautical Study

21−6−1. PURPOSE a. Introduction. An overview of the existing

airspace structure, airports, and types and volume of
An aeronautical study is conducted to identify the aeronautical activities currently operating in the
impact of the SUA proposal on the safe and efficient airspace affected by the proposal.
use of airspace and ATC procedures.
b. Impact on IFR and VFR Terminal Operations.
Consider the proposal’s impact on existing and
21−6−2. POLICY proposed terminal procedure.
a. An aeronautical study is required for all 1. Arrival and departure flows, STARs, and
prohibited area, restricted area, MOA, and warning departure procedures.
area proposals, except those which reduce or revoke
SUA, change the controlling or using agency, or 2. Standard instrument approach procedures.
make minor corrections to the legal description. The 3. Airport traffic patterns, Class D, and Class E
service area office determines whether to require an airspace surface areas.
aeronautical study for alert area or CFA proposals.
c. Impact on public use and charted private
b. The service area office must task affected FAA airports (airports with FAA Form 5010 on file).
ATC facilities to conduct, or provide input to the
aeronautical study. When applicable, coordinate with 1. Number and types of aircraft based.
adjacent regional/service area offices for additional
input. FAA ATC facilities must submit the com- 2. Amount of operations.
pleted study to the service area office. When input to 3. The proposal’s affects on airport access,
the study from a military ATC facility is needed, the capacity, and operations.
service area office must submit a request to the
appropriate regional military representative. d. Impact on IFR En Route Operations.

c. For temporary airspace actions that are 1. Overall effect on IFR traffic flow.
recurring, such as periodic military exercises, a 2. Existing airway/Jet Route structure/GPS
previous study may be used provided it has been routes.
reviewed for currency and updated as necessary.
3. Average daily traffic count on affected
d. The service area office will review the study airway/route.
to determine if there are any aeronautical impacts to
be considered or resolved. The service area office will 4. Feasibility of airway/route realignment to
supplement the study as needed to include regional/ accommodate the proposed SUA.
service area office perspective, cumulative effect
5. Direct IFR routings.
analysis, etc. Coordinate the study findings with the
proponent to explore possible options to reduce e. Impact on VFR Operations, Routes, and
aeronautical impact. Flyways. Consider the effect on VFR operations,
charted routes and known, but uncharted, high−
e. A copy of the study must be included with
volume routes or flyways.
the SUA proposal package submitted to FAA
Headquarters. NOTE−
Although VFR pilots are not denied access to MOAs, the
potential for aeronautical impact due to VFR pilots
21−6−3. CONTENT OF STUDY electing to deviate around the MOA when active should be
evaluated when processing a MOA proposal. Consider the
The service area office may specify the content and proposed MOA’s size and location, and the extent of
format of the study based on the type and extent of current non−participating VFR operations in the affected
the SUA proposal. Suggested items include: airspace.

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f. Impact on other pending proposals. Consider h. Associated ATCAA. If it is known that an

known airport development plans, resectorization, ATCAA will be requested in conjunction with the
other airspace or airway/route proposals, or proposed SUA, determine if use of the ATCAA
instrument procedures, currently being processed or would result in any additional aeronautical impact
on file. that should be considered.
g. Cumulative Aeronautical Impact Assessment.
Establishment of the proposed airspace may have i. Alternatives. When adverse aeronautical im-
broader effects beyond the immediate vicinity of the pacts are identified consider measures or alternatives
proposed airspace. Consider the overall impact of the that could mitigate or lessen the impact.
proposal on aviation operations when combined
with: j. ATC Facility Assessment. The ATC facility’s
assessment of a proposal’s impact on aeronautical
1. Existing adjacent airspace such as Class B
and facility operations, and the facility’s concurrence
or C areas, or other SUA.
or nonconcurrence with the proposal.
2. Existing geographical features such as
large bodies of water, mountainous terrain, or k. ATC services. Indicate whether the controlling
obstructions that could influence the flight paths of agency plans to provide real−time SUA status
nonparticipating aircraft or affect the availability information, allow transitions through the area by
of nonparticipating aircraft to circumnavigate the nonparticipating aircraft, or provide traffic advisories
proposed SUA. to nonparticipating pilots requesting such services. If
3. Aviation safety issues, compression of air the controlling agency agrees to advertise such
traffic, etc. service, provide facility identification and a VHF
frequency to be depicted on aeronautical charts.
NOTE−
If the proposed SUA will contain aircraft operations, also
consider the impact of routes to be used by the l. Recommendations. Provide a recommendation
participating aircraft to enter/exit the SUA area. for FAA action on the proposal.

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Section 7. Restricted Area and MOA Annual

Utilization Reports

21−7−1. PURPOSE 21−7−3. SUPPLEMENTARY REPORTS

Annual utilization reports provide the FAA with The service area office may request the using agency
information regarding the times and altitudes used, to submit a supplementary report if it determines that
and the types of activities conducted in restricted additional information is needed to evaluate the use
areas and MOAs. These reports assist the FAA in its of a restricted area or MOA. Requests will be
management of the SUA program. submitted through the appropriate regional military
representative. Using agencies should provide the
requested information within 60 days of receiving
21−7−2. REPORTING REQUIREMENTS the request.

a. Using agencies are required to submit annual 21−7−4. UTILIZATION REPORT TERMS
reports to the FAA detailing the use of all assigned
restricted areas and/or MOAs. Actual utilization data Terms as used in Restricted Area and MOA Annual
are required. See FIG 21−7−1 for report format. Utilization Reports are defined as follows:
Instructions for preparing the report are contained a. ATCAA. Airspace assigned by ATC to
in FIG 21−7−2. segregate air traffic between the specified activities
being conducted within the assigned airspace and
b. Reports must cover each fiscal year period other IFR traffic.
(October 1 through September 30). If the area was
assigned to the using agency for only part of the fiscal b. Activated. The time−period during which the
year, report the utilization for that partial period. controlling agency has returned the restricted area
or MOA to the using agency; regardless of whether
c. For areas that are subdivided by legal any activity is actually occurring.
description, a separate report is required for each
c. Controlling Agency. The designated ATC
officially designated sub−area published in FAA
facility having jurisdiction over the SUA airspace
Order JO 7400.10, Special Use Airspace.
when it is not in use by the using agency. Also, the
d. Do not include classified information in the facility that authorizes transit through, or flight
report. within, special use airspace, in accordance with
joint−use procedures contained in a letter of
e. Submit reports by January 31 following the end agreement.
of each fiscal year, to the office of the service area
d. Joint Use. A term applied to SUA which is
office director having jurisdiction over the airspace
released to the controlling agency for public access
being reported.
during periods when the airspace is not needed by
f. Military using agencies must submit reports to the using agency. It also means airspace wherein
the FAA through the appropriate regional military access may be granted to non−participating aircraft
representative. The military representative will subject to the joint−use procedures specified in a
ensure that an information copy of each report is sent letter of agreement between the controlling and using
to the Director of Mission Support, Policy, Federal agencies.
Aviation Administration, 800 Independence Avenue, e. Nonparticipating aircraft. An aircraft, civil or
SW, Washington, DC 20591. military, which is not a part of the activities being
g. Non−military using agencies must submit conducted within a SUA area.
reports directly to the FAA service area office f. Scheduled. The using agency’s planned time
director. The service area office will send an period(s) of intended use of a SUA area as submitted
information copy of nonmilitary reports to Rules and in advance to the controlling agency (for military
Regulations Group. using agencies, see the scheduling requirements

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contained in FAA Order JO 7610.4, Chapter 9, (b) Hours scheduled as a percentage of hours
Military Operations Requirements). published in the area’s legal description.
g. Using agency − The organization, unit, or (c) Hours activated as a percentage of hours
military command that the SUA was established; and scheduled.
the agency responsible for compilation and submis-
(d) Days actually utilized as a percentage of
sion of Restricted Area/MOA Annual Utilization
days activated.
Reports.
h. Utilized − Amount of time (hours or days) that 4. Joint Use Information. Is the airspace being
activities were actually conducted in the SUA area made available for joint use (if applicable)?
(for example, when participating aircraft were 5. Remarks. Consider any mitigating factors
operating, or other designated activities were that explain or clarify reported data. Are any other
conducted, in the airspace). issues identified that require further action?
b. If additional information is needed to complete
21−7−5. REVIEW REQUIREMENT the utilization report review, request the user to
a. The service area office must perform a thorough submit a supplementary report as described in
review of all annual utilization reports for restricted paragraph 21−7−3.
areas and MOAs within its jurisdiction. At a c. As required, initiate discussions to resolve
minimum, the following utilization report items issues or forward recommendations for corrective
should be analyzed: action, to the regional military representative or
1. Activities. Are the reported activities appro- responsible official for nonmilitary SUA.
priate for the airspace type and designated purpose? d. Refer to Section 8 of this chapter for
2. Altitudes. Do the reported activities and additional information regarding SUA review pro-
altitudes reflect a requirement for the altitudes cedures and utilization standards.
published in the area’s legal description?
3. Utilization Data. Consider whether actual use 21−7−6. REVIEW SUMMARY
supports the published parameters, or if discussions
The service area office must prepare a summary of the
should be held with the user to determine if an
results of its annual utilization report review. The
airspace amendment action is appropriate. Calculate
summary should document the findings, recom-
the following percentages for reference in comparing
mendations, and actions taken, as appropriate.
the published parameters of the area with its reported
Submit review summaries to Rules and Regulations
actual utilization.
Group by March 31 of each year. It is not necessary
(a) Hours actually utilized as a percentage to submit copies of the actual utilization reports with
of hours activated. the summary.

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FIG 21−7−1
RESTRICTED AREA AND MILITARY OPERATIONS AREA
ANNUAL UTILIZATION REPORT
(RCS: 1412−DOT−AN)

1. Restricted area number or MOA name:

2. Reporting period dates:
3. Reporting Unit Name and Phone:
4. Associated ATCAA:
(a) ATCAA Name:
(b) ATCAA Altitudes:
5. Aircraft Activities:
(a) Aircraft types:
(b) Types of activities conducted:
(c) Altitude/flight levels used for each type of activity:
(d) Supersonic flight:
(1) Area used for supersonic:
(2) Altitudes/flight levels:
6. Artillery/Mortar/Missile Activities (Restricted Area only):
(a) Type activities:
(b) Maximum altitude used for each activity:
7. Other activities not reported in 5 or 6 above:
(a) Type activity:
(b) Maximum altitude used for each activity:
8. Utilization information:
(a) Total number of aircraft sorties:
(b) Total number of days the area was:
(1) Scheduled for use:
(2) Activated:
(3) Actually utilized:
(c) Total number of hours the area was:
(1) Scheduled for use:
(2) Activated:
(3) Actually utilized:
9. Joint use information:
(a) Total number of hours the area was returned to the controlling agency:
(b) Letter of agreement provisions:
10. New chart Submitted/No Change:
11. Remarks:

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FIG 21−7−2
INSTRUCTIONS FOR PREPARING RESTRICTED AREA AND MOA
ANNUAL UTILIZATION REPORTS
GENERAL: Restricted Area and MOA annual utilization reports provide information needed by FAA airspace
managers to confirm airspace requirements and evaluate the efficiency of airspace utilization. It is essential that
this report document actual utilization of the airspace as completely and as accurately as possible. The following
format is used to report both restricted area and MOA utilization. If an item does not apply, enter “N/A” for that
item. A “Remarks” section is provided to document additional pertinent information. Do not include classified
information in this report. Refer to FAAO JO 7400.2, Procedures for Handling Airspace Matters, for definitions
of terms used in this report, and for additional reporting and submission instructions.
REPORT FORMAT:
1. Restricted area number or MOA name: State the Restricted Area number or MOA name. Report only one
area per form. For areas that are officially subdivided by legal description (See FAAO JO 7400.10), prepare a
separate report for each subdivision.
2. Reporting Period Dates: Enter the fiscal year dates (1 Oct [enter applicable fiscal year] to 30 Sept [enter
applicable fiscal year]), or period covered if other than a full fiscal year.
3. Reporting Unit: Provide name of organization preparing the report and DSN, commercial and FAX numbers
(as available).
4. Associated ATCAA:
(a) ATCAA Name: Name(s) of ATCAA established for use in conjunction with the area being reported in Item
1. Enter “None” if no ATCAA established.
(b) ATCAA Altitudes: State the ATCAA altitudes available.
5. Aircraft Activities:
(a) Aircraft types: List the specific types of aircraft, which used the area during the reporting period (e.g., F−15,
B−1, etc.). Include ROA activities in this section.
(b) Types of activities conducted: List each specific type of activity conducted. Do not use general terms such
as “air operations,” etc.
(c) Altitudes/flight levels used for each type activity: State the highest altitude/flight level used for each
activity listed in 5.(b), above.
(d) Supersonic flight:
(1) Area used for supersonic: Indicate yes/no.
(2) Altitudes/Flight levels: State altitudes/flight levels used for supersonic flight.
6. Artillery/Mortar/Missile Activities (Restricted Areas only):
(a) Type of activities: Indicate type(s) of weapon(s) fired.
(b) Maximum altitude used for each activity: State the highest altitude used for each activity/weapon.
7. Other activities not reported in 5 or 6 above:
(a) Type activity: List any other activities conducted in the area, but not already covered in other sections of
the report.
(b) Maximum altitude for each activity: State highest altitude used for each type activity.
8. Utilization information:
(a) Total number of aircraft sorties: Enter the total number of aircraft sorties that utilized the area during the
reporting period.

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(b) Total number of DAYS the area was: Count a “day” as being scheduled, activated, or utilized, regardless
of the amount of time involved on that particular day. The intent of this item is to document the number of
different days during the year that the area was needed in order to accomplish the mission, whether it was needed
for only 10 minutes or a full 24 hours.
(1) Scheduled for use:
(2) Activated:
(3) Actually utilized:
(c) Total number of HOURS area was:
(1) Scheduled for use: Hours the area was activated by NOTAM may be included in this item.
(2) Activated:
(3) Actually utilized: When computing “actually utilized” time, do not provide a cumulative total of individual
aircraft hours flown in the area. Hours reported cannot exceed the area’s total available published hours.
9. Joint use information:
(a) Total number of hours the area was returned to the controlling agency: To compute this figure, subtract
the hours reported in 8(c)(2) from 8760 hours (use 8784 hours for “leap year” reporting).
(b) Letter of agreement provisions: Note whether the letter of agreement between the controlling agency and
the using agency includes any joint−use provisions which permit the controlling agency to route nonparticipating
aircraft through the airspace.
10. New chart Submitted/No Change: Attach a chart of the area depicting, as applicable, aircraft operating
areas, flight patterns, ordnance delivery areas, surface firing points, and target, fan, and impact areas. After once
submitting an appropriate chart, annual charts are not required unless there is a change in the area, activity, or
altitudes used, which would alter the depiction of the activities originally reported. If no change is to be
submitted, indicate “No change.”
11. Remarks: Include any other information that should be considered by airspace reviewers. Explain reasons
for apparent low utilization rates or large differences between “scheduled,” “activated,” and/or “utilized” data
(e.g., extensive weather or maintenance cancellations and delays, unit deployments, etc.); or note recurring
airspace denials or restrictions on use of the area imposed by the controlling agency.

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Section 8. SUA Review and Analysis

21−8−1. GENERAL coordination and research to augment these reports

or to compile specific information about SUA
Under Title 49 U.S.C. 40101 the FAA is charged with
areas that are not covered by the annual reporting
ensuring the safe and efficient use of the nation’s
requirement. Coordination with controlling agen-
airspace. In carrying out this responsibility, the
cies may be necessary to obtain detailed information
FAA must periodically review existing SUA and
regarding real−time use and area scheduling
take appropriate airspace amendment action, if
practices, or to identify airspace operational
warranted, based on the findings of its review. The
problems. The Special Use Airspace Management
following paragraphs set forth SUA review policy
System (SAMS) will provide a more centralized and
and provide suggested analysis techniques for use by
comprehensive source of SUA data for review
regional and headquarters airspace personnel.
purposes. As it becomes available, SAMS data
should be incorporated into the review process.
21−8−2. POLICY Additional sources of SUA information include:
a. The service area office must conduct an annual a. Controlling agency or using agency input.
review of restricted areas, MOAs, and warning areas
b. Regional/service area office SUA onsite
under its jurisdiction. CFAs and Alert Areas may be
review team reports.
reviewed as deemed necessary by the service area
office. The purpose of the annual review is to: c. FAA Air Traffic Representative (ATREP)
reports.
1. Confirm that the user has a continuing
requirement for the airspace. d. SUA Letters of Agreement.
2. Determine if the airspace is being used for its e. User meeting feedback.
designated purpose. f. Routine use of restrictions imposed by the
3. Determine if actual use supports the controlling agency on the activation of SUA, or
designated dimensions and times of use. frequent denials of using agency activation requests.
4. Determine if joint−use airspace is being g. Recurring ATC problems, spill outs, or NMAC
released to the controlling agency when not needed reports associated with the SUA being reviewed.
for its designated purpose.
21−8−4. UTILIZATION STANDARDS
5. Determine if any adjustments should be
considered to enhance the efficient use or manage- a. The General Accounting Office (GAO) recom-
ment of the airspace. mended that the FAA establish standards to be used
to measure the effectiveness of SUA utilization, and
b. When the review indicates that airspace to serve as a starting point for regional/service area
amendment or other corrective action should be office discussions with the user about the possible
considered, the service area office must discuss the need for an airspace amendment or revocation action.
findings with the respective regional military In fulfillment of the GAO recommendation, this
representative, or responsible official for non−milit- paragraph presents a limited, basic standard to be
ary SUA, and determine an appropriate course considered when reviewing SUA utilization data. It
of action. applies primarily to the review of restricted area and
MOA annual utilization reports, but may be used to
21−8−3. SOURCES OF INFORMATION evaluate other SUA areas where sufficient utilization
data is available.
There are a variety of sources of information pertinent
to SUA utilization. Using agencies are required to b. Reviewers are cautioned that many factors
submit annual reports on restricted areas and MOA affecting SUA use cannot be quantified. Therefore,
utilization as described in Section 7 of this chapter. it is impractical to develop an all−encompassing
Additional information may be obtained through standard that would fully measure SUA effective-

SUA Review and Analysis 21−8−1

JO 7400.2M 2/28/19

ness. A thorough evaluation of SUA will require a c. Times of Use. Compare scheduled, activated,
combination of utilization data analysis, plus a and actual utilized data. Low usage rates do not
subjective review of each area with consideration necessarily indicate a need to revoke or amend
given to any unique circumstances. airspace. Consideration must be given to the
designated purpose of the area and whether
c. The following standard may be applied in limitations were imposed on its use as a condition
reviewing SUA utilization data: for the original establishment of the SUA. SUA may
1. Activities. The activities conducted must be be established to accommodate less frequent
appropriate for the type and designated purpose of activities such as certain research, test, and
the SUA. development profiles. Determining the continued
requirement for, or validity of, such areas will
2. Times of Use. Hours actually utilized should require discussions with the user and cannot be
equal at least 75 percent of the hours the area was determined strictly based on utilization times.
activated, discounted for weather cancellations and Additionally, low or infrequent use may result from
delays, or loss of use for reasons beyond the using factors beyond the using agency’s control, such as
agency’s control (as documented in the utilization adverse weather, unit deployments, maintenance
report Remarks section). delays, ATC−imposed restrictions, etc.
3. Designated Altitudes. Activities conducted/ 1. Compare time actually utilized to time
altitudes used indicate a need for retaining the activated. This is the most important factor in
published altitude structure of the SUA area. analyzing SUA utilization. Significant disparity
between the time activated and actually utilized
may indicate inefficient airspace use and the need
21−8−5. SUA REVIEW GUIDE to improve real−time use procedures so that the
airspace is released to the controlling agency for
This paragraph may be used as a framework for
joint use when not needed by the user for its
conducting a review of SUA. It applies primarily to
designated purpose. Determine whether the pub-
the review of restricted areas and MOAs for which
lished times of use are valid or should be amended to
annual reports are submitted. However, it may also be
match current mission requirements. If actual
used for reviewing warning areas when sufficient
utilization is less than 75 percent of the time
utilization data are available. This should not be
activated, coordinate with the regional military
considered an all−inclusive list. Reviewers may
representative to determine the reason and whether
modify the factors to be examined or the extent of the
corrective action is required. If information is
review based on the availability of information or to
available, the impact of weather and/or ATC delays
fit the specific area/situation under review. The
on the actual utilization of the area should be
following items should be evaluated:
considered when evaluating this item.
a. Activities. Are the activities conducted appro- 2. Compare scheduled use to published times of
priate for the type and purpose of the SUA area? If use. If scheduled use is significantly less than or
inappropriate activities are conducted, notify the greater than (e.g., by use of NOTAMs) the published
military representative, or responsible official, that times, discussions should be held with the user to
the activity must be terminated in that SUA area or an determine if the published times should be amended
airspace proposal must be submitted to establish the to reflect current mission requirements.
proper category of SUA to accommodate the activity.
3. Compare scheduled time to activated time. Is
b. Altitudes. Does the actual use of altitudes the amount of time the area is being activated
support those specified in the descriptions? Are there consistent with the amount of scheduled use? A
less frequently used portions that could be subdivided significant difference between these times may
as separate areas to enhance real−time joint use of indicate a need to discuss real−time use or revalidate
the airspace? Are any portions of the vertical published times of use with the user. Consideration
dimensions no longer required for the mission? If the should be given to the effects of weather or
answers indicate a need for change, action should be maintenance cancellations, or other factors limiting
initiated to amend the description. the using agency’s use of the area.

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4. NOTAM Activation. If a NOTAM provision 2. Are real−time activation/deactivation pro-

is included in the SUA legal description, and cedures specified and used?
activation by NOTAM is extensive or routine,
f. Area Scheduling. Does the using agency
consider whether it would be advantageous to
schedule the area in accordance with FAA Order
increase the published times of use to include the
JO 7610.4, Special Operations, requirements?
routine NOTAM period. This action may better
inform the flying public of expected area usage g. Aeronautical Charts and Publications. Check
periods, and reduce NOTAM system workload. the accuracy of SUA information shown on
aeronautical charts and contained in applicable
5. Intermittent Time of Use. If regular use of the
publications. Submit required corrections to Rules
area occurs during a set time period daily, or if use has
and Regulations Group for processing.
become other than sporadic, consider whether
specific times of use should be published to better h. Other Issues. Determine if there are any other
inform the flying public of expected area usage issues that require further investigation, such as:
periods and reflect current mission requirements. 1. Adverse impact on NAS operations.
d. Non−utilization of SUA. A using agency is 2. Recurring spill outs.
required to explain in the remarks section of its
annual utilization report why it did not use the SUA 3. Frequent instances of limitations on the use
area during an entire reporting period. If no such or activation of the SUA by the controlling agency.
explanation is provided, request that the military
representative or using agency provide the reasons 21−8−6. SUA REVIEW FOLLOW UP
and the using agency’s plans for future use of the ACTION
airspace.
The service area office’s annual SUA review forms
1. If the user responds that the SUA is no longer the basis for further discussions with user
required, initiate action to revoke the airspace. representatives to resolve any discrepancies noted or
other issues that were identified. Results of the
2. If the user validates a continuing need for the
review should be documented and maintained on file
airspace, coordinate with the user to determine if the
in accordance with current administrative guidance.
area’s dimensions and/or times of use remain valid or
Regional/service area office follow up actions are
should be amended to reflect current requirements.
dependent on the results of the review as follows:
3. If the airspace remains unused for a second
a. If it is determined that the existing SUA
consecutive fiscal year period, inform the military
parameters (times, altitudes, boundaries) are valid,
representative of the FAA’s intent to revoke the area
no further action is required other than documenta-
unless additional justification for retaining the
tion of the review results.
airspace is submitted.
b. If any SUA parameters are found to exceed the
e. Joint−use and Real−time Use Procedures.
user’s requirements or if it is determined that the SUA
Evaluate the effectiveness of joint−use procedures
does not accommodate the user’s current mission
and real−time activation/deactivation procedures (if
requirements, then the service area office should
applicable). Obtain input from the controlling agency
discuss the finding with the military representative/
as needed.
using agency official. When appropriate, the service
1. Are procedures for timely release of joint−use area office should request the user to submit an
airspace contained in a letter of agreement? airspace proposal to amend the SUA description.

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Section 9. SUA Review Teams

21−9−1. PURPOSE 3. Coordinate visits to military SUA sites

through the appropriate regional military representat-
a. A SUA Review Team is one option available to
ive.
the service area office director for conducting the
annual SUA review detailed in paragraph 21−8−2. 4. Determine if an informal airspace meeting
should be held to allow users and other interested
b. When this option is selected, the SUA Review parties an opportunity to present comments and offer
Team must: recommendations. If a meeting is planned, follow
1. Evaluate the need for, or obtain additional the informal airspace meeting procedures in
information regarding a specific SUA proposal; or Chapter 2 of this order.
2. Develop recommendations for the reten- c. The team must examine:
tion, modification, or revocation of the SUA airspace 1. The actual hours, altitudes, and geographical
based on actual utilization or a change in user area used, the types of activities conducted, and the
requirements. impact on other users.
c. A team established for this type of review must 2. Review the effectiveness of procedures for
be dissolved upon completion of its overall conduct real−time, joint−use of the airspace, and identify
of the review. problem areas or aeronautical impacts.
3. Draft recommendations to resolve prob-
21−9−2. TEAM COMPOSITION lems, improve the efficient use of airspace, and/or
Review teams must be composed of at least two FAA enhance the service to the using agency.
members plus the regional military representative.
The team membership must be based on the 21−9−4. TEAM REPORT
requirements and purpose of the review. Members
a. A report must be prepared to document the
may be selected from the reviewing region/service
results of the review. The report contents should
area office, another service area office, concerned
include at a minimum:
ATC facilities, or other FAA Headquarters (for
example, Strategic Operations Security or Safety 1. Copies of notification memoranda.
Evaluations representative), regional, or field of- 2. A team member list.
fices, as required (for example, Flight Standards or
FPT). 3. An Executive Summary.
4. A description and chart of the SUA reviewed.
21−9−3. RESPONSIBILITIES 5. Team Observations and Recommendations.
a. When the service area office director determ- 6. An informal airspace meeting summary and
ines that there is a need for a team to review a SUA, copies of written comments submitted at the meeting
the service area office director must designate a team (if applicable).
chairperson who will be responsible for the overall
conduct of the review. 7. Supporting documents or source information
(if applicable).
b. The team chairperson must:
(a) SUA utilization data.
1. Prepare an agenda and pre−brief team
members on the purpose and procedures for the (b) Letters of Agreement.
review. (c) Other pertinent documents.
2. Begin coordination sufficiently in advance to b. Within 60 days after completion of the review,
provide local officials with adequate time to prepare the report must be forwarded through the service area
the required information. office director to the regional military representative,

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or responsible official for nonmilitary SUA. A copy b. If the user does not agree with the stipulated
of the report must be sent to Rules and Regulations recommendations, the service area office must
Group and concerned ATC facilities. coordinate with the appropriate representative to
resolve any issue(s). If agreement cannot be
21−9−5. FOLLOW UP ACTION reached, the service area office must forward its
recommendation, along with an explanation of
a. The regional military representative, or re- the user’s position, to Rules and Regulations Group
sponsible official for non−military SUA, should for further action. A copy of the region’s/service area
respond to the report in writing within 60 days of office’s recommendation must be provided to the
receipt. If the user concurs with the team’s appropriate user representative.
observations and recommendations, the service area
office must coordinate with the user representative to c. The service area office will monitor the status of
initiate any required airspace action or other open items until all required actions have been
recommendations. addressed.

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Chapter 22. Prohibited Areas

Section 1. General

22−1−1. DEFINITION and the two−letter state abbreviation (for example,

“P−47, Amarillo, TX”). Identification numbers are
A prohibited area is airspace established under
assigned by Rules and Regulations Group.
14 CFR part 73 provisions, within which no person
may operate an aircraft without permission of the
using agency. 22−1−4. DESCRIPTION

22−1−2. PURPOSE Prohibited areas normally extend from the surface

upward to a specified altitude, with a “continuous”
Prohibited areas are established when necessary to time of designation
prohibit flight over an area on the surface in the
interest of national security and welfare.
22−1−5. WAIVERS/AUTHORIZATION
22−1−3. IDENTIFICATION
No person may conduct operations within a
Identify prohibited areas with the prefix letter “P” prohibited area except under a certificate of waiver
followed by a dash, a two−digit number, location, issued by the Administrator.

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Section 2. Processing

22−2−1. SUBMISSION OF PROPOSALS 22−2−2. REGIONAL/SERVICE AREA

a. Submit prohibited area proposals to the service OFFICE ACTIONS
area office for processing in accordance with the After completing the requirements of Chapter 21,
requirements in Chapter 21 of this order. Although prohibited area proposals must be forwarded to Rules
specifying a minimum processing time is impractic- and Regulations Group for final determination.
al, at least 6 months would be needed for a routine,
non−controversial proposal.
b. The restrictions imposed by a prohibited area
may be highly controversial and require in−depth
study as well as strong justification.

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Chapter 23. Restricted Areas

Section 1. General

23−1−1. DEFINITION 23−1−5. JOINT USE

A restricted area is airspace established under 14 CFR a. Restricted areas are established for joint use
Part 73 provisions, within which the flight of aircraft, by assigning an ATC facility as the controlling
while not wholly prohibited, is subject to restriction. agency, and by executing a joint use letter of
procedure between the controlling and using
agencies. The letter of procedure provides for the
23−1−2. PURPOSE
operation of nonparticipating IFR and/or VFR
Restricted areas are established when determined aircraft within the area. Flight within the restricted
necessary to confine or segregate activities con- area is controlled by the using agency except when
sidered hazardous to nonparticipating aircraft. the area has been released to the controlling agency.
During such periods, the controlling agency may
23−1−3. IDENTIFICATION permit nonparticipating aircraft operations in the
restricted area.
Identify restricted areas with the letter “R” prefix b. Prepare letters of procedure in accordance
followed by a dash, a four−digit number, a location, with FAA Order JO 7210.3, Facility Operation and
and the two−letter state abbreviation (for example, Administration. The format of the letter may be
R−2309, Yuma, AZ). A letter suffix is used to indicate modified as needed based on local requirements. The
area subdivisions. Rules and Regulations Group joint−use letter must include procedures for the
assigns identification numbers. timely activation, release, or recall of the airspace.
The letter may also specify conditions and procedures
23−1−4. RESTRICTED AREA FLOOR whereby the controlling agency may route traffic
through the area while in use, if approved separation
a. The restricted area floor may be established to
can be maintained between nonparticipating aircraft
the surface only when the using agency owns, leases,
and the user’s activities.
or by agreement, controls the underlying surface.
c. The service area office must be the approval
NOTE−
Existing restricted areas established from the surface
authority for joint−use letters of procedure. This
before December 1, 1967, are exempt from the “own, authority may be delegated to a FAA ATC facility
lease, or control” requirement. This remains valid until designated as the controlling agency.
amendment action is taken which would expand the d. Requirements for coordination and communic-
boundaries, altitudes, or times of use, or changes the ations between the controlling and using agencies
designated purpose of the area. Nevertheless, using concerning the activation and release of joint−use
agencies of such restricted areas are encouraged to
restricted areas must be outlined in the letter of
acquire sufficient control of the property to prevent
possible disruption of that agency’s activities. procedure. A record must be made of all such
communications. These records must be retained in
b. Provisions must be made for aerial access to accordance with FAA Order JO 7210.3, Facility
private and public use land beneath the restricted Operation and Administration.
area, and to accommodate instrument arrivals/depar-
tures at affected airports with minimum delay. 23−1−6. TEMPORARY RESTRICTED
c. The restricted area must exclude the airspace AREAS
1,500 feet AGL and below within a 3 NM radius of a. Temporary restricted areas may be desig-
airports available for public use. This exclusion may nated when necessary to accommodate hazardous
be increased if necessary based on unique activities associated with military exercises, test
circumstances. programs, etc.

General 23−1−1
JO 7400.2M 2/28/19

b. Proponents must be encouraged to seek c. The duration of a temporary restricted area

permission from using agencies to conduct their must be specified in the NPRM/Final Rule.
activities within existing permanent restricted
areas before submitting a request for designation of
a temporary restricted area.

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Section 2. Processing

23−2−1. SUBMISSION OF PROPOSALS 23−2−2. TEMPORARY RESTRICTED AREA

PROPOSALS
Submit restricted area proposals to the service area
office at least 10 months prior to the desired effective
date. The following schedule is an estimate of the a. Temporary restricted areas are subject to the
minimum time needed to process proposals that same rulemaking processing (for example, NPRM
require only routine coordination. and final rule) and environmental analysis require-
NOTE−
ments as permanent areas. However, since temporary
Proposals that are complex, controversial, or require restricted area effective dates are determined by the
extensive environmental analysis could need up to 24 exercise or mission requirements rather than the
months or more additional processing time beyond that standard 56−day en route chart cycle, a shorter
shown in TBL 23−2−1. overall processing time is the norm.
TBL 23−2−1
b. The FAA will attempt to accommodate
changes in temporary restricted area requirements.
Calendar Action
Nonetheless, exercise planners should be aware that
Days
the Administrative Procedure Act requires public
D Proposal received by FAA regional/ notice of the proposal and publication of the final rule
service area office. at least 30 days before the airspace effective date.
D+30 Proposal reviewed by region/ser- Moreover, these requirements may not permit late
vice area office; aeronautical study changes to the airspace proposed in the NPRM
initiated. Proposal sent to Rules without causing a delay in the planned exercise start
and Regulations Group to begin date. Significant changes to the proposal after the
Rulemaking Process. NPRM is published could necessitate an additional
D+95 Proposal reviewed by Rules and public comment period, further study of the
Regulations Group. aeronautical impact, and/or supplemental environ-
mental analysis. Therefore, early planning, careful
D+105 NPRM published in Federal Re- ground site selection, and close coordination
gister; Public comments directed to between concerned parties throughout the entire
appropriate region. planning process are essential. In selecting the
D+150 Public comment period ends. ground site, specific attention must be given to the
D+180 Comments reviewed by the region/ impact of the proposed temporary restricted area on
service area office, and recom- existing aeronautical operations near the site. In any
mendations sent to Rules and Reg- case, no change should be made within 45 days of the
ulations Group. exercise start date unless:
D+240 Headquarters review of proposal,
comments, and regional/service 1. It is absolutely essential to the safety and
area office recommendations. Final successful conduct of the exercise; or
determination; Rule prepared and
submitted to Federal Register. 2. To reduce the amount of airspace to be
D+250 Rule published in Federal Register restricted.
(at least 30 days prior to effective
date). NOTE−
For processing times, see TBL 23−2−2. See FAA Order
D+250−306 Within this time frame; AeroNav JO 7610.4, Chapter 2, Exercise Planning, for additional
cutoff date, and Rule effective date. details.

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TBL 23−2−2

Calendar Action
Days
D Proposal received by FAA regional/
service area office.
D+30 Proposal reviewed by region/service
area office and submitted to Rules
and Regulations Group; aeronautical
study initiated as required.
D+95 Proposal received by Rules and Reg-
ulations Group, AeroNav coordina-
tion; NPRM sent to Federal Register.
Comments directed to appropriate
regional/service area office.
D+105 NPRM published in Federal Re-
gister.
D+150 Public comment period ends.
D+180 Comments reviewed by region/ser-
vice area office; recommendation
sent to Rules and Regulations
Group.
D+240 Rules and Regulations Group review
of proposal, comments, and regional/
service area office recommendation.
Final determination. Rule prepared
and sent to Federal Register. Graphic
Notice sent to NOTAM Publication.
D+250 Rule published in Federal Register
(at least 30 days prior to effective
date).

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Chapter 24. Warning Areas

Section 1. General

24−1−1. DEFINITION location; and the two−letter state abbreviation (for

example, W−291, San Diego, CA). A letter suffix is
A warning area is airspace of defined dimensions, used to indicate subdivisions. Identification numbers
(extending from 3 NM outward from the coast of the are assigned by Rules and Regulations Group.
United States), designated to contain activity that
may be hazardous to nonparticipating aircraft.
24−1−4. JOINT USE

24−1−2. PURPOSE Warning areas may be considered for joint use if the
area can be released to the FAA during periods when
The purpose of a warning area is to warn it is not required for its designated purpose, and
nonparticipating pilots of the potential danger from provided the warning area is located in airspace
activities being conducted. A warning area may be wherein the FAA exercises ATC authority under
located over domestic waters, international waters, ICAO agreements. When designating a warning area
or both. for joint use, a letter of agreement must be executed
between the controlling and using agencies to define
24−1−3. IDENTIFICATION the conditions and procedures under which the
controlling agency may authorize nonparticipating
Identify warning areas with the letter “W” prefix aircraft to transit, or operate within the area. Apply
followed by a dash; a two− or three−digit number; a the provisions of paragraph 23−1−5, as appropriate.

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Section 2. Processing

24−2−1. SUBMISSION OF PROPOSALS TBL 24−2−1

Submit warning area proposals to the service area

office at least 7 months prior to the desired effective Calendar Action
date. The following schedule is an estimate of the Days
minimum time needed to process proposals that D Proposal received by FAA regional/
require only routine coordination. service area office.
NOTE− D+30 Proposal reviewed by region/service
Proposals that are complex or controversial could require area office; aeronautical study initi-
significantly longer processing time than that shown in ated, as required Nonrule circular
TBL 24−2−1. published.
D+75 Public comment period ends. Aero-
24−2−2. EXECUTIVE ORDER 10854
nautical study due.
COORDINATION
D+105 Comments reviewed by region/ser-
In accordance with Executive Order 10854, all vice area office; recommendation
warning area proposals must be coordinated with the sent to Rules and Regulations
Departments of State and Defense. This coordination Group.
will be accomplished by Rules and Regulations
Group. D+150 Executive Order 10854, AeroNav
coordination, and final determination
by Rules and Regulations Group.
D+160 AeroNav cutoff date. Warning area
published in NFDD (on or before
cutoff date for next available chart-
ing date).
D+240 Warning area effective date.

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Chapter 25. Military Operations Areas

Section 1. General

25−1−1. DEFINITION airport, coordination should be effected with the

airport operator to determine whether there would
A military operations area (MOA) is airspace be any conflict between the MOA activity and
designated outside of Class A airspace, to separate or airport operations.
segregate certain nonhazardous military activities
from IFR traffic and to identify for VFR traffic
where these activities are conducted. 25−1−5. LOCATION
MOAs should be located to create minimum adverse
25−1−2. PURPOSE impact on nonparticipating aircraft operations.
MOAs must not be established offshore beyond the
MOAs are designated to contain nonhazardous, United States 12 NM territorial limit. To the extent
military flight activities including, but not limited possible, locate MOAs:
to, air combat maneuvers, air intercepts, low altitude
a. Within 100 miles of the user’s base of flight
tactics, etc.
origin.
b. Outside terminal area airspace, Federal air-
25−1−3. IDENTIFICATION
ways, charted terminal VFR routes, and known high
Identify a MOA by a name followed by the acronym volume VFR flyways.
MOA and the two−letter state abbreviation (for c. Within radar and communications coverage
example, Dome MOA, AZ). MOA subdivisions may of an ATC facility or MRU.
be identified by a suffix consisting of a number, letter,
cardinal point, or the terms “High” or “Low,” (for NOTE−
Do not designate MOAs to overlap existing, charted
example, Moody 1; Gamecock B; Tiger North;
Terminal Area VFR Routes, or charted VFR Flyways (See
Smoky High). Either the proponent or the service FAA Order JO 7210.3, Chapter 12, National Programs ).
area office selects MOA names.
NOTE− 25−1−6. JOINT USE
Select an easily understood word. Lengthy or composite
names are cumbersome and tend to be confusing when a. In effect, MOAs are always joint use in that
communicating and in charting. VFR aircraft are not denied access, and IFR aircraft
may be routed through the airspace, by agreement
between controlling and using agencies, when
25−1−4. MOA FLOOR
approved separation can be provided from the MOA
MOAs may extend below 1,200 feet AGL if a activity.
mission requirement exists and there is minimal b. Procedures for access to the airspace by
adverse aeronautical effect. Provisions must be nonparticipating IFR traffic must be specified in a
made to enable aerial access to private and public letter of agreement between the controlling and
use land beneath the area, and for terminal VFR and using agencies.
IFR flight operations. Provisions must also be made
to accommodate instrument arrivals/departures at
25−1−7. TEMPORARY MOAs
affected airports with minimum delay. The MOA
must exclude the airspace 1,500 feet AGL and below a. Temporary MOAs are designated to accom-
within a 3 NM radius of airports available for public modate the military’s need for additional airspace to
use. This exclusion may be increased if necessary periodically conduct exercises that supplement
based on unique circumstances. If the MOA floor routine training. When existing airspace is inad-
extends below 1,200 feet AGL over a charted private equate to accommodate these short−term military

General 25−1−1
7110.65R
JO CHG
JO 7400.2M
7400.2M 2 1
CHG 3/15/07
1/30/20
2/28/19

exercises, temporary MOAs may be established for a public media, pilot forums, distribution of informa-
period not to exceed 45 days. On a case−by−case tion bulletins to known aviation interests, etc.
basis, Rules and Regulations Group may approve a
longer period if the proponent provides justification 25−1−8. MOAs IN CLASS G AIRSPACE
for the increase.
MOAs may be designated in Class G airspace. Using
b. When it is determined that the need for a agencies and pilots operating in such MOAs should
temporary MOA will occur on a regular and be aware that nonparticipating aircraft may legally
continuing basis, the airspace should be considered operate IFR or VFR without an ATC clearance in
for establishment as a permanent MOA with these MOAs. Pilots of nonparticipating aircraft may
provisions for activation by NOTAM/Special Notice operate VFR in Class G airspace in conditions as low
disseminated well in advance of scheduled exercises. as 1 statute mile flight visibility and clear of clouds
(see Section 91.155 for complete Class G airspace
c. Once a temporary MOA is approved, the VFR minima). Any special procedures regarding
military must be responsible for publicizing the operations within MOAs that encompass Class G
exercise within 100 miles of the affected airspace. airspace should be included in a letter of agreement
The publicity may be accomplished through the between the controlling and using agencies.

25−1−2 General
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JO 7400.2M

Section 2. Processing

25−2−1. SUBMISSION OF PROPOSALS service area office at least 4 months prior to desired
effective date (See TBL 25−2−2). When there is a
Submit MOA proposals, other than temporary
known requirement for multiple activations of the
MOAs, to the service area office at least 8 months
same temporary MOA over a specific time period,
prior to the desired effective date (see paragraph
proponents are encouraged to combine the requests
25−2−2 for temporary MOA proposals). The
into a single proposal covering the entire period. This
following schedule is an estimate of the minimum
will provide notice to the public that is more effective
time needed to process proposals that are non−contro-
and reduce administrative processing workload.
versial, without significant aeronautical impact, and
require only routine coordination. b. Temporary MOA effective dates are determ-
NOTE− ined by the exercise requirements rather than the
Proposals that are complex, controversial, or require 56−day en route chart cycle used for permanent SUA.
extensive environmental analysis could need up to 24 Consequently, a shorter overall processing time is
months or more additional processing time beyond that required.
shown in TBL 25−2−1.
c. See paragraph 21−1−15 of this order for
TBL 25−2−1
graphic notice and narrative description information
to be submitted with the proposal package.
Calendar Action
Days d. For recurring temporary MOAs, an abbreviated
proposal package may be submitted at the discretion
D Proposal received by FAA regional/ of the service area office. See paragraph 21−3−4 of
service area office. this order for details.
D+30 Proposal reviewed by region/service TBL 25−2−2
area office. Nonrule circular pub-
lished. Aeronautical study initiated,
as required. Calendar Action
Days
D+75 Public comment period ends. Aero-
nautical study due. D Proposal received by FAA regional/
service area office.
D+105 Comments reviewed by region and
recommendation sent to Rules and D+30 Proposal reviewed by region/service
Regulations Group. area office; Nonrule circular pub-
lished; aeronautical study initiated.
D+165 Proposal, comments, and recom-
mendation reviewed by Rules and D+75 Public comment period ends. Aero-
Regulations Group. AeroNav co- nautical study due.
ordination and final determination. D+105 Comments reviewed by region/ser-
D+175 AeroNav cutoff date. MOA pub- vice area office. Recommendation
lished in NFDD on or before this sent to Rules and Regulations
date. Group.
D+231 MOA effective date and/or 56−day D+135 Proposal, comments, and recom-
airspace effective date. mendation reviewed by Rules and
Regulations Group. AeroNav co-
ordination and final determination.
25−2−2. TEMPORARY MOA PROCESSING Graphic Notice sent to NOTAM
a. Submit temporary MOA proposals to the Publication.

Processing 25−2−1
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JO 7400.2M

Chapter 26. Alert Areas

Section 1. General

26−1−1. DEFINITION 26−1−4. ACTIVITIES

An alert area is airspace wherein a high volume of pi- a. Only those activities that do not pose a hazard
lot training or an unusual type of aeronautical activity to other aircraft may be conducted in an alert area.
is conducted.
b. All alert area activities must be conducted in
26−1−2. PURPOSE accordance with visual flight rules, and in
compliance with applicable Sections of 14 CFR.
Alert areas are designated to inform nonparticipating
pilots of areas that contain a high volume of pilot c. Flight Service Stations may broadcast informa-
training operations, or an unusual type of aeronautic- tion regarding alert area activities as circumstances
al activity, that they might not otherwise expect to dictate.
encounter. Pilots are advised to be particularly alert
when flying in these areas.
26−1−5. IDENTIFICATION
26−1−3. LOCATION
Alert areas must be identified by the letter “A” prefix
Alert areas must not extend into Class A, B, C, and followed by a dash, a two or three digit number, a loc-
D airspace, or Class E airport surface areas. To the ex- ation, and the two−letter state abbreviation (for
tent possible, alert areas should avoid Federal example, A−292, Pensacola, FL). A letter suffix is
airways, major terminal areas, and high volume VFR used to indicate subdivisions. Identification numbers
routes. Once an alert area is designated, the establish- are assigned by Rules and Regulations Group. Aero-
ment of Federal airways through such areas should be nautical charts must be annotated to reflect the type
kept to a minimum. of activity conducted in the alert area.

General 26−1−1
2/28/19 JO 7400.2M

Section 2. Criteria

26−2−1. GENERAL do not impose any flight restrictions or communica-

tions or ATC clearance requirements on pilots either
a. Alert areas should be designated only at those
operating within, or transiting the area.
locations where it is determined that either the
volume of training operations, or the unusual
aeronautical activity, is so unique that dissemina- 26−2−2. TYPES OF OPERATIONS
tion of the information would be of operational
value to the flying public, and would significantly Limit the establishment of alert areas to the
enhance aviation safety. following types of operations:
NOTE− a. Concentrated Student Training.
Before proposing an alert area, consider whether the
publication of an advisory note on aeronautical charts 1. A high volume of flight training operations at
near the affected location would provide satisfactory one or more airports in a given area. The volume of
notice of the activity to nonparticipating pilots. activity should exceed 250,000 local operations (as
b. Alert areas may be designated for either defined in FAA Order JO 7210.3, Chapter 13,
military or civil aviation activities. Facility Statistical Data, Reports, and Forms)
annually and be generated primarily by student
c. Since pilots should normally expect to training in fixed−wing and/or rotary−wing aircraft.
encounter concentrated air traffic near major military
and civil airports, the establishment of alert areas at 2. A pilot training area beyond a 20 NM radius
such locations is not recommended in order to avoid of the airport that contains unusually intensive
diminishing the effectiveness of the alert area training operations.
designation. b. Unusual Aeronautical Activity. There are no
d. Alert areas should not be designated for specific criteria established for this category. Each
activities where other approved charting symbology proposal will be evaluated on a case−by−case basis to
is more appropriate (for example, Parachute Jumping determine its significance to the flying public and
Areas, Glider Operating Areas). aviation safety.
e. Establishment of an alert area is not a NOTE−
prerequisite to conduct any type of flight activity. One example of an alert area fitting this category is
A−381, designated to identify the unusual concentration
f. Other than the basic requirement to comply and volume of aviation activity in the U.S. Gulf
with applicable sections of 14 CFR, alert areas Coast/Gulf of Mexico area.

Criteria 26−2−1
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JO 7400.2M

Section 3. Processing

26−3−1. ALERT AREA PROPOSALS TBL 26−3−1

Alert area proposals must contain all applicable items

listed in Chapter 21, Section 3 of this order; except Calendar Action
that designation of a controlling agency, completion Days
of an aeronautical study, and FAA environmental D Proposal received by FAA regional/
analysis are not required. service area office.
D+30 Proposal reviewed by region/ser-
26−3−2. SUBMISSION OF PROPOSALS vice area office. Nonrule circular
published.
Submit alert area proposals to the service area office
at least 6 months prior to the desired effective date. D+75 Public comment period ends.
The following schedule is an estimate of the minim- D+105 Comments reviewed; recommenda-
um time needed to process proposals that require tion sent to Airspace and Rules
only routine coordination.
D+135 AeroNav coordination; proposal,
NOTE− comments and recommendation re-
Controversial proposals may require significantly greater viewed by Rules and Regulations
processing time than that shown in TBL 26−3−1. Group. Final determination.
D+145 Alert Area cutoff date and effective
date published in NFDD.
D+145−201 Within this time frame; AeroNav
cutoff date and Alert Area effective
date.

Processing 26−3−1
2/28/19 JO 7400.2M

Chapter 27. Controlled Firing Areas

Section 1. General

27−1−1. DEFINITION sidering the types of activities conducted,

and surveillance, communications, and activity ter-
A controlled firing area (CFA) is airspace designated
mination capabilities.
to contain activities that if not conducted in a
controlled environment would be hazardous to
nonparticipating aircraft. 27−1−6. ACTIVITIES
a. Only those activities that can be immediately
27−1−2. PURPOSE suspended on notice that a nonparticipating aircraft is
approaching are appropriate for a CFA. Examples of
CFAs provide a means to accommodate, without
such activities include:
impact to aviation, certain hazardous activities that
can be immediately suspended if a nonparticipating 1. Ordnance disposal.
aircraft approaches the area.
2. Blasting.

27−1−3. CRITERIA 3. Static testing of large rocket motors.

a. CFAs should be considered only when b. CFAs are not intended to contain aircraft
necessary to accommodate activities that are capable ordnance delivery activities. Operation of observer or
of being immediately suspended, and it has been surveillance aircraft is permitted.
specifically determined that designation of a c. Other activities (for example, artillery, etc.) may
restricted area is not warranted. be considered provided they can meet the criteria and
b. The distinguishing feature of a CFA, compared comply with the safety precautions prescribed in this
to other SUA, is that CFA activities must be chapter.
suspended immediately when a nonparticipating d. CFAs may be designated for either military or
aircraft approaches the area. The responsibility lies civil activities.
totally with the CFA user to terminate activities so
that there is no impact on aviation. There is no 27−1−7. APPROVAL
requirement for nonparticipating aircraft to avoid the
airspace, nor are any communications or ATC The service area office is the approval authority for
separation requirements imposed. CFAs. For other than one−time events, CFAs should
be approved for a specific period as determined by the
27−1−4. CHARTING service area office. An expiration date must be as-
signed for each CFA.
CFAs are not depicted on aeronautical charts because
the user terminates the activities when required to 27−1−8. SUSPENSION OR REVOCATION
prevent endangering nonparticipating aircraft.
The service area office may suspend or revoke a
CFA if a question arises about the safety of the opera-
27−1−5. DIMENSIONS
tion, compliance with safety precautions or
Although there are no set limits to the dimensions conditions of approval, or if unforeseen impact on
of a CFA, the size of the area must be reasonable con- aeronautical operations occurs.

General 27−1−1
2/28/19 JO 7400.2M

Section 2. Processing

27−2−1. SUBMISSION REQUIREMENTS f. Determine limitations, safety precautions, or

other requirements to be observed as conditions of
Submit CFA proposals to the appropriate service
approval.
area office at least 4 months prior to the desired
effective date. g. If the operation also requires a waiver to
Part 101, process that waiver and complete FAA
27−2−2. CFA PROPOSALS Form 7711−1, Certificate of Waiver or Authorization.
h. Issue an approval letter to the proponent (see
CFA proposals must include the applicable items
paragraph 27−2−4), or inform the proponent in
from Chapter 21, Section 3. In addition, provide the
writing if the CFA is disapproved.
following information:
a. Justification for establishing a CFA instead of 27−2−4. APPROVAL LETTER
a restricted area.
Inform the proponent in writing of the approval or
b. Surveillance and safety procedures to be renewal of the CFA. Include the following
applied. information as required:
a. CFA description (boundaries, altitudes, and
27−2−3. REGIONAL/SERVICE AREA times of use).
OFFICE ACTION
b. Activity for which the CFA is approved.
Upon receipt of a CFA proposal, the service area
office must: c. Using agency name.

a. Assign a nonrulemaking study number. d. Effective/expiration date(s).

b. Determine if circularization of the proposal is e. Conditions, operating limitations, and/or safety

required. precautions to be observed (see Section 3 of this
chapter).
c. Review the proposal for justification and
compliance with CFA criteria. f. Additional provisions, if needed.

d. Determine if the proposed CFA would conflict g. Instructions for the user to notify the operators
with the requirements of other airspace users. of airports in the vicinity of the CFA of the activities
Consider proximity of Federal airways, VFR to be conducted, if required.
flyways, etc. h. If applicable, attach FAA Form 7711−1.
e. Evaluate the adequacy of surveillance and i. Instructions and suspense date for submitting a
safety procedures. CFA renewal request, if applicable.

Processing 27−2−1
2/28/19 JO 7400.2M

Section 3. Safety Precautions

27−3−1. USER RESPONSIBILITIES 3. Visibility must be sufficient to allow visual

surveillance of the entire CFA, plus a distance of
The CFA user must: 5 miles beyond the CFA boundary in all directions.
a. Ensure that the activity is confined within the 4. The CFA must be clear of nonparticipating
CFA. aircraft or personnel before starting, and while
conducting hazardous activities.
b. Cease hazardous activity immediately upon
observation or notification that a nonparticipating 5. Projectiles must not enter any cloud
aircraft is approaching the area. Resume the activity formation.
only after the aircraft is clear of the CFA. b. The service area office may establish other
c. Make provisions to ensure the safety of persons ceiling and visibility requirements, or additional
or property on the surface, if applicable. precautionary measures, as required by the specific
case.
d. Retain full legal responsibility in event of any NOTE−
incident resulting from the activity conducted in CFA activities are terminated to avoid conflict with
the CFA. nonparticipating aircraft, therefore, there is no require-
ment for the issuance of a NOTAM.

27−3−2. PRECAUTIONARY MEASURES 27−3−3. AREA SURVEILLANCE

a. The service area office must be satisfied that a. Surveillance must be continuously maintained
adequate safety precautions are in place for each immediately prior to and during the time that
CFA. Specific precautionary measures established to hazardous activity is in progress.
protect nonparticipating aircraft and persons and
b. Surveillance may be accomplished by trained
property on the surface will depend on various factors
ground observers, aircraft, surface vessels, or a
such as the type of activity, terrain, CFA dimensions,
combination of methods. Radar may be used to
etc. The following measures are considered the
supplement visual surveillance of the area.
minimum required and are mandatory for all CFAs:
c. A sufficient number of trained observers must
1. The user must appoint a safety officer to be used to ensure adequate coverage of the required
ensure that operations are conducted according to the area.
requirements of this Order, and the CFA approval
letter. d. Observers must be provided with continuous,
effective communications with all firing points. If
2. The base of the clouds must be at least 1,000 at any time communication is lost, hazardous
feet above the highest altitude affected by the activity must cease until reliable communication is
hazardous activity. reestablished.

Safety Precautions 27−3−1

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JO 7400.2M

Chapter 28. National Security Areas

Section 1. General

28−1−1. DEFINITION 28−1−3. CRITERIA

An NSA should be considered when a need to
A National Security Area (NSA) consists of airspace protect national assets or a need to protect an area
of defined vertical and lateral dimensions estab- in the interest of national security is identified.
lished at locations where there is a requirement for
increased security of ground facilities. Pilots are 28−1−4. DIMENSIONS
requested to voluntarily avoid flying through an There are no standard dimensions for an NSA. The
NSA. When it is necessary to provide a greater dimensions should be the minimum to promote the
level of security, flight in an NSA may be protection of the national asset or area identified.
temporarily prohibited pursuant to the provisions of
14 CFR 99.7, Special Security Instructions. Where 28−1−5. CHARTING
there is a need to restrict flight operations in an
NSA, the required restriction will be issued by Rules NSAs must be depicted on aeronautical charts to
and Regulations Group and disseminated via inform users of the NAS regarding their vertical
NOTAM. and lateral dimensions. Additionally, a note must be
depicted on the chart adjacent to the NSA stating
the requested avoidance altitude.

28−1−6. EXPIRATION, SUSPENSION, OR

28−1−2. PURPOSE REVOCATION
An NSA does not expire. However, an NSA may be
An NSA is designated to enhance national security suspended or revoked at the discretion of Rules and
and protect national assets. Regulations Group.

General 28−1−1
1/30/20
2/28/19 JO 7400.2M CHG 1
JO 7400.2M

Section 2. Processing

28−2−1. NSA PROPOSALS specified in Chapter 21. The service area office
must then forward their recommendation and
NSA proposals must contain all applicable items
justification to Rules and Regulations Group for
listed in Chapter 21, Section 3, of this order.
processing.
References to environmental analysis, ATCAAs,
controlling agency, using agency, and times of use
are not required. 28−2−4. RULES AND REGULATIONS
GROUP PROCESSING
28−2−2. SUBMISSION OF PROPOSALS Upon receipt of an NSA proposal, Rules and
a. An NSA proposal may be initiated by any Regulations Group must:
agency of the Federal government. Send any NSA a. Review the proposal for justification and
proposal to the service area office at least 6 months impact on aircraft operations in the NAS.
prior to the desired effective date. Such requests
must include sufficient justification for the reques- b. Coordinate the request as appropriate.
ted action.
c. Approve or disapprove the request.
b. Requests should be sent to the service area
office responsible for the affected area. d. Forward the approved request to Aeronautical
Information Management for charting.
28−2−3. REGIONAL/SERVICE AREA e. Take action to suspend or revoke the NSA
OFFICE PROCESSING when it is no longer justified.
The service area office must evaluate the effect of f. Take appropriate action to inform users of the
proposals on aircraft operations in the NAS as designation, suspension, or revocation of the NSA.

Processing 28−2−1
2/28/19 JO 7400.2M

Part 6. Miscellaneous Procedures

Chapter 29. Outdoor Laser Operations

Section 1. General

29−1−1. PURPOSE d. Accordingly, while a sincere effort must be

made to negotiate equitable solutions regarding
This chapter prescribes policy, responsibilities, and
proposed laser operations in the NAS, preservation
guidelines for processing a Notice of Proposed
of the navigable airspace for aviation must be the
Outdoor Laser Operation(s) and determining the
primary emphasis.
potential effect of outdoor laser activities on users of
the NAS. This includes issuing a determination and
providing airmen a notification of the hazard. 29−1−4. RESPONSIBILITIES
Determinations should not be issued for laser a. The Service Center OSG is responsible for
operations that are terminated and do not enter determining the effect of proposed outdoor laser
navigable airspace. operations on air traffic control operations and
issuing a consolidated letter of objection or
29−1−2. AUTHORITY non−objection. A safety analysis is not required and
no determination should be issued, if the laser
a. Title 49 of the U.S. Code (49 U.S.C.), Section operation is terminated and all light projections are
40103 gives the Administrator the authority to contained within the venue of the operation and not
regulate, control, develop plans for, and formulate projected into the NAS.
policies with respect to the use of the navigable
b. The Flight Standards Division, Regional
airspace.
NextGen Branch (RNGB), is responsible for
b. Regulatory authority for laser light products providing a safety analysis to determine any potential
has been delegated to the Food and Drug effect that a proposed outdoor laser operation would
Administration (FDA). Product regulations are have on flight crews. AFS will designate a RNGB All
detailed in 21 CFR, Part 1010, Performance Weather Operations (AWO) safety inspector for
Standards for Electronic Products, and Part 1040, specified geographical areas.
Performance Standards for Light Emitting Products.
c. The office of Aerospace Medicine is respons-
ible for providing information regarding the
29−1−3. POLICY potential effects of laser beams on pilot vision.
a. Determinations must be based on the findings
of an aeronautical review. 29−1−5. DEFINITIONS

b. The Service Center Operations Support Group a. Afterimage. A reverse contrast shadow image
(OSG) having control jurisdiction over the airspace left in the visual field after an exposure to a bright
where laser operations are planned must conduct an light that may be distracting and disruptive, and
aeronautical review of all proposed laser operations may persist for several minutes.
to be performed in the NAS to ensure that these types b. Center for Devices and Radiological Health
of operations will not have a detrimental effect on (CDRH). An office of the FDA concerned with
aircraft operations. enforcing compliance with the Federal requirements
for laser products including laser light shows.
c. Full consideration must be given to national
defense requirements, commercial uses, and general c. Demonstration Laser. Any laser product
aviation operations that have the public right of designed or intended for purposes of visual display of
“freedom of transit” through the NAS. laser beams, for artistic composition, entertainment,

General 29−1−1
JO 7400.2M 2/28/19

and/or advertising display (Reference 21 CFR l. Laser Operator. A laser operator should be a
1040.10(b) 13). Any demonstration laser in excess knowledgeable person present during laser operation
of 5 mW requires a variance from the CDRH. who has been given authority to operate the laser
system in compliance with applicable safety
d. Divergence. The increase in diameter of the
standards, subject to direction of the laser safety
laser beam with distance from the exit aperture.
officer.
Divergence is an angular measurement of the beam
spread, expressed in milliradians (mrad). In laser m. Laser Safety Officer (LSO). A designated
safety calculations, divergence is defined at the person who has authority to monitor and enforce
points where the irradiance is 37% of the peak the control of laser hazards and affect the evaluation
irradiance. and control of laser hazards.
e. Flashblindness. Generally, a temporary visual n. Safety Observer. A designated person who is
interference effect that persists after the source of responsible for monitoring the safe operation of a
illumination has ceased. laser and who can immediately terminate the laser
beam if necessary to ensure safety. Normally, a safety
f. Visual Interference Level. A visible laser beam observer will view airspace in the vicinity of a laser
(normally with an irradiance less than the MPE) that beam to identify any potentially unsafe condition.
can produce a visual response that interferes with the o. Local Laser Working Group (LLWG). A group
safe performance of sensitive or critical tasks by air that, when necessary, is convened to assist the service
crews or other personnel. This level varies in area office in evaluating the potential effect of laser
accordance with the particular zone where the laser is beams on aircraft operators in the local vicinity of the
operating. “Visual interference level” is an generic proposed laser activity.
term for critical level, sensitive level, or laser free
level. p. Maximum Permissible Exposure (MPE). The
level of laser radiation to which a person may be
g. Flight Hazard Zones. Airspace areas specific- exposed without hazardous effect or adverse
ally intended to mitigate the potential hazardous biological change in the eye or skin. In general, MPE
effect of laser radiation. See FIG 29−1−1, is expressed as mW/cm2 or mJ/cm2.
FIG 29−1−2, and FIG 29−1−3.
q. Nominal Ocular Hazard Distance (NOHD).
h. Glare. Obscuration of an object in a person’s The distance from the laser system beyond which the
field of vision due to a bright light source located near laser beam irradiance does not exceed the MPE for
the same line−of sight (e.g., as experienced with that laser.
oncoming headlights). r. Protection Distances. The minimum distance
i. Irradiance. Irradiance is a means of expressing from the laser system beyond which the laser beams
the power of the beam per unit area, expressed in irradiance level does not exceed the following
watts per centimeter squared (W/cm2). specific effective irradiance levels within the
corresponding zones:
j. Laser. An acronym for light amplification by
stimulated emission of radiation. A laser is a device 1. Laser Free Zone − 50nW/cm2;
that produces an intense, directional, coherent beam 2. Critical Zone − 5mW/cm2;
of visible or invisible light. 3. Sensitive Zone − 100mW/cm2;
1. Continuous Wave (CW). The output of a laser 4. Normal Flight Zone − MPE (2.6 mW/cm2 for
which is operated in a continuous duration rather than CW visible lasers).
a pulsed mode. s. Radiant Exposure − A means of expressing the
2. Repetitive Pulsed (RP). A laser with multiple pulse energy of the beam per unit area, expressed
pulses of radiant energy occurring in a sequence. as J/cm2.
k. Laser Manufacturer. A term that refers to t. Reflections. Reflections can be diffuse or
persons who make laser products, including those specular.
who are engaged in the business of design, 1. Diffuse Reflection. A reflection from a
assembly, or presentation of a laser light show. surface, which is incapable of producing a virtual

29−1−2 General
2/28/19 JO 7400.2M

image such as is commonly found with flat finish w. Variance. Permission from FDA for a laser
paints or rough surfaces. manufacturer and/or operator to deviate from one
or more requirements of 21 CFR 1040 when
2. Specular Reflection. A mirror−like reflec-
alternate steps are taken to provide equivalent level
tion that usually maintains the directional
of safety.
characteristics of the beam.
u. Terminated Beam. A laser beam that is blocked
x. Visible Wavelengths. For the purpose of laser
from entering navigable airspace.
safety, the wavelengths of light that are visible
v. Unterminated Beam. A laser beam that is (used for LFZ, CFZ, and SFZ calculations) range
directed or reflected into the navigable airspace. from 380 to 780 nanometers (nm).

General 29−1−3
JO 7400.2M 2/28/19

FIG 29−1−1
Multiple Runway Laser Free Zone

29−1−4 General
2/28/19 JO 7400.2M

FIG 29−1−2
Airspace Flight Zones

1. Laser Free Zone (LFZ). Airspace in the irradiance of a visible laser beam is restricted to a
immediate proximity of the airport, up to and level that should not cause transient visual effects (for
including 2,000 feet AGL, extending 2 NM in all example, glare, flashblindness, or afterimage).
directions measured from the runway centerline.
Additionally, the LFZ includes a 3 NM extension, 3. Sensitive Flight Zone (SFZ). Airspace
2,500 feet each side of the extended runway outside the critical flight zones that authorities (e.g.,
centerline, of each usable runway surface, up to FAA, local departments of aviation, military)
2,000’ AGL of each useable runway surface. The identify to be protected from the potential visual
effective irradiance of a visible laser beam is effects of laser beams.
restricted to a level that should not cause any visual
4. Normal Flight Zones (NFZ). Airspace not
distraction or disruption.
defined by the Laser Free, Critical, or Sensitive Flight
2. Critical Flight Zone (CFZ). Airspace within Zones. As with all the above zones, the NFZ must be
a 10 NM radius of the airport reference point, up to protected from a visible or invisible laser beam that
and including 10,000 feet AGL. The effective exceeds the MPE.

General 29−1−5
JO 7400.2M 2/28/19

FIG 29−1−3
Airspace Flight Zones

* Runway length varies per airport. AGL is based on published airport elevation
** To be determined by regional/service area office evaluation and/or local airport operations.

29−1−6 General
2/28/19 JO 7400.2M

Section 2. Evaluating Aeronautical Effect

29−2−1. SERVICE CENTER COORDINA- 4. An analysis of adverse effect conducted by

TION the ATC facility having control over the affected
airspace.
The designated Service Center (SC) Point of Contact
(POC) normally serves as the single agency contact 5. A safety analysis conducted by the Flight
with the laser proponent. The SC POC is responsible Standards Division regarding the effects on flight
for: crews.

a. Reviewing the information and data submitted 6. For visible laser systems, plot the LFZ, CFZ,
by a proponent for an outdoor laser proposal for and SFZ (if applicable) for all potentially affected
completeness. airports and evaluate any control measures, which
may mitigate any adverse effect.
1. Coordinating with all parties affected by the
proposal (for example, state or local aviation 7. The effective irradiance levels listed below
authorities, DOD, airport operators, etc.). must not be exceeded in the corresponding zones.
(a) A laser−free zone is limited to 50nW/cm2
2. Air Traffic analysis, including any IFR and
or less.
VFR flight operations that may be affected by the
proposal. (b) A critical flight zone is limited to
5mW/cm2 or less.
b. Determining on a case-by-case basis that
aspects of certain flight operations require consulta- (c) A sensitive flight zone is limited to
tion and joint analysis by the ATO and AFS to ensure 100mW/cm2 or less.
safety during a proposed laser operation. The SC (d) A normal flight zone, as well as the
POC will contact the RNGB designee for assistance above zones, is limited to the MPE or less.
in those situations.
EXCEPTION−
c. The Flight Standards safety analysis will be The LFZ, CFZ, and SFZ need only be considered for
conducted by the designated RNGB AWO. AFS visible laser systems. Further, when control measures
analysis will include reviewing potential effects on (e.g., safety observers) mitigate all hazards or other issues
raised by the aeronautical review, irradiance levels may
flight crews operating under IFR or VFR. Special
exceed the above levels.
attention will be afforded examining unique local
VFR operations and special instrument procedures. b. Consult FDA/CDRH personnel for technical
The safety analysis provided to the SC POC will state advice. (for example, regarding repetitively pulsed
any AFS objections or concerns and indicate whether laser calculations)
mitigations, if proposed, appear adequate. The SC c. Scientific/research lasers in accordance with
POC is responsible for evaluating all input from the 21 CFR § 1010.5 may be exempt from Title 49 and,
affected Air Traffic Facilities/RNGB and resolving in addition, may not be able to comply with the above
conflicting concerns or issues. procedures. Regardless of whether or not a proponent
is exempt from the provisions, a proposal is still
29−2−2. AERONAUTICAL REVIEW reviewed using the above procedures.

a. At a minimum the following items must be 29−2−3. LOCAL LASER WORKING GROUP
studied as part of any aeronautical review: (LLWG)

1. Location of the proposed laser operation. When necessary, the Service Center OSG may
convene and chair an LLWG to assist in evaluating
2. Aircraft operations affected by the proposed proposed laser operation.
operation.
a. The Service Center OSG will forward all
3. Air traffic flows in the proposed area of the available information on a proposed outdoor laser
operation. operation to the appropriate parties of the LLWG.

Evaluating Aeronautical Effect 29−2−1

JO 7400.2M 2/28/19

b. Participants may include, but are not limited to, 3 that follow the Vertical and Horizontal Component
representatives from the ARTCC, TRACON, Table, TBL 29−2−2.
ATCTs, Flight Standards Division designee (either 29−2−5. CONTROL MEASURES
the assigned AWO or a designated field office
representative), airport management, airspace users, Physical, procedural, and automated control meas-
city/county/state officials, other government agen- ures, or some combination of the three, may be used
cies, military representatives, qualified subject to ensure that aircraft will not be exposed to levels of
experts, and laser manufacturers, etc. illumination greater than the respective maximum
irradiance levels established for the various protected
c. The LLWG will identify and attempt to resolve
zones, or any additional restrictions established as a
issues regarding local laser operations.
provision, condition, or limitation of a determina-
29−2−4. PROTECTION DISTANCE tion.
CALCULATIONS
a. Physical beam stops at the system location or at
a. The laser system power range table a distance may be used to prevent laser light from
(TBL 29−2−1) provides the applicable protection being directed into protected zones.
distances along the axis of the laser beam with a
b. The beam divergence, azimuth, elevation, and
1mrad divergence. This table must not be used to
output power may be adjusted to meet appropriate
determine the protection distances for repetitively
irradiance levels.
pulsed (RP) lasers. Proponents are required to
resolve RP laser system calculations with the FDA or c. Beam direction should be specified by giving
laser manufacture before submitting a completed bearing in the azimuth scale 0 − 360 degrees and
Laser Configuration Worksheet to the FAA. elevation in degrees ranging from 0 − 90 degrees,
where zero degrees is horizontal and +90 degrees is
b. TBL 29−2−2 lists sine and cosine values to be
vertical. Bearings must be given in both true and
used in determining the vertical and horizontal
magnetic north.
distances to be protected from the laser source. The
distances obtained from TBL 29−2−1 are multiplied d. Manual operation of a shutter or beam
by these values to determine the appropriate vertical termination system can be used in conjunction with
and horizontal distances to be protected based on the safety observers. Observers must have an adequate
minimum and maximum vertical angles. Differences view of the airspace surrounding the beam’s paths to
in site/ground elevations should be considered. a distance appropriate to the affected airspace.
c. The vertical component of the protection e. Scanning of a laser system that is designed to
distance may be determined by multiplying the laser automatically shift the direction of the laser beam can
distance from TBL 29−2−1 by the sine of the be used. However, scanning safeguards must be
maximum elevation angle of the laser beam from found to be acceptable by the FDA and the FAA. The
TBL 29−2−2. For example, vertical component = FDA recommendation must be included in the
protection distance x sine of the maximum elevation proposal to the FAA.
angle. NOTE−
d. The horizontal component of the protection Scanning may reduce the level of illumination; however,
distance may be determined by multiplying the laser it may also increase the potential frequency of an
illumination.
distance from TBL 29−2−1 by the cosine of the
minimum elevation angle of the laser beam from f. Any laser operator planning to use an automated
TBL 29−2−2. For example, horizontal component = system designed to detect aircraft and automatically
protection distance x cosine of the minimum terminate the beam, redirect the beam, or shutter the
elevation angle. system, must provide documentation to the Service
Center OSG that validates the system’s compliance
e. Do not reduce calculated distances for with SAE International Aerospace Standard
correction factor techniques unless validated by (AS) 6029, Performance Criteria for Laser Control
FDA/CDRH. Measures Used for Aviation Safety, before the use of
f. All distances must be rounded up to the next the device may be accepted as a control measure and
100−foot increment. See example problems 1, 2, and eliminate the need for safety observers.

29−2−2 Evaluating Aeronautical Effect

2/28/19 JO 7400.2M

TBL 29−2−1
LASER SYSTEM POWER RANGE TABLE
CW Laser Beam Divergence: 1 Milliradian
* NOT TO BE USED WITH RP SYSTEMS

W/cm^2 −−−> 2.60E−03 1.00E−04 5.00E−06 5.00E−08

CW Laser Nominal Ocular Sensitive Zone Ex- Critical Zone Ex- Laser−Free Zone LZED
Power (W) Hazard Distance posure Distance posure Distance Exposure Distance (nm)
NOHD (ft) SZED (ft) CZED (ft) LZED (ft)
1 726 3701 16553 165527 27
2 1026 5234 23409 234090 39
3 1257 6411 28670 286700 47
4 1452 7403 33105 331053 54
5 1623 8276 37013 370129 61
6 1778 9066 40546 405456 67
7 1920 9793 43794 437942 72
8 2053 10469 46818 468180 77
9 2178 11104 49658 496580 82
10 2295 11704 52344 523441 86
11 2407 12276 54899 548990 90
12 2514 12822 57340 573401 94
13 2617 13345 59681 596815 98
14 2716 13849 61934 619344 102
15 2811 14335 64108 641082 106
16 2903 14805 66211 662106 109
17 2993 15261 68248 682484 112
18 3080 15703 70227 702270 116
19 3164 16134 72151 721514 119
20 3246 16553 74026 740257 122
25 3629 18506 82763 827633 136
30 3976 20273 90663 906626 149
35 4294 21897 97927 979268 161
40 4591 23409 104688 1046882 172
45 4869 24829 111039 1110386 183
50 5133 26172 117045 1170450 193
55 5383 27449 122758 1227578 202
60 5623 28670 128216 1282163 211
65 5852 29841 133452 1334518 220
70 6073 30967 138489 1384895 228
75 6286 32054 143350 1433502 236
80 6492 33105 148051 1480515 244
85 6692 34124 152608 1526079 251
90 6886 35113 157032 1570323 258
95 7075 36076 161335 1613353 266
100 7259 37013 165527 1655266 272
105 7438 37927 169614 1696143 279
110 7613 38819 173606 1736057 286
115 7784 39692 177507 1775075 292
120 7952 40546 181325 1813253 298

Evaluating Aeronautical Effect 29−2−3

JO 7400.2M 2/28/19

125 8116 41382 185064 1850643 305

130 8276 42201 188729 1887293 311
135 8434 43005 192324 1923245 317
140 8589 43794 195854 1958537 322
145 8741 44569 199320 1993204 328
150 8890 45331 202728 2027278 334
155 9037 46081 206079 2060789 339
160 9182 46818 209376 2093764 345

* The FDA may be contacted to validate data for repetitively pulsed lasers.
NOTE−
[1] To determine the NOHD for lasers having divergence values other than 1.0 mrad use the formula − NOHD @ 1.0 mrad
 mrad (actual divergence) = NOHD.
EXAMPLE−
Power 40W, Divergence 7 mrad
NOHD 40W @ 1.0 mrad = 4,591
4,591  7 = 656 NOHD. Rounded up to nearest hundred feet = 700 feet.
(A beam divergence of .7 would make this calculation 7,000 feet)
* The proponent validates repetitive pulsed information with the FDA and submits a completed laser
configuration worksheet.

29−2−4 Evaluating Aeronautical Effect

2/28/19 JO 7400.2M

TBL 29−2−2
VERTICAL AND HORIZONTAL COMPONENTS
VERTICAL COMPONENT HORIZONTAL COMPONENT

Maximum Sine Minimum Cosine

Elevation Angle (vertical component Elevation Angle (horizontal component
multiplier) multiplier)
90 1.0000 0 1.0000
85 .9962 5 .9962
80 .9848 10 .9848
75 .9659 15 .9659
70 .9397 20 .9397
65 .9063 25 .9063
60 .8660 30 .8660
55 .8192 35 .8192
50 .7660 40 .7660
45 .7071 45 .7071
40 .6428 50 .6428
35 .5736 55 .5736
30 .5000 60 .5000
25 .4226 65 .4226
20 .3420 70 .3420
15 .2588 75 .2588
10 .1737 80 .1737
5 .0872 85 .0872
0 .0000 90 .0000

LASER PROBLEM SOLUTIONS 3. Find altitude by multiplying 3,080 feet

by 0.8660 = 2,667 feet.
EXAMPLE PROBLEM 1: 4. Cosine of 20_ minimum elevation angle (from
Laser output power = 15 watts TBL 29−2−2) = 0.9397
Laser beam divergence = 1.0 mrad 5. Find horizontal distance by multiplying 3,080 feet by
Find: Laser protection distances: 0.9397 = 2,894 feet.
1. Find TBL 29−2−1 at 15 watts in the Laser Output Answer: Minimum required protected airspace
Power column. is 2,700 feet vertically and 2,900 feet horizontally from
2. Proceed horizontally and read: NOHD of the laser source.
2,811 feet, CFZ of 64,108 feet, SFZ 14,335 feet.
Answer: (with rounded up distances): NOHD
2,900 feet, CFZ 64,200 feet, SFZ 14,400 feet. EXAMPLE PROBLEM 3
Power = 25 watts
EXAMPLE PROBLEM 2 Laser NOHD at 1 mrad = 3,629 feet.
Laser output = 18 watts Beam Divergence = .7 mrad
Laser beam divergence = 1.0 mrad Find: Actual NOHD
Maximum elevation angle 60_ 1. Find actual NOHD by dividing the NOHD at 1 mrad
Minimum elevation angle 20_ divergence (3,629 feet) by actual divergence
Find:Vertical and horizontal distances to be protected: (.7 mrad).
1. Laser distance (from TBL 29−2−1) = 3,080 feet. 2. 3629 feet. ÷ .7 = 5184 feet.
2. Sine of 60_ maximum elevation angle (from Answer: NOHD 5,200 feet (rounded up)
TBL 29−2−2) = 0.8660.

Evaluating Aeronautical Effect 29−2−5

1/30/20
2/28/19 JO 7400.2M CHG 1
JO 7400.2M

Section 3. Aeronautical Determinations

29−3−1. FINDINGS 5. Specify that the FAA determination does not

relieve the sponsor or operator of compliance
a. All determinations for an outdoor laser responsibilities related to laws, ordinances or
operation must be issued in writing. regulation of any federal, state, or local government.
b. Determinations rendered must either be 6. Include the name and telephone number of
objectionable or non−objectionable. A non−objec- the ATC facility to be notified and other information
tionable letter of determination (LOD) issued by the as deemed appropriate.
FAA is not permission nor an endorsement of the
outdoor laser operation. 7. Indicate NOTAM requirements.

c. Determinations may be telephoned to the b. An objectionable LOD must inform the

proponent and to the CDRH; however, each must be proponent:
followed up with a written response. 1. That a determination of objection is being
issued.
d. Send a copy of the LOD to the military liaison
offices, RNGB and geographic field office/FSDO, 2. Why the proposal does not satisfy FAA
affected ATC facilities, and other offices as requirements.
appropriate.
3. That supplementary information may be
e. Forward a copy of objectionable LODs to Rules submitted for reconsideration.
and Regulations Group. c. If negotiations to resolve any objectionable
f. The iOE/AAA, Laser Module may be used in effects are not successful, the determination of
lieu of sending copies when feasible. objection stands.

29−3−3. PUBLICATION OF LASER

29−3−2. CONTENT OF DETERMINATIONS
OPERATIONS IN THE NAS
a. As a minimum, letters of non−objection
a. When the Service Center OSG issues a
determinations must:
determination of non-objection, consider the time of
1. Include a listing of any provisions, condi- duration (in days) of the laser activity.
tions, or limitations. b. The Service Center OSG must review these
2. Inform the proponent not to incorporate publications for currency of published laser
change(s) into the proposed activity once a operations bi-annually. The Service Center will
non−objection LOD has been issued unless the initiate paperwork to delete or amend any published
Service Center OSG amends the LOD change in information that requires amending.
writing. c. The Service Center OSG will forward to
3. Stipulate a requirement that proponents Aeronautical Information Management information
must notify the FAA designated representative of: for publication as follows:

(a) Any changes to show “start/stop” times or 1. Class II Publications. Temporary laser
cancellation 24 hours in advance. operations at a specific location that will exceed 56
days but less than 180 days.
(b) The laser light activity 30 minutes before NOTE−
start time and upon completion. Publication in the Class II publication is dependent on
4. Include a statement advising the proponent established cutoff dates.
that the determination is based on FAA requirements 2. Appropriate aeronautical charts. Laser opera-
only and final approval must also be obtained from tions at a specific location that will exceed 180 days
the appropriate authority. or are considered permanent.

Aeronautical Determinations 29−3−1

JO 7400.2M 2/28/19

3. Chart Supplement U.S. Publish in the Chart

Supplement U.S. laser operations that will exceed
180 days at a specific location.

29−3−2 Aeronautical Determinations

2/28/19 JO 7400.2M

Section 4. Notices to Airmen

29−4−1. ISSUANCE OF NOTICES TO Include facility to notify, and any other information
AIRMEN (NOTAM) deemed appropriate.
c. The Service Center OSG may further delegate
a. To enhance safety of flight, the appropriate notification responsibility to the Air Traffic facility.
Service Center OSG must prepare the NOTAM, for
visible lasers or if requested by the facility having d. When deemed appropriate, the Service Center
jurisdiction over that airspace, and notify the United OSG may direct the proponent to activate or cancel
States NOTAM Office facility via telephone the FDC NOTAM, specific to the laser activity. The
(540) 422-4262/4263, or fax (540) 422-4298 within Service Center OSG must explain the responsibility
seven days of a proposed laser activity. of the proponent concerning appropriate NOTAM
actions.
b. The NOTAM will emphasize the potential e. The Service Center OSG is responsible for
hazardous effects and other related phenomena canceling the NOTAM except as noted above in
that may be encountered by laser light emissions. paragraph 29−4−1.c. and d.

Notices to Airmen 29−4−1

2/28/19 JO 7400.2M

Section 5. Aircraft Illumination Actions

29−5−1. PROCEDURES 3. Notify the Service Center POC of the

expectations or conditions of the LOD which were
a. If an Air Traffic Control (ATC) field facility not met.
receives or initiates a complaint indicating that an b. The Service Center POC will notify the
outdoor laser operation is not performing as expected Mission Support Services Program Manager and the
or not conforming to the conditions outlined in the assigned geographical AWO of the incident and
Letter of Determination (LOD), the facility will: provide the available details of the incident and any
actions taken.
1. Contact the proponent using the “emergency” c. If an ATC field facility receives information
telephone number and instruct that the laser activity from a specialist, pilot or passenger that laser/high
be terminated or adjusted. The termination or intensity light from an unknown source has
application of additional/adjusted mitigation will be illuminated an aircraft, the facility will comply with
at the discretion of the ATC field facility. the requirements outlined in Advisory Circular 70-2,
Reporting of Laser Illumination of Aircraft.
2. Notify the Regional Operations Center NOTE−
(ROC) and file an Incident Report, FAA Form Suspected intentional illumination of an aircraft may
8020-11, in accordance with FAA Order 8020.16, constitute a violation of 14 Code of Federal Regulations,
Chapter 3, Air Traffic and Other Initial Notification Part 91.11. In those situations the geographic area FSDO
and Reporting Responsibilities. should be notified.

Aircraft Illumination Actions 29−5−1

2/28/19 JO 7400.2M

Chapter 30. High Intensity Light Operations

Section 1. General

30−1−1. PURPOSE evaluate activities that can potentially affect

aviation safety in the NAS.
This chapter prescribes policy and guidelines for
determining the potential effect of high intensity light
activities on users of the NAS. 30−1−4. DEFINITIONS
The terms used in this chapter are defined below:
30−1−2. POLICY a. High Intensity Light (HIL). A lighting system
other than laser light designed to penetrate the
Consideration must be given to commercial, general navigable airspace.
aviation requirements as well as to the public right
of “freedom of transit” through the airspace. b. HIL Manufacturer. A term that refers to persons
Accordingly, while a sincere effort must be made to who manufactures high intensity light emitting
negotiate equitable solutions to conflicts over the products. This includes those who are engaged in
use of the NAS for non−aviation purposes, aviation the business of design, assembly, or presentation of
must receive primary emphasis. a HIL activity.
c. HIL Operator. A knowledgeable person
30−1−3. AUTHORITY present during HIL operation who is responsible for
ensuring compliance with applicable safety stand-
The provisions of 49 U.S.C. Sub Title VII, grants the ards; monitoring the safe operation of a HIL
Administrator the authority for aviation safety. That operation; and can effect termination of the HIL
authority has been delegated to air traffic and Flight promulgation in the event an unsafe condition
Standards with the associated responsibilities to becomes apparent.

General 30−1−1
2/28/19 JO 7400.2M

Section 2. Aeronautical Review/Determinations

30−2−1. EVALUATION OF AFFECTED traffic facilities, appropriate military representatives,

AIRSPACE AREAS and airport managers).
The following guidelines should be used in b. Observers, when required, must be able to see
evaluating proposals received for HIL activities in the full airspace area surrounding the HIL beam’s
the NAS. Refer to airspace zones described in paths to a distance appropriate to the affected
chapter 29 to assist in evaluating those areas in airspace.
close proximity to an airport. Reduction in the size c. Require the control measures that ensure
of a specific zone may be considered when the aircraft will not be exposed to HIL illumination
aeronautical study to assure users of the NAS will that has the potential to affect a pilot in the
not be effected. performance of their respective duties.

30−2−2. AERONAUTICAL STUDY 30−2−3. CONTENT OF DETERMINATION

a. Determination of the potential overall airspace a. After completing an aeronautical study, the
effected by HIL operations must be conducted by service area office must prepare a Letter of
the service area office. The aeronautical study, as a Determination (LOD). Follow the guidelines pub-
minimum, should include the following, as lished in paragraph 29−3−2 to formulate the content
appropriate: of the LOD. Forward a copy of the determination to
1. Quantities of traffic affected. the proponent of the activity, and when deemed
necessary, to all affected ATC facilities, airport
2. Location(s) of aviation activity that may be
managers, and military liaison offices.
affected, including areas where low−level air traffic
operations may occur (for example, helicopter b. At the discretion of the service area office,
operations, Flights for Life). issue a NOTAM to alert pilots of known HIL activity.
The service area office may delegate notification
3. Control jurisdiction (for example, ATC
responsibility to the respective flight service stations,
facility).
other air traffic facilities, or require the proponents to
4. Coordination with Flight Standards, and activate or cancel the local NOTAM involving the
local officials, as necessary (for example, FAA air HIL operation through that appropriate facility.

Aeronautical Review/Determinations 30−2−1

2/28/19 JO 7400.2M

Chapter 31. Amateur Rocket and Commercial Space

Operations

Section 1. General

31−1−1. PURPOSE apply to amateur rocket activities or to space

activities carried out by the U.S. Government on
This chapter provides guidance, policies, and
behalf of the U.S. Government.
procedures for processing requests for amateur
rocket, commercial launch and reentry vehicle, and 31−1−3. POLICY
commercial launch and reentry site operations in the
NAS. a. ATO service area forwards all requests for
Class II amateur rockets that will enter Class A
airspace and all Class III requests to the Office of
31−1−2. AUTHORITY Commercial Space Transportation (AST) for addi-
a. Public Law (PL) 98−575. Congress enacted tional safety analysis.
PL98−575, Commercial Space Launch Act of 1984, b. All proposals for development of launch or
codified at 49 USC subtitle IX, Chapter 701, with its reentry sites, and the conducting of commercial space
purpose to: launches and reentry operations, must be immedi-
ately forwarded to AST.
1. Promote economic growth and entrepreneur-
ial activity through utilization of the space
31−1−4. CONTROLLING FACILITY
environment for peaceful purposes.
The FAA or DOD facility having control jurisdiction
2. Encourage the U.S. private sector to provide over the affected airspace where the amateur rocket,
launch vehicles and associated launch services by launch vehicle, or reentry vehicle is projected to
simplifying and expediting the issuance or transfer operate must be designated as the controlling facility.
of launch licenses and by facilitating and encour- When multiple facilities may be impacted by an
aging the utilization of Government−developed operation, one facility will be designated as the lead
space technology. and be designated as the controlling agency. The
3. Designate an executive department to controlling facility will be responsible for the
oversee and coordinate the conduct of launch execution of the appropriate airspace management.
operations, to issue and transfer launch licenses
authorizing such activities, and to ensure that public 31−1−5. DEFINITIONS
health and safety, foreign policy, and national a. Aircraft hazard area − the predicted location and
security interests of the United States are satisfied. extent of the airspace potentially containing falling
debris generated by an amateur rocket, launch
b. Title 14 of the Code of Federal Regulations
vehicle, reentry vehicle failure, or from the planned
(14 CFR) Part 101 prescribes rules governing the
jettison of stages or other hardware.
operation of moored balloons, kites, amateur rockets,
and unmanned free balloons in the United States. b. Amateur rocket – an unmanned rocket that is
propelled by a motor or motors having a combined
c. 14 CFR Chapter III contains requirements total impulse of 889,600 Newton−seconds (200,000
regarding the licensing and operation of launch and pound−seconds) or less; and cannot reach an
reentry sites (commonly referred to as spaceports), altitude greater than 150 kilometers (93.2 statute
and the licensing of launch and reentry vehicle miles) above the Earth’s surface.
operators intending to operate in, or place a payload
in outer space, and certain suborbital rocket launches c. Amateur rocket classes:
conducted from within U.S. territory or by 1. Class 1 − a model rocket that uses no more
U.S. citizens. However, these regulations do not than 125 grams (4.4 ounces) of propellant; uses a

General 31−1−1
JO 7400.2M 2/28/19

slow−burning propellant; is made of paper, wood, or Earth substantially intact. The performance and
breakable plastic; contains no substantial metal maneuverability of reentry vehicles may vary
parts; and weighs no more than 1,500 grams (53 depending upon the design of the vehicle, including
ounces) including the propellant. those that descend via parachute, those that glide to
a landing, and those that use rocket or jet power to
2. Class 2 – a high power rocket, other than a
land.
model rocket, that is propelled by a motor or motors
having a combined total impulse of 40,960
Newton−seconds (9,208 pound−seconds) or less. 31−1−6. RESOURCES
3. Class 3 – an advanced high power rocket, a. Current regulations can be viewed at
other than a model rocket or high−power rocket. ecfr.gpoaccess.gov and www.tripoli.org. These are
routinely updated, and are more current than the
d. Applicant − an entity that has submitted a
printed versions.
request for waiver/authorization to Part 101 for the
launch of an amateur rocket, or an entity that has 1. Commercial space regulations can be found
submitted an application to AST for a license or at 14 CFR Chapter III.
permit to operate a launch vehicle, reentry vehicle, 2. Amateur rocket regulations can be found at
launch site, or reentry site. 14 CFR 101.
e. Ground hazard a r e a − the required separation b. The FAA’s Commercial Space Transportation
distance between the launch point and nearest people organization website contains information about
or property that are not associated with the operation. current and planned launches, issued licenses,
f. Launch vehicle − a vehicle built to operate in, or industry news, and announcements.
place a payload in, outer space or a suborbital rocket.
c. Additional amateur rocketry information can be
Chapter III requires that launch vehicle operations be
found at the National Association of Rocketry (NAR)
licensed by AST.
website at www.NAR.org.
g. Operator − an amateur rocket operator or an
d. FAA Order JO 7210.3, Facility Operation and
entity that has received a license or permit from AST
Administration, contains guidance and policy for
to conduct a launch or reentry operation.
processing waiver/authorizations and is applicable to
h. Reentry vehicle − a reusable launch vehicle waiver/authorizations issued for amateur rocket
designed to return from Earth’s orbit or outer space to operations.

31−1−2 General
1/30/20
2/28/19 JO 7400.2M CHG 1
JO 7400.2M

Section 2. Amateur Rockets

31−2−1. RESPONSIBILITIES 4. Between sunset and sunrise without prior

authorization from the FAA;
a. Air traffic is authorized to issue waiver/
authorizations to Part 101 for amateur rocket 5. Within 5 nautical miles of any airport
activities and is responsible for integrating amateur boundary without prior authorization from the FAA;
rocket activities into the NAS. The appropriate 6. In controlled airspace without prior
service area is air traffic’s point of contact for authorization from the FAA;
Part 101 and associated waiver/authorizations, and is
responsible for coordinating certain proposals 7. Unless observing the greater of the following
regarding airspace operations and procedures with separation distances from any person or property that
AST. is not associated with the operation:

b. AST supports the waiver/authorization process (a) Not less than one−quarter of the
by providing Air Traffic with the results of safety maximum expected altitude;
analyses and recommendations pertaining to pro- (b) 1,500 feet;
posed amateur rocket activities.
8. Unless a person at least eighteen years old is
c. AJV-P2 provides oversight and support to present, is charged with ensuring the safety of the
service areas for amateur rocket operations. operation, and has final approval authority for
initiating high−power rocket flight;
d. Communication and coordination between
AST and Air traffic is paramount. Since AST 9. Unless reasonable precautions are provided
personnel are not located at the regional offices, the to report and control a fire caused by rocket activities.
required AST coordination occurs at FAA HQ.
31−2−3. AMATEUR ROCKET PROCESS
31−2−2. GENERAL OPERATING LIMITA- The applicant must submit FAA Form 7711−2,
TIONS Application for Certificate of Waiver or Authoriza-
a. In accordance with Part 101, an amateur rocket tion, at least 45 days prior to the event, and must
must: include the required information as outlined in
section 101.29.
1. Launch on a suborbital trajectory;
The service area is the focal point for receiving,
2. Not cross into the territory of a foreign processing, and signing waiver/authorization re-
country unless an agreement is in place between the quests. A service area may delegate waiver/
United States and the country of concern; authorization processing responsibilities to a facility,
3. Be unmanned; in accordance with FAA Order JO 7210.3.

4. Not create a hazard to persons, property, or When a proposal overlaps service area geographical
other aircraft. jurisdictions, the affected service area must
coordinate to determine which office will serve as the
b. In addition to the above, Class 2−High Power lead office for processing the proposal. Coordination
Rockets and Class 3−Advanced High Power Rockets, between service areas is also required when the
must not operate: affected geographical area and the ATC facility are
1. At any altitude where clouds or obscuring under the jurisdiction of different service areas or
phenomena of more than five−tenths coverage facilities.
prevail; a. A waiver/authorization is required for amateur
rocket operations conducted outside the operating
2. At any altitude where the horizontal visibility
limitations per paragraph 31−2−2. The most common
is less than five miles;
reason for requesting a waiver/authorization is to
3. Into any cloud; operate within controlled airspace. An applicant must

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submit its waiver/authorization request to the service results and any related recommendations to the
area. If the applicant submits its request directly to service area and the ATO POC.
AST, AST must direct the applicant to submit its c. The service area must coordinate with the
request directly to the service area. appropriate facilitv(s) for the processing of the
b. The service area must perform the initial review waiver/authorization. This coordination must in-
of the waiver/authorization request. clude the performance of an Aeronautical Analysis,
as described in paragraph 31−2−4.
1. The service area must verify that FAA
Form 7711−2 is complete and that the information d. The service area must sign and issue the
required in section 101.29 has been provided. The waiver/authorization with appropriate terms/condi-
service area must return incomplete waiver/ tions.
authorization requests to the applicant for additional 1. The service area must provide a copy of the
information. Requests that cannot be accommodated approved waiver/authorization to the applicant and
will not be coordinated beyond the service area. facilities.
2. All complete waiver/authorization requests 2. For any waiver/authorization requests that
must be assigned a unique waiver/authorization require review under subparagraph b.3, the service
number for ease of processing. The number must area must provide a copy of approved waiver/author-
consist of the three−letter service area identifier, four ization to AST and AJV−P2.
digits containing the year and number of the request
3. The service area must archive the approved
received that year, and the contraction “RKT” (for
waiver/authorization and associated data for tracking
example, WSA−1034−RKT indicates Western Ser-
purposes through a local process.
vice Area, the year 2010, and the 34th
waiver/authorization for that year). This number e. The facility must develop an Airspace
must be used in all correspondence and coordination Management strategy as described in paragraph
when referring to this operation. 31−2−5.
3. No less than 30 days prior to the proposed f. Prior to each activity, the facility must develop
launch date, the service area must forward requests an Electronic System Impact Report in accordance
that require AST safety analysis (all Class II intended with FAA Order JO 7210.3.
to enter Class A airspace, all Class III requests and all g. A NOTAM must be issued per the terms of the
requests to waive the standoff distance of section waiver/authorization.
101.25(g)) to AST and the ATO Commercial Space
POC (ATO POC).
31−2−4. AERONAUTICAL ANALYSIS
4. AST must conduct a safety analysis that
Prior to issuing a Certificate of Waiver or
determines or verifies the following:
Authorization for amateur rocket operations, the
(a) The size and location of the ground hazard service area and appropriate facilities must conduct
area. an aeronautical analysis to identify any aeronautical
impacts to be resolved or mitigated. The analysis
(b) The size and location of the aircraft hazard
must be specific to the proposed site, and may
area(s) and the times during which the hazard area(s)
include, but is not limited to, the following steps:
must remain clear of aircraft during both normal
operations and in the event of a failure. a. Gather details on the amateur rocket event, such
as location, date(s), time, number of launches, and
(c) Any additional steps that the amateur expected altitude.
rocket operator must take to ensure public safety.
b. Identify the class of rocket operations specified
5. AST must coordinate with the service area in the Certificate of Waiver or Authorization, as this
when additional information is required from the will determine which sections of 14 CFR Part 101
applicant. apply.
6. No less than 10 days prior to the proposed NOTE−
launch date, AST must provide its safety analysis The applicant is responsible for determining the

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appropriate rocket class based on the definitions in d. Facilities must determine the impact of the
Part 101. operation to the NAS , accounting for any mitigation
identified in the airspace management strategy.
c. Determine the class of airspace where the event
is proposed, and consider the impact of the rocket e. The service area must not issue the Certificate
operation to local airports, VFR aircraft and routes, of Waiver or Authorization until all concerns or
IFR routes and procedures, military training routes, objections have been considered.
special use airspace, etc.
31−2−6. WAIVER/AUTHORIZATION
FORMAT AND CONTENT
31−2−5. AIRSPACE MANAGEMENT a. Use FAA Form 7711−1, Certificate of Waiver or
Authorization, to issue the waiver/authorization.
Per 14 CFR § 101.23, the amateur rocket operator is
responsible for ensuring the safety of persons and b. At a minimum, the waiver/authorization must
property on the ground and of aircraft flying nearby. contain the following:
Facilities develop airspace management strategies, 1. Specific section of Part 101 to be waived or
based on the operator ’s proposal, and/or the authorized.
waiver/authorization with identified hazard areas, to
maintain the safety and efficiency of the NAS. 2. Name, address, and telephone number of the
applicant.
a. Facilities should consider all available airspace 3. Activities approved for launch.
management tools when developing the airspace
management strategy. The following criteria is 4. Location of the approved launch site in
recommended or required as outlined below for coordinates and description of location (for example,
implementing airspace management: 30NM west of ABO VOR).
5. Approved dates and times of launch
1. For launches to altitudes less than 10,000 ft operations.
MSL, no airspace management is required.
6. Advance notification requirements to the
2. For launches to altitudes between 10,000 ft designated FAA facilities and, if desired, cancellation
and 17,999 ft MSL, airspace management is and termination notification.
recommended. 7. Approved projected altitudes of the rocket(s).
3. For launches to altitudes above 18,000 ft 8. Other provisions or requirements deemed
MSL, airspace management is required. necessary to maintain safety of the NAS.
NOTE− c. The service area office may suspend or revoke
Airspace management must be implemented for Class E a waiver/authorization whenever a question arises
airspace above FL 600 if the proposed operation is above about the safety of the operation, compliance with
FL 600. safety precautions or conditions of approval, or if an
unforeseen impact on aeronautical operations occurs.
b. Existing special use airspace may be used only
if permission has been granted by the using agency or d. Terms and conditions. In most cases, an
controlling agency, as appropriate. The amateur attachment containing terms and conditions of the
rocket operator is responsible for obtaining the Certificate of Waiver or Authorization will be
required permission. included. Provisions commonly addressed in terms
and conditions may include, but are not limited to, the
c. A temporary flight restriction (TFR) for space following:
flight operations as described in 14 CFR § 91.143
may be used to segregate nonparticipating aircraft 1. Requirements on the operator to use ground
from amateur rocket operations, as necessary. TFRs observers (“spotters”) to ensure that the airspace is
are the only available means for ATC facilities to clear of aircraft.
restrict both IFR and VFR aircraft from identified 2. Additional requirements on the operator for
hazard areas below 18,000 feet MSL. ensuring public safety, including any requirements

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pertaining to the recommendations provided by AST no less than 24 hours and no more than 3 days before
described in paragraph 31−2−3. the launch operation. If the operation requires a
waiver/authorization, the waiver/ authorization must
3. Deviation from CFRs applies to the specific
contain the names and phone numbers of the facilities
CFR referenced in the waiver/authorization.
to be notified. If required by the waiver/authoriza-
4. Additional requirements on the operator, tion, the operator must ensure that real time
beyond those listed in paragraphs 31−2−6b. and communications are available with the air traffic
31−2−7, for notification and communication with the facility in the event of unforeseen circumstances.
ATC facility, including real time communications.
31−2−8. NOTAMS
31−2−7. NOTIFICATION TO AIR TRAFFIC
A NOTAM must be issued that includes the keywords
FACILITIES
“airspace” and “rocket launch activity,” the site
Part 101 requires all Class 2 and 3 amateur rocket description, and effective dates and times. It should
operators to notify the FAA air traffic facility nearest also include a brief narrative describing the rocket
the place of intended operation prior to the launch. operation, numbers and types of rockets involved,
Notice of the launch must be provided to Air Traffic and contact information for nonparticipating pilots.

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Section 3. Launch and Reentry Vehicle Operations

31−3−1. RESPONSIBILITIES 31−3−2. LOA CONTENT

a. Operator. Prior to conducting a launch or The LOA describes the terms and conditions required
reentry, the operator must obtain a license or permit for safe launch or reentry operations in the NAS,
from the Office of Commercial Space Transportation including procedures for notification and the
(AST). With regard to airspace management, the issuance of NOTAMs. If an LOA already exists
14 CFR 400 regulations for both a license and a between the operator of the launch or reentry site to
permit require an applicant to engage AST in the be used and the air traffic facility having jurisdiction
pre−application consultation and to complete a letter over the airspace, that LOA may be modified, if
of agreement (LOA) with the ATC facility having necessary, and used to meet this requirement. This
jurisdiction of the airspace where the launch or includes launch or reentry operations that will be
reentry will take place. conducted from a Federal range.
b. Air Traffic. Air traffic is responsible for Contents of the LOA may vary depending on the
working with the launch or reentry vehicle operator launch or reentry site, vehicle operating characterist-
to ensure that the LOA contains the appropriate ics, and the type, number ,and frequency of proposed
provisions, and is coordinated with the appropriate operations. The LOA must include the following:
FAA offices to ensure the safety of the NAS. When a. Names of the affected air traffic facilities and
a proposed launch or reentry overlaps the jurisdic- launch or reentry operator.
tions of multiple air traffic facilities, those facilities
b. Brief description of the launch or reentry
must coordinate to determine which facility will
vehicle, operating characteristics, and anticipated
serve as the lead facility for developing the LOA.
frequency of proposed operations.
ATC facilities are encouraged to consult with AST in
the development of the LOA and share drafts of the c. ATC facility and operator contact information,
LOA as necessary. including required coordination for each launch or
reentry.
c. AST. AST is responsible for evaluating license
applications and issuing licenses to operators of d. Airspace/altitudes where the launch or reentry
commercial launch and reentry vehicles. AST also operation will take place.
evaluates applications for experimental permits and e. Procedures for the content and issuance of
issues experimental permits to the operators of NOTAMs.
commercial reusable suborbital launch vehicles. f. Subject to the technical, workload, and other
AST facilitates the development of the LOA, and constraints of the ATC facility and the level of
later evaluates its content against 14 CFR 400 airspace management necessary to protect public
requirements. AST personnel are also responsible for health and safety, the LOA may also include the
being present at some launches or reentries to following provisions for communication and the
monitor compliance with the license or permit and transfer of data:
regulations.
1. If communications between the operator and
d. Federal range. The process for launches or ATC facility are not established prior to flight, the
reentries conducted at Federal ranges is similar to the operator must delay or cancel scheduled flights.
process at non−Federal launch and reentry sites.
Additional opportunities exist in the collaboration 2. Verification by the operator that the airspace
between the Federal range and the operator for ATO within the confines of the hazard area is clear of all
and AST to obtain necessary information to support non−participating aircraft immediately prior to the
the launch and reentry process. Further, the range operation.
generally conducts some activities necessary for the 3. Verification by the ATC facility that no
operation on behalf of the operator, including safety non−participating aircraft are observed within the
analyses. Federal ranges also typically have existing airspace corresponding to the confines of the hazard
letters of agreements with ATC facilities. area immediately prior to launch.

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4. Immediate notification to the ATC facility by inflight activity status information for nonparticipat-
the operator of flight cancellation. ing pilots.
5. Immediate notification to the ATC facility of c. Information regarding the methods of airspace
an off−nominal event (that is, mishap, accident, etc.), management may also be addressed.
including the specification of necessary data, to
include situational vehicle information (for example, 31−3−5. LAUNCH AND REENTRY
altitude of failure, position and heading, etc., if PROCESS
known) and the expected time at which the airspace
will be clear of any falling debris. The operator must submit an application for a license
or permit to AST. If an operator submits an
6. Immediate notification to the operator by the application for a license or permit to an ATC facility,
ATC facility if conditions that would make the the ATC facility must direct the operator to submit its
operation unsafe are observed. application directly to AST. AST has 180 days to
7. Any other information or data needed by the evaluate a complete license application and 120 days
FAA to ensure public safety and efficiently manage to evaluate a complete permit application.
the airspace. a. The process begins when an applicant contacts
AST to initiate pre−application consultation. Con-
31−3−3. LOA COORDINATION sultation consists of one formal meeting and a
number of follow−up telecons to exchange prelimin-
LOAs may require widespread coordination and ary information.
approval. The LOA must be coordinated with the
ATO Commercial Space POC (ATO POC). The ATO 1. If an applicant contacts an ATC facility
POC may disseminate the LOA to the following regarding a launch or reentry operation, the ATC
offices: facility must direct the applicant to contact AST.
2. Once contacted, AST notifies the ATO POC
a. Launch or reentry operator.
of the upcoming meetings and provides the POC with
b. All impacted air traffic facilities (including basic information regarding the operation, including
DOD as appropriate). its planned location.
c. Air Traffic Service Area Office. 3. AST coordinates with the ATO POC
throughout the pre−application process. The ATO
d. Flight Standards District Office. POC coordinates with the local ATC facilities that
e. When co−located at an airport, the Airport may need to be involved.
District office and the airport owner or manager. 4. The ATO POC assists AST in identifying
f. ATCSCC/CARF. other appropriate offices within the FAA (for
example, Airports, Flight Standards) and external to
g. AST. the FAA (for example, DOD) that may need to be
involved.
31−3−4. NOTICE TO AIRMEN (NOTAM) 5. The ATO POC coordinates any issues within
a. NOTAMs issued for space launch and reentry ATO as appropriate.
operations will be processed in accordance with b. AST initiates an environmental review process.
current FAA directives.
1. AST provides any updated information from
b. The NOTAM must include the key words the environmental review to the ATO POC.
“airspace,” “space launch,” or “space reentry;” the
2. AST forwards any questions or comments
launch or reentry site description, effective dates and
from the ATO POC back to the applicant for
times, and a chart depicting the area boundaries. It
resolution.
should also include a brief narrative describing the
launch or reentry scenario, activities, types of launch c. The applicant submits a formal, written
or reentry vehicle involved, and the availability of application.

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1. AST provides any updated information from g. ATO (facilitv(s), ATCSCC) conducts an
the application to the ATO POC. The ATO POC analysis of the impact to NAS of the proposed
coordinates with the local ATC facilities. operation based on the results of the safety analysis.
2. AST forwards any questions or comments h. ATO (facilitv(s), ATCSCC) develops an
from the ATO POC back to the applicant for airspace management plan based on the safety
resolution. analysis, the NAS impact analysis, and the local
constraints.
d. The applicant collaborates with the ATC
facility to develop an LOA or modify an existing 1. When appropriate, various options for
LOA, based on the guidance provided in paragraph impact mitigation are developed.
31−3−2 above. 2. The ATO POC works with AST to determine
e. AST evaluates the LOA to ensure that it meets if potential mitigation actions may alter any safety
14 CFR 400 requirements. analyses.
i. AST evaluates other parts of the application
f. A safety analysis of the proposed operation is
against the 14 CFR 400 requirements.
conducted.
j. AST issues a license or permit based on its
1. For a launch or reentry from a Federal range, evaluation of the applicant’s satisfaction of 14 CFR
the range’s safety office generally conducts this 400 requirements and the ATO’s completion of the
analysis on behalf of the applicant. For a launch or airspace management plan.
reentry from a non−Federal site, AST conducts the
analysis as part of its evaluation. k. Prior to each operation, the local ATC facility
reviews the airspace management plan, coordinates
2. The analysis determines the size and location any needed adjustments, and coordinates any
of the aircraft hazard area(s) and the time during protected airspace required by the plan.
which the hazard area(s) must remain clear of aircraft
during both normal operations and in the event of a l. A NOTAM must be issued by the appropriate
failure. authority according to the guidance provided in
paragraph 31−3−4 above to implement the airspace
3. AST provides the analysis results and any management plan and to inform users of the NAS of
other pertinent information to the ATO POC. the planned activities.

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Section 4. Launch and Reentry Sites

31−4−1. RESPONSIBILITIES b. Brief description of the launch or reentry site,

types of anticipated operations, and anticipated
a. Operator. Prior to operating a launch or reentry
frequency of proposed operations.
site, the operator must apply for and obtain a license
from the Office of Commercial Space Transportation c. ATC facility and operator contact information.
(AST). With regard to airspace management, the 14 d. Procedures for the content and issuance of
CFR 400 regulations for a site operator’s license NOTAMs.
require an operator to engage AST in pre−application
consultation and to complete a letter of agreement 31−4−3. LOA COORDINATION
(LOA) with the air traffic control (ATC) facility
LOAs may require widespread coordination and
having jurisdiction of the airspace where the launch
approval. The LOA must be coordinated with the
or reentry site will be located. The operator is
ATO Commercial Space POC (ATO POC). The ATO
responsible for initiating contact with the appropriate
POC may disseminate the LOA to the following
ATC facility to develop the LOA.
offices:
b. Air Traffic. Air traffic is responsible for a. Launch or reentry operator.
working with the launch or reentry site license
applicant to ensure that the LOA contains the b. All impacted air traffic facilities (including
appropriate provisions, and is coordinated with the DOD as appropriate).
appropriate FAA offices to ensure the safety of the c. Air Traffic Service Area Office.
NAS. When a proposed launch or reentry site
d. Flight Standards District Office.
overlaps the jurisdictions of multiple air traffic
facilities, those facilities must coordinate to e. When co−located at an airport, the Airport
determine which facility will serve as the lead facility District office and the airport owner or manager.
for developing the LOA. ATC facilities are f. ATCSCC/CARF.
encouraged to consult with AST in the development
g. AST.
of the LOA and share drafts of the LOA as necessary.
c. AST. AST is responsible for evaluating license 31−4−4. LAUNCH AND REENTRY SITE
applications and issuing licenses to operators of PROCESS
commercial launch and reentry sites. Launch and The operator must submit an application for a site
reentry site applications are subject to NEPA license to AST. If an operator submits an application
Order 1050.1, Policies and Procedures for Consider- for a site license to an ATC facility, the ATC facility
ing Environmental Impacts, and other applicable must direct the operator to submit its application
regulations, public laws, and statutes. All NEPA directly to AST. AST has 180 days to evaluate a
requirements associated with licensed commercial complete license application.
launch and reentry site operations will be addressed
by AST as part of the site licensing process. AST a. The process begins when an applicant contacts
facilitates the development of the LOA, and later AST to initiate pre−application consultation. Con-
evaluates its content against 14 CFR 400 require- sultation consists of one formal meeting and a
ments. number of follow−up telecons to exchange prelimin-
ary information.
31−4−2. LOA CONTENT 1. If an applicant contacts an ATC facility
regarding a launch or reentry site, the ATC facility
The LOA documents the coordination between the must direct the applicant to contact AST.
site operator and the ATC facility. The LOA must
2. Once contacted, AST notifies the ATO POC
include the following:
of the upcoming meetings and provides the POC with
a. Names of the affected air traffic facilities and basic information regarding the site, including its
launch or reentry site operator. planned location.

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3. AST coordinates with the ATO POC 2. AST forwards any questions or comments
throughout the pre−application process. The ATO from the ATO POC back to the applicant for
POC coordinates with the local ATC facilities that resolution.
may need to be involved.
d. The applicant submits a formal, written
4. The ATO POC assists AST in identifying application.
other appropriate offices within the FAA (for
example, Airports, Flight Standards) and external to 1. AST provides any updated information from
the FAA (for example, DOD) that may need to be the application to the ATO POC. The ATO POC
involved. coordinates with the local ATC facilities.
5. The ATO POC coordinates any issues within 2. AST forwards any questions or comments
ATO as appropriate. from the ATO POC back to the applicant for
resolution.
b. Once the pre−application process is complete,
the ATO POC provides AST with a memorandum of e. The applicant collaborates with the ATC facility
assessment of potential impacts on the NAS from the to develop an LOA or modify an existing LOA, based
proposed site and the identification of any initial on the guidance provided in paragraph 31−4−2 above.
issues or constraints.
f. AST evaluates the LOA to ensure that it meets
1. The ATO POC coordinates with the affected 14 CFR 400 requirements.
facilities to develop the memorandum.
g. AST evaluates other parts of the license
2. The memorandum either lists the potential application against the 14 CFR 400 requirements.
issues and expected restrictions or declares “no issues
identified at this time.” h. AST issues a license based on its evaluation of
the applicant’s satisfaction of 14 CFR 400
c. AST initiates an environmental review process.
requirements and the resolution of any issues
1. AST provides any updated information from identified ATO’s memorandum of assessment of
the environmental review to the ATO POC. potential impacts.

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Chapter 32. Environmental Matters

Section 1. General Information

32−1−1. PURPOSE 32−1−3. BACKGROUND

This section provides guidance and establishes a. FAA Order 1050.1 establishes policies and
policy and procedures to assist air traffic personnel procedures and assigns responsibility for ensuring
in applying the requirements of FAA Order 1050.1, FAA compliance with NEPA and its implementing
Environmental Impacts: Policies and Procedures, to regulations issued by the Council on Environmental
proposed air traffic actions. The guidance in this Quality (CEQ) (40 CFR Parts 1500−1508), the
chapter will assist air traffic personnel in determin- Department of Transportation (DOT) Order 5610.1,
ing the level of environmental study appropriate FAA Order 1050.1, and other related statutes and
for a proposed action and in preparing the required directives.
environmental documentation.
b. The complexity of environmental issues
The policies and procedures set forth in this associated with some air traffic activities necessit-
chapter are intended to supplement the require- ates a systematic and uniform approach to the
ments of FAA Order 1050.1 and other Department of environmental review process. This process must as-
Transportation and FAA directives. sess all impacts, as well as provide the data for
Further, this chapter outlines the approach for preparing all required environmental and supporting
considering environmental issues and helps reduce documentation.
the complexity of the review process, while c. FAA Order 1050.1 provides the overall
ensuring that the environmental process associated procedures and guidance for the FAA’s environment-
with proposed air traffic actions is thoroughly and al responsibilities. It is the intent of this chapter to
properly documented. complement, and not repeat in its entirety, what is
already contained in FAA Order 1050.1. However,
32−1−2. POLICY there are issues addressed in FAA Order 1050.1 that
require further detail for air traffic or additional
It is air traffic policy to use an interdisciplinary
emphasis to ensure they are properly addressed.
approach to ensure compliance with all environment-
al laws and regulations. This policy requires that all d. The re-engineered environmental review pro-
projects be reviewed as early as possible to determine cess for Instrument Flight Procedures (IFPs) requires
if there is potential to impact the quality of the human completion of a pre-screening filter and, in certain
environment as defined by the National Environ- cases, eliminates the need to complete the Air Traffic
mental Policy Act of 1969, as amended (NEPA). All IER form (see Appendix 5), the checklist in support
units of Air Traffic Services and Mission Support of a Categorical Exclusion (CATEX) Determination,
Services must adhere to the requirements in FAA and the CATEX Memo. The re-engineered environ-
Order 1050.1. mental review process is depicted in FIG 32−1−1.
In addition, all units must comply with the e. This chapter is designed to address these unique
guidelines and directions detailed in this chapter actions (for example, special use airspace proposals)
whenever reviewing regulatory and nonregulatory and provide the additional detail necessary for air
airspace actions. traffic to conduct an adequate environmental review.

General Information 32−1−1

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FIG 32−1−1
IFP Re−Engineered Environmental Review Process

32−1−4. DELEGATION OF AUTHORITY environmental document also requires approval and

signature at the Headquarters level.
The Approving Official for Environmental Assess-
ments (EAs), Findings of No Significant Impact d. The Vice President for Mission Support
(FONSIs) and Environmental Impact Statements Services has signature authority for EAs, FONSIs,
(EISs) is the FAA official with signature authority EISs, and RODs that are beyond the scope of
for these documents. The FAA official with authority of a single Service Center. This authority
signature authority to approve a Record of Decision cannot be delegated.
(ROD) is the decision−maker (see Order 1100.154A, e. The Service Center Directors are responsible for
Delegation of Authority). air traffic environmental compliance for proposed
actions within the jurisdiction of air traffic facilities
a. The air traffic facility manager has signature
within their respective service areas.
authority for memoranda related to administrative
actions listed in FAA Order 1050.1, paragraph f. The Mission Support, Rules and Regulations
2−1.2.d. and advisory actions discussed in FAA Group is responsible for coordinating environmental
Order 1050.1, paragraph 2−1.2.b. processes that cross service area boundaries.
b. The Vice President for Mission Support g. The Service Center Operations Support Group
Services has signature authority for EAs, FONSIs, (OSG) Flight Procedures Team (FPT) must assist the
EISs, and RODs for all Performance-Based Service Center Environmental Specialist in prepar-
Navigation (PBN) and airspace re-design (for ing CATEXs based on the results of the re-engineered
example, Metroplex) projects and may delegate this environmental review process for IFPs unless it is
authority to a Service Center Director in the routed to an OSG Environmental Specialist, at which
respective Service Center. time it is subject to the authority and responsibilities
described above in this Order.
c. The Service Center Directors have signature
authority for CATEXs and, as delegated by the Vice 32−1−5. RESPONSIBILITIES
President for Mission Support Services, for EAs,
FONSIs, EISs, and RODs which are exclusively The order of delegated authority for air traffic
within the scope of a single Service Center; and may environmental processes is as follows:
delegate this authority to the Operations Support a. Mission Support, Policy, Rules and Regula-
Group Manager within that Service Center. For tions Group. The Rules and Regulations Group has
Special Use Airspace (SUA) actions that require been delegated authority to direct and implement
approval at the Headquarters level, the associated environmental policy and procedures for air traffic

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actions. It must design and initiate training programs (c) NEPA 102 for the Re-engineered Environ-
to educate air traffic personnel in Headquarters, in the mental Review Process for Instrument Flight
Service Centers, Air Traffic Services Service Areas, Procedures (IFPs).
and in air traffic field facilities on environmental (d) Re-engineered Environmental Review
laws, regulations, policies, and processes related to Process for IFPs and the Environmental Pre-Screen-
the implementation or revision of air traffic airspace ing Filter.
and procedures.
(e) Environmental screening tools
The Rules and Regulations Group must direct and (pre-screening filter, noise screening guidance
implement training for air traffic Environmental document, Aviation Environmental Screening Tool
Specialists in the use of environmental screening and (AEST), and/or TARGETS Environmental Plug-in.)
modeling tools (see Subparagraph 32−1−5.b, Service
(f) Environmental Modeling Tool (Aviation
Center Directors). Additionally, the Rules and
Environmental Design Tool (AEDT)).
Regulations Group must serve as the air traffic focal
point for the Headquarters Environmental Network NOTE−
chaired by the Office of Environment and Energy Recurrent training to supplement these minimums should
(AEE). be provided, as appropriate. Additionally, when members
of the FPT or other specialists have duties that include the
b. Service Center Directors. use of the Pre-Screening Filter, they must complete
training on the Filter, NEPA 101, and NEPA 102.
1. The Service Center Directors have the final c. OSG Manager.
responsibility for ensuring that all appropriate
environmental documentation within their area of The OSG manager must act as the FAA environment-
jurisdiction is prepared accurately and completely. al point of contact when another Federal agency (for
example, Department of Defense (DOD)) requests
2. The Service Center Directors must be FAA participation as a Cooperating Agency on air
responsible for designating at least one person to traffic or airspace actions.
serve as the Environmental Specialist within his/her NOTE−
service area to address air traffic environmental When a request for Cooperating Agency status is received
issues. Funding for training associated with the duties from the DOD related to Special Use Airspace (SUA), a
of the Environmental Specialist must also be the copy of Appendix 2 and Appendix 3, (flow charts for SUA
responsibility of the Service Center Director (or environmental and aeronautical non−rulemaking and
his/her designee). rulemaking actions, respectively) along with a copy of
Appendix 4 (a summary of FAA procedures for processing
3. The Service Center Director (or his/her DOD SUA actions), will be attached to the response. A
designee) must appoint a representative to serve as copy of the response, which will also identify the Service
the focal point for his/her service area on Regional Area environmental point of contact, will be provided to
Environmental Networks within his/her service area. the appropriate Service Area.
The representative must coordinate any environ- d. Service Center Environmental Specialist.
mental activity in his/her service area with the Rules
1. Center, TRACON, and ATCT facility
and Regulations Group, as appropriate.
managers are responsible for participating in the
4. The Service Center Directors must ensure development of all appropriate environmental
that the Environmental Specialist attends the documentation for proposed air traffic actions within
following training or equivalent, as soon as practical their jurisdiction, and assisting the Service Center
after his/her appointment to the position: Environmental Specialist in ensuring that such
documentation is prepared accurately and com-
(a) FAA Academy Course #50019, Airspace pletely.
and Procedures.
The facility managers also are responsible for
(b) Electronic Learning Management System designating at least one facility staff specialist within
(eLMS) Course #60000076, Mission Support their scope of operations to coordinate with the
Services’ National Environmental Policy Act Service Center Environmental Specialist when
(NEPA) & Air Traffic Applications. addressing environmental issues. The facility

General Information 32−1−3

JO 7400.2M 2/28/19

specialist may be required to perform his/her Airports. The Service Center Environmental Special-
environmental duties on a full−time or collateral ist may also be requested to attend public meetings or
basis. The decision about the need for a full−time hearings to provide support to the facility,
Environmental Specialist at a field facility must be region/service area, or other lines of business
made by the facility manager. convening the meeting or hearings.
2. The Service Center Environmental Specialist 8. The Service Center Environmental Specialist
is responsible for the preparation of CATEXs, EAs, must review other agencies’ environmental docu-
EISs, Letters of Adoption, Written Reevaluations, mentation when applicable (for example, when the
FONSIs, and RODs for air traffic actions unless it is FAA is considering adopting the environmental
a CATEX prepared based on the results of the IFP documentation).
Environmental Pre-Screening Filter that do not 9. In the case of SUA actions, the Service Center
require additional environmental review (in that case, Environmental Specialist must review environment-
the OSG FPT is responsible (see paragraph 32-1-5e)). al studies in accordance with paragraph 32−2−3.
When the results of the Pre-Screening Filter indicate
that additional environmental review is needed, the 10. The Service Center Environmental Special-
Service Center Environmental Specialist is respons- ists must coordinate with each other and with their
ible for that additional review and preparation of the counterparts in other agencies, as appropriate.
appropriate NEPA documentation. The Service e. Flight Procedures Team.
Center Environmental Specialist is also responsible
for posting these documents to the Airspace Services 1. For IFP requests, the initial responsibility for
KSN. environmental compliance rests with the OSG FPT.

3. The Service Center Environmental Specialist 2. The OSG FPT must assist the Environmental
must provide guidance in the use of the IFP Specialist in preparing a CATEX that is based on the
Environmental Pre-Screening Filter. results of the IFP Environmental Pre-Screening
Filter, and does not require additional environmental
4. The Service Center Environmental Specialist review. When the results of the Pre-Screening Filter
must provide guidance in and oversee the preparation indicate that additional environmental review is
of the Air Traffic Initial Environmental Reviews (see needed, the Service Center Environmental Specialist
Appendix 5). is responsible for that additional review and
5. The Service Center Environmental Specialist preparation of the appropriate environmental compli-
is responsible for reviewing environmental studies ance documentation.
and forwarding written concurrence to the air traffic f. Air Route Traffic Control Center (ARTCC),
facilities that originate the environmental document- Terminal Radar Approach Control (TRACON), and
ation. Airport Traffic Control Tower (ATCT) facility
6. The Service Center Environmental Specialist managers.
must review environmental compliance documenta- 1. ARTCC, TRACON, and ATCT facility
tion initiated by Technical Operations in the Service managers are responsible for ensuring that all
Centers. appropriate environmental documentation for pro-
posed air traffic actions within their jurisdiction is
7. The Service Center Environmental Specialist
prepared accurately and completely. For procedures
must cooperate with Airport District Offices or the
reviewed through the IFP Environmental Pre-Screen-
Airports Division, within his/her jurisdiction, on the
ing Filter, these managers must ensure that the results
preparation of environmental compliance documents
of the Filter are reviewed by appropriate FAA
and 14 CFR, Part 150, Airport Noise Planning, Land
personnel.
Use Compatibility Guidelines (Part 150) studies
undertaken by these offices. Review and comments (a) For actions that require additional envir-
by the Service Center Environmental Specialist must onmental review, these managers are responsible for
be directed to those matters affecting the operation of recommending to the Service Center Environmental
the air traffic program. Comments must be forwarded Specialist the appropriate level of environmental
to the appropriate organization in the Office of review.

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2/28/19 JO 7400.2M

(b) For actions other than Advisory or full−time basis attends the training specified in
Emergency Actions (as defined in FAA Order paragraph 32−1−5b. above, as soon as practical.
1050.1), and actions that require additional environ-
mental review beyond the IFP Environmental (c) The environmental screening and model-
Pre-Screening Filter, the facility manager must ing tools training is also recommended, but is not
ensure that, at a minimum, the Air Traffic Initial mandatory. Additionally, where other facilities have,
Environmental Review (IER) (see Appendix 5) is or are authorized to have, an operations specialist (for
prepared and submitted, with supporting informa- example, Plans and Programs Specialist or Procedure
tion, to the Service Center Environmental Specialist Specialist) to conduct environmental activities as a
along with the proposed action (see Paragraph collateral duty, it is recommended that these
32−2−1a, Determination of Appropriate Environ- specialists attend the above−referenced training.
mental Documentation). Under some limited
circumstances, the Service Center Environmental 4. Facility managers must ensure that their
Specialist may waive the need for completion of the facility is represented at meetings of the Office of
IER by substituting an appropriate level of Airports and other lines of business, such as
documentation, such as a memorandum to the file. environmental compliance and Part 150 process
meetings, where decisions rendered could affect air
(c) For IFP actions reviewed through the IFP traffic operations in their area of responsibility.
Environmental Pre-Screening Filter, the OSG FPT
must assist the Service Center Environmental
(a) Facility managers are responsible for
Specialist in determining the appropriate level of
working with operating divisions, airport sponsors,
environmental documentation after reviewing the
and contract support personnel in the environmental
results from the Filter. The Service Center
review processes. Air traffic attendance at these
Environmental Specialist must then prepare the
meetings does not necessarily constitute air traffic
Categorical Exclusion Declaration (if appropriate)
endorsement or sanction of the proposed action.
for signature by the Service Center Director (or
his/her designee). Because preparation of an EA or
(b) Environmental compliance and Part 150
EIS will require the use of contractor funds and staff,
studies must receive thorough review at the facility
the field facility must forward that recommendation
level. Review and comments on Office of Airports
up to the Service Center Director for approval and
documents must be directed to those matters that
action.
affect the operation of the air traffic program. Facility
2. The ATCT facility manager should be comments must be forwarded to the Service Center
involved early in the design phase of a proposal to Environmental Specialist, not more than 15 days
ensure that a full understanding of tower/airport after receipt of the document or study. (Requests for
operations is included in the alternatives develop- longer periods of review must be coordinated with the
ment. The facility manager is responsible for Service Center Environmental Specialist on an as
ensuring that information provided to the ARTCC needed basis.) Prior to a facility submitting
and/or TRACON is complete and accurate. comments directly to other operating divisions, or
airport sponsors, the facility point of contact must
3. Facility managers also are responsible for discuss the issues with the Service Center
designating at least one facility staff specialist within Environmental Specialist.
their scope of operations to address environmental
issues. 5. Facility managers (or their designees) must
(a) The facility specialist may be required to not make or recommend a proposed flight track,
perform his/her environmental duties on a full−time route, or air traffic flow as a preferred action for the
or collateral basis. The decision about the need for a sole purpose of noise abatement. They may, however,
full−time Environmental Specialist at a field facility indicate if the proposed action is operationally
must be made by the facility manager. feasible or safe (within the context of aircraft
separation standards). The airport sponsor (operator)
(b) Facility managers must ensure that the is solely responsible for the recommendation of noise
specialist who performs environmental duties on a abatement procedures.

General Information 32−1−5

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Section 2. Environmental Processing

32−2−1. THE PROCESS in conjunction with the proposed air traffic action, as
follows:
The ARTCC, TRACON, and ATCT facilities, in
cooperation with the Service Center, must conduct b. Determination of Appropriate Environmental
the environmental compliance process for any Documentation. The appropriate level of environ-
proposed air traffic action in their area of jurisdiction mental documentation required must be determined
with the potential to impact the human environment. after all portions of a proposed action have undergone
Examples of air traffic actions include, but are not the Air Traffic Initial Environmental Review (IER)
limited to, procedural changes that create new or alter (see Appendix 5). The IER must be used for all
existing flight tracks over noise sensitive areas or projects that will:
altitudes utilized by aircraft, certain SUA requests or 1. Require the use of computer−based noise
changes, and initiatives effecting operational changes screening or modeling tools, or
(for example, changes in runway use percentage or
heading). Environmental documentation for such 2. Require Headquarters−level funding for
actions must be completed prior to approval and completion of the environmental process.
subsequent implementation (see Appendix 1, Envir- For those projects not requiring the use of
onmental Study Process Flow Chart, for the steps computer−based noise screening or modeling tools or
from action concept to implementation). that are not being funded at the Headquarters level,
a. Some basic questions to ask when considering completion of the IER is optional. Facility personnel
the potential environmental impact of actions are: and the Service Center Environmental Specialist
must coordinate the IER process.
1. Are there aircraft currently flying over the
area of change? The completed IER, along with a recommendation as
to whether the proposed action warrants no further
2. Are route altitudes increasing or decreasing? environmental review, a CATEX, or preparation of an
3. Are the routes moving laterally, and if so, EA or an EIS must be forwarded to the Service Center
how far from the baseline route? Environmental Specialist. Field personnel must
consult FAA Order 1050.1 before making a
4. Will the number of operations increase? recommendation on the appropriate level of
5. Are there projected changes in runway use? environmental review for a proposed action.

6. Will the types of aircraft change? For IFP actions reviewed through the IFP
Environmental Pre-Screening Filter, the OSG FPT or
7. Will nighttime operations increase? Environmental Specialist must determine the
appropriate level of environmental documentation
If the FAA is not the proponent of the proposed air
after reviewing of the results from the Filter. If the
traffic action (for example, the Department of
Filter results indicate that a CATEX is warranted, the
Defense or an Airport Sponsor [the proponent]
OSG FPT must assist the Environmental Specialist in
requests the FAA to take the action) then the
the preparation of a CATEX and proceed with the
proponent is responsible for funding and preparation
action.
of environmental documentation associated with the
proposed action. FAA Order 1050.1, paragraph 2−2.2 c. The following are specific sections of FAA
discusses responsibility for preparation of EAs or Order 1050.1 that must be reviewed:
EISs (respectively) where FAA must approve the
1. Advisory Actions, Paragraph 2−1.2b. A
project. Signature authority for the environmental
memorandum to the file may be the only
documents discussed in this section must be in
documentation necessary.
accordance with Paragraph 32−1−4, Delegation of
Authority, of this chapter. 2. Emergencies, paragraph 5−6.1a.
The FAA or non−FAA proponent must prepare and 3. Extraordinary Circumstances, Paragraph
submit the associated environmental documentation 5−2.

Environmental Processing 32−2−1

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4. Categorical Exclusions, Paragraph 5-6.5, and e. Preparation of Environmental Documents. The

Extraordinary Circumstances, Paragraph 5-2. Only following are various levels of environmental review
those categorical exclusions listed may be cited. and documentation that may be prepared:
However, the categorical exclusion referenced in 1. Actions Not Subject to NEPA Review. See
AEE’s Guidance Memo #5 dated December 6, 2012, FAA Order 1050.1, paragraph 2−1.2, for a list of
Guidance for Implementation of the Categorical actions that do not require an environmental study.
Exclusion in Section 213(c)(1) of the FAA
Modernization and Reform Act of 2012 (known as 2. No Further Environmental Review Required.
CATEX 1), (see FAA Order 1050.1, paragraph Some air traffic actions are subject to NEPA
5-6.5.q) may also be used. review, but require no further environmental action
after the initial environmental review is completed.
A review of Categorical Exclusion Documentation, These actions relate to modifications to airspace
Paragraph 5−3, will assist in determining the and/or procedures and may fit some or all of the
appropriate level of environmental documentation following criteria. Special purpose environmental
required for a CATEX (see Appendix 6 of this order requirements may still apply to airspace and/or
for a “Sample Categorical Exclusion Declaration”). procedures that fit some or all of these criteria. No
further environmental review is required if the
5. Chapter 6 of FAA Order 1050.1 addresses proposed change:
EAs and FONSIs. A review of this chapter will assist
in determining when to prepare these documents. The (a) is over 18,000 ft above ground level
FAA may adopt, in whole or in part, an EA prepared (AGL). Currently, there is no need to analyze aircraft
by another Federal agency. Consult FAA Order noise above 18,000 ft AGL. However, there is the
1050.1 paragraph 6−3.c to determine if the EA meets potential for future greenhouse gas requirements to
the criteria for FAA adoption. require analysis of fuel burn and carbon dioxide
(CO2) impacts.
6. Chapter 7 of FAA Order 1050.1 addresses (b) is over 7,000 AGL for arrivals, and/or
EISs and RODs. A review of this chapter will assist over 10,000 ft AGL for departures and/or overflights.
in determining when and how to prepare these
documents. (1) Any decision to analyze aircraft noise
over 10,000 ft AGL is an exception and should be
7. A review of FAA Order 1050.1, Appendix B, coordinated with the ATO Airspace Policy and
will assist in determining whether a noise analysis is Regulation Group at FAA headquarters at the earliest
warranted and if so, what type of analysis should be possible time.
conducted. A noise analysis requires several different (2) Consideration for analyzing the pro-
types of input data including radar data. This data is posed change between 10,000 ft and 18,000 ft AGL
available to FAA and other Federal Government will be given when there is a national park or wildlife
personnel. Request for the data should be made refuge in the study area where a quiet setting is a
through the Service Center Environmental Specialist generally recognized purpose and attribute and the
assigned to the proposal. change is likely to be highly controversial.
d. Requests for the FAA to release radar data, to (c) is over a non−noise sensitive area(s)
other than FAA personnel, for use in noise studies or (d) does not alter the current noise footprint.
environmental compliance documents should be via
FAA Order 1200.22, External Requests for National (e) does not cause the following noise level
Airspace System (NAS) Data, or the Freedom of change over noise sensitive areas, as defined in FAA
Information Act (FOIA) process. It may be simpler Order 1050.1, paragraph 11-5 (10): +1.5 dB for
and more expedient to utilize the FOIA process, as 65 DNL and higher.
FOIA does not require use of the Data Release For IFP actions reviewed through the IFP
Review Committee or a Memorandum of Agreement Environmental Pre-Screening Filter, most of these
between the FAA Field Facility and an Environment- determinations will be made automatically based on
al Contractor. Consultation with the Service Center the information input into the Filter.
Environmental Specialist should occur if radar data NOTE−
is needed. An FAA-approved environmental screening tool or model

32−2−2 Environmental Processing

2/28/19 JO 7400.2M

must be used to confirm the noise data when the project ates the basis for the determination (such as a copy of
is not processed through the IFP Environmental the proposed action that includes references to the
Pre-Screening Filter. above criteria, results of the noise review, etc.).
3. Actions Not Requiring a Noise Analysis. The memorandum must include, if applicable,
(See FAA Order 1050.1, Appendix B, Paragraph references to the provisions of FAA Order 1050.1 that
B-1.) support the determination (for example, whether the
proposed action is administrative or advisory in
4. Following review and consultation, the field
nature).
facility manager and Service Center Environmental
Specialist may agree that no further environmental 5. Actions Requiring Environmental Modeling
review is required. When this occurs, the originating for NEPA Compliance. FIG 32−2−1 shows the levels
facility must prepare a memorandum to the file and of environmental screening and modeling that are
attach any supporting documentation, which indic- required for NEPA compliance.
FIG 32−2−1
Levels of Environmental Screening and Modeling for NEPA Compliance

6. Non-FAA proponents and third party de- Exclusion Declaration and process it in accordance
velopers. To meet the requirements of NEPA and with the requirements of Appendix 6 of this Order.
other applicable environmental requirements, poten-
(a) If necessary, the Service Center Environ-
tial environmental impacts of flight procedures
mental Specialist must use the MITRE Screening
submitted by third party procedure developers must
Guidance Document referenced in paragraph 32-3-3,
be considered. A proposed procedure development
below, to assist in determining if the CATEX is
package submitted by a third party developer to an
applicable.
environmental specialist must include (at a minim-
um) the following information: (b) The Service Center Environmental Spe-
cialist must contact the proponent if any additional
(a) Draft Initial Environmental Review (IER) information is needed to support the CATEX.
in accordance with process outlined in Appendix 5 of
this this Order. 8. If the Screening Guidance Document indic-
ates that additional review is required, the Service
(b) Documentation (email or letter) from the Center Environmental Specialist will use one of the
responsible FAA facility to the proponent indicating following tools, as appropriate, to perform the next
concurrence with the proposed development of the level of screening to determine if the CATEX is
procedure(s). applicable:
(a) Aviation Environmental Screening Tool
7. The Service Center Environmental Specialist
(AEST) or other FAA-approved screening tool.
will review the documentation to determine if a
categorical exclusion is applicable. If the procedure (b) Terminal Area Route Generation Evalu-
qualifies for a categorical exclusion, the Environ- ation and Traffic Simulation (TARGETS) tool with
mental Specialist will prepare a Categorical the Environmental “Plug-in.”

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JO 7400.2M 2/28/19

(c) If that level of screening indicates that the additional resources, funding, and information to
CATEX is applicable, the Environmental Specialist support the proposal.
will prepare the CATEX declaration (Appendix 6 of (a) Consultation with the Airspace Policy and
this Order) with results from the above screening Regulation Group regarding projects at this stage is
tool(s) attached. recommended.
(d) If the procedure(s) indicate that a CATEX (b) If an independent contractor is to prepare
is not applicable, then an Environmental Assessment the EA, the Service Center Environmental Specialist
(EA) must be completed. Procedures requiring an EA must oversee the preparation to ensure compliance
will be returned to the proponent for this additional with FAA Order 1050.1, Chapter 6, Environmental
environmental documentation. Assessments and Findings of No Significant Impact.
(1) A “focused” EA with required noise (c) Chapter 6 of FAA Order 1050.1 summar-
analysis may be appropriate in this situation. izes and supplements requirements of Council on
Preparation of the EA and any related environmental Environmental Quality (CEQ) regulations for EAs.
analysis required will be the responsibility of the The CEQ regulations do not specify a required format
proponent, and must be completed in accordance for an EA; however, FAA Order 1050.1, paragraph
with all applicable environmental regulations and 6-2.1, contains a sample format that will facilitate
requirements. preparation of an EA, and integrate compliance with
other environmental laws, regulations, and Executive
(2) The Service Center Environmental Orders with NEPA review.
Specialist will be responsible for providing advice
and assistance to the proponent during the EA (d) All EAs must be focused and concise in
preparation; independent review and EA completion; accordance with CEQ and AEE guidance. As defined
and preparation and completion of a FONSI or in the CEQ regulations implementing NEPA, an EA
decision that an EIS is required. is a “concise public document” that “briefly provides
sufficient evidence and analysis for determining
9. Categorical Exclusions. After completion of whether to prepare an environmental impact
the IER (when applicable), the originating facility statement or a finding of no significant impact.”
must forward the IER and any supporting
environmental documentation (CATEX, EA, or EIS) (1) 40 CFR §1508.9(a). An EA must
to the Service Center Environmental Specialist for include “brief discussions” of the need for the
concurrence. proposed action, alternatives to the proposed action,
and the potential environmental impacts of the
(a) The Service Center Environmental Spe- proposed action and alternatives.
cialist must then prepare the CATEX declaration. If (2) 40 CFR §1508.9(b). In addition to these
the IFP Environmental Pre-Screening Filter is used, specific directions for EAs, the CEQ regulations also
then the environmental data is gathered electronically contain more general admonitions regarding the
instead of through the IER, and it is forwarded to the importance of reducing paperwork (for example, by
appropriate next step in the IFP process. “[d]iscussing only briefly issues other than signific-
(b) A CATEX does not apply to a proposal if ant ones”) and reducing delay (for example, by
extraordinary circumstances, as described in FAA setting time limits for deciding whether to prepare an
Order 1050.1, Paragraph 5-2, Extraordinary Circum- EIS.) (See 40 C.F.R. §§ 1500.4(c), 1500.5,
stances, exist. 1501.8(b)(2)(i)).

10. Environmental Assessments. Although the 11. These concepts are also emphasized in
facility manager must make a recommendation on the subsequent CEQ guidance, as well as in DOT and
level of environmental review, the Service Center FAA orders, and guidance for implementing NEPA
Environmental Specialist must make the final actions. To achieve a focused and concise EA, the
determination as to whether the proposed action following must be considered:
warrants preparation of an EA or an EIS. For (a) Where there are some anticipated effects
proposed actions that warrant an EA, the Service to a resource, but those effects are clearly below
Center Environmental Specialist may need to request thresholds of significance as defined in FAA Order

32−2−4 Environmental Processing

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2/28/19 JO 7400.2M CHG 1
JO 7400.2M

1050.1, briefly document that fact with an FONSI is responsible for ensuring that the required
explanation that thresholds would not be reached or mitigation is implemented.
exceeded. 13. Environmental Impact Statement. If a
(b) Do not address impact categories that the proposed action requires preparation of an EIS, the
action has no potential to impact, such as Service Center Environmental Specialist must advise
construction, farmland, and water quality. the Area Director when there is a need to seek funding
and/or resources for the EIS. Consultation with the
(c) Scale the NEPA review process to the Rules and Regulations Group regarding projects at
nature and level of the expected environmental this stage is highly recommended.
impact. Include only what is absolutely necessary in
(a) The FAA, or a contractor it selects, will
the document and include any additional required
prepare an EIS for projects that potentially may cause
supporting data in an appendix.
significant environmental impacts (40 CFR Part
(d) Do not include information in the 1506.5(c)).
document (not even in an appendix) that can be (b) If an independent contractor is to prepare
incorporated by reference and be made available on the EIS, the Service Center Environmental Specialist
a website. must oversee the preparation to ensure compliance
with FAA Order 1050.1,Paragraph 7-1.2, Environ-
12. Findings of No Significant Impact. If an EA
mental Impact Statement Process.
reveals that a proposed air traffic action would not
cause significant adverse impacts, the Service Center NOTE−
Environmental Specialist must prepare a FONSI. The Service Center Environmental Specialist will ensure
that all EAs and any subsequent EISs for proposed air
(a) FAA Order 1050.1, Paragraph 6-3, traffic action within his/her area of jurisdiction meet the
Finding of No Significant Impact, summarizes and requirements of FAA Order 1050.1. The originating
supplements CEQ requirements for FONSIs. The facility is responsible for the accuracy of operational data
and assumptions contained therein.
CEQ regulations do not specify a format for FONSIs,
but FONSIs must contain the information discussed 14. Record of Decision. For all proposed air
in 40 CFR 1508.13. The FONSI may be attached to traffic actions that have been the subject of an EIS, the
an EA, may be combined with the EA in a single Service Center Environmental Specialist must
document, or may be a stand−alone document. prepare an ROD in accordance with FAA Order
1050.1, paragraph 7-2.
(b) Paragraph 6-3 should be reviewed in
(a) For proposed air traffic actions for which
detail prior to completion of a FONSI to assist in
a FONSI is prepared, the Service Center Environ-
determining the type of document to prepare.
mental Specialist should consider preparing an ROD
(1) If the FONSI is not combined with, or in accordance with FAA Order 1050.1, para-
attached to an EA, it must include a summary of the graph 7-2.
EA and note any other environmental documentation (b) If an independent contractor prepares the
related to it. EIS, that contractor may also support preparation of
(2) If the FONSI is attached or included the ROD; however, the ROD documents the agency’s
with the EA, the FONSI does not need to repeat any decision on the Federal action and remains the
of the discussions in the EA but may incorporate responsibility of the FAA.
them by reference.
32−2−2. ENVIRONMENTAL REVIEW OF
(3) All documentation relied upon must be PROCEDURES
made available to the public upon completion of the a. “Procedures.” The term ”procedures” in FAA
environmental process. Order 1050.1 refers to published procedures
(c) If mitigation is included as a requirement (conventional, PBN IFPs, and visual) and radar
in the FONSI, the appropriate follow−up actions tracks, which are the actual flight paths.
must be taken to ensure that the required mitigation b. Performance-Based Navigation (PBN) Proced-
is implemented. The Service Center preparing the ures: Refers to satellite-based navigation procedures

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known as Area Navigation/Required Navigation procedures. A determination of whether a proposed

Performance (RNAV/RNP) procedures. Establishing procedure that would normally be categorically
and implementing a new or revised PBN Instrument excluded and requires an EA or EIS depends on
Flight Procedure (IFP) constitutes a federal action whether the proposed action involves “extraordinary
under NEPA. Accordingly, the FAA must consider circumstances.” (See FAA Order 1050.1, paragraph
environmental impacts before it can take steps to 5-2).
implement a PBN IFP. There are several CATEXs in
1. If additional analysis shows that extraordin-
FAA Order 1050.1 that may apply to preclude the
ary circumstances do not exist, then the procedure can
need to prepare an EA or EIS for new or revised PBN
be categorically excluded from further environment-
IFPs.
al review under NEPA.
c. Categorical Exclusions for Procedures: FAA
2. If analysis shows that extraordinary circum-
Order 1050.1 includes several CATEXs that
stances do exist, then the procedure does not qualify
normally apply to procedures (provided no ex-
for a CATEX, and an EA or EIS is required.
traordinary circumstances apply). See FAA Order
Extraordinary circumstances exist when the pro-
1050.1, subparagraphs 5-6.5g, 5-6.5i, and 5-6.5 p.
posed action involves any of the conditions described
These CATEXs apply to procedures that:
in FAA Order 1050.1, paragraph 5-2, and may have
1. Use overlay of existing procedures (para- a significant effect on the environment.
graph 5-6.5g).
3. Circumstances listed in FAA Order 1050.1
2. Are conducted at 3,000 feet AGL or more that are most likely to require additional analysis with
(paragraph 5-6.5 i). respect to a proposed procedure include:
3. Are conducted below 3,000 feet AGL, but do (a) An impact on noise levels of noise-sensit-
not cause traffic to be routinely routed over ive areas (paragraph 5-2 b (7)).
noise-sensitive areas (paragraph 5-6.5 i).
(b) Effects on the quality of the human
4. Are modifications to currently approved IFPs environment that are likely to be highly controversial
conducted below 3,000 feet AGL that do not on environmental grounds (paragraph 5-2 b (10)).
significantly increase noise over noise-sensitive
(c) An adverse effect on cultural resources
areas, or involve increases in minimum altitudes or
protected under the National Historic Preservation
landing minima (paragraph 5-6.5 i).
Act of 1966, as amended (subparagraph5-2 b (1)).
5. Are new procedures that routinely route
(d) An impact on properties protected under
aircraft over non-noise-sensitive areas (paragraph
section 4(f) of the Department of Transportation Act
5-6.5 p).
(subparagraph5-2 b (2)).
6. Are published, but do not change existing
4. If any of the circumstances described in FAA
tracks, create new tracks, change altitude, or change
Order 1050.1, paragraph 5-2, exist for a proposed
concentration of aircraft on these tracks (paragraph
new or modified procedure, additional analysis is
5-6.5 k).
required to determine the potential for significant
FAA Order 1050.1 also recognizes that increasing the environmental effects.
concentration of aircraft over existing noise-sensitive
e. Noise Focusing. The term used to characterize
areas below 3,000 feet AGL and introducing new
the concentration of noise is “noise focusing.” The
traffic on a routine basis over noise-sensitive areas
actual flight tracks of aircraft flown on conventional
below 3,000 feet AGL may cause a significant noise
IFPs using ground-based Navigational Aids
increase that would preclude the use of a CATEX (see
(NAVAIDs) show broad dispersion around the
FAA Order 1050.1, subparagraphs 5-6.5i and
trajectory of the defined procedures. The dispersion
5-6.5k).
is typically based on the performance characteristics
d. Conducting Environmental Review of Pro- of individual aircraft types and pilot technique. In
posed Procedures. Additional environmental contrast, FAA’s experience with satellite−based
analysis is needed in some cases to determine the navigation procedures shows that actual flight tracks
appropriate level of NEPA review for proposed and RNAV/RNP PBN procedures converge to a much

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greater degree. Therefore, aircraft flying RNAV/RNP and one climb gradient must be published
procedures and the associated noise are concentrated graphically.
over a smaller area than would be the case for the (a) A Textual ODP does not define a specific
same operations using conventional, non-RNAV/ route nor have a name or computer code assignment,
RNP IFPs. but only advises the operator how to avoid potential
f. Screening Requirements. Due to concerns with obstacles.
noise focusing as described above, it is particularly (b) This type of action is not considered a
important to conduct appropriate noise screening to major Federal action under NEPA; therefore, FAA
determine whether or not extraordinary circum- Order 1050.1, Paragraph 2-1.2 b, Advisory Actions,
stances exist that warrant preparation of an EA or EIS applies.
for PBN IFPs that would normally be categorically
excluded. 2. Graphic ODP. Complex ODPs are those that
require a visual presentation to clearly communicate
1. Noise screening must be done for PBN IFPs the departure instructions and desired flight paths. If
over noise-sensitive areas below 10,000 feet AGL to the ODP is depicted graphically, it must be clearly
determine the potential for extraordinary circum- stated on FAA Form 8260-15A, Takeoff Minimums
stances that may preclude use of a CATEX. and Textual Departure Procedures (DP), in the
Departure Procedure section; for example, “USE
2. PBN IFPs that are not over noise-sensitive
JONES DEPARTURE.” The decision to graphically
areas do not require noise screening; however, a
publish ODPs rests within AeroNav Products.
CATEX declaration should be prepared in accord-
ance with FAA JO Order 7400.2, paragraph (a) A Graphic ODP has a repeatable ground
32-2-1.b.3. track, has the same naming conventions and
computer code assignments, looks almost the same
3. Noise screening is also required between on a chart, and is processed the same as a standard
10,000 feet and 18,000 feet AGL if a procedure instrument departure (SID). (See FAA Order
would result in operational changes at an altitude that 8260.46, Departure Procedure (DP) Program,
could increase aircraft noise in an area within a Appendix A).
national park, national wildlife refuge, historic site
(including a traditional cultural property), or similar (b) A Graphic ODP is considered a major
area where quiet is an attribute and the noise increase Federal Action under NEPA just like an SID. FAA
is likely to be highly controversial. (See FAA Order Order 1050.1, Paragraph 5-6.5, Categorical Exclu-
1050.1, Appendix B, paragraph B-1.5 and paragraph sions for Procedural Actions, should be reviewed to
32-2-1b2(e) of this chapter.) Such screening is used determine if a CATEX applies. FAA Order 1050.1,
to determine if aircraft flying these procedures would Appendix B, Paragraph B-1.1, Aircraft Noise
cause increased noise over noise-sensitive areas, and Screening, should also be reviewed to determine if
if so, the magnitude of the increase. noise screening or analysis would be required.

4. There are several tools that the FAA has 32−2−3. SPECIAL USE AIRSPACE (SUA)
developed to screen for the level of change in noise
exposure between the existing condition and a The purpose of this section is to ensure that air traffic
proposed procedure (see paragraph 32-3-3). personnel and SUA proponents are aware of the need
to comply with NEPA and CEQ requirements for
g. Obstacle Departure Procedures (ODPs). Ac- evaluating the environmental impacts of proposed
cording to FAA Order 8260.46, Departure Procedure SUA actions. (For example, see FAA Order 1050.1,
(DP) Program, paragraph 2-1-1b(4), there are two paragraph 3−1.2.b(14). This section supplements the
types of ODPs: Textual and Graphic. They are airspace processing requirements contained in Part 5.
defined as: of this Order.
1. Textual ODP. A relatively simple ODP may Normally, SUA is designated to support DOD
be published textually unless a graphical depiction is requirements. The FAA/DOD Memorandum of
required for clarity. Textual ODP instructions that Understanding (MOU) provided in Appendix 7, sets
exceed a maximum of one turn, one altitude change, forth procedures and responsibilities for the

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evaluation of the environmental impacts of DOD 2. If modifications to air traffic routes and/or
SUA proposals. It designates when DOD is the lead procedures are recommended, air traffic will evaluate
agency and when FAA is the cooperating agency for those recommendations as to feasibility and provide
NEPA compliance on SUA proposals. input to the appropriate organization in the Office of
Airports.
Appendix 8, FAA Special Use Airspace Environ-
mental Processing Procedures, establishes air traffic c. Preparation of a Part 150 study does not
environmental processing procedures for proposed necessarily invoke NEPA; however, the potential
SUA actions. In the case of SUA proposals submitted implementation of recommended noise abatement
by non−DOD Federal agencies, the responsibility for measures, such as alternative air traffic procedures, is
preparation of an EA or EIS, if required, rests with the subject to the NEPA process by the air traffic
proponent (i.e., the requesting Federal agency). program.
However, the FAA retains responsibility under 1. During the Part 150 process, facility
NEPA to ensure that its SUA actions are supported by managers must keep the Airports Division or
adequate environmental documentation. Airports District Office representative and the
Service Center Environmental Specialist advised of
In accordance with FAA Order 1050.1, Paragraph
any alternative air traffic control procedures that have
8-2, Adoption of Other Agencies’ National Environ-
the potential to invoke the NEPA process.
mental Policy Act Documents, the FAA may adopt,
in whole or in part, draft or final EAs, EISs, or the EA 2. Facility managers are responsible for ensur-
portion of another agency’s EA/FONSI. When the ing that current operational data and assumptions
FAA adopts an EA, EIS, or the EA portion of another (furnished to the entity completing the Part 150
agency’s EA/FONSI, the responsible FAA official process) are accurate and that future operational data
must independently evaluate the information con- and assumptions reflect reasonable conditions.
tained in the EA or EIS, take full responsibility for the (Operational data in this context relates to flight track
scope and content that address FAA actions, issue its and profile data and/or documentation.)
own FONSI and/or ROD, and, if applicable, provide d. The facility environmental representative and
notification to EPA that the FAA has adopted the EIS. the Service Center Environmental Specialist must
coordinate with the Airports Division or Airports
District Office representative throughout the Part 150
32−2−4. CFR PART 150 STUDIES process. This coordination should ensure that
assumptions and data used are reviewed at each phase
a. Airport sponsors (Operators) may choose to
and results can be verified early in the process. Early
conduct a 14 CFR Part 150, Airport Noise Planning,
coordination will allow for needed adjustments in
Land Use Compatibility Guidelines study to analyze
any operational assumptions prior to completion of
the operation of an airport, identify compatible and
the study.
and non−compatible land uses, and assess the costs
and benefits of noise mitigation techniques. e. The Service Center Environmental Specialist
must coordinate with the Airports Division or
b. Noise Compatibility Programs that result from Airports District Office personnel to furnish any data
Part 150 studies often recommend modifications to necessary for use in the Part 150 study. Additionally,
air traffic routes and/or procedures to accomplish air traffic participation in the process does not
noise abatement. The FAA does not normally make constitute air traffic approval for a Part 150 action.
changes in air traffic routes and/or procedures solely
for the purpose of noise abatement. f. During other noise studies conducted by the
airport sponsor, facility managers and Service Center
1. Under Part 150, the FAA can approve flight Environmental Specialists must work with the airport
procedures to reduce noise that are recommended in sponsor and the Office of Airports personnel on the
a Noise Compatibility Plan. exchange of information as described above.

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Section 3. Environmental Impact Categories and

Other Topics

Chapter 4 of FAA Order 1050.1, “Impact Categories, listed threatened or endangered species, or would
Significance, and Mitigation,” summarizes the result in the destruction or adverse modification of
requirements and procedures for environmental federally designated critical habitat.
impact analyses according to the resource impact
6. Historical, Architectural, Archeological, and
category. Executive Orders, DOT and FAA Orders,
Cultural Resources (Historical and Cultural Re-
and memoranda and guidance documents described
sources only). Review the potential for adverse
FAA Order 1050.1, Paragraph 1−10.13, Environ-
effects related to the introduction of visual,
mental Impact Categories, may also contain
atmospheric, or audible elements that diminish the
requirements that apply.
integrity of the property’s significant historic or
Although all resource impact categories may cultural features.
receive the same level of review and analysis, the
7. Light Emissions and Visual Impacts (Visual
actual level of detail of review and analysis for a
Impacts only).
particular resource is dependent upon the potential
for impact. The following paragraphs address those 8. Natural Resources and Energy Supply (fuel
impact categories that may be required as part of the burn analysis only). Calculate fuel burn in
environmental review for proposed air traffic actions. accordance with methodology referenced in
AEE-400 Guidance Memo #3 dated January 12,
32−3−1. ENVIRONMENTAL IMPACT CAT- 2012, Considering Greenhouse Gases and Climate
EGORIES TO BE INCLUDED IN ANALYSIS Under the National Environmental Policy Act
(NEPA): Interim Guidance.
a. The following environmental resource categor-
9. Noise. Calculate day-night sound level
ies or sub-categories could potentially be impacted
(DNL) exposure levels for population centroids and
by the Proposed Action. Accordingly, they must be
unique grid points. For California analyses, CNEL
included in an EA or EIS for further detailed analysis.
may be provided as a supplemental metric. Use of
For proposed actions that qualify for a categorical
other supplemental metrics requires coordination
exclusion, certain categories or sub-categories may
with the Rules and Regulations Group, AJV-P2.
still need to be analyzed due to special purpose
Change analysis must be conducted as directed in
environmental requirements.”
FAA Order 1050.1, Appendix B.
1. Air Quality
b. The proposed procedure(s) would create a
2. Compatible Land Use significant noise impact if it would increase noise by
DNL 1.5 dB or more for a noise sensitive area that is
3. DOT Act: Section 4(f)
exposed to noise at or above the DNL 65 dB noise
4. Biological Resources: Birds and Bats. exposure level, or that will be exposed at or above the
Conduct analysis related to bird and bat strikes. DNL 65 dB level due to a 1.5 dB or greater increase,
when compared to the no action alternative for the
5. Biological Resources: All Species. If the
same timeframe.
proposed action increases the number of aircraft
flights, changes the origins of flights, or changes their 1. For example, an increase from DNL 65.5 dB
destinations, the proposed action may also need to be to 67 dB is considered a significant impact, as is an
analyzed for the opportunity for an invasive species increase from DNL 63.5 dB to 65 dB. (See FAA
to be introduced into the general study area (GSA). Order 1050.1, Appendix B, Paragraph B-1.5,
Significance Determination).
A significant impact would occur if the U.S. Fish and
Wildlife Service or the National Marine Fisheries 2. If the noise screening shows that the proposed
Service determines that the action would be likely to procedure(s) would cause such an impact, a CATEX
jeopardize the continued existence of a federally cannot be used, and an EA or EIS must be prepared.

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3. If the procedure(s) can be modified to reduce with the NOAA-approved state Coastal Zone
the noise below the significance threshold, an EA and Management Plan (CZMP). However, if there are
mitigated Finding of No Significant Impact (FONSI) coastal zones within the GSA, the CMZP should be
may be prepared. (See FAA Order 1050.1, paragraphs reviewed to confirm.
2-3.6, 4-4, and 6-2.3). 2. Construction Impacts. The implementation
4. If the noise screening shows that noise over of new air traffic procedures does not involve any
a noise-sensitive area would increase by 5 dB or construction activity or ground-based impacts.
more, within the DNL 45-60 dB noise range; or 3. Farmland. The Farmland Protection Policy
would increase by 3 dB or more within the DNL Act (FPPA) (7 CFR Part 658) regulates federal
60-65 dB noise range, further analysis may be actions having the potential to convert farmland to
required to determine the potential for the non-agricultural uses. Implementation of the Pro-
procedure(s) to be highly controversial because of the posed Action does not involve the development of
potential noise impacts. any land regardless of use, nor does it have the
5. The determination of the appropriate level of potential to convert any farmland to non-agricultural
additional analysis should be made in consultation uses.
with Mission Support, Policy, Rules and Regulations 4. Biological Resources (habitat).
Group.
(a) Air traffic airspace and procedure changes
c. If the noise screening shows that none of the do not involve ground disturbance activities. They
above increases would occur, the results of the noise will not destroy or modify critical habitat for any
screening with these conclusions should be attached species.
to the CATEX Declaration resulting in a documented
(b) The Proposed Action would not affect
CATEX. (See FAA Order JO 7400.2, Appendix 6).
habitat for non-avian animals, fish, or plants.
5. Floodplains. The Proposed Action would not
32−3−2. ENVIRONMENTAL IMPACT CAT-
result in the construction of facilities. Therefore, it
EGORIES EXCLUDED FROM ANALYSIS
would not encroach upon areas designated as a
a. The following environmental resource categor- 100-year flood event area as described by the Federal
ies or sub-categories would not be affected by the Emergency Management Agency (FEMA), and no
Proposed Action because the resource either does not further analysis is required.
exist within the general study area (GSA) or the types 6. Hazardous Materials, Pollution Prevention,
of activities associated with the Proposed Action and Solid Waste. The Proposed Action would not
would not affect them. Accordingly, they would not result in any construction or development or any
be included in an EA or EIS for further detailed physical disturbances of the ground. Therefore, the
analysis. potential for impact in relation to hazardous
1. Coastal Resources (Coastal Barriers and materials, pollution prevention, and solid waste is not
Coastal Zones). anticipated, and no further analysis is required.
(a) Coastal Barriers. The Proposed Action is 7. Historical, Architectural, Archeological, and
not expected to involve any actions (physical changes Cultural Resources (except Historical and Cultural).
or development of facilities) that would be (a) Archeological. The Proposed Action
inconsistent with management plans for designated would not result in any construction, development, or
Coastal Barrier Resource System (CBRS) areas. any physical disturbances of the ground. The
However, if there are coastal zones within the GSA, Proposed Action would not involve excavation of
management plans will need to be reviewed to ensure archaeological resources on Federal and Indian lands,
that there are no activities related to aircraft overflight disposition of cultural items, or affect the physical
noise in the management plan. integrity and access to American Indian sacred sites.
(b) Coastal Zones. The Proposed Action is (b) Architectural. The Proposed Action
not expected to directly affect any shorelines or would not result in any construction, development, or
change the use of shoreline zones and be inconsistent any physical disturbances of the ground. Therefore,

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the potential for impact in relation to architectural water bodies, create a new discharge that would result
compatibility with the character of a surrounding in impacts to water quality, or modify a water body.
historic district or property is not anticipated, and no The Proposed Action would, therefore, not result in
further analysis is required. any direct or indirect impacts on water quality.
8. Light Emissions and Visual Impacts (except 12. Wetlands. The Proposed Action would not
Visual Impacts). There are no special purpose laws result in the construction of facilities and would
for light impacts and visual impacts. Aviation therefore not encroach upon areas designated
lighting is required for security, obstruction navigable waters. Therefore, no further analysis is
clearance, and navigation and is the chief contributor required.
to light emissions from airports. 13. Wild and Scenic Rivers. If there are no Wild
(a) An analysis is necessary when projects and Scenic River segments (http://www.rivers.gov/
introduce new airport lighting facilities that may rivers/) located in the GSA, the Proposed Action
affect residential or other sensitive land uses. would not foreclose or downgrade Wild, Scenic, or
Recreational river status of a river or river segment
(b) Only in unusual circumstances, for included in the Wild and Scenic River System and
example, when high intensity strobe lights shine therefore, no further analysis is required.
directly into a residence, is the effect of light
emissions considered sufficient to warrant special 32−3−3. ENVIRONMENTAL SCREENING
study and planning to reduce such effects. AND MODELING TOOLS
(c) The Proposed Action will not change a. Screening. FAA Order 1050.1 contains a list of
aviation lighting; therefore, no further analysis is air traffic actions which normally do not result in
required. significant impacts to the environment (CATEX) and
therefore, do not require the preparation of an EA or
9. Natural Resources and Energy Supply
an EIS. One of the requirements for a CATEX
(except fuel burn). The Proposed Action would not
determination is to ensure that there are no
require the need for unusual natural resources and
extraordinary circumstances as defined in FAA Order
materials, or those in short supply. Therefore, no
1050.1.
further analysis is required.
1. The environmental screening process
10. Socioeconomic Impacts, Environmental provides a uniform and consistent approach to
Justice, and Children’s Environmental Health and identify extraordinary circumstances and/or the
Safety Risks (except Environmental Justice). Poten- potential for significant impacts associated with
tial impacts in this category as a result of impacts of proposed air traffic actions. The process is
disproportionally high adverse noise and air quality based on currently approved FAA tools and policies.
impacts are dealt with in the noise and air quality
impacts sections, respectively. 2. In practice, the proponent of an air traffic
action would perform a series of relatively simple
(a) Socioeconomic Impacts. The Proposed tests prior to contacting a Service Center Environ-
Action would not involve acquisition of real estate, mental Specialist based on the geographic area.
relocation of residents or community businesses,
disruption of local traffic patterns, loss in community 3. Actions that pass the screening tests (see
tax base, or changes to the fabric of the community. paragraph 32-3-3c1) would normally be eligible for
a CATEX, but could still require compliance with
(b) Children’s Environmental Health and special purpose environmental requirements.
Safety Risks. The Proposed Action would not affect
b. Passing the environmental screening process
products or substances that a child would be likely to
indicates that the potential for significant impacts
come into contact with, ingest, use, or be exposed to,
and/or extraordinary circumstances due to aircraft
and would not result in environmental health and
noise is minimal or negligible, and a CATEX is
safety risks that could disproportionately affect
appropriate. The environmental screening document-
children.
ation should be used by the Service Center
11. Water Quality. The Proposed Action would Environmental Specialist to support the CATEX
not result in any changes to existing discharges to determination.

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c. The recommended practice is to start with the decrease in noise due to the proposed air traffic
simple tools, switching to more complex ones only if action. The TARGETS Plug-in also leverages the
the test fails. In general, the simple tools evaluate technology of AEDT and provides the capability to
isolated changes with the goal of deriving quick but conduct tradeoff analysis between noise, fuel burn,
conservative results and require input of a minimal and CO2.
amount of data. The more complex tools evaluate
2. Modeling. If the result of screening indicates
multiple interdependent changes and require input of
that additional analysis is required, then a more
a more comprehensive set of data.
complex modeling tool will need to be used. FAA
1. The following are the available tools that can environmental modeling has evolved to a single tool
screen for noise and/or fuel burn and carbon dioxide that allows analysis of noise, emissions, and climate
(CO2) impacts as indicated: impacts and their interdependencies:

(a) Pre-Screening Filter. The Environmental (a) Aviation Environmental Design Tool.
Pre−screening Filter has been developed to guide AEDT is a software system that dynamically models
users through an initial environmental requirement aircraft performance in space and time to produce fuel
associated with IFP request approval. Using a series burn, emissions and noise. Full flight gate-to-gate
of simple questions, the filter collects and analyzes analyses are possible for study sizes ranging from a
procedure information to determine the next steps in single flight at an airport to scenarios at the regional,
completing the NEPA process. The filter provides the national, and global levels.
Service Center Environmental Specialist with (b) AEDT is currently used by the U.S.
information to identify an appropriate CATEX or if government to consider the interdependencies
additional environmental review is required. between aircraft-related fuel burn, noise, and
emissions.
(b) Noise Screening Guidance Document.
Using a series of look-up tables, the document guides (c) The AEDT initially replaced the Noise
users through the process to determine if a CATEX is Integrated Routing System (NIRS) that was used for
appropriate or if additional environmental review is the noise analysis of large regional study areas that
required. included multiple airports. AEDT has subsequently
also replaced the Integrated Noise Model (INM) and
(c) Aviation Environmental Screening Tool
the Emissions and Dispersion Modeling System
(AEST). AEST is used to evaluate changes in aircraft
(EDMS).
routing, aircraft altitude, aircraft fleet mix, number of
operations, time of day, and operational procedures.
AEST leverages the technology of the Aviation 32−3−4. RECORDS RETENTION
Environmental Design Tool (AEDT) and provides Records retention must be in accordance with the
the capability to conduct tradeoff analysis between appropriate paragraph(s) in FAA Order 1350.15,
noise, fuel burn, and CO 2 . Once the user has Records Organization, Transfer, and Destruction
performed the analysis, AEST prepares a report for Standards.
the user detailing the results and any potential
increase or decrease in noise due to the proposed air NOTE−
Although chapter 10 of FAA Order 1350.15 contains Air
traffic action. AEST replaced the NIRS Screening
Traffic−specific information, guidance for retention of
Tool (NST). environmental documentation is contained in that portion
(d) Terminal Area Route Generation Evalu- of the order specific to the Airports Division.
ation and Traffic Simulation (TARGETS) a. Environmental record−keeping should receive
Environmental Plug-in. The TARGETS Plug-in special attention at the field facility level. If an action
allows specialists to design procedures for the requires preparation of an EA or an EIS, the Service
terminal environment and assess alternative concepts Center Environmental Specialist must maintain the
leading to final designs that consider both operational Administrative File. The Administrative File is
noise and emissions constraints. Once the user has important in the environmental process because it is
performed the analysis, the TARGETS Plug-in a compilation of all the information relied upon by
provides results detailing any potential increase or FAA in the decision−making process.

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b. Since some environmental projects may extend guidance on what should or should not become part
over several years, the Administrative File becomes of the Administrative File. Regional counsel or
a history of events. In the event of a legal challenge, AGC−620, as appropriate, should also be consulted
the Administrative File will be used to develop the on this. Federal court rules provide that when an FAA
Administrative Record. The Administrative Record action is challenged in court, the agency has 40 days
will be reviewed by the U.S. Court of Appeals to to compile the Administrative Record, make
determine if the FAA complied with environmental necessary copies, and file an index to the Record with
requirements. The data and documentation contained the court. Therefore, it is preferable to begin
in the File can also be used as the starting point for any development of the Administrative Record by
follow−on environmental studies. maintaining an accurate Administrative File from the
c. Field facility personnel must consult with their earliest stages of a project, instead of waiting until a
Service Center Environmental Specialist to obtain lawsuit is filed.

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Section 4. Air Traffic−Specific Environmental

Guidance and Requirements

32−4−1. DEPARTMENT OF interests of all have been identified and as many as

TRANSPORTATION (DOT) ACT SECTION possible have been addressed before an outcome is
4(f) (RECODIFIED AS 49 USC SECTION determined.
303(c))
b. The FAA is committed to open dialogue with
Air Traffic personnel need to consult with all communities and regards community input as an
appropriate Federal, state and local officials having important consideration in decisions that affect the
jurisdiction over an affected Section 4(f) resource airspace. Because the FAA must prioritize the safe
when determining whether project−related noise and efficient operation of the National Airspace
impacts would constitute a use of that resource. System, community involvement does not guarantee
outcomes that satisfy everyone. However, decisions
FAA Order 1050.1, Appendix B, provides guidance
that take community input into consideration are
on matters relevant to Section 4(f). (See also
more likely to reflect the collective public interest,
Appendix 9, Noise Policy for Management of
receive broader community acceptance, and experi-
Airspace Over Federally Managed Lands.)
ence fewer implementation and
post−implementation problems.
32−4−2. ENVIRONMENTAL JUSTICE REFERENCE−
(TITLE VI/NEPA) FAA Community Involvement Manual, February 2016, Section 1.1
“Background”
a. Environmental Specialists need to know the
c. Therefore, ATO personnel should reference the
process and requirements for environmental justice
following materials to determine the type and extent
compliance.
of community involvement, if any, for a project or
b. DOT Order 5610.2, Environmental Justice, action:
requires analysis of impacts of proposed FAA actions
1. FAA Order 1050.1
to ensure that minority and low−income population
groups are not disproportionately affected. Addition- 2. FAA Community Involvement Manual (CIM)
ally, FAA Order 1050.1, Appendix B, paragraph 3. FAA Air Traffic Organization Community
B-1.5; Chapter 2, paragraphs 2-2.1.b(2)(a), 2-5.2.b, Involvement Plan (ATO CIP)
and Chapter 4, paragraph 4-1, summarize the
requirements and procedures to be used in 4. FAA Community Involvement Performance
environmental impact analysis related to environ- Based Navigation Desk Guide (CIPDG)
mental justice, as well as other socioeconomic 5. FAA Order JO 7400.2, Appendix 10, FAA’s
impacts and children’s environmental health and “Community Involvement Policy” statement.
safety risks.
d. Community involvement should be considered
c. Environmental Specialists should identify who early in the project development process. Note that
benefits and who is adversely affected by the the type of community involvement (workshops,
proposed actions, while noting impacts on specific airport meetings, roundtables, presentations, etc.)
subgroups. must be determined on a case−by−case basis.

32−4−3. COMMUNITY INVOLVEMENT 32−4−4. SEGMENTATION, INDEPENDENT

UTILITY, AND CUMULATIVE IMPACTS
a. Community involvement is the process of
engaging in dialogue and collaboration with a. Environmental Specialists must ensure that
communities affected by FAA actions. Collaboration projects that do not have independent utility are not
means all parties taking responsibility to engage in separated into smaller components (segmented) in
meaningful dialogue with their counterparts. This order to avoid analyzing the overall impact of the
includes making a genuine effort to ensure that the project. A project has independent utility when a

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portion of the project can be implemented without and therefore, FAA Order 1050.1, Paragraph 2-1.2.b,
any of the other portions being implemented. Advisory Actions, applies.
b. Environmental Specialists must ensure that c. In accordance with FAA Order 1050.1,
cumulative impacts are appropriately addressed in all paragraph 2-1.2.b, the establishment of a DVA could
EAs or EISs for air traffic actions. result in subsequent action that may be subject
NEPA. The facility and Service Center specialists
1. Cumulative impacts are those that result from working on these subsequent actions need to consult
the incremental impact of an action when added to with their environmental specialist to determine if
other past, present, and reasonably foreseeable future that action is subject to NEPA. (See questions in
actions, regardless of what agency (Federal and paragraph 32-2-1.)
non−Federal) or person undertakes such other
actions. 32−4−6. NATIONAL SECURITY AREAS
(NSAs)
2. Cumulative impacts may result from indi-
vidually minor, but collectively significant actions a. According to Paragraph 28-1-1, Definition, a
taking place over a period of time. (See FAA Order National Security Area (NSA) consists of airspace of
1050.1, paragraph 4-2.d (3) and also “Considering defined vertical and lateral dimensions established at
Cumulative Effects Under the National Environ- locations where there is a requirement for increased
mental Policy Act (1997).”) security of ground facilities. Pilots are requested to
voluntarily avoid flying through an NSA. When it is
necessary to provide a greater level of security, flight
32−4−5. DIVERSE VECTORING AREAS in an NSA may be temporarily prohibited pursuant to
(DVA) the provisions of 14 CFR 99.7, Special Security
Instructions.
a. According to National Policy 8260.3B, United
States Standard for Terminal Instrument Procedures b. In accordance with Paragraph 28-2-1,NSA
(TERPS), a DVA is an area established to avoid Proposals, NSAs do not require environmental
obstacles. analysis; therefore, this type of action is not
considered a major Federal action under NEPA, and
1. A DVA is used by air traffic control (ATC) FAA Order 1050.1, Paragraph 2-1.2.b, Advisory
radar facilities to allow the radar vectoring of aircraft Actions, applies.
below the minimum vectoring altitude (MVA), or for
en route facilities, the minimum instrument flight 32−4−7. RECORDS RETENTION
rules altitude (MIA). Records retention must be in accordance with the
2. A DVA consists of designated airspace appropriate paragraph(s) in FAA Order 1350.15,
associated with a departure runway where the use of Records Organization, Transfer, and Destruction
the applicable departure criteria, specified in Standards.
National Policy 8260.3B, and this order have been NOTE−
applied to identify and avoid obstacles that penetrate Although chapter 10 of FAA Order 1350.15 contains Air
the departure obstacle clearance surface (OCS). Traffic−specific information, guidance for retention of
environmental documentation is contained in that portion
3. Avoidance of obstacles is achieved through of the order specific to the Airports Division.
the application of a sloping OCS within the a. Environmental record−keeping should receive
boundaries of the DVA. Since a sloping OCS is special attention at the field facility level. If an action
applicable to climb segments, a DVA is valid only requires preparation of an EA or an EIS, the Service
when aircraft are permitted to climb uninterrupted Area Environmental Specialist must maintain the
from the departure runway to the MVA/MIA (or Administrative File. The Administrative File is
higher). A DVA is not applicable once an aircraft’s important in the environmental process because it is
climb is arrested. a compilation of all the information relied upon by
b. Since DVAs generally do not define a specific FAA in the decision−making process.
route to avoid potential obstacles, this type of action b. Since some environmental projects may extend
is not considered a major Federal action under NEPA over several years, the Administrative File becomes

32−4−2 Air Traffic−Specific Environmental Guidance and Requirements

1/30/20
2/28/19 JO 7400.2M CHG 1
JO 7400.2M

a history of events. In the event of a legal challenge, 32−4−9. MEMORANDUMS AND EMAILS
the Administrative File will be used to develop the SUPERCEDED BY THIS ORDER
Administrative Record. The Administrative Record The following guidance memorandums (memos) and
will be reviewed by the U.S. Court of Appeals to emails have been incorporated and therefore
determine if the FAA complied with the requirements cancelled.
of NEPA. The data and documentation contained in
the File can also be used as the starting point for any a. ATA-1 Memo dated January 17, 2001, Change
follow−on environmental studies. in Air Traffic Noise Screen Policy (Federal
Register/Vol. 65, No. 235/Wednesday, December 6,
c. Field facility personnel must consult with their 2000/Notices, p. 76339).
Service Area Environmental Specialist to obtain
b. ATA-300 Memo dated September 15, 2003,
guidance on what should or should not become part
Altitude Cut-Off for National Airspace redesign
of the Administrative File. Regional counsel or
(NAR) Environmental Analyses.
AGC−620, as appropriate, should also be consulted
on this. Federal court rules provide that when an FAA c. AJR-34 Memo dated August 21, 2009,
action is challenged in court, the agency has 40 days Environmental Guidance for Actions Involving
to compile the Administrative Record, make Propeller-Driven Aircraft.
necessary copies, and file an index to the Record with d. AJR-34 Memo dated August 21, 2009,
the court. Therefore, it is preferable to begin Guidance Regarding the Number of Procedures for
development of the Administrative Record by Noise Screening.
maintaining an accurate Administrative File from the
earliest stages of a project, instead of waiting until a e. AJV-1 Memo dated December 15, 2010,
lawsuit is filed. Guidance for Conducting Environmental Review of
Proposed Performance Based Navigation (PBN)
Flight Procedures.
32−4−8. APPENDICES f. AEE-400 Guidance Memo #1 dated December
a. Appendix 1. Environmental Study Process 20, 2010, Clarification of CATEXs 311g and 311i for
Flow Chart. Procedural Actions; FAA Order 1050.1E.
g. AEE-400 Memo #2 dated January 10, 2011,
b. Appendix 2. Special Use Airspace Aeronaut-
Guidance on Preparing Focused, Concise and Timely
ical Processing Flow Chart
Environmental Assessments.
c. Appendix 3. Special Use Airspace Environ- h. AEE-400 Guidance Memo #4 dated March 21,
mental Processing Flow Chart 2012, Guidance on Using AEDT2a to Conduct
d. Appendix 4. FAA Procedures for Processing Environmental Modeling for FAA Air Traffic
SUA Actions Summary Table Airspace and Procedure Actions.
i. D. Warren email dated March 23, 2012; In
e. Appendix 5. Air Traffic Initial Environmental
accordance with FAA Order 1050.1, National
Review (IER)
Security Areas (NSAs) are considered Advisory
f. Appendix 6. Sample Categorical Exclusion Actions and do not require environmental analysis.
Declaration. j. D. Warren email, dated May 8, 2012, CATEXs
g. Appendix 7. FAA/DOD Memorandum of for Departure.
Understanding. k. AJV-114 memo dated July 17, 2012, Interim
Guidance: Using the Lateral Movement Tests (LAT
h. Appendix 8. FAA Special Use Airspace Envir-
Tests) for Noise Screening of Air Traffic Actions.
onmental Processing Procedures.
l. AJV-11 memo dated January 4, 2013, Author-
i. Appendix 9. Noise Policy for Management of ized Use of the MITRE Noise Screening Guidance
Airspace Over Federally Managed Lands. Document, dated December 2012.
j. Appendix 10. Community Involvement m. D. Warren email dated March 11, 2013,
Policy. Diverse Vectoring Areas (DVAs).

Air Traffic−Specific Environmental Guidance and Requirements 32−4−3

7110.65R
JO CHG
JO 7400.2M
7400.2M 2 1
CHG 3/15/07
1/30/20
2/28/19

n. AJV-0 Memo dated March 21, 2013, Signature mental Review Process for Instrument Flight
Authority and Process for Environmental Findings Procedures: FAA Order JO 7400.2J.
and Decision Documents Related to Performance
Based Navigation and Airspace Redesign.
o. AJV-0 Guidance Memo dated September 19,
2013, Implementation of the Re-engineered Environ-

32−4−4 Air Traffic−Specific Environmental Guidance and Requirements

2/28/19 JO 7400.2M

Chapter 33. Parasail Operations

Section 1. General

33−1−1. PURPOSE Order JO 7210.3, Chapter 19, Waivers, Authoriza-

tions and Exemptions.
This chapter provides guidance, policies, and
procedures for processing requests for parasail d. ATO Service Centers must provide all issued
operations in the NAS. waivers for parasail operations to the Flight
Standards District Office nearest the location of the
proposed operation.
33−1−2. AUTHORITY
a. Title 49 of the U.S. Code (49 U.S.C), 33−1−4. CONTROLLING FACILITY
Section 40103 gives the Administrator the authority The FAA or DOD ATC facility having control
to regulate, control, develop plans for, and formulate jurisdiction over the affected airspace where the
policies with respect to the use of the navigable parasail operation is projected to operate must be
airspace. designated as the controlling facility. When an
operation may impact multiple facilities, one facility
b. Title 14 of the Code of Federal Regulations
will be designated as the lead and be designated as the
(14 CFR) Part 101 prescribes in part, rules governing
controlling facility. The controlling facility will be
the operation of kites in the United States.
responsible for the execution of the appropriate
airspace management.
33−1−3. POLICY
33−1−5. RESOURCES
a. The FAA’s Office of General Counsel has
determined that parasail operations are subject to the a. FAA Order JO 7210.3, Facility Operation and
requirements for kites under Part 101. Administration, contains guidance and policy for
processing waiver/authorizations and is applicable to
b. The FAA’s primary mission is to mitigate waiver/authorizations issued for parasail operations.
impacts to the NAS from parasail operations. The
FAA has no authority regarding the parasail vessel, or b. ASTM F3099-14, Standard Practices for
the rigging of the parasail itself. Parasailing, contains guidelines for the operation,
maintenance, and inspection of parasail vessels,
c. Waiver requests should be processed in equipment, and associated activities including crew
accordance with the guidance contained in FAA training and flying passengers aloft in a parasail.

General 33−1−1
2/28/19 JO 7400.2M

Section 2. Waivers

33−2−1. RESPONSIBILITIES 33−2−3. WAIVERS

a. Air Traffic is authorized to issue waiver/author- a. a. A waiver/authorization is required for
izations to Part 101 for parasail operations, and is parasail operations conducted outside the require-
responsible for integrating those activities into the ments defined in 14 CFR Part 101. An applicant must
NAS. The appropriate Service Center is air traffic’s submit its waiver/authorization request to the ATO
point of contact for Part 101 and associated Service Area operations Support Group (OSG)
waiver/authorizations, and is responsible for co- office. If the applicant submits its request directly to
ordinating certain proposals regarding airspace an air traffic facility, the air traffic facility must direct
operations and procedures with Flight Standards. the applicant to submit its request directly to the
Service Center.
b. The Airspace Policy Group provides oversight
and support to Service Centers for parasail b. The Service Center OSG office must perform
operations. the initial review of the waiver/authorization request.
c. Service Centers must provide approved parasail 1. The Service Center OSG office must verify
waivers to the appropriate Flight Standards District that FAA Form 7711-2, Application for Certificate of
Office (FSDO). Waiver or Authorization (COA), is complete and that
the information required in 14 CFR § 101.15, Notice
33−2−2. GENERAL OPERATING LIMITA- Requirements, has been provided. The Service
TIONS Center OSG office must return incomplete waiver/
authorization requests to the applicant for additional
a. In accordance with Part 101, a parasail must not information.
operate:
2. Requests that cannot be accommodated will
1. Less than 500 feet from the base of any cloud. not be coordinated beyond the Service Center.
2. More than 500 feet above the surface of the
earth. 33−2−4. WAIVER PROCESS
3. From an area where the ground visibility is a. The applicant must submit FAA Form 7711-2
less than three miles. at least 45 days prior to the event, and must include
4. Within five miles from the boundary of an the required information as outlined in 14 CFR §
airport. 101.15.

5. In a manner that creates a hazard to persons b. The Service Center OSG office is the focal
or property. point for receiving, processing, and signing waiver
requests.
6. In such a manner to allow an object to be
dropped, if such action creates a hazard to other c. When a proposal overlaps Service Center
people or their property. geographical jurisdictions, the affected Service
Centers must coordinate to determine which office
b. Parasail operators must operate in accordance will serve as the lead office for processing the
with the provisions of 14 CFR § 101.7. Due to the proposal. Coordination between Service Centers is
limited maneuverability of the parasail and its towing also required when the affected geographical area and
vessel, it is inadvisable to place requirements on the ATC facility are under the jurisdiction of different
parasail operators to give way to aircraft. Aircraft Service Centers or facilities.
operators are expected to comply with
14 CFR § 91.119(c) to ensure minimum distance d. Service Centers must provide approved parasail
from parasail operations. waivers to the appropriate FSDO.

Waivers 33−2−1
JO 7400.2M 2/28/19

33−2−5. AERONAUTICAL ANALYSIS 5. Advance notification requirements to the

designated FAA facilities and, if desired, cancellation
Prior to issuing a COA for parasail operations, the and termination notification.
Service Center and appropriate facilities must
conduct an aeronautical analysis to identify any 6. Approved projected altitudes of the para-
aeronautical impacts to be resolved or mitigated. The sail(s).
analysis must be specific to the proposed site, and 7. Other provisions or requirements deemed
may include, but is not limited to, the following steps: necessary to maintain safety of the NAS. Waivers for
a. Details on the parasail operation, such as parasail operations should be unique and specific to
location, date(s), time, number of operations, and each environment where parasails are operating.
expected altitude. c. The Service Center office may suspend or
revoke a waiver/authorization whenever a question
b. Identify the operations specified in the COA, as
arises about the safety of the operation, compliance
this will determine which sections of 14 CFR
with safety precautions or conditions of approval, or
Part 101 apply.
if an unforeseen impact on aeronautical operations
c. Determine the class of airspace where the event occurs.
is proposed and consider the impact of the parasail d. Terms and conditions. In most cases, an
operation to local airports, VFR aircraft and routes, attachment containing terms and conditions of the
IFR routes and procedures, military training routes, COA will be included. Provisions commonly
special use airspace, etc. addressed in terms and conditions may include, but
are not limited to, the following:
33−2−6. FACILITY COORDINATION 1. Cancellation of COA if the operator fails to
comply with the conditions or requirements as
a. Per 14 CFR § 101.7, the parasail operator is provided in Part 101.
responsible to operate in a manner that does not create
a hazard to other persons, or their property. 2. Any special altitude restrictions specific to
the operating area.
b. Facilities should determine impact, if any;
meet with the sponsor, if possible; and discuss 3. The COA must be carried aboard the parasail
notification requirements to the flying public to vessel at all times, and operators briefed on its
maintain the safety and efficiency of the NAS. contents and requirements.
4. Recommendation to attend an annual
operator safety meeting, if available.
33−2−7. WAIVER/AUTHORIZATION
FORMAT AND CONTENT 5. The parasail vessel operator is responsible for
obtaining current weather information from the
a. Use FAA Form 7711-1 to issue the waiver/au- nearest air traffic facility.
thorization.
6. Operations must not be conducted between
b. At a minimum, the waiver/authorization must sunset and sunrise.
contain the following:
7. Prior to conducting parasail operations,
1. Specific section of Part 101 to be waived or contact the nearest ATC facility to advise of the
authorized. proposed area of operation, duration of the activity,
and altitude of the parasail.
2. Name, address, and telephone number of the
applicant. 8. Any restrictions designed to avoid protected
departure or arrival areas to nearby airports, as
3. Location of the approved parasail operating necessary.
area in coordinates or description of location (for
example, west of Pier A). 9. Recommendation for the operator to use
ground observers (“spotters”) to maintain operator
4. Approved dates and times of operations. awareness of nearby aircraft activity.

33−2−2 Waivers
2/28/19 JO 7400.2M

10. Parasail operators must ensure that the

parasail is marked and lighted in compliance with
14 CFR § 101.17(b).
11. Additional requirements on the operator for
ensuring public safety.
12. Include a statement that, in accordance with
14 CFR § 101.7(a), “A parasail operator may not
operate in a manner that creates a hazard to other
persons or their property.”

Waivers 33−2−3
2/28/19 JO 7400.2M

Appendix 1. Environmental Study Process Flow

Chart

Environmental Study Process Flow Chart Appendix 1−1

2/28/19 JO 7400.2M

Appendix 2. FAA Procedures for Processing SUA

Actions

FAA Procedures for Processing SUA Actions Appendix 2−1

2/28/19 JO 7400.2M

Appendix 3. Procedures for Processing SUA Actions

Aeronautical Process Flow Chart

(This Appendix is for use with Appendix 4 and the numbers correlate to the numbers
in the Aeronautical column of that table.)

Procedures for Processing SUA Actions Aeronautical Process Flow Chart Appendix 3−1
2/28/19 JO 7400.2M

Appendix 4. FAA Procedures for Processing SUA

Actions: Aeronautical and Environmental Summary
Table
The aeronautical and environmental processes may not always occur in parallel.
This appendix is for use with Appendix 2 and Appendix 3, and the numbers correlate to numbers on those charts.

AERONAUTICAL ENVIRONMENTAL
Pre−SUA Proposal 1. The DoD Proponent must coordinate an envi-
1. Proponent must coordinate with locally affect- ronmental review of its proposal (for both rule-
ed ATC facilities and military units to discuss making and non−rulemaking actions) with the
the concept (for example, new/revisions to appropriate FAA Service Center OSG Manager
SUA needed or required). and Environmental Specialist early in the Pro-
ponent’s environmental documentation process
to determine the potential for environmental
impacts associated with the airspace portion of
the DoD proposal.

The Service Center Environmental Specialist is

the FAA primary point of contact throughout
the development of required environmental
document reviews and required FAA adoption
documentation. He/she is also responsible for
ensuring DoD NEPA documents and FAA
adoption NEPA documents comply with FAA
Order 1050.1, paragraph 1−10.23, and Chapter
32, Environmental Matters, of this order.

2. Service Center Airspace Specialist coordinates 2. If there is the potential for airspace environ-
with the Service Center Environmental Spe- mental impacts1, Proponent must make a re-
cialist to discuss the proposal’s environmental quest to the FAA for a Cooperating Agency
review requirements. (CA) status when Proponent decides to initiate
the NEPA documentation process. Proponent
forwards a request for Cooperating Agency Sta-
tus to the Director of Mission Support, Airspace
Policy Group (AJV−1). The Airspace Policy
Group Manager (AJV−11) and the AJV−114
Environmental Specialist will prepare and for-
ward the response to the DoD Proponent and co-
ordinate the action for tracking by the Mission
Support Environmental Policy Team
(AJV−114) which sends a courtesy copy of
FAA’s Acceptance of Cooperating Agency Sta-
tus to the responsible Service Center Environ-
mental Specialist.

1 Establishment of new SUA, or changes to the dimensions, times of use, type of aircraft, or aircraft mix flown in SUA
present the potential for environmental effects and must be properly analyzed for potential environmental impacts per
FAA Order 1050.1 and Chapter 32, Environmental Matters, of this order.

FAA Procedures for Processing SUA Actions: Aeronautical and Environmental Summary Appendix 4−1
Table
JO 7400.2M 2/28/19

3. Proponent meets with the ATC facility having 3. Proponent submits a Preliminary Draft EA or
jurisdiction over the affected airspace area to Draft EIS (or other relevant environmental doc-
discuss mission requirements and desired SUA umentation), along with the aeronautical infor-
parameters. mation package, to the Service Center Mil Rep,
who shares it with the Environmental Specialist
for review and comment. For previously re-
viewed and revised SUA actions, or proposals
for re−activation of previously established
SUA, the Service Center Environmental Spe-
cialist should request, and DoD Proponent
should submit, previous environmental analy-
sis documentation to the Service Center Envi-
ronmental Specialist who will review and in-
corporate updated SUA information in the FAA
Adoption document.

4. The Service Center Environmental Specialist

must provide comments, in consultation with
the Service Center Airspace Specialist and the
Headquarters Airspace Policy Group
(AJV−113), back to Proponent via the Service
Center’s Mil Rep and or other appropriate DoD
project POC.
4. Proponent submits the SUA proposal to the 5. After the Service Center Environmental Spe-
FAA Service Center for review and processing cialist reviews the DoD Proponent’s draft envi-
by the Airspace Specialist. ronmental document to ensure that all airspace
and other pertinent and applicable environmen-
tal issues were addressed per FAA Order
1050.1, the Service Center Environmental Spe-
cialist then forwards the DoD Proponent’s draft
environmental document to the FAA Headquar-
ters Airspace Policy Group (AJV−114) for re-
view and comment by the Headquarters Envi-
ronmental Specialist and the Office of Chief
Counsel (AGC−600) to begin Legal Sufficiency
Review (LSR).

6. The Service Center Environmental Specialist

then prepares a draft FAA Adoption EA or
Adoption EIS of the DoD Proponent’s airspace
portion of the proposed action, and sends it to
AJV−114 for policy compliance review and to
AGC for LSR.

Appendix 4−2 FAA Procedures for Processing SUA Actions: Aeronautical and Environmental Summary
Table
2/28/19 JO 7400.2M

5. The Service Center Airspace Specialist, in ac- 7. The DoD proponent reviews the FAA’s com-
cordance with this order, determines the type of ments on their Draft EA/FONSI or Draft EIS
airspace action(s) necessary, either Non−Rule- and prepares responses to comments, in consul-
making or Rulemaking. FAA service center de- tation with FAA and other cooperating agencies
termines if Informal Airspace Meetings are re- as necessary, and in accordance with chapter 32
quired. of this order. Proponent then incorporates
FAA’s comments into their NEPA document
and prepares a Draft EA or EIS with a 30 to
45−day public comment period.

8. Proponent prepares and submits their Final EA/

FONSI or EIS/ROD to the Service Center Envi-
ronmental Specialist.
9. The Service Center Environmental Specialist
amends, as necessary the Draft FAA Adoption
EA−FONSI/ROD or Draft FAA Adoption EIS
and ROD and submits the FAA’s Adoption doc-
ument to AJV−114 for airspace review and to
AGC for a final LSR.
10. AGC’s comments are incorporated into the fi-
nal FAA Adoption EA/FONSI or Adoption EIS/
ROD by the Service Center Environmental
Specialist in coordination with the AJV−114
Environmental Specialist.
11. The AJV−114 Environmental Specialist pre-
pares a signature copy of the final FAA Adop-
tion EA/FONSI or Adoption EIS/ROD and sub-
mits it for signature by the Headquarters
Airspace Management Group Manager
(AJV−11). The AJV−114 Environmental Spe-
cialist submits signed copies of the document(s)
to the DoD Proponent’s POC, to AJV−113 for
final rulemaking action, and to the Service Cen-
ter Environmental Specialist for their records.
12. The Service Center Environmental Specialist
submits the signed Final FAA Adoption EA and
FONSI or Adoption EIS and FONSI/ROD with
the Proponent’s Final EA/FONSI or EIS/ROD
to the Service Center Airspace Specialist for in-
clusion with the airspace proposal package, and
provides a courtesy copy of the FAA’s final
Adoption document to the Service Center Mil
Rep.

FAA Procedures for Processing SUA Actions: Aeronautical and Environmental Summary Appendix 4−3
Table
JO 7400.2M 2/28/19

FOR NON−RULEMAKING
AERONAUTICAL ENVIRONMENTAL
6. The Service Center Airspace Specialist: See process above. The environmental docu-
mentation review and development process is
a. Tasks the ATC facility to conduct an aeronau- the same for non−rulemaking as for rulemak-
tical study of the proposal; ing.

b. Sends a circularization with a 45 day public

comment period.

The Service Center Airspace Specialist reviews

and prepares, in consultation with the DoD Pro-
ponent, responses to the aeronautical comments
from the aeronautical study and circularization
in accordance with chapter 21 of this order.

c. Coordinates with the Service Center Envi-

ronmental Specialist regarding environmental
documentation.

7. The Service Center Airspace Specialist sends

the completed package containing the aeronau-
tical proposal, Aeronautical study, copies of
comments, response to comments, DoD Propo-
nent’s Final EA/FONSI, and the Draft FAA
FONSI/ROD, and a recommendation for final
action to the Headquarters Airspace Policy
Group.

Appendix 4−4 FAA Procedures for Processing SUA Actions: Aeronautical and Environmental Summary
Table
2/28/19 JO 7400.2M

FOR RULEMAKING
AERONAUTICAL ENVIRONMENTAL
8. The Service Center Airspace Specialist: See process above. The environmental docu-
mentation review and development process is
a. Tasks the ATC facility to conduct an aeronau- the same for non−rulemaking as for rulemak-
tical study of the proposal; ing.

b. Sends the proposal to the Airspace Policy

Group who then prepares a Notice of Proposed
Rulemaking (NPRM).

The Headquarters Airspace Policy Group sub-

mits the NPRM for publication in the Federal
Register with a 45−day comment period in ac-
cordance with chapter 2 of this order.

The Airspace Specialist receives the environ-

mental document from the Service Center En-
vironmental Specialist.

9. The Service Center Airspace Specialist reviews

the comments on www.regulations.gov and co-
ordinates with the proponent, as required, to re-
solve aeronautical impacts.

10. The Service Center Airspace Specialist then

sends the completed package containing the
aeronautical study, response to comments, final
Service Center recommendation, the proposal,
Proponent’s Final EA/FONSI or EIS/ROD, and
the Draft FAA FONSI/ROD or Draft FAA
Adoption Document/ROD to the Headquarters
Airspace Policy Group (AJV−113) for prepara-
tion of the Final Rule.
11. The Service Center Airspace Specialist, in ac- 9. The Headquarters Environmental Specialist
cordance with this order, determines the type of (AJV−114) reviews the draft final rulemaking
airspace action(s) necessary, either Non−Rule- and draft Federal Register Notice for compli-
making or Rulemaking. FAA service center de- ance with FAA Order 1050.1; chapter 32 of this
termines if Informal Airspace Meetings are re- order and this appendix; drafts the environmen-
quired. tal compliance paragraph for the Federal Regis-
ter Notice; then, as necessary, submits the
changes to the environmental documentation to
AGC−600 for legal sufficiency review.

10. AGC’s comments are incorporated into the

rulemaking document, returned to AJV−114 for
a final review, and forwarded back to AJV−113.

FAA Procedures for Processing SUA Actions: Aeronautical and Environmental Summary Appendix 4−5
Table
JO 7400.2M 2/28/19

10. For Non−rulemaking:

The Airspace Specialist submits the non−rule-

making action to the National Flight Data Cen-
ter (NFDC) for publication in the National
Flight Data Digest (NFDD).

11. For Rulemaking:

The Airspace Specialist submits the Final Rule

for publication in the Federal Register. The Fi-
nal Rule will contain a reference to the decision
rendered and location of documentation for the
associated environmental process.

Consult the following documents throughout the process for further information:

A. Council on Environmental Quality Regulations for Implementing the National Environmental

Policy Act (NEPA), 40 C.F.R. Parts 1500−1508.
B. FAA Order 1050.1, Environmental Impacts: Policies and Procedures
C. FAA Order JO 7400.2, Procedures for Handling Airspace Matters, Part 5, Special Use Airspace
D. FAA Order JO 7400.2, Chapter 32, Environmental Matters, and the associated appendices
(for specific SUA environmental documentation directions).

NOTE−
The documentation time periods below are approximations only, and are for non−controversial aeronautical
proposals and associated environmental processes. The documentation time periods are for FAA review/pro-
cessing only. Documentation schedules for DOD proponent and/or environmental contract support processing
must be accounted for during overall document coordination scheduling between FAA and the DOD proponents.

ENVIRONMENTAL: Estimated time of completion for EA processing is 12 to 18 months or, for EIS
processing, 18 to 36 months.

AERONAUTICAL (Non−Rulemaking): A minimum time period of 8 months is required from sub-

mission of the Formal Airspace Proposal by the Proponent to the Service Center through completion of the
charting process.

AERONAUTICAL (Rulemaking): A minimum time period of 10 months is required from submis-

sion of the Formal Airspace proposal by the Proponent to the Service Center through completion of the chart−
ing process.

Appendix 4−6 FAA Procedures for Processing SUA Actions: Aeronautical and Environmental Summary
Table
2/28/19 JO 7400.2M

Appendix 5. Air Traffic Initial Environmental Review

(IER)

Facility: Date:

Prepared by: Phone:

=============================================================================
NOTE: This IER provides basic information about the proposed action to better assist in preparing for the
environmental analysis phase of a proposed action. Although it requests information in several categories, not
all the data may be available initially; however, it does represent information, in accordance with FAA Order
1050.1, Environmental Impacts: Policies and Procedures, which ultimately will be needed for preparation of the
appropriate environmental document. If the Instrument Flight Procedure (IFP) Environmental Pre−Screening
Filter is used for initiating the environmental review process, and it passes the initial screening, then the IER is
unnecessary. Additional guidance on the identification of potential environmental impacts by environmental
category is available in the 1050.1 Desk Reference.

Section 1. Proposed Project Description

Describe the proposed project. Include general information identifying procedure(s) and/or airspace
action(s) to be implemented and/or amended. Identify the associated airports and/or facilities.

1.1. Describe the operational and/or environmental benefits that may result if the proposed action is
implemented.

1.1.1. Is a reduction of fuel cost and/or energy consumption anticipated as a result of the
proposed action?
 Yes  No  N/A

1.1.1.a. If so, can it be quantified, and how?

 Yes  No

1.1.1.b. If not quantifiable, describe the approximate anticipated benefits in lay terms.

1.1.2. Describe any additional operational and/or environmental benefits that may result from
the proposed action.

1.2. Describe the existing procedure(s) (the no action alternative) in full detail. Provide the necessary
chart(s) depicting the current procedure(s). Describe the typical fleet mix, including (if possible)
the number and types of aircraft on the route (both annually and average day) and depict their
altitude(s) along the route.

1.3. Describe the proposed action, providing the necessary chart(s) depicting changes. Describe
anticipated changes to the fleet mix, numbers of aircraft on the new routes and their altitude(s), if
any.

1.3.1. Has airspace modeling been conducted using Sector Design Analysis Tool (SDAT), Aviation
Environmental Screening Tool (AEST), Terminal Area Route Generation, Evaluation, and
Traffic Simulation (TARGETS), or another airspace/air traffic design tool?
 Yes. Model: __________________ ☐ No
If yes, provide a summary of the output from the modeling.

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JO 7400.2M 2/28/19

1.3.2. Will there be actions affecting changes in aircraft flights between the hours of 10 p.m. – 7 a.m.
local?
 Yes ☐ No
Describe:
1.3.3. Are any noise abatement programs presently in effect for the affected airport(s), formal or
informal?
 Yes ☐ No
Describe:
1.3.4. Will airport preferential runway configuration use change as a result of the proposed
action?
 Yes ☐ No
Explain:
1.3.5. Is the proposed action primarily designed for Visual Flight Rules (VFR), Instrument Flight
Rules (IFR) operations, or both?
 VFR  IFR  Both

If the proposed action specifically involves a charted visual approach (CVA) procedure,
provide a detailed local map indicating the route of the CVA, along with a discussion of the
rationale for how the route was chosen.
1.3.6. Will there be a change in takeoff power requirements?
 Yes ☐ No

If so, what types of aircraft are involved, i.e., general aviation propeller−driven versus large
air carrier jets?

1.3.7. Will all changes occur over 3,000 feet above ground level (AGL)?
 Yes ☐ No

1.3.8. What is the lowest altitude on newly proposed routes or on existing routes that will receive an
increase in operations?

1.3.9. Will there be actions involving civil jet aircraft arrival procedures between 3,000−7,000 feet
AGL or departures between 3,000−10,000 feet AGL?
 Yes ☐ No

Section 2. Purpose and Need

2.1. Describe the purpose and need for the proposed action. Present the problem being addressed and
describe what the FAA is trying to achieve with the proposed action. The purpose and need for the
proposed action must be clearly explained and stated in terms that are understandable to
individuals who are not familiar with aviation or commercial aerospace activities. If detailed
background information is available, summarize here and provide a copy as an attachment to this
review.
2.1.1. Is the proposed action the result of a user or community request or regulatory mandate?
 Community Request  Regulatory Mandate  User Request

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2.1.2. If not, describe what necessitates this proposed action:

Section 3. Alternatives

3.1. Are there alternatives to the proposed action?

 Yes  No

If yes, describe any alternatives to the proposed action.

3.2. Please provide a summary description of eliminated alternatives and the reasons for their
elimination.

Section 4. Environmental Review and Evaluation

The determination of whether a proposed action may have a significant environmental effect is made by
considering requirements applicable to the specific environmental impact categories discussed below (see
FAA Order 1050.1, appendix B).

4.1. Describe the Affected Environment

4.1.1. Describe the existing land use, including noise sensitive areas (if any) in the vicinity of the
proposed action.

4.1.2. Will the proposed action introduce air traffic over noise sensitive areas not currently affected?
 Yes ☐ No
Describe:

4.2. Environmental Consequences

As stated in FAA Order 1050.1, paragraph 5−2. b., extraordinary circumstances exist when a
proposed action meets both of the following criteria:

4.2.a. Involves any of the following circumstances below; and

4.2.b. May have a significant impact (see 40 CFR 1508.4).

4.2.1. Air Quality

Has research been conducted to identify areas of concern or communication with air quality
regulatory agencies to determine if the affected area is a non−attainment area (an area which
exceeds the Clean Air Act (CAA) National Ambient Air Quality Standards (NAAQS) for the
following criteria air pollutants: ozone, carbon monoxide, lead, particulate matter, sulfur
dioxide, or nitrogen dioxide) or maintenance area (an area which was in non−attainment but
subsequently upgraded to an attainment area) concerning air quality?
 Yes  No
Comment:

Evaluation: Will implementation of proposed action result in an impact on air quality or a

violation of local, state, tribal, or federal air quality standards under the Clean Air Act
amendments of 1990? (See FAA Order 1050.1, paragraph 5−2. b. (8), the Air Quality
Handbook, and 1050.1 Desk Reference, chapter 1, for details on how to make the
determination.)
 Yes  No
Comment:

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4.2.2. Biological Resources (including Marine Mammals; Wildlife and Waterfowl;

Endangered/Threatened Species; Critical Habitat)
4.2.2.1. Are wildlife and/or waterfowl refuge/management areas, protected or critical
habitats within the affected area of the proposed action?
 Yes  No
Identify:
4.2.2.2. If so, has there been any communication with the appropriate wildlife management
regulatory agencies (federal or state) agencies to determine if endangered or
protected species inhabit the area?
 Yes  No
If yes, identify endangered or protected species.
4.2.2.3. At what altitude would aircraft overfly these habitats?
4.2.2.4. During what times of the day would operations be more/less frequent?
Evaluation: Will implementation of the proposed action result in an impact on natural,
ecological or biological resources of federal, tribal, state, or local significance (for example,
federally listed or proposed endangered, threatened, or candidate species or proposed or
designated critical habitat under the Endangered Species Act)? (See FAA Order 1050.1,
paragraph 5−2. b. (3), and 1050.1 Desk Reference, chapter 2, for details on how to make the
determination.)
4.2.2.a.  Yes
Comment:
4.2.2.b.  No. An impact to biological resources is not anticipated.
4.2.3. Climate
NOTE: The FAA has not established a significance threshold for climate. The Council on
Environmental Quality (CEQ) has noted that “…it is not currently useful for the NEPA
analysis to attempt to link specific climatological changes, or the environmental impacts
thereof, to the particular project or emissions; as such direct linkage is difficult to isolate and
to understand.” 1 Accordingly, it is not useful to attempt to determine the significance of such
impacts. (See FAA Order 1050.1, Desk Reference, chapter 3.)
4.2.4. Coastal Resources
NOTE: Coastal resources include both coastal barriers and coastal zones.
4.2.4.1. Are there designated coastal resources in the affected area?
 Yes  No
Identify:
4.2.4.2. Will implementation of the proposed action result in any construction or
development or any physical disturbances of the ground with the potential to affect
coastal resources?
 Yes  No
Evaluation: Will implementation of the proposed action result in an impact in to
coastal resources? (See FAA Order 1050.1, paragraph 5−2. b. (4), and 1050.1 Desk
Reference, chapter 4, for details on how to make the determination.)
1 Draft NEPA Guidance on Consideration of the Effects of Climate Change and Greenhouse Emissions, CEQ (2010).
http://ceq.hss.doe.gov/nepa/regs/Consideration_of_Effects_ofGHG_Draft_NEPA_Guidance_FINAL_02182010.pdf

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4.2.4.a.  Yes
Comment:

4.2.4.b.  No. An impact to coastal resources is not anticipated.

4.2.5. Department of Transportation Act, Section 4(f)

4.2.5.1. Are there cultural or scenic resources, of national, state, or local significance, such
as national parks, publicly owned parks, recreational areas, and public and private
historic sites in the affected area?
 Yes  No
Identify:

4.2.5.2. If so, during what time(s) of the day would operations occur that may impact these
areas?

Evaluation: Will implementation of the proposed action result in an impact to properties

protected under Section 4(f) of the Department of Transportation Act? (See FAA Order
1050.1, paragraph 5−2. b. (2), and 1050.1 Desk Reference, chapter 5, for details on how to
make the determination.)

4.2.5.a.  Yes
Comment:

4.2.5.b.  No. Section 4(f) impacts are not anticipated.

4.2.6. Farmlands
Are the following resources present: National Resources Conservation designated prime and
unique farmlands or, state, or locally important farmlands including pastureland, cropland,
and forest?
 Yes  No
Identify:

Evaluation: Will the implementation of the proposed action involve the development of
land regardless of use, or have the potential to convert any farmland to non−agricultural uses?
(See FAA Order 1050.1, paragraph 5−2. b. (4), and the 1050.1 Desk Reference, chapter 6, for
details on how to make the determination.)

4.2.6.a.  Yes
Comment:

4.2.6.b.  No. An impact to farmland resources is not anticipated.

4.2.7. Hazardous Material, Solid Waste, and Pollution Prevention

Will implementation of the proposed action result in any construction or development or any
physical disturbances of the ground in an area known to contain hazardous materials,
hazardous waste, solid waste, or other forms of pollution or contamination?
 Yes  No

Evaluation: Is implementation of the proposed action likely to cause contamination by

hazardous materials, hazardous waste, or likely to disturb existing hazardous materials,
hazardous waste site, or other area of contamination? (See FAA Order 1050.1, paragraph

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JO 7400.2M 2/28/19

5−2. b. (12), and the 1050.1 Desk Reference, chapter 7, for details on how to make the
determination.)

4.2.7.a.  Yes
Comment:

4.2.7.b.  No. An impact to existing areas of hazardous material, hazardous or solid

waste, or pollution prevention activities, is not anticipated; and implementation of the
proposed action is not anticipated to result in the production of hazardous material,
hazardous or solid waste. .

4.2.8. National Historic Preservation Act of 1966 (NHPA)

NOTE: Section 106 of the NHPA applies to actions that have the potential to affect historic
properties in a way that alters any of the characteristics that make the property significant,
including changes in noise where a quiet setting is an attribute of significance. Direct effects
include the removal or alteration of historic resources. Indirect effects include changes in
noise, vehicular traffic, light emissions, or other changes that could interfere substantially
with the use or character of the resource.

4.2.8.1. Are there historic resources protected under Section 106 of the NHPA in the
study area of the proposed action ?
 Yes  No
Identify:

4.2.8.2. Will the proposed action include removal or alteration of historic resources (direct
effect)?
 Yes  No

4.2.8.3. Do any of the historic resources identified have quiet as a generally recognized
feature or attribute?
 Yes  No
If yes, explain:

4.2.8.4. Will the proposed action substantially interfere with the use or character of the
resource (indirect effect)?
 Yes  No
Explain:

Evaluation: Will the proposed action result in an adverse effect on resources protected under
the National Historic Preservation Act of 1966, as amended? (See FAA Order 1050.1,
paragraph 5−2. b. (1), and the 1050.1 Desk Reference, chapter 8, for details on how to make
the determination.)

4.2.8.a.  Yes
Comment:

4.2.8.b.  No. An impact to resources subject to Section 106 review is not anticipated.

4.2.9. Land Use

The compatibility of existing and planned land uses with an aviation or aerospace proposal is
usually associated with noise impacts. In addition to the impacts of noise on land use
compatibility, other potential impacts of FAA actions may affect land use compatibility. The

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impact on land use, if any, should be analyzed and described under the appropriate impact
category.

Evaluation: The determination that significant impacts exist in the Land Use impact
category is normally dependent on the significance of other impacts. (See 1050.1 Desk
Reference, chapter 9, for details on how to make the determination.)

4.2.10. National Resources and Energy Supply

NOTE: This resource category excludes fuel burn.

Will the proposed action have the potential to cause demand or strain on a natural resource(s) or
material(s) that exceeds current or future availability of these resources? (See FAA Order 1050.1,
paragraph 5−2. b. (4).)
 Yes  No
If yes, explain:

Evaluation: Will implementation of the proposed action result in an impact in relation to natural
resources and energy supply?

4.2.10.a.  Yes
Comment:

4.2.10.b.  No. An impact to natural resources and materials and/or energy supply is not
anticipated.

4.2.11.Noise and Noise−Compatible Land Use

The significance threshold for noise is whether the proposed action would increase noise by
Day−night average sound level (DNL) 1.5 dB or more for a noise sensitive area that is
exposed to noise at or above the DNL 65 dB noise exposure level; or that will be exposed at or
above the DNL 65 dB level due to a DNL 1.5 dB increase, when compared to the No Action
alternative for the same timeframe.

NOTE: An area is noise sensitive if aircraft noise may interfere with the normal activities
associated with the use of the land. See FAA Order 1050.1, paragraph 11−5. b. (10), for
the full definition of noise sensitive areas.

Noise compatibility or non−compatibility of land use is determined by comparing the

proposed action DNL values to the values in the 14 CFR Part 150, Appendix A, Table 1,
Land−Use Compatibility guidelines. (See FAA Order 1050.1 and the 1050.1 Desk
Reference, section 11.)

NOTE: 14 CFR Part 150 guidelines are not sufficient to address the effects of noise on some
noise sensitive areas.

4.2.11.1.1.Will the proposed action introduce air traffic over noise sensitive areas not
currently affected?
 Yes  No
Comment:

4.2.11.1.2.Do the results of the noise analysis indicate that the proposed action would result
in an increase in noise exposure by DNL 1.5 dB or more for a noise sensitive area

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JO 7400.2M 2/28/19

that is exposed to noise at or above the DNL 65 dB noise exposure level?

 Yes  No

4.2.11.1.3.If yes, are the results of the noise analysis incompatible with one or more of the
Land Use Compatibility categories? (See FAA Order 1050.1, Desk Reference
Exhibit 11−3.)
 Yes  No
If yes, explain:

4.2.11.1.4.Do the results of the noise analysis indicate a threshold of significance over noise
sensitive areas not listed under the Land Use Compatibility categories (for
example, national parks, wildlife/waterfowl refuges)?
 Yes  No
If yes, explain:

4.2.11.2. Do the results of the noise analysis indicate a change in noise meeting threshold criteria
considered “reportable”?

i. For DNL 60 dB to <65 dB: + 3 dB  Yes  No

ii. For DNL 45 dB to <60 dB: + 5 dB  Yes  No

Evaluation:

4.2.11.a. Will the proposed action result in a significant noise impact over noise sensitive
land use? (See FAA Order 1050.1, paragraph 5−2. b. (7), and the 1050.1 Desk
Reference, chapter 11, for details on how to make the determination.)
 Yes
If yes, explain:

4.2.11.b.  No. The results of the noise analysis indicate that no significance threshold noise
criteria are reached as a result of the implementation of the proposed action.

4.2.11.c. Will the proposed action result in a significant noise impact over noise sensitive
areas? (See FAA Order 1050.1, paragraph 5−2. b. (7), and the 1050.1 Desk
Reference, chapter 8, for details on how to make the determination.)
 Yes
If yes, explain:

4.2.11.d.  No. The results of the noise analysis indicate that no reportable noise
impacts are expected to result from the implementation of the proposed action.

4.2.12.Socioeconomics, Environmental Justice, and Children’s Environmental Health and

Safety Risk

4.2.12.1. Socioeconomics
4.2.12.1.a. Will the proposed action result in a division or disruption of an established
community; a disruption of orderly, planned development; or an
inconsistency with plans or goals that have been adopted by the community
in which the proposed action is located? (See FAA Order 1050.1, paragraph
5−2. b. (5).)
 Yes  No

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4.2.12.1.b. Will the proposed action result in an increase in congestion from surface
transportation, by causing a decrease in the Level of Service below the
acceptable level determined by the appropriate transportation agency? (i.e.,
a highway agency) [See FAA Order 1050.1, paragraph 5−2 b. (6).)
 Yes  No

Evaluation: Will implementation of the proposed action result in an impact to

socioeconomics? (See the 1050.1 Desk Reference, chapter 12, for details on how to make the
determination.)

4.2.12.a.  Yes
Comment:

4.2.12.b.  No. The proposed action is not anticipated to involve acquisition of real
estate, relocation of residence or community business, disruption of local
traffic patterns, loss of community tax base, or changes to the fabric of the
community.

4.2.12.2.Environmental Justice
NOTE: FAA has not established a significance threshold for Environmental
Justice. Impacts to Environmental Justice in the context of other impact categories
should be considered.

Evaluation: Will the proposed action have the potential to lead to a disproportionally high
and adverse impact to an environmental justice population, (i.e., a low income or minority
population) due to significant impacts in other environmental impact categories or impacts
on the physical or natural environment that affect an environmental justice population in a
way that the FAA determines are unique to the environmental justice population and
significant to that population? (See the 1050.1 Desk Reference, chapter 12, for details on
how to make the determination.)

4.2.12.2.a.  Yes
Comment:

4.2.12.2.b.  No. An impact related to environmental justice is not anticipated.

4.2.12.3.Children’s Environmental Health and Safety Risk

NOTE: FAA has not established a significance threshold for Children’s
Environmental Health and Safety Risk. Impacts to Children’s health and safety in
the context of other impact categories should be considered.

Evaluation: Will the proposed action have the potential to lead to a disproportionate health
or safety risk to children due to significant impacts in other environmental impact categories?
(See the 1050.1 Desk Reference, chapter 12, for details on how to make the determination.)

4.2.12.3.a.  Yes
Comment:

4.2.12.3.b.  No. An impact related to children’s environmental health and safety is

not anticipated.

4.2.13.Visual Effects
NOTE: There are no special purpose laws for light impacts and visual impacts. Impacts
from light emissions are generally related to airport aviation lighting.

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JO 7400.2M 2/28/19

4.2.13.1. Will implementation of the proposed action create annoyance or interfere with
normal activities from light emissions?
 Yes  No
Explain:

4.2.13.2. Will implementation of the proposed action affect the visual character of the area
including the importance, uniqueness, and aesthetic value of the affected visual
resources?
 Yes  No
Explain:

Evaluation: Will the proposed action result in an impact to visual resources? (See FAA
Order 1050.1, paragraph 5−2. b. (5), and 1050.1 Desk Reference, chapter 13, for details
on how to make the determination.)

4.2.13.a.  Yes
Comment:

4.2.13.b.  No. The proposed action is not anticipated to interfere or have an effect on
the visual resources.

4.2.14.Water Resources (including Wetlands, Flood Plains, Surface Waters, Groundwater,

and Wild and Scenic Rivers)

4.2.14.1. Are there wetlands, flood plains, and/or Wild and Scenic Rivers in the proposed
action study area?
 Yes  No

4.2.14.2. Are there reservoirs or other public water supply systems in the affected area?
 Yes  No

4.2.14.3. Will implementation of the proposed action result in any construction or

development or any physical disturbances of the ground?
 Yes  No

4.2.14.4. Will implementation of the proposed action result in any changes to existing
discharges to water bodies, create a new discharge that would result in impacts to
water quality, or modify a water body?
 Yes  No

If yes, is there a potential for an impact to water quality, sole source aquifers, a
public water supply system, federal, state or tribal water quality standards
established under the Clean Water Act and the Safe Drinking Water Act?
 Yes  No

Evaluation: Will the proposed action result in an impact to water resources? (See
FAA Order 1050.1, paragraph 5−2. b. (9), and 1050.1 Desk Reference, chapter 14, for details
on how to make the determination.)

4.2.14.a.  Yes
Comment:

4.2.14.b.  No. The potential for impact to water resources is not anticipated.

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4.2.15.Effects on the Quality of the Human Environment that are Likely to be Highly
Controversial on Environmental Grounds.
NOTE: The term “highly controversial on environmental grounds” means there is a
substantial dispute involving reasonable disagreement over the degree, extent, or nature of a
proposed action’s environmental impacts or over the action’s risks of causing environmental
harm. Mere opposition is not sufficient for a proposed action or its impacts to be considered
highly controversial on environmental grounds. Opposition on environmental grounds by a
federal, state, or local government agency or by a tribe or a substantial number of the
persons affected by the action should be considered in determining whether or not
reasonable disagreement regarding the impacts of a proposed action exists.

NOTE: If in doubt about whether a proposed action is highly controversial on

environmental grounds, consult the Line of Business/Staff Office (LOB/SOB) headquarters
environmental division, AEE, Regional Counsel, or AGC for assistance. (See FAA Order
1050.1, paragraph 5−2. b. (10).)

4.2.15.1. Will implementation of the proposed action result in the likelihood of an

inconsistency with any federal, state, tribal, or local law relating to the
environmental aspects of the proposed action. (See FAA Order 1050.1, paragraph
5−2. b. (11).)
 Yes  No
If yes, explain:

Evaluation: Is there likelihood for the proposed action to be highly controversial based on
environmental grounds?

4.2.15.a.  Yes
Comment:

4.2.15.b.  No. The potential for controversy is not anticipated.

Section 5. Mitigation
Are there measures which can be implemented that might mitigate any of the potential impacts, i.e.,
GPS/FMS plans, NAVAIDS, etc.?
 Yes  No  N/A
Describe:

Section 6. Cumulative Impacts

What other projects (FAA, non−FAA, or non−aviation) are known, planned, have been previously
implemented, or are ongoing in the affected area that would contribute to the proposed project’s
environmental impact?

Section 7. Community Involvement

Community involvement is the process of engaging in dialog and collaboration with communities affected
by FAA actions. The appropriate level of community involvement and public engagement will vary to some
degree depending on the project scope and affected communities. (See FAA Order JO 7400.2, appendices 10
and 11, and the Community Involvement Performance Based Navigation Desk Guide, and/or AEE’s
Community Involvement Manual, or other available Community Involvement guidance for further
information.)

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JO 7400.2M 2/28/19

7.1. Are the airport proprietor and/or users providing general support for the proposed action?
 Yes  No  N/A

7.2. Are local community leaders or groups who could have an interest in FAA activity (i.e., aviation
roundtables, historical preservation society, etc) due to their location or by their function in the
community been notified, consulted, or otherwise informed of this proposed action?
 Yes  No  Not Known

7.2.1. Are any  opposed to or  supporting it?  Not Known

7.2.2. Identify the parties and indicate whether they are in opposition or in support of the proposed
action.

7.2.3. If they are opposed, what is the basis of their opposition?

7.3. Are local citizens aware of the proposed action?

 Yes  No  Not Known

7.3.1. Are any  opposed to or  supporting it?  Not Known

7.3.2. Identify the parties and indicate whether they are in opposition or in support of the proposed
action.

7.3.3. If they are opposed, what is the basis of their opposition?

7.4. Has the FAA received one or more comments objecting to the proposed project on environmental
grounds from local citizens or elected officials?
 Yes  No

7.4.1. If so, state the nature of the comment and how the FAA was notified (for example, resolution,
Congressional, Public meeting/workshop, etc.).

7.4.2. How is the comment(s) being responded to? Can the comment(s) be mitigated through
changes in design?

7.5. Is the proposed project consistent with local plans and development efforts?
 Yes  No

7.6. Has there been any previous aircraft−related environmental or noise analysis, including a FAR
Part 150 Study, conducted at this location?
 Yes  No

7.6.1. If so, was the study reviewed as a part of this initial review?
 Yes  No  N/A

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Section 8. References/Correspondence
Attach written correspondence, summarized phone contacts using Memorandums for the File, etc.

Section 9. Additional Preparers

The person(s) listed below, in addition to the preparer indicated on page 1, are responsible for all or part of the
information and representations contained herein:

Name: ______________________________________

Title: _______________________________________

Facility: ______________________________________

Telephone Number: _____________________________

Specific Area of Responsibility: ____________________

Section 10. Facility/Service Area Conclusions

 This initial review and analysis indicates that no extraordinary circumstances or other reasons exist that
would cause the responsible federal official to believe that the proposed action might have the potential for
causing significant environmental impacts. The undersigned have determined that the proposed action
qualifies as a categorically excluded action in accordance with FAA Order 1050.1, and on this basis,
recommend that further environmental review need not be conducted before the proposed project is
implemented.

 The undersigned have determined that the proposed action may not qualify as a categorically excluded
action in accordance with FAA Order 1050.1, and on this basis, recommend that further environmental
review be conducted before the proposed action is implemented.

The undersigned recommend that the proposed action be submitted for environmental funding for
preparation of an  EA  EIS  Not sure – more analysis is needed.

Facility Manager Review/Concurrence

Signature: _______________________________________ Date: __________________

Name: _______________________________________

Title: _______________________________________

Address: _______________________________________

Phone: _______________________________________ Email: __________________

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JO 7400.2M 2/28/19

Service Area Environmental Specialist Review/Concurrence

Signature: _______________________________________ Date: __________________

Name: _______________________________________

Title: _______________________________________

Address: _______________________________________

Phone: _______________________________________ Email: __________________

Service Area Director Review/Concurrence, if necessary

Signature: _______________________________________ Date: __________________

Name: _______________________________________

Title: _______________________________________

Address: _______________________________________

Phone: _______________________________________ Email: __________________

Appendix 5−14 Air Traffic Initial Environmental Review (IER)

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Appendix 6. Sample DOT FAA Categorical Exclusion

Declaration

Sample DOT FAA Categorical Exclusion Declaration Appendix 6−1

2/28/19 JO 7400.2M

Appendix 7. FAA/DOD Memorandum

of Understanding

MEMORANDUM OF UNDERSTANDING BETWEEN

THE FEDERAL AVIATION ADMINISTRATION AND
THE DEPARTMENT OF DEFENSE
Concerning
Environmental Review of Special Use Airspace Actions

I. Purpose and Scope.

The purpose of this Memorandum of Understanding (MOU) is to describe the guidelines for compliance
with the National Environmental Policy Act (NEPA) of 1969 (42 U.S.C. 4321) and the Council on
Environmental Quality (CEQ) Regulations (40 CFR Parts 1500−1508) without unnecessary duplication of
effort by the Federal Aviation Administration (FAA) and the Department of Defense (DOD). This MOU
promotes early coordination between FAA and DOD during the environmental review process associated
with the establishment, designation, and modification of Special Use Airspace (SUA); permits the application
of “lead agency“ and “cooperating agency” procedures to environmental assessments (EA) and findings of no
significant impact as well as to environmental impact statements (EIS); and provides for the issuance of
environmental documents for the development, designation, modification, and use of SUA.

II. Definitions.

The definitions contained in the CEQ Regulations (40 CFR Parts 1500−1508), FAA Orders, and relevant
DOD and/or Service guidance are applicable to this MOU.

III. Designation of Lead and Cooperating Agency.

A. Introduction: The actions taken by DOD and FAA in the establishment, designation, or modification
of SUA are subject to environmental impact evaluation pursuant to NEPA, as implemented by the CEQ
regulations. The CEQ regulations encourage a lead agency be designated where related actions by several
Federal agencies are involved.

The lead agency, in such instances, is responsible for consultation with other agencies, for coordination of
appropriate environmental studies and evaluations, and for preparation of any NEPA−related determinations or
documents in cooperation with other Federal agencies. Each agency recognizes the need to eliminate
duplication. The cooperating agency assumes responsibility to independently review the environmental
documents prepared by the lead agency and to assess whether the environmental documents meet the standards
for adequacy under NEPA.

The DOD and the FAA will ensure appropriate consideration of all actions and impacts, including cumulative
impacts. The resultant environmental documents of the lead agency are accepted and used in decisions and
planning by all agencies involved with the proposed action.

B. Designation of lead agency. When the DOD proposes that the FAA establish, designate, or modify
SUA, the DOD shall serve as the lead agency for the evaluation of environmental impacts and the preparation and

FAA/DOD Memorandum of Understanding Appendix 7−1

JO 7400.2M 2/28/19

processing of environmental documents. However, when the FAA proposes the establishment, designation, or
modification of SUA affecting DOD, the FAA shall serve as the lead agency for the evaluation of environmental
impacts and the preparation and processing of environmental documents.

C. Designation of cooperating agency. When the DOD proposes that the FAA establish, designate, or
modify SUA, the FAA shall act as a cooperating agency for the evaluation of environmental impacts. However,
when the FAA proposes the establishment, designation, or modification of SUA affecting DOD, the DOD shall
act as a cooperating agency for the evaluation of environmental impacts.

IV. Level of Environmental Documentation

A. General. Environmental documentation will be processed in accordance with applicable FAA

Orders, and DOD and/or Service directives.

B. Categorical Exclusions. Where the actions of one agency are subject to a categorical exclusion
(CATEX), and the actions of the other agency, with respect to the same SUA request, require an EA, the agency
requiring the EA will prepare the appropriate environmental documentation. The applicability of a CATEX to
parts of the actions of one of the agencies will be noted in the environmental document. The background
information in support of CATEXs, identified by either DOD or FAA, shall be forwarded to the agency requiring
preparation of the EA and may be used by either agency, as allowed by their respective regulations/directives.

When the categorical exclusion of the proponent is not listed in FAA Order 1050.1, Chapter 5, which would
require FAA to prepare the environmental documentation; FAA budget constraints may delay processing and
implementation of a proponent’s proposal.

V. General Guidance

A. Scheduling. Whenever an action under this MOU requires cooperation or coordination between the
FAA and DOD, the two agencies shall agree on a schedule to ensure that required actions are taken on a timely
basis. Each agency will notify the other of any difficulty with meeting scheduled deadlines or any need to revise
the schedule.

B. Resolution of disagreements. If the FAA and DOD fail to reach agreement at the normal working
level on any issue relating to environmental processing of SUA proposals, the matter will be referred, in
ascending order, as outlined in the table below. At any time, the FAA’s Office of the Chief Counsel and the Office
of the General Counsel of the Service Department involved shall be consulted for assistance with legal issues.

Equivalent Levels of Responsibility for Resolution of Disagreements

FAA Administrator Service Secretary

Vice President, Mission Support Services Policy Board on Federal Aviation (PBFA)
Principal Member

Director, System Operations & Safety PBFA Alternate Principal Member

Manager, System Operations & Safety, Environ­ PBFA Working Group Member
mental Programs

Appendix 7−2 FAA/DOD Memorandum of Understanding

2/28/19 JO 7400.2M

VI. Effective Date. This MOU shall become effective on the last signature date below and shall remain in effect
until otherwise rescinded or modified by both signatory parties. If either party determines that it is necessary to
amend this MOU, the other party shall be notified in writing of the specific change(s) desired, with proposed
language and the reason(s) for the amendment. The proposed amendment shall become effective upon written
agreement of both parties.

SIGNED: DATE: October 4, 2005

Carl P. McCullough Michael A. Cirillo

Department of Defense Federal Aviation Administration

FAA/DOD Memorandum of Understanding Appendix 7−3

2/28/19 JO 7400.2M

Appendix 8. FAA Special Use Airspace

Environmental Processing Procedures

1. GENERAL

This appendix provides guidance for FAA participation in the environmental review of proposed special use
airspace (SUA) actions. The requirements in this appendix are in addition to the airspace proposal processing
procedures contained in this order and Appendix 4. The aeronautical and environmental processes for SUA
proposals involve some overlap; actions taken, or modifications made to a proposal, in one process may affect the
actions required and/or the outcome of the other process.

2. BACKGROUND

a. The SUA program is designed to accommodate national security requirements and military training
activities wherein activities must be confined to designated airspace because of their nature, or in airspace where
limitations are imposed upon aircraft operations.

b. SUA proposals are subject to both NEPA and aeronautical processing requirements. Since the FAA is the
approval authority for SUA actions, the agency cannot make a final decision on any particular SUA proposal
prior to the completion of the NEPA and aeronautical processing phases.

3. POLICIES

The following policies apply to the processing of SUA proposals:

a. In addition to responsibilities of a cooperating agency as defined in the NEPA implementing regulations at

40 CFR Parts 1500−1508, FAA must:

1. Provide to DoD information and technical expertise within the special expertise and jurisdiction of the
FAA as it relates to the proposed action.

2. Resolve or respond to environmental issues raised during the NEPA process relating to aeronautical
issues.

3. If an EA or EIS is required, identify and evaluate the environmental impacts relating to the proposal.

4. Furnish to DoD the names of organizations, agencies, or other parties the FAA believes may be
interested in the DoD proposal.

5. Notify and coordinate FAA proposed airspace actions with DoD components that may be affected.

b. FAA Participation in NEPA Meetings. The FAA may be required to participate in scoping, interagency,
and public NEPA meetings conducted by the Proponent. The Air Traffic Service Center Director (or the
Director’s Designee) with responsibility for Cooperating Agency participation will determine FAA
representation in the meetings. When FAA personnel participate in such meetings:

1. The audience must be informed that FAA participation is to provide aeronautical technical expertise
and is not to be construed as FAA endorsement or support of any SUA proposal, and that no decisions concerning
the proposal will be made at the meeting.

FAA Special Use Airspace Environmental Processing Procedures Appendix 8−1

JO 7400.2M 2/28/19

2. If requested, the FAA will provide an overview of the procedures followed by the FAA for processing
SUA proposals.

3. The FAA will advise the audience of the Service Center handling the processing of the aeronautical
proposal. Written comments on the aeronautical aspects of the proposal should be submitted during the public
comment period associated with the aeronautical circularization.

c. FAA NEPA Compliance Options. In accordance with CEQ regulations at 40 CFR §1501.6, the FAA
must participate in the DoD Proponent’s NEPA process as a Cooperating Agency in cases where the FAA has
jurisdiction by law, and may participate as a Cooperating Agency where the FAA has special expertise. The FAA
may adopt an EA or EIS prepared by the DoD Proponent if the FAA independently evaluates the information in
the document and takes full responsibility for the scope and content that addresses FAA actions. Where the
Proponent’s NEPA documentation is deficient and does not meet the requirements for adoption in FAA Order
1050.1, corrections and/or additional NEPA documentation must be made by the Proponent before the FAA can
make a final decision to adopt the document. The FAA may ask the DoD Proponent to correct any deficiencies
and re−submit the document (see FAA Order 1050.1, Environmental Impacts: Policies and Procedures,
paragraphs 2−2.1 and 2−2.2). The FAA must issue its own Adoption EA/FONSI or Adoption EIS/ROD in
accordance with FAA Order 1050.1, Paragraph 8−2, Adoption of Other Agencies’ National Environmental
Policy Act Documents.

d. Time Limits for Final Environmental Impact Statements (EIS). If three years have expired following
the approval of a final EIS, and major steps towards implementation of the Proponent’s proposed action have not
commenced, the Proponent agency must prepare a written reevaluation of the adequacy, accuracy, and validity of
the final EIS. Written reevaluations must comply with the requirements set forth in FAA Order 1050.1, paragraph
9−2. The Proponent may also elect to prepare new documentation if circumstances dictate.

4. LEAD AND COOPERATING AGENCIES

The FAA/DoD MOU provides for the application of “lead agency” and “cooperating agency” responsibilities in
the SUA environmental process. When the DoD is the Proponent, the DoD will serve as lead agency for the
evaluation of SUA environmental impacts and the preparation and processing of environmental documents.

a. The DoD, as lead agency, will determine whether an SUA proposal:

1. Is a major action significantly affecting the quality of the human environment requiring an
environmental impact statement (EIS);

2. Requires an environmental assessment (EA); or,

3. Is categorically excluded in accordance with FAA Order 1050.1, paragraphs 5−6.1 through 5−6.5.

These determinations must be coordinated with the FAA at the earliest possible time to prevent delay in
preparation of any required NEPA documentation.

b. The appropriate FAA Service Center, as identified in response to the DoD Proponent’s request that the
FAA participate as a Cooperating Agency, will act as the point of contact during the evaluation of the proposal’s
environmental study. The FAA should review documents prepared by the Proponent in its environmental
process for scope and content of the documentation and assumes responsibility as described in subparagraph 3c,
above. (See FAA Order 1050.1, paragraph 8−2.)

Appendix 8−2 FAA Special Use Airspace Environmental Processing Procedures

2/28/19 JO 7400.2M

c. Where the actions of one agency are subject to a categorical exclusion, and the actions of the other agency
with respect to the same SUA, are not covered under a categorical exclusion, then the other agency will prepare an
environmental assessment (EA). The applicability of a categorical exclusion by either the DoD Proponent or the
FAA will be noted in the other agency’s EA. FAA budget constraints may delay processing and implementation
of the DoD Proponent’s SUA proposal when a comparable categorical exclusion covering the same type of
proposed action as the DoD’s Proponent is not listed in FAA Order 1050.1, chapter 5.

5. SUA ENVIRONMENTAL CONCERNS

In addition to other environmental considerations required under NEPA, CEQ regulations, and FAA Order
1050.1, the following are items the FAA should consider, if applicable, in SUA environmental documents. These
items include, but are not limited to:

a. Other Times by NOTAM. When specified in the proposal, this provision permits access to the SUA area
24 hours per day. The environmental document must address the potential impacts of the DoD users’ activities
within the SUA during the “other times by NOTAM” period of use.

b. Flares and Chaff. Address the potential impact of flare and/or chaff use when this activity is specified in
the SUA proposal.

c. “No Action Alternative.” Include discussion of this alternative.

d. Coastal Zone Consistency Determination. Include if applicable.

e. Proposed Airspace Parameters. The environmental analysis in a CatEx, EA, or EIS for the SUA
proposal must match the airspace parameters contained in the SUA proposal (for example, boundaries, altitudes,
times of use, and type and extent of activities).

f. Non−participating Aircraft. Include a discussion of the effect of the SUA proposed action on
non−participating aircraft, if applicable.

g. Mitigation. As defined in CEQ regulations, mitigation includes:

1. Avoiding the impact altogether by not taking a certain action or parts of an action;

2. Minimizing impacts by limiting the degree or magnitude of the action and its implementation;

3. Rectifying the impact by repairing, rehabilitating, or restoring the affected environment;

4. Reducing or eliminating the impact over time by preservation and maintenance operations during the
life of the action; and

5. Compensating for the impact by replacing or providing substitute resources or environments.

h. Cumulative Impacts. Cumulative impacts to the environment are those that result from the incremental
impact of the action when added to other past, present, and reasonably foreseeable future actions regardless of
what agency (Federal or Non−Federal) or person undertakes such other actions. Cumulative impacts can result
from individually minor but collectively significant actions taking place over a period of time.

i. Consultation. Consultation must be conducted in accordance with the National Historic Preservation Act,
Section 106; the Endangered Species Act, Section 7; FAA Order 1210.20, American Indian and Alaska Native

FAA Special Use Airspace Environmental Processing Procedures Appendix 8−3

JO 7400.2M 2/28/19

Tribal Consultation Policy and Procedures, and other applicable laws, regulations, and Department of
Transportation and FAA orders.

6. INTERAGENCY SUA ENVIRONMENTAL PLANNING MEETING

To facilitate early coordination between the FAA and the DoD Proponent, the DoD Proponent must make a
request to the FAA for Cooperating Agency status as soon as the Proponent decides to initiate the environmental
process.

When the FAA is invited to participate as a cooperating agency, it is suggested that a planning meeting be held as
soon as practical. The agenda of the meeting should be based on the type of SUA proposal and the extent of the
planned environmental analysis.

a. The appropriate Regional Military Representative (Milrep) will coordinate the Proponent’s request for a
planning meeting with the appropriate Service Center Director (or his/her designee). Representatives of the
FAA, the Proponent, and the Proponent’s NEPA consultant, if any, should be invited to participate by the military
representative.

b. The meeting should include discussion of pertinent issues, including but not limited to:

1. The type of SUA proposal to be submitted,

2. Identification of points−of−contact and establishment of liaison between concerned parties,

3. Determination of the appropriate type of environmental documentation,

4. The appropriate extent of FAA participation,

5. Identification of potentially significant impacts,

6. Consideration of the need for scoping, interagency, and/or other public meetings,

7. Setting processing milestones,

8. Clarifying any questions the Proponent may have regarding the FAA’s requirements for the
environmental analysis and documentation; and,

9. Exchange of information on any environmental and/or aeronautical concerns in the area of potential
effect.

c. At the meeting, the Service Center Airspace Specialist should:

1. Brief attendees on the airspace processing procedures in Part 5 of this order that will apply to the SUA
proposal.

2. Encourage the Proponent to work proactively with aviation user groups and individuals to address
aeronautical issues as they arise. This should ensure early consideration of aeronautical mitigation.

d. At the meeting, the Service Center environmental representative should:

1. Brief attendees on the environmental processing procedures in FAA Order 1050.1 and Chapter 32 of
this order that apply to the SUA proposal.

Appendix 8−4 FAA Special Use Airspace Environmental Processing Procedures

2/28/19 JO 7400.2M

2. Encourage the Proponent to work proactively with other Federal, State, and Local agencies; Tribal
Governments; and the public on environmental concerns as they arise. This will ensure that mitigation to address
environmental concerns is considered early in the process.

3. Advise attendees that the FAA cannot render a final determination on the environmental effects of the
SUA proposal until after completion of the Proponent’s environmental process, the FAA’s aeronautical process,
the FAA’s independent review of the Proponent’s environmental documentation, and any additional
environmental analyses conducted by the FAA.

e. The meeting format may be tailored to the needs of the specific proposal. It may be conducted by a
teleconference, if permitted by the scope of the proposal or if necessary due to funding or other constraints.

f. Additional meetings should be scheduled as needed to discuss changes, revise milestones, share updated
environmental and/or aeronautical impact data or public comments, discuss alteration of the proposal in order to
mitigate valid aeronautical objections, incorporate agreements by the Proponent to mitigate environmental
impacts, or discuss other matters.

7. RELATIONSHIPS AND TIMING OF ENVIRONMENTAL AND AERONAUTICAL PROCESSES

a. SUA proposals are subject to both environmental and aeronautical processing requirements. These
processes are separate but closely related. Any actions by a Proponent to mitigate environmental impacts, and/or
changes to the proposal to address valid aeronautical objections, may alter the type and extent of environmental
analysis required.

b. Normally, the SUA Proponent will initiate the environmental process well in advance of submitting an
actual SUA proposal to the FAA for review. The appropriate Milrep should inform the appropriate Service Center
as soon as possible after receiving notice that a DoD Proponent plans to initiate the environmental study process.
A letter requesting FAA participation in the environmental study process as a Cooperating Agency should be
forwarded to AJV−11, Manager of the Airspace Regulations and Environmental Policy Group of the Office of
Mission Support, Airspace Services, at FAA Headquarters.

c. Proponents should submit SUA proposals to the applicable FAA Service Center prior to completion of the
NEPA process. This will enable the FAA to initiate the aeronautical processing phase prior to completion of any
required NEPA documents, which will facilitate the earlier consideration of aeronautical factors that may result
in modification of the proposal and may affect the environmental analysis. In all cases, the FAA will defer a final
decision on the proposal until the required DoD Proponent’s NEPA documentation is completed.

d. During the aeronautical processing of a proposal with alternatives, only the alternative submitted to the
FAA in accordance with Part 5. of this order will be subjected to the aeronautical process described in this order
(such as non−rulemaking circularization or Notice of Proposed Rulemaking (NPRM)) by the FAA. However, all
reasonable alternatives, including the alternative of no action, must be evaluated in the DoD SUA Proponent’s
environmental document.

8. SERVICE CENTER PROCEDURES

a. Normally, FAA participation in the SUA environmental process will begin at the headquarters level with a
request by the Proponent of an SUA proposal for the FAA to participate in the process as a Cooperating Agency.
However, the FAA point of contact will generally be a representative from the Air Traffic Organization at the
Service Center level. Close coordination is required between the Service Center Airspace Specialist and

FAA Special Use Airspace Environmental Processing Procedures Appendix 8−5

JO 7400.2M 2/28/19

Environmental Specialist throughout the process. This will ensure that FAA concerns are provided to the
Proponent for consideration, and that NEPA and DOT/FAA environmental requirements are met.

b. Once notified of the initiation of the environmental process by the DoD SUA Proponent, the Service
Center Environmental Specialist should request that the Proponent provide an electronic copy of all preliminary,
draft, and final environmental documents for FAA review. The Service Center Environmental Specialist will
forward these documents to FAA Headquarters AJV−11 (Airspace Regulations and Environmental Policy
Group).

c. To the extent practicable, the Service Center should provide FAA representation at pre−scoping, scoping,
and/or other NEPA public meetings concerning the SUA proposal. If requested by the Service Center,
representation from the headquarters Airspace Policy and/or Airspace Management Groups will be provided.

d. Service Center Airspace Specialist Responsibilities:

1. Coordinate requests from the Milrep to schedule an interagency SUA environmental planning
meeting with the Service Center Director (or the Director’s designee) and the environmental specialist.

2. Participate in interagency SUA environmental planning meetings as directed, by the Service Center
Director (or the Director’s designee). (See paragraph 6, above.)

3. Participate in pre−scoping, scoping and/or other public meetings as directed.

4. Provide information and assistance as required to the Proponent regarding the aeronautical aspects of
the proposal and processing procedures under Part 5 of this order.

5. Coordinate with and assist the Environmental Specialist in the review of environmental documents to
ensure consideration of pertinent aeronautical issues. Compare the SUA proposal parameters with the analysis in
the environmental document to ensure that the analysis is consistent with the Proponent’s airspace request.
Provide corrections and/or comments to the environmental specialist for transmittal to the Proponent.

6. Maintain liaison with the Proponent’s environmental team to determine if any comments received
pertain to aeronautical issues; provide information regarding the aeronautical aspects of alternatives developed
by the Proponent.

7. Provide to the Proponent aeronautical impact information obtained from the formal aeronautical study
conducted in accordance with Chapter 21 of this order and during the aeronautical public comment period. As
required, negotiate with the Proponent to modify the proposal to mitigate valid aeronautical objections or
adverse aeronautical impact.

8. Upon receipt of the SUA proposal, initiate processing in accordance with Part 5 of this order.

(a) Determine if an Informal Airspace Meeting will be held in accordance with the procedures in
Part 5. of this order. If a meeting is planned, request participation by the Proponent to explain and answer
questions about the proposal.

NOTE−
Informal Airspace Meetings are optional for SUA proposals. Normally, they are held only if the Service Center
determines that there is a need to obtain additional aeronautical facts and information relevant to the SUA
proposal under study. Informal airspace meetings may also be held based on known or anticipated controversy
of the proposal.

Appendix 8−6 FAA Special Use Airspace Environmental Processing Procedures

2/28/19 JO 7400.2M

(b) Complete the appropriate rulemaking or non−rulemaking processing requirements as defined in

Part 5 of this order.

9. In consultation with the Service Center Environmental Specialist and the Regional Counsel, review
the Proponent’s decision document to ensure that it is consistent with any modifications made to the SUA
proposal, if applicable, and that any agreed upon aeronautical mitigation measures are included.

10. If the Service Center Airspace Specialist recommends approval of the SUA proposal, submit the
completed proposal package to the Airspace Regulations Team (AJV−113) for final review and determination.

e. Service Center Environmental Specialist Responsibilities:

1. Coordinate as required with the Service Center Airspace Specialist regarding SUA matters.

2. Notify the Airspace Regulations and Environmental Policy Group (AJV−11) when informed of
scheduled interagency SUA environmental planning meetings. Participate in planning meetings as directed by
the Service Center Director (or the Director’s designee) (see paragraph 6 above). Provide a review copy of the
Proponent’s environmental documentation to FAA HQ AJV−114 and request their participation in
environmental planning meetings as necessary.

3. Provide information as required to the SUA Proponent regarding FAA environmental requirements
and concerns.

4. In coordination with the Service Center Airspace Specialist, review the SUA Proponent’s
environmental documents to ensure that applicable impact categories and any specific FAA environmental
concerns are considered. After each review, forward any corrections and FAA comments to the Proponent.

5. Review the Proponent’s final document to assess whether it meets the standards for an adequate
document under NEPA, the CEQ regulations, DOT Order 5610.1C, and FAA Order 1050.1. Following
consultation with the Regional Counsel, determine if the FAA considers the document adequate for adoption. If
so, prepare a draft Adoption document and provide a copy of the draft to FAA HQ AJV−114 for review and
comment, and to Regional Counsel or HQ AGC−600 for a Legal Sufficiency Review (LSR). In cases where the
DoD Proponent’s NEPA document does not meet the above−listed standards, the Service Center Environmental
Specialist must return the document to the DoD Proponent for correction or additional analysis and
documentation. Provide documentation of the results of each review and a recommendation regarding FAA
adoption to the Airspace Regulations and Environmental Policy Group (AJV−11).

6. If the DoD SUA Proponent determines that a DoD categorical exclusion (CATEX) applies to an SUA
proposal:

(a) Determine if FAA Order 1050.1, Chapter 5, Categorical Exclusions, lists a CATEX that
adequately covers the action. Verify that no extraordinary circumstances exist that would preclude use of the
CATEX for the SUA proposal. Determine what additional environmental analysis would be required if the
CATEX is not listed. Where the actions of one agency are subject to a categorical exclusion, and the actions of the
other agency, with respect to the same SUA proposal require an EA, the agency requiring the EA will prepare the
appropriate environmental analysis with the assistance of the Proponent. Applicability of a CATEX to parts of a
proposed action of one of the agencies will be noted in the EA. Background information in support of CATEXs or
project data necessary to support adequate impact analysis in an EA, identified by either DoD or FAA, must be
forwarded to the agency requiring preparation of the EA and may be used by either agency, as allowed by their
respective regulations/directives.

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JO 7400.2M 2/28/19

(b) Document the results of the review in subparagraph (a) above, and submit the findings to the
Airspace Regulations and Environmental Policy Group (AJV−11).

7. Retain the administrative record in accordance with FAA retention guidelines. If DoD is the lead
agency for the proposed project, a copy of DoD Proponent’s NEPA document, their letter requesting Cooperating
Agency status, FAA’s acceptance, and other supporting documentation should be included in FAA’s
administrative record.

9. MISSION SUPPORT, AIRSPACE SERVICES, AIRSPACE REGULATIONS AND

ENVIRONMENTAL POLICY GROUP (AJV−11) ENVIRONMENTAL DOCUMENTATION
REVIEW PROCEDURES:

a. Review the Proponent’s environmental document(s) to verify that the analysis matches the parameters
specified in the SUA aeronautical proposal and that any required environmental issues are adequately analyzed
for potential impacts. Verify that the environmental analysis matches the parameters specified in the SUA
proposal and that any required aeronautical issues are considered. Conduct this review simultaneously with the
Service Center’s review as described in paragraph 8. Provide corrections and identify deficiencies to the Service
Center Airspace and/or Environmental Specialist for transmittal to the Proponent.

b. The Airspace Regulations and Environmental Policy Group (AJV−11) must review the Proponent’s
environmental documents for content and compliance with NEPA, CEQ regulations, and applicable DOT and
FAA Orders. Coordinate within the Airspace Regulations and Environmental Policy Group (AJV−11) as needed,
regarding concerns, corrections, or other comments on aeronautical impacts. Provide FAA Headquarters’
comments to the Service Center Environmental Specialist for transmittal to the Proponent.

c. Ensure that the Service Center Airspace Specialist has provided a copy of the SUA aeronautical proposal,
including any environmental documentation, to the Service Center Environmental Specialist. Provide assistance
and policy guidance regarding SUA environmental processing to the Service Center Environmental Specialist
upon request.

d. Coordinate within the Airspace Regulations and Environmental Policy Group (AJV−11) as needed for
additional information concerning the SUA proposal including any airspace and aeronautical impact matters.

e. Assist the Service Center Environmental Specialist in reviewing the Proponent’s Final EIS or EA/Finding
of No Significant Impact (FONSI), and the Service Center Environmental Specialist’s comments regarding
compliance with NEPA, CEQ, and applicable DOT and FAA requirements. Assist the Service Center
Environmental Specialist in determining if the Proponent’s NEPA document is suitable for adoption by the FAA.
Assist the Service Center Environmental Specialist in preparing the FAA adoption documentation in accordance
with FAA Order 1050.1, chapter 8, paragraph 8−2; and keep a copy with the Airspace Regulations and
Environmental Policy Group (AJV−11) for inclusion in the airspace docket or case file.

f. Review the Proponent’s and Service Center Environmental Specialist’s comments regarding applicability
of a CATEX. If a CATEX does not apply, determine if additional environmental analysis is required. Consider if
CATEX documentation is required in accordance with FAA Order 1050.1,chapter 5. Provide a copy of the
determination to the Airspace Regulations and Environmental Policy Group (AJV−11) for inclusion in the
airspace docket or case file.

g. As appropriate, coordinate with the FAA Office of the Chief Counsel, Airports and Environmental Law
Division. See FAA Order 1050.1, paragraphs 2−2.1b(2)(b); 4−3.3, 5−2a(2) and b(10); 5−3e; 6−4a; 7−1.2b;
7−1.2d(3)(c); 8−2c;8−7; 9−2e; 10−2b, d, e; 10−3b; 10−4a(2); 10−6a(2), b; 11−3; 11−4a, b.

Appendix 8−8 FAA Special Use Airspace Environmental Processing Procedures

2/28/19 JO 7400.2M

h. Ensure that the FAA has adopted the Proponent’s EIS or EA as applicable, that all additional FAA
environmental requirements are satisfied, and that final decision notices are not published in the Federal Register
until after the NEPA process is completed. Submit copies of the DoD Proponent’s and FAA’s NEPA
documentation for inclusion in the rulemaking docket file or non−rulemaking airspace case file.

i. For rulemaking SUA actions, prepare the environmental compliance statement for inclusion in the
ENVIRONMENTAL REVIEW sections of the NPRM and Final Rule. Insert the following statement in the
environmental review section of SUA NPRMs:

“This proposal will be subject to appropriate environmental impact analysis by the FAA prior to any
final FAA regulatory action.”

For non−rulemaking SUA actions, include the DoD Proponent’s and FAA’s NEPA documentation for the
airspace case file, and notify the public in accordance with FAA Order 1050.1, paragraph 6−2.2b.

NOTE−
For “Direct−to−Final−Rule” actions which are categorically excluded under FAA Order 1050.1, the following
statement may be inserted in the environmental review section of the Final Rule:

“This action is categorically excluded under FAA Order 1050.1, Environmental Impacts: Policies and
Procedures, Paragraph (insert Paragraph Number). Therefore, this action is not subject to further
environmental review.”

j. Prepare and provide a signature copy of the Final FAA Adoption NEPA document to the manager of the
Airspace Regulations and Environmental Policy Group (AJV−11) for signature. Provide a signed copy to the
Service Center’s Environmental Specialist for additional distribution as necessary or requested.

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Appendix 9. Noise Policy for Management of

Airspace Over Federally Managed Lands

NOISE POLICY FOR MANAGEMENT OF AIRSPACE

OVER FEDERALLY MANAGED LANDS

The FAA shares the national concern for the preservation of the natural environment. A critical objective in the
FAA Strategic Plan is to provide leadership in mitigating the environmental impact of aviation. It is the policy of
the FAA in its management of the navigable airspace over locations in national parks and other federally
managed areas with unique noise−sensitive values to exercise leadership in achieving an appropriate balance
between efficiency, technological practicability, and environmental concerns, while maintaining the highest
level of safety. This policy envisions joint efforts between the FAA and the Federal agencies managing these
locations to enhance the compatibility between management of the airspace and the management goals of these
agencies.

The National Park System and other natural resource management areas under Federal jurisdiction include many
locations with unique values which merit special environmental protection. Some areas provide opportunities
for solitude and natural quiet and allow visitors to experience nature unaffected by civilization. Some provide
opportunities for people to visit historically authentic settings, as they existed before the introduction of
mechanized power. Others contain designated wilderness, critical habitat for endangered species, or solemnity
of purpose, which would be diminished by the intrusion of noise. While aircraft noise is not the only noise or
environmental impact that may be incompatible with areas having such unique values, this is the area of FAA’s
special expertise and jurisdiction.

In order to carry out the policy effectively, FAA staff and management will−

l Promote public participation to increase understanding and gain the cooperation of concerned parties
when assessing noise impacts on designated locations in federally managed areas. An appropriate public
process will be designated for each assessment to identify the stakeholders and provide for their effective
participation.
l Communicate this policy to all stakeholders clearly. Educational information will be developed and
disseminated to airspace users and other stakeholders, and appropriate advisories will be issued to
minimize overflight activity and noise over particularly sensitive locations. A measured and balanced
approach to the need for protective measures over specific unique locations will be taken in consultation
with Federal agencies administering these areas.
l Consult actively with other Federal agencies to identify and mitigate appropriately aircraft noise levels
that are not compatible with designated locations in federally managed areas. Such consultation will
ensure that any resulting mitigation strategies will not transfer impacts to other noise−sensitive locations
within or beyond the federally managed area. The FAA will evaluate appropriate airspace management
options in consultation with the Federal agencies administering these resources to identify particular
locations of concern on a priority basis. Such evaluation of alternatives will ensure that safety is not
derogated and that technological and economic factors are weighed consistent with the FAA’s
responsibilities under 49 USC §§40101−46507 (former Federal Aviation Act).
l Develop or refine on a continuing basis methods and criteria to assess aircraft noise on designated
locations in federally managed areas, in conjunction with the Federal Interagency Committee on

Noise Policy for Management of Airspace Over Federally Managed Lands Appendix 9−1
JO 7400.2M 2/28/19

Aviation Noise (FICAN). Recognizing the lack of complete information and agreement on noise
methodology, metrics, noise effects on animals, and appropriate land use compatibility criteria for
uniquely quiet areas, the FAA in conjunction with the FICAN will continue to develop, refine, and reach
more effectively aircraft noise impacts on unique national land and water resources.
l Train FAA airspace management personnel on effective airspace design techniques for mitigation of
adverse aviation impacts on designated locations in federally managed areas.

This policy statement and the underlying actions are consistent with the goals of environmental responsibility
and communication in the FAA’s Strategic Plan, which state that FAA will:

l Provide strong leadership regarding the environmental impacts of aviation and commercial space
transportation.
l Establish and maintain lines of communication with the public and with employees to promote
understanding, awareness, and cooperation and to serve the interests of the traveling public.

Signed by

David Hinson

Administrator

Dated November 8, 1996

Appendix 9−2 Noise Policy for Management of Airspace Over Federally Managed Lands
2/28/19 JO 7400.2M

Appendix 10. Community Involvement Policy

Community Involvement Policy Statement

The first step in meeting the needs of the public is to understand the public’s needs. Community involvement lets
the agency know what the citizens think about our activities. Though community involvement, we will broaden
our information base and improve our decisions.
The Federal Aviation Administration (FAA) is committed to complete, open, and effective participation in
agency action. The agency regards community involvement as an essential element in the development of
programs and decisions that affect the public.
The public has a right to know about our projects and to participate in our decision making process. To ensure that
FAA actions serve the collective public interests, all stakeholders will have an opportunity to be heard. Our goals
are:
l To provides active, early, and continuous public involvement;
l To provide reasonable public access to information;
l To provide the public an opportunity to comment prior to key decisions; and
l To solicit and consider public input on plans, proposals, alternatives, impacts, mitigation and final
decision.
This task will require agency management and staff:
l To identify and involve the public and to consider specific concerns;
l To use public involvement techniques designed to meet the diverse needs of the broad public,
including not only interested groups and the general public, but individuals as well;
l To ensure FAA planning and project managers commit appropriate financial and human resources to
community involvement;
l To sponsor outreach, information, and educational assistance to help the public participate in FAA
planning, programming, and project development activities;
l To ensure key personnel are trained properly in community involvement techniques and methods;
and
l To development and evaluate public involvement processes and procedures to assess their success at
meeting our goals.

The goals of community involvement are:

l To promote a shared obligation of the public and FAA decision makers in identifying
aviation−related concern and developing and evaluating alternatives to address them; and
l To promote an active public role to minimize potential adverse community reaction to agency plans
that are necessary for safe, effective, and environmentally responsible management of our airspace.
Signed by
David R. Hinson
Administrator
Dated: April 17, 1995

Community Involvement Policy Appendix 10−1

2/28/19 JO 7400.2M

Appendix 11. Federal Aviation Administration (FAA)

Notification of Proposed Project(s) Template

Concept of Project, Air Traffic Control Procedure, or Operational Change(s)

The FAA is in the process of conducting an Initial Environmental Review to determine the type of environmental
analysis required under FAA Order 1050.1, Environmental Impacts: Policies and Procedures, [include link to
FAA Order 1050.1]. The FAA regards community involvement as an essential element in the development of
programs and decisions that affect the public and values your input at this early stage of development.

Below is a description of potential procedural or operational changes with attached graphics for your review. If
you have any comments, please send them to the FAA by [insert date] to the following location:

[Include a method to solicit public comments, such as an ATO project link, email or mailing address. Note: In-
clude notice in FAA Order 1050.1, paragraph 6−2.2g, if appropriate.]

Please provide your contact information with your comments. Your input will be considered to the extent appli-
cable. In addition, for periodic updates on the status of the project including details on the ongoing environmental
review per FAA Order 1050.1 Environmental Impacts: Policies and Procedures, please [Provide instructions on
how to get updates on the project such as through an FAA project link or individual point of contact.] You will be
notified of FAA’s final determination per the contact information you provided.

Proposed Project Description

[Include a one or two paragraph general description of the proposed air traffic procedure change(s) and attach
before and after graphics to illustrate the changes that can be clearly understood by those not familiar with air
traffic control procedures. See also Appendix 5, Air Traffic Initial Environmental Review, Project Description
section for other potential information to include.]

Purpose and Need

[Include a one or two paragraph description of the purpose of need of the project. See also Appendix 5, Air
Traffic Initial Environmental Review, Purpose and Need Description section for potential information to in-
clude.]

Federal Aviation Administration (FAA) Notification of Proposed Project(s) Appendix 11−1

2/28/19 JO 7400.2M

Appendix 12. Evaluating Air Traffic Impacts for Wind

Turbine Farm Proposals

I. GENERAL
This appendix is for use by field Air Traffic facilities in analyzing Air Traffic operational impacts from items of
concern identified by the FAA Obstruction Evaluation Group (OEG) package. The Air Traffic Objection or No
Objection response will be used to issue an FAA Determination of Hazard to Air Navigation or an FAA Determi-
nation of No Hazard to Air Navigation back to the submitting proponent per 14 CFR Part 77.

II. BACKGROUND
A National Wind Turbine Farm Safety Risk Management Document identified impacts wind turbine farms have
on Air Traffic surveillance and navigation. One hazard was determined as a loss of air traffic control situational
awareness from degradation and/or loss of primary radar services over wind turbine farms. Although wind tur-
bines have great impacts on conventional Very−high−frequency Omni−directional Range (VOR) Navigational
Aids (NAVAID), existing controls can be leveraged to eliminate this concern as a hazard.

III. POLICIES
When air traffic facilities receive a proposed wind turbine farm package from the OEG, the air traffic manager
and NATCA facility representative (or their designees) need to analyze the items of concern as it relates to their
local flight paths and operations. The following three (3) phases describe the process and responsibilities for the
analysis when a sponsor proposes to build a new wind turbine farm. Only Phase 1 is required; subsequent phases
are only to be followed based on response decisions as described.

IV. ACTIONS

Phase 1: (To be completed within 15 business days of receipt of OEG package.)

Air traffic facilities must analyze the effects contained in the OEG package for primary radar and NAVAID
impacts along with their identified mitigations, and return a response based on the local operational impacts
(No Objection, Objection, or Has Concerns).

Contact your OEG Specialist with any comments, concerns or questions.

The air traffic manager, with the Director of Operations (DO)/Terminal District Manager (TDM) concurrence,
returns one of the following responses to OEG:

1. No Objection: Air Traffic review process will be complete.

2. Objection: Provide supporting data to OEG. Air Traffic review process will be complete.
Note: Supporting data must include significant volume of activity per FAA Order JO 7400.2, Paragraph 6−3−4.

3. Has Concerns: If package content doesn’t provide enough data to determine impact, proceed to Phase 2.
Note: This response will be used to determine issuing a Notice of Presumed Hazard (NPH) to the sponsor/propo-
nent.

Evaluating Air Traffic Impacts for Wind Turbine Farm Proposals Appendix 12−1
JO 7400.2M 2/28/19

Phase 2: (To be completed within 15 business days of receipt of Technical Operations (Tech Ops) In−depth
Study.)
If the sponsor requests more information from the Notice of Presumed Hazard (NPH) issued by OEG, and an
in−depth Tech Ops study is possible, OEG will notify the facility of expected date of completion. (expect 3−6
months for study to be completed).
Air Traffic facilities must analyze the in−depth Tech Ops study for primary radar impacts along with their identi-
fied mitigations.

Contact your OEG Specialist with any comments, concerns, or questions.

The air traffic manager, with the Director of Operations (DO)/Terminal District Manager’s (TDM) concurrence,
returns one of the following responses to OEG:

1. No Objection: Air Traffic review process will be complete.

2. Objection: Provide supporting data to OEG. Air Traffic review process will be complete.
Note: Supporting data must include significant volume of activity per FAA Order JO 7400.2, paragraph 6−3−4.

Phase 3: (To be completed 90 calendar days from completion of Phase 1 or Phase 2 as necessary.)
If unable to determine a response in Phase 1 or Phase 2, the air traffic facility may initiate the Safety Risk Manage-
ment (SRM) process in order to determine the operational impact of any risk mitigation activities; specifically,
those mitigations prescribed in the Tech Ops study, air traffic procedural mitigations, or other potential mitiga-
tions.

Contact your Service Center Quality Control Group (QCG) POC for guidance as necessary.

Note: Industry sponsors may present information for a limited time preceding the SRM Panel. They may not par-
ticipate or observe the remainder of the panel.

1. An SRM document with or without hazards is completed and signed. The air traffic manager, with the Director
of Operations (DO)/Terminal District Manager (TDM) concurrence, returns either an Objection or No Objection
response with supporting data to OEG.

2. If the result is an SRM document with a high hazard:

a. AJT−0 will forward a response to OEG per the OEG process.
b. AJT−0 will forward the SRM document with Hazard to AJV−0 for review and processing per the ATO
Safety Management System Manual.

Appendix 12−2 Evaluating Air Traffic Impacts for Wind Turbine Farm Proposals