From: skip@mitre.org (Skip Guild)
Subject: New Changes to FARs/AIM (LONG)
Organization: The MITRE Corp
Date: Thu, 15 Oct 1992 12:54:08 GMT

  Just finished posting a massive change to Jeppesen's FARs and
  AIM equivalents.  The following are my notes on the major
  (IMHO) changes.  "[NEW]" inserted to flag new additions to the
  FARs and AIM.  Information entered by hand and I'm not to be
  held responsible for typos or omissions:
  
  As of July 30 1992 (Amendment #229 to FAR 91):

FAR 91.215 - [New] Mode S transponders only required for Part
121, 127, and 135 operations.  Other operations, (e.g., Part 91)
make Mode S [permanently?] optional.

  As of September 18 1992 (Jepp's version of AIM):

Numerous ICAO additions/deletions to Pilot/Controller Glossary.
Numerous acronyms added apparently related to large scale
commercial operations.  (Not included here).

"Airport Advisory Service/AAS" (FSS at airport) now called "Local
Airport Advisory/LAA".  [Does this imply that airport FSS's are
departing to LAA-LAA land?]

"Final Monitor Aid/FMA" - [New] "A high resolution color display
that is equipped with the controller alert system
hardware/software which is used in the precision runway monitor
(PRM) system.  The display includes alert algorithms providing
the target predictors, a color change alert when a target
penetrates or is predicted to penetrate the no transgression zone
(NTZ), a color change alert if the aircraft transponder becomes
inoperative, synthesized voice alerts, digital mapping, and like
features contained in the PRM system."

"Flight Management Systems/FMS" - [New] "A computer system that
uses a large data base to allow routes to be preprogrammed and
fed into the system by means of a data loader.  The system is
constantly updated with respect to position accuracy by reference
to conventional navigation aids.  The sophisticated program and
its associated data bases insures that the most appropriate aids
are automatically selected during the information update cycle."

"Global Positioning System/GPS" - [New] (Obvious description)...
"Performance standards and certification criteria have not yet
been established."

"HIWAS" - [Mod] Changed some of the terminology including
defining "HIWAS Outlet Area - An area defined as a 150 NM radius
of a HIWAS outlet, expanded as necessary to provide coverage."

"If feasible, reduce speed to (speed)" - phrase deleted.

"Precision Runway Monitor/PRM" - [New] "Provides air traffic
controllers with high precision secondary surveillance data for
aircraft on final approach to closely spaced parallel runways.
High resolution color monitoring displays (FMA) are required to
present surveillance track data to controllers along with
detailed maps depicting approaches and no transgression zone."

"Stand By" - [Mod] Added the sentence, "'Stand By' is not an
approval or denial."

  AIM, Section I, B. Aeronautical Lighting and Other Airport
  Visual Aids.  [Jepp doesn't sequentially number the
  paragraphs]
  
  Airport Marking Aids:

Paragraph f.  Threshold. and
Paragraph g.  Displaced Threshold.  [Mod] Added extensive
description on how different airports mark the threshold with or
without existing runway markings being obliterated, removed, or
covered.

Paragraph h.  "Stopway Areas" now called "Paved Areas Beyond the
Runway End" (same graphical depiction). - [Mod] "Any paved area
beyond the runway end that is not intended to be used as a runway
in the opposite direction or as a taxiway is marked with yellow
chevrons across the width of the pavement.  Blast pads, stopways,
and the abandoned sections of runway are marked in this manner."
[This appears to be a significant redefinition as the phrase "is
unusable runway" was deleted.  CFI comments?]

  AIM, Section II, A. THE AIRSPACE.
  
  Airport Radar Service Area (ARSA) Operation:

Paragraph a.(3).  "Arrivals and Overflights" changed to read
"Arrivals and Transitions".  [Significance?]

  AIM, Section II, D. AIRPORT OPERATIONS.
  
  BREAKING ACTION REPORTS, AND BRAKING ACTION ADVISORIES:

Extensively rewritten as "Breaking Action Reports and Advisories"
and "Runway Friction Reports and Advisories".  Some of the
technical terms like the various friction measurement devices
deleted, and the rest reworded.

Added, "For NOTAM purposes, braking action reports are classified
according to the most critical term used.  Reports containing the
terms 'good' or 'fair' are classified as NOTAM(L).  Reports
containing the terms 'poor' or 'nil' are classified as NOTAM(D)."

Added, "The Greek letter MU (pronounced 'myew'), is used to
designate a friction value representing runway surface
conditions.  MU (friction) values range from 0 to 100 where 0 is
the lowest friction value and 100 is the maximum friction value
obtainable.  For frozen contaminants on runway surfaces, a MU
value of 40 or less is the level men the aircraft braking
performance starts to deteriorate and directional control begins
to be less responsive.  The lower the MU value, the less
effective braking performance becomes and the more difficult
directional control becomes."  [Several more paragraphs are
devoted to this subject.  This information appears to be
important.  CFI comments?]

  INTERSECTION TAKEOFFS:

Paragraph c now has an example:  "CLEVELAND TOWER, APACHE 3722P,
AT THE INTERSECTION OF TAXIWAY OSCAR AND RUNWAY TWO THREE RIGHT,
READY FOR DEPARTURE."

  TAXIING:

Paragraph a.(7). now has a bold-face addition, "AIR TRAFFIC
CONTROLLERS ARE REQUIRED TO OBTAIN FROM THE PILOT A READBACK OF
ALL RUNWAY HOLD SHORT INSTRUCTIONS."  [I wonder where this came
from? :-( ]

Paragraph b.(1).  Same bold-face addition as above!

Paragraph d.(1).  Modified example, after second Tower response
which included the phrase "...HOLD SHORT OF RUNWAY THREE THREE
LEFT", a new response is now required, "Aircraft: BEECHCRAFT ONE
THREE ONE FIVE NINER, HOLD SHORT OF RUNWAY THREE THREE LEFT."
[Actual wording I've heard frequently from the Tower is, '...Hold
short of Runway One Niner.  Verify Hold Short.'  This prompts for
the required aircraft response.]

Paragraph d.(3).  Same sort of additional aircraft response to
Hold Short after landing.

  PRACTICE INSTRUMENT APPROACHES

New note after paragraph b, "NOTE:  A clearance to land means
that appropriate separation on the landing runway will be
ensured.  A landing clearance does not relieve the pilot from
compliance with any previously issued restriction".  [Don't like
wording, "ANY previously issued restriction".  That's absolute
language.  What about clearance to continue downwind, or remain
at or above x,000 feet?  CFI comment?]

  AIM, Section II, E.  ATC CLEARANCE/SEPARATIONS.
  
  VFR/IFR FLIGHTS:

Completely reworded:  "A pilot departing VFR, either intending to
or needing to obtain an IFR clearance in route, must be aware of
the position of the aircraft and the relative
terrain/obstructions.  When accepting a clearance below the
MEA/MIA/MVA, pilots are responsible for their own
terrain/obstruction clearance until reaching the MEA/MIA/MVA.  If
a pilot is unable to maintain terrain/obstruction clearance the
controller will advise the pilot to state intentions."  [Sounds
like lawyer-speak]

  AIM, Section II, F.  PRE-FLIGHT.
  
  Flight Plan - VFR Flights

Paragraph j, Block 17 of flight plan (destination contact)
reworded to say, "Record the FSS name for closing the flight
plan.  If the flight plan is closed with a different FSS or
facility, state the recorded FSS name that would normally have
closed your flight plan.  (Optional) Record a destination
telephone number ..." [Rest same as before.  New CFI training?]

  AIM, Section II, J.  PILOT/CONTROLLER ROLES AND
  RESPONSIBILITIES.
  
  AIR TRAFFIC CLEARANCE

Paragraph a.(2) [New] - "Readbacks any hold short of runway
instructions issued by ATC."  Old (2)-(3) renumbered to (3)-(4).

New note after renumbered a.(4). -  "NOTE:  A clearance to land
means that appropriate separation on the landing runway will be
ensured.  A landing clearance does not relieve the pilot from
compliance with any previously issued restriction".

  AIM, Section V, POTENTIAL FLIGHT HAZARDS.
  
  OBSTRUCTIONS TO FLIGHT

Old paragraphs a. and b. resequenced to b. and c.

Paragraph a. General [New] - "Many structures exist that could
significantly affect the safety of your flight when operating
below 500 feet above ground level (AGL), and particularly below
200 feet AGL.  While FAR part 91.119 allows flight below 500 AGL
when over sparsely populated areas or open water, such operations
are very dangerous.  At and below 200 feet AGL there are numerous
power lines, antenna towers, etc., that are not marked and
lighted as obstructions and therefore may not be seen in time to
avoid a collision.  Notices to Airmen (NOTAMS) are issued on
those lighted structures experiencing temporary light outages.
However, some time may pass before the FAA is notified of these
outages, and the NOTAM issued, thus pilot vigilance is
imperative."

Paragraph d. Other Objects/Structures [New] - "There are other
objects or structures that can adversely affect your flight such
as construction cranes near an airport, newly constructed
buildings, new towers, etc.  Many of these structures do not meet
charting requirements or may not yet be charted because of the
charting cycle.  Some structures do not require obstruction
marking and/or lighting and some may or may not be marked and
lighted even though the FAA recommended it."




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