Distribution: A-W(SY/PO/UA/AR/ND/AS/AT/FS/AF)-3; ATA-100(15CYS); AVN-100(150CYS); Initiated By: AFS-400

AOS-200(10CYS); AMA-200(80CYS); A-X(FS/AT/AF/AS)-3; A-FFS-4(ALL); AEU-1(10CYS);

A-FFS-7(STD); A-FAF-2/3/7(STD); ZVN-826; Special Military and Public Addressees

CHANGE U.S. DEPARTMENT OF TRANSPORTATION

FEDERAL AVIATION ADMINISTRATION 8260.19C CHG 1

9/18/98

SUBJ: FLIGHT PROCEDURES AND AIRSPACE

1. PURPOSE. This change transmits revised pages to Order 8260.19C, Flight Procedures and

Airspace.

2. DISTRIBUTION. This order is distributed in Washington headquarters to the branch level of the

offices of System Safety, Aviation Policy and Plans, Air Traffic Systems Development, Aviation Research,

Communications, Navigation, and Surveillance Systems, Airport Safety and Standards; to Flight

Standards, Air Traffic, and Airway Facilities Services; and to the National Flight Data Center (NFDC); to

the National Flight Procedures Office, the National Airway Systems Engineering, and Regulatory

Standards Divisions at the Mike Monroney Aeronautical Center; to the branch level in the regional Flight

Standards, Air Traffic, Airway Facilities, and Airports Divisions; to all Flight Inspection Offices;

International Flight Inspection Office; the Europe, Africa, and Middle East Area Office; Flight Standards

District Airway Facilities Field Offices; special mailing list ZVN-826; and Special Military and Public

Addressees.

3. CANCELLATION. This change cancels Order 8260.25B, Implementing Epoch Year

Magnetic Variation Values, dated February 11, 1986.

4. EXPLANATION OF CHANGES.

a. Portions of Chapters 1, 2, and 3 are rewritten to reflect organizational changes and

reassignment of responsibilities of the Flight Standards Service (AFS) and the Aviation System

Standards (AVN).

b. Responsibilities of the National Flight Data Center (NFDC) are more clearly defined.

c. Computer Generated Forms. Modifies instructions for the use of computer generated

forms in the development of instrument procedures.

5. DISPOSITION OF TRANSMITTAL. After filing, this change transmittal should be retained.

PAGE CONTROL CHART

REMOVE PAGES DATED INSERT PAGES DATED

1-1 thru 1-10 9/16/93 1-1 thru 1-9 9/18/98

2-1 thru 2-32 9/16/93 2-1 thru 2-28 9/18/98
8260.19C 9/18/98

Page 2

PAGE CONTROL CHART

REMOVE PAGES DATED INSERT PAGES DATED

3-3 and 3-4 9/16/93 3-3 and 3-4 9/18/98

3-7 thru 3-12 9/16/93 3-7 thru 3-12 9/18/98

Richard O. Gordon

Acting Director, Flight Standards Service
9/18/98 8260.19C CHG 1

Chap 1 Page 1-1

Par 100

CHAPTER 1. ADMINISTRATIVE

SECTION 1. GENERAL

100. PURPOSE

This order provides guidance to all FAA personnel

for the administration and accomplishment of the

FAA Flight Procedures and Airspace Program.

101. DISTRIBUTION.

This order is distributed to offices on special mailing

list ZVN-826.

102. CANCELLATION. Order 8260.19B, Flight

Procedures and Airspace, dated December 18, 1991,

is canceled.

103. EXPLANATION OF CHANGES.

a. Use of maps and charts clarified.

b. Expanded service volume (ESV) distribution

modified.

c. Use of Notice to Airmen (NOTAM) system

modified.

d. Airway NOTAM’S introduced with

examples.

e. Periodic (annual) standard instrument

approach procedure (SIAP) review interval

extended to two years; airway review interval to four

years.

f. Instrument Approach Procedures Automation (IAPA) procedure development and storage

clarified.

g. Instructions for reporting IAPA equipment

or communications problems added.

h. All references to control zones changed to

“Class B/C/D/E Surface Areas;” and references to

transition areas changed to “Class E 700’ airspace.”

i. Flight Inspection Office (FIO)/Air Traffic

Control (ATC) actions regarding minimum vector

altitude (MVA) / Minimum IFR Altitude (MIA)

charts clarified.

j. Instructions regarding area navigation

(RNAV) feeder routes incorporated.

k. Requirement for drawings with airspace

packages deleted.

l. Rounding convention clarified.

m. Terminal distance measuring equipment

(DME) fix designations clarified.

n. “LOC only” notation clarified.

o. Alternate minimums notation clarified.

p. Dual minimums notes clarified.

q. Inoperative component notes clarified.

r. Automatic weather observation system

(AWOS) instructions modified.

s. Additional flight data block instructions for

LORAN-C added.

t. FAA Form 8260-2 controlling obstruction

documentation clarified.

u. FAA Form 8260-9 required obstruction

clearance (ROC) and height of missed approach

surface (HMAS) documentation clarified.

v. FAA Form 8260-16 changeover point (COP)

instructions clarified; flight inspection date and

cancellation instructions clarified.

w. Numerous flight procedure references added

to appendix 1.

x. FAA 8260-series forms examples udpated.
8260.19C CHG 1 9/18/98

Page 1-2 Chap 1

Par 106

104. FORMS.

a. The following forms are stocked at the FAA Logistics Center (AML), or provided in electronic form for use

in the development and maintenance of flight procedures

NATIONAL STOCK UNIT OF

FAA FORM NUMBER TITLE NUMBER(NSN) ISSUE

FAA Form 8260-1 Flight Procedures Standards Waiver 0052-00-661-8001 SH

FAA Form 8260-2 Radio Fix and Holding Data Record 0052-00-606-9001 SH

FAA Form 8260-3 ILS-Standard Instrument Approach 0052-00-691-2003 SH

Procedure

FAA Form 8260-4 Radar-Standard Instrument Approach 0052-00-691-3001 SH

Procedure

FAA Form 8260-5 Standard Instrument Approach 0052-00-677-7002 SH

Procedure

FAA Form 8260-7 Special Instrument Approach 0052-00-684-3001 SH

Procedure

FAA Form 8260-8 Form Letter for Coordination of SIAP 0052-00-683-5000 SH

FAA Form 8260-9 Standard Instrument Approach 0052-00-684-6000 SH

Procedure Data Record

FAA Form 8260-10 Standard Instrument Approach 0052-00-691-4002 SH

Procedure (Continuation Sheet)

FAA Form 8260-11 U.S. Army ILS Standard Instrument 0052-00-803-1001 SH

Approach Procedure

FAA Form 8260-12 U.S. Army Radar Standard 0052-00-803-2001 SH

Instrument Approach Procedure

FAA Form 8260-13 U.S. Army Standard Instrument 0052-00-803-3001 SH

Approach Procedure

FAA Form 8260-15 Departure Procedures/Takeoff 0052-00-838-8001 SH

Minimums

FAA Form 8260-16 Transmittal of Airways/Route Data 0052-00-634-4001 SH

FAA Form 8260-20 U.S. Army Standard Instrument 0052-00-856-5000 SH

Approach Procedure(Continuation Sheet)

FAA Form 8260-21 U.S. Army Departure Procedures/ 0052-00-856-6000 SH

Takeoff

FAA Form 8260-22 MLS-Standard Instrument Approach 0052-00-889-8000 SH

Procedure
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b. Computer Generated Forms. Most FAA

forms used in the development of instrument

procedures can be automated through the use of an

approved electronic forms software package.

(1) Implementation. The implementation of

this system will reduce the errors and tedium of

filling procedures forms either by hand or the

typewriter. This system also allows information to

be extracted from sources such as text files and other

databases.

(2) Use of Automated Forms. This automated process allows each user to fill in forms

completely and accurately, and to print the forms.

AFS-420 provides administrative control over any

modification of the automated forms. Direct any

recommendations for changes or modifications to the

Flight Procedure Standards Branch, AFS-420, with a

courtesy copy to the Automation Technology Branch,

AVN-22A.

(3) Equipment Requirements. Each user

office must have access to the appropriate

hardware/software to use automated electronic forms

software. Contact AVN-22A for more specific

requirements.

(4) System Description. This electronic

form processor has a visual interface and allows each

user to work with forms using windows, pictures,

and menus on a screen. The completed screen data

and form may be printed on bond paper.

c. IAPA Generated Forms. Refer to chapter 2,

section 13.

105. TERMS AND DEFINITIONS.

For the purpose of this order, flight procedures are

identified as the functions for predetermining safe

and practical methods of navigating aircraft which

prescribe intended flight tracks, operational

altitudes, and arrival/departure minimums. Flight

procedures are subdivided into six general categories

as follows: departure procedure, en route, instrument

approach, missed approach, holding, and fix

descriptions. The following words have the meaning

shown:

a. May action is permissible

b. Shall - action is mandatory.

c. Should action is desirable.

d. Will − indicates a presumption that action is

to be taken.

e. AWOP − All Weather Operations Program.

f. 14 CFR − Title 14 of the Code of Federal

Regulations.

g. FICO − Flight Inspection Central Operations,

AVN-280.

h. FIO − Flight Inspection Office.

i. FPO − Flight Procedures Office.

j. IAPA Instrument Approach Procedures

Automation.

k. Miles nautical miles unless otherwise

specified.

l. NFD − National Flight Data Center,

ATA-110.

m. NTAP − Notices to Airmen Publication.

n. NFPO − National Flight Procedures Office,

AVN-100.

o. SIAP − Standard Instrument Approach

Procedure.

p. USNOF − U.S. NOTAM Office.

106. INFORMATION CURRENCY.

a. Forward for consideration any deficiencies

found, clarification needed, or suggested improvements regarding the contents of this order to:

DOT/FAA

Flight Procedure Standards Branch, AFS-420

P.O. Box 25082

Oklahoma City, OK 73125

b. Your assistance is welcome. FAA Form

1320-9, Directive Feedback Information is included

at the end of this order for your convenience If an

interpretation is needed immediately, you may call

the originating office for guidance. However, you

should use the FAA Form 1320-9 as a follow-up to

the verbal conversation.
8260.19C CHG 1 9/18/98

Page 1-4 Chap 1

Par 106

c. Use the “Other Comments” block of this

form providing a complete explanation of why the

suggested change is necessary.

107-109. RESERVED
9/18/98 8260.19C CHG 1

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Par 104

SECTION 2. RESPONSIBILITIES

110. FLIGHT STANDARDS SERVICE (AFS-1)

a. Flight Standards Service is responsible for

the use of air navigation facilities, appliances, and

systems by aircraft operating in established

environments and the National Airspace System

(NAS). Responsibility includes governing policy

and oversight of manual and automated development

and maintenance of terminal and en route flight

procedures. The director has final authority to issue,

amend, and terminate rules and regulations relating

to instrument procedures, minimum en route

altitudes, flight procedures, operational weather

minimums, and minimum equipment requirements.

b. Responsibility for the overall management

of the Flight Procedures and Airspace Program is

vested in the Flight Technologies and Procedures

Division (AFS-400). This order is primarily

concerned with those offices having direct

responsibility for the accomplishment of the Flight

Procedures and Airspace Program. The following is

a brief description of their activities.

111. FLIGHT TECHNOLOGIES AND

PROCEDURES DIVISION (AFS-400).

a. This division is the principal element of the

Flight Standards Service governing policies, criteria,

and standards for establishing and maintaining

terminal and en route flight procedures; for using air

navigation facilities, appliances, and systems; and

for certification of IAPA software. This office is

designated as the final authority to issue, amend and

appeal minimum en route IFR altitudes and

associated flight data under 14 CFR part 95 and

standard instrument approach procedures under 14

CFR part 97. The division is also responsible for

approval/ disapproval of special instrument approach

procedures and requests for waivers of standards.

b. The Flight Operations Branch, AFS-410, is

the principal element of the division with respect to

concepts, policies, systems, and programs associated

with the operational and flight technical aspects of

all weather operations. It develops concepts for

design, evaluation, and approval of Category I, II,

and III approach and landing operations, as well as

lower than standard takeoff minimums.

c. The Flight Procedure Standards Branch,

AFS-420, is the principal element within the

division, with respect to the rulemaking process of

the Flight Procedures Program; also with respect to

the development, application, and oversight of

national policies and directives for the administration of the national flight procedures program,

and development of criteria pertinent to the design of

instrument flight procedures; and with respect to

testing, data analysis, verification, and validation of

navigation systems and concepts. This branch serves

as the focal point within Flight Standards for all

matters relating to airspace and cartographic

programs, and is the primary interface for industry

on matters relating to instrument procedures criteria.

It participates as the division focal point in the

waiver review process, soliciting comments from

appropriate FAA offices, providing operational

input, and recommending the division final waiver

approval/disapproval. The branch provides technical

advice and assistance to other FAA elements,

government agencies, and industry on the

interpretation and application of criteria. It analyzes

and evaluates execution of flight procedure programs

within the FAA to determine compliance with

national policy. It also provides for the technical

evaluation and risk assessment of proposed

instrument operations not covered by standard

criteria.

112. REGIONAL FLIGHT STANDARDS

DIVISIONS (AXX-200)

a. The Regional Flight Standards Divisions

(FSD) manage and direct the geographic regions’ air

carrier, general aviation and all weather operations

programs. Each FSD provides the regional implementation of national concepts, policies, standards,

systems, procedures and programs with respect to the

operational and flight technical aspects of the all

weather operations program.

b. The all weather operations program

responsibilities include but are not limited to the

following:

(1) Establishing regional requirements

for, and managing distribution of, special instrument

approach procedures. Receiving and resolving

user/industry comments on new and revised special

instrument approach procedures.
8260.19C CHG 1 9/18/98

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(2) Providing technical evaluations in

support of regional airspace programs to determine

the effect on visual flight operations.

(3) Coordinating the FSD portion of

assigned foreign instrument approach procedures

programs.

(4) Coordinating the FSD involvement in

Category II and III approvals including approval of

the associated Surface Movement Guidance System

plan.

(5) Providing the operational input on

matters related to regional capacity studies and

airport operational safety initiatives.

(6) Performing airport/airspace evaluations to address operational safety issues in

coordination with Airports Division, as necessary.

(7) Providing the consolidated FSD

position for review of charted visual flight

procedures.

(8) Coordinating with Airports Division in

the approval or denial of modifications to airport

standards.

(9) Providing operational review and

comments for Airway Facilities Division’s submission of a NAS Change Proposal (NCP).

(10) When requested by the FPO, assists in

developing the equivalent level of safety for an AVN

originated procedures waiver.

113. AVIATION SYSTEM STANDARDS

(AVN).

a. AVN is the principal element within Airway

Facilities Service (AAF) directly responsible for the

in-flight inspection of air navigation facilities and

for the development and maintenance of instrument

flight procedures throughout the United States and

its territories. It is responsible for input to the

regional Airway Facilities Division Facilities and

Equipment (F&E) budget submission with respect to

terminal air navigation aids (other than radar) and

visual approach aids. Additionally, AVN supports

the Air Traffic Services (ATS) obstruction

evaluation and airport airspace analysis (OE/AAA)

program.

b. The National Flight Procedures Office,

AVN-100, is the AVN element responsible for the

development, maintenance, quality control, and

technical approval of public-use instrument procedures. It is also responsible for quality control and

technical support, as requested, for NAS related

products. Upon completion of instrument procedures

development, the division forwards completed

documentation to the FICO for flight inspection and

operational approval. Establishes procedures to

ensure GPS data is included in the national database.

Responsibilities include but are not limited to:

(1) Forwarding industry and user

comments on instrument procedures to the appropriate branch manager for evaluation and

processing.

(2) Coordinating requests for new

instrument procedures service with the respective

regional division and other concerned offices, and

conducting instrument procedures feasibility studies.

(3) Coordinating submission by responsible

offices of all pertinent data and supporting

documents required for procedures development and

assignment of priority when further procedures

action is required.

(4) Planning and coordinating new or

relocated NAS facilities.

(5) Coordinating with regional divisions to

select a charting date consistent with priorities and

workload when a component of the National

Airspace System (NAS) is to be commissioned, decommissioned, or altered.

(6) Coordinating the input for the planning

and development of regional F&E budget submissions and programming actions.

(7) Analyzing obstruction evaluations to

determine the effects on current and planned

instrument flight operations, minimums, and/or

flight altitudes of all civil, joint-use, and U.S. Army

instrument procedures in accordance with current

policy.

(8) Evaluating regional airport and

airspace matters.

(9) Determining the necessity for environmental impact studies as required by current policy.
9/18/98 8260.19C CHG 1

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Par 113

(10) Acting as focal point for flight

inspection problems within the region.

c. The Flight Inspection Operations Division,

AVN-200, is the AVN element responsible for flight

inspection of navigation aids and flight procedures

in support of the NAS. The division initiates and

completes investigative remedial action with respect

to any deficiency or reported hazard, including

restrictions or emergency revisions to procedures. It

maintains liaison with AVN-100, as well as other

FAA offices, civil and military interests, to ensure

consideration of all requirements relating to the

procedural use of navigation facilities. It maintains

a suitable record system reflecting the status of each

flight procedure with required supporting data.

114. AERONAUTICAL INFORMATION

SERVICES (ATA-100).

a. This is the principal element within Air

Traffic Service (AAT) directly responsible for

managing the agency’s program to provide

aeronautical infor-mation services to ensure the flow

of information necessary for safety, regularity, and

efficiency of air navigation. This division is charged

with the responsibility for collecting, collating,

validating and disseminating aeronautical data

regarding the United States and its territories. It is

also a source for technical assistance to AVN

regarding data base accuracy standards, content, and

format. This division also serves as the primary

interface between the FAA and the National Oceanic

and Atmospheric Administration for government

aeronautical charting services.

b. The National Flight Data Center,

ATA-110, is the principal element within ATA-100

with respect to maintaining the national aeronautical

information data base and for disseminating

information relating to the NAS. NFDC responsibilities include but are not limited to:

(1) Publishing the daily National Flight

Data Digest (NFDD) to promulgate additions,

changes, and deletions to elements of the NAS.

(2) Conducting pre-publication review of

aeronautical data contained in standard instrument

approach and departure procedures, standard terminal

arrival routes, standard instrument departures, military

training routes, navigational aids, airport data, and

airspace actions submitted for action, and to identify and

correct items in non-conformance with applicable

directives.

(3) Validating submitted data with the

National Data Base and resolving contradictions.

(4) Reviewing, processing for transmittal,

and tracking NOTAM’s regarding amendments,

cancellations, and corrections to instrument

procedures in the NAS and canceling these

NOTAM’s when government charts are updated.

(5) Compiling NOTAM’s for publication in

the Notices to Airmen Publication (NTAP).

(6) Managing the development and assignment of five-letter fix names and NAVAID/airport

identifiers.

(7) Promulgating SIAP’s with assigned

effective dates in a bi-weekly transmittal letter and

completing necessary requirements for publication in

14 CFR part 97.

(8) Issuing, on a predetermined schedule,

amendments to 14 CFR part 95.

(9) Maintaining copies of 8260 and 7100

series forms that support public use SIAP’s, fixes,

airways, STAR’s and DP’s (SID’s).

115. INDIVIDUAL.

Personnel working within the Flight Procedures

Program are responsible for maintaining

professional knowledge in a technical, complex, and

specialized field, and for the application of the

knowledge to assure safety and practicality in air

navigation. Where directives are deficient, each

individual shall take the initiative to seek an

acceptable method of resolution and to inform the

responsible office of any recommended change to

policy, procedures, etc., that is cost beneficial and/or

provides increased operational safety.
8260.19C CHG 1 9/18/98

Page 1-8 Chap 1

Par 106

SECTION 3. INSTRUMENT APPROACH PROCEDURES

AUTOMATION (IAPA) RESPONSIBILITIES

120. BACKGROUND.

a. The FAA has developed IAPA to automate

the mechanics of the Instrument Flight Procedures

Program to include the development, review,

storage, and electronic transmittal of instrument

flight procedures with ancillary system benefits.

b. The IAPA system standardizes the

application of criteria specified in FAA Order

8260.3, United States Standard for Terminal

Instrument Procedures (TERPS); FAA Order

8260.19, Flight Procedures and Airspace; and other

appropriate directives, advisory circulars, and

Federal Aviation Regulations. IAPA applies

established FAA software standards. IAPA software

provides for application of standardized data and

data accuracy standards in the development of

instrument flight procedures.

c. IAPA includes obstacles, terrain, NAVAID,

fix, holding, airport, and runway data that are

available to system users. IAPA is included in the

FAA's Capital Investment Plan (CIP). Procedures

for controlling changes to this system will be in

accordance with FAA Order 1370.52, Information

Resources Policy.

121. AVIATION SYSTEM STANDARDS

RESPONSIBILITY.

The Aviation System Standards, AVN-1, is the office

of primary interest and is responsible for overall

functional management of the IAPA system and has

been delegated responsibility for certification of

IAPA software (see paragraph 121b(7)).

a. The Resource Management Staff,

AVN-20, is responsible for establishing policy

guidance in the administrative control of IAPA, as

well as coordinating actions required to meet

changing legal and user requirements. In addition,

this division is responsible for:

(1) Carrying out the development of IAPA

by coordinating the efforts of users, developers,

operators, and contractors associated with IAPA.

(2) Managing and reporting on project

schedules, costs, and other supporting resources for

the Airway Facilities Service (AAF) Information

Resource Manager.

(3) Establishing and maintaining a positive

change control management system through the

developmental and implementation phases to assure

that the completed project (the operational IAPA

system) meets the requirements of the system

definition.

(4) Determining that all proposed changes

are essential to the development task and are

coordinated among all prospective users of the

system.

(5) Keeping contracting officers advised, if

appropriate, on proposed changes in order that the

officer may be alerted to the impact that they may

have on current or proposed contractual actions.

(6) Preparing for and participating in

operational tests and evaluations of the information

system.

b. The Automation Technology Branch,

AVN-22, is responsible for assuring the successful

ongoing operation of the data system. In the

performance of these responsibilities, the

Automation Technology Branch shall:

(1) Establish and maintain a positive

change control management system to assure that all

changes to the operational IAPA system are cost

effective and are coordinated among all parties who

use IAPA.

(2) Develop necessary guidelines for the

control and dissemination of data from IAPA and

other assigned systems.

(3) Authorize release of data in special

cases where guidelines are not available.

(4) Provide for coordination in data systems

where several program elements share primary

operational interest.
9/18/98 8260.19C CHG 1

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Par 113

(5) Establish priorities for task assignments, scheduling, and utilization of personnel and

physical resources.

(6) Assure system configuration, documentation, and reliability.

(7) Conduct extensive operational testing

and debugging, to assure system software is in

conformance with Order 8260.3, United States

Standard for Terminal Instrument Procedures

(TERPS) and other appropriate directives, advisory

circulars, and 14 CFR provisions. Conduct final

system certification of software before release to

users through coordination with AFS-420.

(8) Review national user requirements and

approve system modifications.

(9) Ensure that the provisions of FAA

Order 1600.54B, FAA Automated Information

Systems Security Handbook, are complied with in

the security control of computer programs and

associated documentation.

c. The Flight Inspection Technical Support

Branch, AVN-210, is responsible for establishing

and maintaining the Aviation Standards Information

System (ASIS) in support of IAPA requirements.

d. AVN-100 is responsible for final certification of instrument flight procedures to include

that:

(1) Data used to develop the instrument

approach procedure was correct.

(2) The instrument approach procedure

was developed in accordance with FAA Order

8260.3; Order 8260.19, Flight Procedures and

Airspace; and other appropriate directives, advisory

circulars, and Federal Aviation Regulations listed in

appendix 1.

(3) The appropriate Flight Procedures

Standards Waiver, if required, is on file.

122. OFFICE OF INFORMATION SERVICES

RESPONSIBILITY.

The Office of Information Services, AMI-1, is

responsible for the software development from its

inception through implementation. It is also responsible for maintenance of system software, and shall

provide and control automatic data processing

(ADP) resources which include:

a. The utilization of personnel (including

contract personnel) and physical resources.

b. Providing technical consultation and advice

as required.

c. Providing telecommunications support, and

other necessary ADP enhancement and support

services for IAPA.

d. Participating in the review of site

preparation, installation, and testing support as

required.

e. Providing on-site hardware and software

installation and testing support as required.

f. Providing preliminary testing of software to

assure conformance with the United States Standard

for Terminal Instrument Procedures and other

appropriate directives, advisory circulars, and

Federal Aviation Regulations as advised by the

program office.

123. OFFICE OF INFORMATION TECHNOLOGY RESPONSIBILITY.

The Office of Information Technology, AIT-1, will

develop governing policies and responsibilities for

automatic data processing (ADP) program management in accordance with Order 1370.52, Information

Resources Policy.

124. DIRECTOR, AIRWAY FACILITIES

SERVICE.

The Director, Airway Facilities Service, AAF-1, is

responsible for the determination of agency-wide

priorities for use and control of telecommunications

resources needed to support IAPA. This

responsibility is administered through the

Telecommunications Integrated Product Team in the

NAS Operations Program (AOP) of Airway

Facilities.

125-199. RESERVED.
9/18/98 8260.19C CHG 1

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Par 200

CHAPTER 2. GENERAL PROCEDURES

SECTION 1. GENERAL

200. GENERAL. 

This chapter provides guidelines and procedures

which are common to all instrument flight

procedures. Specific guidelines and procedures for

en route and terminal instrument flight procedures

are contained in chapters 3 and 4, respectively.

201. REQUESTS FOR PUBLIC-USE INSTRUMENT FLIGHT PROCEDURES. 

a. Requests for approval and/or establishment

of instrument flight procedures may originate from

many different sources. It may be a request from a

state, city, airport manager, or an individual. It may

also be from an air carrier, air taxi, military,

commercial operator, Air Traffic Control (ATC), or

AFS personnel. See Order 8260.3, paragraph 121.

b. All requests for public-use instrument flight

procedures received by any FAA office shall be

forwarded to AVN-100 for further handling.

Requirements for approval of instrument approach

procedures are contained in Chapter 1 of Order

8260.3.

c. Procedures with specific effective dates, and

other urgent projects, will be assigned priorities by

AVN-100. All other projects will be processed as

workload permits, in order of AVN-100 receipt.

202. AIR TRAFFIC LETTERS OF AGREEMENT. 

When letters of agreement affect or include flight

procedures, they must be coordinated between ATC

facilities and AVN-100.

a. When these letters are received, AVN-100

shall review them to ensure compatibility with

published or planned flight procedures.

b. Copies of letters of agreement received in

AVN-100 shall be made a part of the procedure files,

to serve as a reference when developing or amending

flight procedures.

c. When the terms of the letters of agreement

and flight procedures are not compatible, or if it is

determined that the terms do not comply with

criteria, AVN-100 shall return the letters to the ATC

facility with a memorandum which explains the

findings. When appropriate and practical,

consideration should be given to adjusting the

procedures to accommodate the terms of the

agreement.

d. Normally, a letter of agreement is an

agreement between two or more ATC facilities.

Unless AVN-100 is a party to the agreement, it is not

a signatory and does not approve or disapprove the

agreement.

203. AIRPORT LIGHTING AND VISUAL

AIDS. 

a. Operation of airport lighting and visual aids

is contained in Orders:

(1) 7110.10, Flight Services.

(2) 7110.65, Air Traffic Control.

(3) 7210.3, Facility Operation and

Administration.

b. Installation criteria are contained in Order

6850.2, Visual Guidance Lighting Systems.

c. Refer to appendix 1, Flight Procedures

References, for other applicable orders and advisory

circulars.
8260.19C CHG 1 9/18/98

Page 2-2 Chap 2

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SECTION 2. AERONAUTICAL CHARTS

204. USE OF MAPS AND CHARTS. 

a. AVN-100 should maintain an adequate

supply of current charts to support the development

of instrument procedures within its area of

responsibility. For manual application, the largest

scale charts available should be used to develop

final, circling, and the first part of the missed

approach segment. For precision approach

procedures, the Airport Obstruction Chart (OC), a

WAAS precision survey, or an equivalent plan and

profile chart, is recommended for use. For all

approach procedures, the 7 1/2 and 15 minute

quadrangle topographic charts (Quads) produced by

the U.S. Geological Survey provide excellent source

for determining terrain elevation. For efficiency in

procedure design and flight inspection, 1:100,000

scale planimetric/topographical (topo) charts are also

authorized. Use other data sources such as IAPA,

AMIS, Quarterly Obstacle Memo, Digital Terrain

Elevation Data (DTED), Digital Elevation Model

(DEM), etc., in addition to on-site obstacle

assessment evaluations, where necessary. The

Sectional Aeronautical Chart (scale 1:500,000) and

the VFR Terminal Area Chart (scale 1:250,000) are

good supporting source documents; however, they

may not depict all current information because of the

extended charting cycle.

b. Charting requirements for inclusion in a

flight inspection package should be determined from

the Flight Inspection Policy and Standards Branch

(AVN-230). See FAA Order 8200.1, United States

Standard Flight Inspection Manual, paragraph

214.2.

205. AERONAUTICAL CHARTS AND 

PUBLICATIONS. 

a. Aeronautical charts used for air navigation

are generally of two groups: VFR charts and IFR

charts. The VFR charts are the Sectional and VFR

Terminal Area charts and the visual navigation

chart. IFR charts are the En Route Low and High

Altitude, Area, Instrument Approach Procedure,

DP/SID, and STAR charts.

b. The primary publication which contains

basic flight information related to instrument

operations in the NAS is the Aeronautical

Information Manual (AIM). The primary

publication serving as a preflight and planning guide

for use by U. S. nonscheduled operators, business,

and private aviators flying outside of the United

States is the Aeronautical Information 

Publication (AIP). AFS-420 personnel should

conduct surveillance of the AIM and AIP to verify

the accuracy and appropriateness of the information

therein.

c. AVN-100 personnel should monitor charts

or publications released by FAA which provide

informative material, recommended or mandatory, to

determine that safe operating practices and

conditions are accurately described for aviation

users.

d. AVN-100 is responsible for the accuracy and

completeness of flight data submitted by that office

for publication. Procedure specialists should review

the resulting NOS charts to ensure correct portrayal.

AVN-100 serves as the focal point for questions

about the data published on these charts. 

e. Any FAA personnel, who find or are notified

of discrepancies and/or errors in aeronautical charts,

the AIM, or AIP, should forward the information to

AFS-420, or the NFDC.
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SECTION 3. ENVIRONMENTAL REQUIREMENTS

206. NOISE ABATEMENT. 

The establishment of noise abatement procedures is

the responsibility of Air Traffic Service. However,

the Flight Standards Service has an input from an

aircraft operational standpoint. These procedures

should be coordinated between the appropriate

regional FSD and the regional FPO. The regional

FSD shall review noise abatement procedures for

aircraft performance characteristics and operational

safety considerations. The regional FPO shall

review these procedures for practicality and

adherence with applicable criteria, and has the

primary responsibility for resolving conflicts between

IFR procedures and existing or proposed noise

abatement procedures.

207. ENVIRONMENTAL IMPACTS. 

FAA Order 1050.1, Policies and Procedures for

Considering Environmental Impacts, describes the

requirements for documentation of environmental

impact or lack of impact concerning actions taken by

regional FPO’s. In particular, appendix 4 of the

document defines actions that require an

environmental assessment or a declaration of

categorical exclusion. [See also paragraph 800.]

AVN will normally act as responsible federal official

(RFO) for all AVN and non-AVN developed

procedures. In such capacity, AVN shall apply

national environmental standards and policies.

However, AFS reserves the right to act as RFO for

selected non-AVN developed procedures.
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SECTION 4. FACILITY UTILIZATION AND MONITORING

208. FREQUENCY SERVICE VOLUMES. 

In establishing instrument flight procedures,

consideration must be given to the type of navigation

facilities available and to their limitations.

a. All electronic navigation facilities are

installed in accordance with frequency separation

specified in distances and altitudes. Specific

frequency protected service volumes are contained in

Order 6050.32, Spectrum Management Regulations

and Procedures Manual. This order is primarily

used by the Regional Frequency Management Officer

(FMO). AVN-100 should maintain a copy of Order

6050.32 on file to facilitate understanding and

coordination of operational considerations associated

with expanded service volumes.

b. Operational service volume includes the

standard service volume (SSV) and expanded service

volumes (ESV’s). The operational service volume

shall not extend outside the frequency protected

service volume on any radial, at any distance, or at

any altitude.

209. ATC USABLE DISTANCE AND

ALTITUDE LIMITATIONS. 

When flight procedures are developed which reach

outside of the standard service volumes listed below,

the submission and processing of an FAA Form

6050-4, Expanded Service Volume Request, is

mandatory. Flight check measurements shall not be

used as a substitute for an approved ESV. See

figures 2-1, 2-2, and 2-3.

a. VOR/VORTAC/TACAN

Facility Usable Usable

Class Height Above Distance

Facility (Miles)

T 12,000 and below 25

L 18,000 and below 40

H 60,000-45,000 100

Below 45,000-18,000 130

Below 18,000-14,500 100

Below 14,500 40

NOTE: All elevations shown are with respect to

the station's site elevation.

 Figure 2-1. STANDARD CLASS L/H

 SERVICE VOLUME

 Figure 2-2. STANDARD LOW ALTITUDE

 SERVICE VOLUME
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Figure 2-3. STANDARD TERMINAL

SERVICE VOLUME

b. NDB

Facility Distance

Class (Miles)

COMLO NOTE: Low frequency 15

MH beacons have no 25

H standard height 50

HH limitations. 75

c. ILS

 Height Above Distance

Facility Facility (Miles)

Localizer (FC) 4,500 and below 18

Localizer (BC) 4,500 and below 18

Glide Slope (2o-4o) varies with angle 10

d. MLS

Height Above Distance

Facility Facility (Miles)

MLS (FC) 20,000 and below 20

MLS (Back AZ) 5,000 and below 20

MLS EL 20,000 and below 20

Figure 2-4. MLS AZIMUTH COVERAGE

 Figure 2-5. MLS ELEVATION COVERAGE

210. REQUESTS FOR EXPANDED SERVICE

VOLUMES (ESV). 

a. When ATC requires use of NAVAID’s

beyond limitations cited in paragraphs 209a through

209d, ATC submits an ESV request, with a

description of the flight procedure requiring it. This

request is first reviewed by the FMO. The FMO

applies the criteria contained in Order 6050.32. If

the FMO disapproves the request, it is returned to

the originator without further action. FMO approved

or restricted ESV’s are then reviewed by AVN-100.
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b. The National Flight Procedures Office is

responsible for accuracy, clarity, and practicality of

the data. If the ESV request is unclear, or if the

FMO approved request has restrictions or restrictive

comments, it may be necessary to coordinate changes

with the FMO and/or the originating office. FAA

flight inspection determines if the facility supports

the procedure. The flight inspector may utilize

facility files and approve the ESV based on

supporting data, providing the data was taken within

the last five years. If sufficient data are not available,

accomplish a flight check of the procedure before

AVN-100 approval.

c. A requirement for an ESV may be

determined by the procedures specialist when

developing an instrument procedure; e.g., the

instrument procedure is proposed beyond SSV. In

this case, the procedures specialist processes an FAA

Form 6050-4 to obtain FMO and, in turn, flight

inspection approval. An ESV request shall not be

used as a substitute for proper instrument procedure

design.

d. Facility rotation due to magnetic variation

change should have no effect on coverage; however,

radials used will change. AVN-100 initiates a

revised FAA Form 6050-4 and explains the action in

the REMARKS box of Part III; e.g., "R-035

changed to R-038 due to variation change to

23E/85 effective 4 AUG 83."

e. Describe holding patterns by an arc and two

radials (e.g., 306-322o, 83 NM) which enclose the

holding pattern.

f. Preparation. Instructions for preparation of

an ESV request are in paragraph 902. Figure 9-2 is

a sample request.

g. Distribution. The FAA Form 6050-4 is

supplied in 6-sheet sets. See paragraph 902e for

specific distribution instructions.

h. AVN-100 Periodic Review. Review ESV’s

biennially.

211. UTILIZATION OF LOCALIZERS AS EN

ROUTE AIDS. 

The use of a localizer in en route flight procedures

may be authorized in accordance with the following

limitations:

a. The use of the localizer for course guidance

shall start and end at an approved navigational fix.

b. The use of localizers for en route instrument

flight procedures shall be limited to those instances

where it is essential to air traffic control.

c. Appropriate navigational aids will be

recommended at the earliest possible date in order to

discontinue the use of the localizer for course

guidance in the en route environment.

212. MONITORING OF NAVIGATION

FACILITIES. 

a. Monitors. It is FAA policy to provide a

monitoring system for all electronic navigation

facilities used in support of instrument flight

procedures. Internal monitoring is provided at the

facility, through the use of executive monitoring

equipment which causes a facility shutdown when

performance deteriorates below established

tolerances. A remote status indicator may also be

provided through the use of a signal sampling

receiver, microwave link, or telephone circuit. VOR,

VORTAC, and ILS facilities as well as new NDB’s

and marker beacons, installed by the FAA, are

provided with an internal monitoring feature. Older

FAA NDB’s and some nonfederal NDB’s do not

have the internal feature and monitoring is

accomplished by other means.

b. Monitoring Categories. Navigational facilities are classified in accordance with the manner in

which they are monitored.

(1) Category 1. Internal monitoring plus a

status indicator installed at control point. (Reverts to

a temporary Category 3 status when the control point

is unmanned.)

(2) Category 2. Internal monitoring with

status indicator at control point inoperative, but pilot

reports indicate facility is operating normally. (This

is a temporary situation that requires no procedural

action.)
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(3) Category 3. Internal monitoring only. 

Status indicator is not installed at control point.

(4) Category 4. Internal monitor not

installed. Remote status indicator provided at

control point. This category is applicable only to

nondirectional beacons.

213. UTILIZATION OF MONITORING

CATEGORIES. 

a. Category 1 facilities may be used for

instrument flight procedures without limitation.

b. Category 2 is a temporary condition not

considered in procedures development. ATC is

responsible for issuing NOTAM’s on these out of

service facilities when pilot reports indicate facility

malfunction.

c. Category 3 facilities may be used in

accordance with the following limitations:

(1) Alternate minimums shall not be

authorized if facility provides final approach course

guidance; is required for procedure entry; is used to

define the FAF; or is used to provide missed

approach guidance. See also paragraph 812b.

(2) When a facility is used to designate a

stepdown fix, alternate minimums shall be no lower

than the circling minimums required without the

stepdown fix.

(3) Consider denying or adjusting terminal

routes that require reception of succeeding Category

3 facilities to avoid obstacles.

(4) Dogleg airways or routes shall not be

predicated on these facilities.

(5) Navigational fixes developed from

crossing radials of Category 3 facilities shall not be

used to break a minimum en route altitude (MEA) to

a higher MEA. (Can be used as a break to a lower

MEA).

d. Category 4 facilities may be used in

accordance with the following limitations:

(1) Alternate minimums may be authorized

when the remote status indicator is located in an

FAA ATC facility, and then only during periods the

control point is attended.

(2) If the control point is other than an

FAA facility, a written agreement shall exist

whereby an ATC facility is notified of indicated

changes in facility status.

NOTE: Failure of this Category 4 status

indicator or closure of the control point will

render the facility and the approach

procedure unusable during the outage.

214. UTILIZATION OF 75 Mhz MARKERS.

75 Mhz markers may be utilized as the sole source of

identification with the following limitations:

a. Missed Approach Point. Markers may be

authorized as missed approach points for

nonprecision approaches, provided a remote status

indicator (RSI) is installed at an ATC facility.

b. Final Approach Fix. As a nonprecision final

approach fix, the marker shall be monitored if

alternate minimums are authorized. The marker

need not have an RSI if collocated with a compass

locator with a remote status indicator.

c. Course Reversals. Procedure turns and

holding shall not be authorized from a 75 MHz

marker.

d. Breaks in MEA’s. Fan markers shall NOT

be used to define the point where an en route climb

to a higher altitude is required. (May be used as a

break to a lower altitude.)
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Page 2-8 Chap 2

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SECTION 5. IMPLEMENTING EPOCH YEAR MAGNETIC VARIATION (MV)

215. GENERAL.

This section establishes the MV program, identifies

participating offices, assigns responsibilities, and

provides guidelines for accomplishing the tasks

necessary for implementing, maintaining, and

systematically updating Epoch Year Magnetic

Variation Values.

a. Background. The magnetic variation is

determined by the National Oceanic and

Atmospheric Administration (NOAA) for all areas of

the United States and its territories for application to

navigation charts and maps. Changing values for

MV are tabulated and published on a 5-year epoch

basis; e.g., 85, 90, 00, 05, etc. In order to assist in

stabilizing the National Airspace System (NAS), a

fixed value of MV is assigned to each navigational

aid and airport as the magnetic Variation of Record.

This value is applied to true directions to obtain the

magnetic values for radials, courses, bearings, and

headings published in instrument flight procedures.

Periodic updating of the MV assigned to navigation

facilities is required to maintain reasonable

proximity of alignment with the earth's everchanging magnetic field.

b. Participating Offices. Management and

control of Epoch Year MV values require action by

the following offices:

(1) National Ocean Service (NOS)

(2) Aviation System Standards (AVN)

(3) National Flight Data Center (NFDC)

(4) Regional Airway Facilities Divisions

(5) Regional Airports Divisions

(6) Military Organizations

216. RESPONSIBILITIES.

a. NOS.

(1) Publish isotonic lines or segments thereof

on appropriate aeronautical charts based on current

Epoch Year values.

(2) Revise en route aeronautical charts to

reflect revised MV assignments to navigation

facilities in accordance with information published

in the National Flight Data Digest (NFDD).

b. AVN.

(1) Function as the focal point for all

information relating to application of MV to the

following elements of the NAS: navigational aids,

airports, and instrument flight procedures; and for

coordination and liaison between AVN and the

Regional Airports, Air Traffic, and Airway Facilities

Divisions with respect to matters pertaining to

change in navigational aid or airport MV of Record

and its effect on instrument flight procedures.

(2) Function as the focal point for facility

flight inspection requirements and coordination.

Terminal facilities (other than VOR, VOR/DME,

TACAN, VORTAC, and radar systems) do not

require flight inspection of MV changes.

(3) Determine whether NOTAM action is

necessary when required procedural adjustment

action or MV change is not accomplished by the

effective date of amended instrument procedures or

revised en route charts.

(4) Assign and maintain MV's of record for

navigational facilities (including military facilities)

and airports in whole degree increments. MV's of

record are available in the AMIS facility data base.

For new or relocated facilities, and for new or

revised instrument procedures, apply the appropriate

MV. Analyze each facility identified as a candidate

for revised MV assignment to determine if facility

rotation and/or redesignation of radials is required.

(5) Develop and maintain an official

listing/record of navigational aids and airports by

geographical location at the end of each Epoch Year

to indicate the currently assigned MV of record, the
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most recent Epoch Year's MV, and the projected MV

for the next Epoch Year. For the purpose of

planning and implementation, maintain a current

listing of those candidate navigational aids and

airports with a difference of 2° or more between the

MV of record and the nearest future Epoch Year

value. 

(6) Notify NFDC of changes to assigned MV

and the effective date of those changes for

publication in the NFDD; notify other concerned

offices having related responsibilities to ensure

timely implementation of necessary actions. The

effective date selected shall allow sufficient time for

procedures processing in accordance with established

schedules. MV changes which affect only terminal

instrument procedures may have an effective date

concurrent with publication of a specific procedural

amendment.

(7) Amend instrument flight procedures as

required, predicated on navigational aids or airports

undergoing a change of MV of record. Conduct a

thorough survey to determine the full impact the MV

change will have on any instrument procedure. Such

surveys shall include high and low altitude

airways/jet routes, direct routes, air carrier offairway routes, fixes in both high and low altitude

structures, terminal routes and fixes, departure

procedures (DP's), SID’s, STAR's, and any other

application to instrument flight procedures. Use the

MV of record (or as officially changed) to develop

instrument flight procedures - regardless of the MV

shown on the chart being used.

(8) VOR, VOR/DME, and VORTAC

facilities supporting the en route structure (which

may or may not have instrument procedures

predicated on them):

(a) Modify all fixes and IAP's. Modify

all 14 CFR Part 95 Direct and Off-Airway (Non-Part

95) routes with documented radial(s) or bearing(s). 

Change ESV's. Make all modifications to meet an

effective date that coincides with the en route change

cycle. 

NOTE: A listing of affected fixes, holding

patterns, DP's, SID’s, STAR's, military training

routes, preferred routes, and ATS routes may be

obtained from NFDC (ATA-110).

(b) Coordinate changes with ATC

(ARTCC and approach control) in an attempt to

eliminate routes, fixes, and instrument procedures

that are no longer required.

(9) Navigational aids NOT supporting en

route structure:

(a) Initiate implementation of the nearest

future Epoch Year MV whenever any instrument

procedure is established or amended. The nearest

future Epoch Year MV will become effective

concurrent with publication of the amendment (see

paragraphs 816n and 816o).

(b) Amend and process multiple instrument procedures to simultaneously become effective

concurrent with the instrument procedure specified

in the MV change notification to NFDC.

(c) Submit revisions of all affected fixes

with the instrument procedure(s). Change ESV's.

(d) Amend radar and DF procedures

when airport MV of record is changed. If the DF is

located at an off-airport site, obtain the MV for the

antenna site; include MV and Epoch Year in the

lower right corner of the FAA Form 8260-10. See

chapter 4, section 5.

(10) Military facilities.

(a) Accomplish MV changes for U.S.

Army facilities in the same manner as for civil

facilities; however, obtain the installation

commander's prior approval.

(b) Notify the appropriate military

representatives when the need to change the MV of

other military facilities is identified.

(11) Airports.

(a) Amend IAP's, SID’s, and DP's

which specify runway designator numbers affected

by MV change.

(b) Notify the regional 530 office of the

need for amendment action if STAR's contain

runway designator numbers affected by MV change.
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(c) Take appropriate NOTAM action if

repainting of an affected runway is not accomplished

on the required date.

c. NFDC. Upon notification by AVN of any

change to MV of record, publish a notice of change

in the NFDD to indicate the effective date of such

change.

d. Regional Airway Facilities Division.

Coordinate with AVN to obtain the MV of record for

assignment to newly installed or relocated

navigational aids.

e. Regional Airports Division. Coordinate with

AVN-160 prior to establishing or revising runway

designator numbers for an airport having one or

more instrument approach or departure procedures,

to determine the MV to be applied to the runway true

bearing. Determination of the runway designator

number should be a matter of joint agreement with

AVN, and be accomplished sufficiently in advance to

allow for procedural amendments.

f. Military organizations. Contact AVN-160

to obtain the MV of record to be applied to

navigational aids or airports under military

jurisdiction.

217. GUIDELINES. The identification and

selection of navigational aids or airports as

candidates for revision of MV of record require

careful consideration and evaluation of a number of

factors - as the impact of MV changes can be

considerable. Air Traffic Division may have to

initiate or revise published air traffic procedures;

Airway Facilities is directly involved in facility

rotations and requires proper coordination. The

Airports Division may have to arrange for repainting

of runway designator numbers. 

NOTE: Airport standards require renumbering

when the runway designator number is more

than 6° from the magnetic alignment. This is

usually accomplished during the next routine

repainting, or when the existing markings are

obliterated by seal coats, overlays, or

reconstruction.

a. MV versus Epoch Year Value. When the

difference between the MV of Record and the nearest

future Epoch Year value of any navigational aid or

airport is 3° or more, the MV of record shall be

changed to the nearest future Epoch Year value.

When the difference is less than 3°, AVN shall

consider implementing the nearest future Epoch

Year value when workload permits. Factors to

consider include whether the navigational aid is

isolated or in close proximity to one or more other

facilities, whether on airport or away from an

airport, and the impact on instrument flight

procedures.

b. Facilities on airports. At airports with

localizer(s) or more than one navigational aid, the

MV at the airport reference point (ARP) shall be

designated and assigned to all facilities at that

airport, including all components of the ILS.

c. MV versus OC Chart Value. Where the

assigned MV of record differs from the MV shown

on the Obstruction Chart (OC), the assigned MV of

record shall be used in the development of

instrument flight procedures.

d. Runway bearing shall be assigned the same

MV as the airport.

e. At major airport terminal areas, the ARP

MV of record at the designated controlling airport

may be used in determining the MV applied to all

navigational aids serving the terminal areas.

218-219. RESERVED.
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SECTION 6. NOTICES TO AIRMEN (NOTAM)

220. GENERAL. 

NOTAM’s provide timely knowledge to airmen, and

other aviation interests, of information or conditions

which are essential to safety of flight. NOTAM’s

pertaining to instrument procedures remain in effect

until the pertinent charts and publications are

amended or the condition requiring the NOTAM

ends. This section deals primarily with procedures

for issuing Flight Data Center (FDC) NOTAM’s

which are required to maintain the accuracy and

currency of charted terminal and en route flight

procedures.

221. NATIONAL NOTICE TO AIRMEN

SYSTEM. 

A National Notice to Airmen System has been

established to provide airmen with the current status

of the National Airspace System (NAS). Details for

handling this information are contained in Order

7930.2, Notices to Airmen. The following is a brief

summary of the services provided:

a. FDC NOTAM’s pertaining to instrument

flight procedures are issued through the National

Flight Data Center (NFDC) and are primarily used

to disseminate safety of flight information relating to

regulatory material. They may also be used to

provide wide dissemination for flight procedures

data, aeronautical information, and other timecritical information. They are numbered by the U.S.

NOTAM Office (USNOF) to reflect the year of

issuance and the sequence number for the calendar

year, (e.g., 8/0445). FDC NOTAM’s are transmitted

on all Service A circuits, and stored in the

Consolidated NOTAM System, after which they are

entered in the Notices to Airmen Publication

(NTAP), also referred to as the “Class II (mail

distribution) publication” until canceled.

b. D NOTAM’s issued under the Flight

Service Stations' Accountability System receive

the same dissemination as the surface weather report

for the originating station, and provide the user with

current information on an hourly basis. They are

numbered to reflect the month of issuance and the

sequence number of the month, (e.g. 6/18).

222. FDC NOTAM TYPES. 

Changes to instrument flight procedures, which have

been charted and distributed, may be processed as

FDC NOTAM’s and issued through NFDC.

Procedural minimums shall not be lowered by

NOTAM unless fully justified as a safety of flight

issue. In order to identify procedural amendments

that can be charted from the NOTAM information,

AVN-100 personnel shall prefix the text with an

action code as follows:

a. FI/P (Flight Information/Permanent). This

prefix shall be used when the amended procedure is

expected to be effective for more than 4 charting

cycles (224 days). FI/P NOTAM’s (P NOTAM’s)

contain information that is complete for charting

purposes. Cartographic agencies will initiate

immediate changes to charted information, based

upon the P NOTAM data, prior to receiving from

NFDC the formal amendment to the appropriate

procedure. Only one SIAP shall be addressed per P

NOTAM. P NOTAM’s may NOT be used for

Airway, STAR, or DP changes.

FI/P NOTAM’s may be used to amend

procedures without a complete review of the

procedure. The amendment will be indicated by an

alphanumeric identifier; e.g., Amdt 3A, Amdt 4C,

etc. A hard copy of each P NOTAM shall be affixed

to the current amendment and maintained in the

procedures file by both the NFDC and AVN-100, for

each SIAP until the next full amendment is effective.

b. FI/T (Flight Information/Temporary). This

prefix shall be used when the amended procedure

will be effective for less than 4 charting cycles (224

days). If, at any time, it is determined that the

condition is expected to last longer or will become

permanent, AVN-100 shall immediately issue an

amended FAA 8260 series form, incorporating the

NOTAM material and any additional changes to the

procedure prior to the expiration of the temporary

timeframe.

223. FDC NOTAM PREPARATION, REVIEW

AND TRANSMITTAL. 

a. AVN-100 is responsible for formulating

procedural and airway FDC NOTAM’s and

forwarding them for transmittal. The following

procedures apply:
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(1) Coordinate all FDC NOTAM’s with the

affected ARTCC facility and the appropriate regional

offices at the time of submission, or if unable, during

the next normal workday (See also Order 8260.3,

paragraph 150). Normally, AVN-100 should also

notify the airport manager at the affected location.

NOTE: The ARTCC will ensure that the

NOTAM is forwarded to all affected ATC

facilities under Order 7930.2F, paragraph

2-2-3.

(2) AVN-160 quality assurance personnel

shall review all NOTAM’s for accuracy, completeness, content, etc. prior to submission.

(3) Submit NOTAM’s to the NFDC via

facsimile (FAX). A typewritten or legible

handwritten copy is required; however, a telephone

call is acceptable in emergencies. Follow up the

FAX with a telephone call to the responsible NFDC

specialist to ensure receipt.

(4) During periods when NFDC is closed or

receipt cannot be assured, FAX the NOTAM directly

to the USNOF. The NOTAM originator is

responsible for ensuring USNOF receipt.

(5) Ensure that a copy of all FDC

NOTAM’s sent directly to the USNOF is also sent to

NFDC via FAX at the time of transmittal.

b. NFDC is responsible for reviewing applicable

FDC NOTAM’s for accuracy, format, completeness,

and data base agreement prior to forwarding them to

the USNOF for transmittal. Discrepancies noted by

NFDC will be forwarded to AVN-160 for resolution.

NFDC is also responsible for compiling NOTAM's

for inclusion in the Notices to Airmen Publication

(NTAP) and follow up actions noted in paragraph

227.

c. The USNOF is also responsible for ensuring

that FDC NOTAM’s are in the proper format under

this directive and Order 7930.2. Questions/

discrepancies will be addressed to the submitting

agency, NFDC, or AVN-160 as appropriate. FDC

NOTAM’s affecting FAA developed military SIAP’s

at civil locations shall be issued separately and 

forwarded to the USNOF military representative

when requested by AVN-100.

d. Cartographic Standards Branch, ATA-130,

is responsible for issuing, tracking, and canceling

FDC NOTAM’s used to correct/amend U.S.

Government IFR en route and VFR sectional

aeronautical charts when necessary to resolve

charting errors.

224. INSTRUMENT PROCEDURE NOTAM’s.

a. A complete review and a new amendment

are the preferred methodology for permanent

procedure changes, particularly when applying new

or revised TERPS criteria. However, it is recognized

that this may not always be possible due to workload,

staffing level, etc. P NOTAM’s have proven to be an

effective means of updating aeronautical charts

within the following guidelines: 

(1) There is no age limit on a SIAP

submitted for P NOTAM amendment as long as

AVN-100 reviews it and ascertains that there are no

other safety of flight changes required to the

procedure. Do NOT prepare a NOTAM solely to

address minor non-safety related discrepancies to a

SIAP; however, if a NOTAM is required for safety

reasons, other items may be included in the P

NOTAM to simultaneously update procedure charts.

(2) AVN-100 may issue P NOTAM’s for

consecutive amendments to the same procedure.

All P NOTAM amendments shall be sequentially

lettered (e.g., Amendment 13A, 13B, 13C, etc.) as a

suffix to the current amendment.

(3) Exercise caution in adding P NOTAM’s

to a procedure or when initiating a P NOTAM when

there is a current T NOTAM in effect for the

procedure. In many cases close follow-up action,

including canceling and re-issuing NOTAM’s will

be necessary to ensure there is no confusion for pilots

and chart producers. 

Examples:

The currently published SIAP is AMDT 3. There is a

T NOTAM in effect for AMDT 3 that will remain in

effect after AMDT 3A is charted. When AMDT 3A is

charted, the T NOTAM must be canceled and reissued for AMDT 3A.

The currently published SIAP is AMDT 4A. A P

NOTAM has been issued, but not yet charted
9/18/98 8260.19C CHG 1

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promulgating AMDT 4B. Another P NOTAM is

required that will promulgate AMDT 4C. In this

case, because AMDT 4B is not yet charted, issue a

T NOTAM against the currently charted procedure

(AMDT 4A). When AMDT 4B is charted, cancel the

T NOTAM and re-issue it as a P NOTAM promulgating AMDT 4C.

(4) Issue a T NOTAM and amend the

SIAP as a priority to the AVN-100 work schedule,

when all changes and corrections cannot be

accommodated using a P NOTAM.

(5) When changes to civil procedures also

affect FAA-developed military procedures at civil or

joint-use airfields, AVN-100 shall issue a separate

FDC NOTAM for the military procedure as specified

in Orders 8260.15, United States Army Terminal

Instrument Procedures Service, and 8260.32, United

States Air Force Terminal Instrument Procedures

Service. AVN-100 shall request the USNOF to

forward the civil NOTAM and the reason to the

cognizant military authority for appropriate military

NOTAM action.

b. FDC NOTAM’s are NOT required in the

following cases:

(1) When a D NOTAM is issued closing an

airport permanently, an FDC NOTAM need not be

issued denying use of a SIAP. A routine procedure

cancellation should be processed.

(2) When a D NOTAM is issued to shut

down a facility permanently, only routine

cancellation of procedures predicated on that facility

are required. FDC NOTAM’s may be required for

other procedures supported by the affected facility.

(3) When a D NOTAM is issued closing a

runway, an FDC NOTAM need not be issued

denying straight-in minimums to that runway. If the

closing is permanent, routine procedure

cancellations, including takeoff/departure

procedures, shall be processed.

(4) When a D NOTAM is issued for a

facility shutdown or outage, an FDC NOTAM

denying SIAP use is not required for those SIAP’s

using only that facility. However, other SIAP’s in

the vicinity must be reviewed to determine if that

facility supports courses or fixes; in such cases, those

SIAP’s require an FDC NOTAM. Particular

attention must be given to fixes supporting stepdown

minimums and missed approach procedures which

are predicated on the out-of-service facility. It is not

necessary to issue NOTAM’s for fixes and terminal

route segments which are related to unusable airway

segments from the subject facility. Do not issue

"Radar Required" NOTAM’s on unusable or

restricted airway segments (see also paragraph 463).

(5) When a D NOTAM removes a localizer

from service, the SIAP is unusable. If the GS is out,

the precision approach is unusable. If other ILS

components are out, the inoperative table applies.

(6) When radio control of approach lights

or runway lights is commissioned or the frequency

is changed, Flight Inspection issues a D NOTAM in

accordance with Order 8200.1, United States

Standard Flight Inspection Manual.

(7) Changes to DP’s (SID’s) and/or

STAR’s, which require NOTAM publication, shall

be sent by the ARTCC to the USNOF for issuance as

a D NOTAM. The ARTCC shall ensure follow-up

DP (SID) action with AVN-100 immediately.

225. AIRWAY NOTAM’s.

When a restriction or a change to an airway requires

a NOTAM, forward an FDC T NOTAM to NFDC

following the procedures in paragraph 223.

NOTAM’s reflecting airway changes within one or

more ARTCC's airspace are issued under the

affected ARTCC identifier as Center Area NOTAM

(CAN) FDC NOTAM’s on the NOTAM circuit.

a. Airway changes involving a single state and

one or more ARTCC’s shall be issued with the

ARTCC identifier followed by the two-letter state

code. The two-letter state code must also follow all

NAVAID and fix designators.

Example:

“FDC 8/0001 ZFW OK FI/T AIRWAY ZFW

ZKC. V140 SAYRE (SYO) VORTAC, OK TO

TULSA (TUL) VORTAC, OK MEA 4300.

FDC 8/0002 ZKC OK FI/T AIRWAY ZFW ZKC.

V140 SAYRE (SYO) VORTAC, OK TO TULSA

(TUL) VORTAC, OK MEA 4300.
8260.19C CHG 1 9/18/98

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REASON: TEMPORARY NEW TOWER. OE

98-ASW-0123.”

b. If the airway NOTAM affects one but less

than four ARTCC’s and multiple states, issue one

NOTAM for each affected ARTCC. If the NOTAM

affects four or more ARTCC’s, send one NOTAM

using FDC as the facility identifier.

c. If the restriction will exceed the time limit

established in paragraph 222b, forward an updated

FAA Form 8260-16 and/or 8260-2 simultaneously to

NFDC for charting.

Examples:

One ARTCC:

"FDC 8/0011 ZBW CT FI/T AIRWAY ZBW. V1

HARTFORD (HFD) VORTAC, CT TO

MADISON (MAD) VOR/DME, CT MEA 3000.

REASON: TEMPORARY NEW TOWER. OE

98-ANE-1329."

Two ARTCC’s:

"FDC 8/0011 ZBW FI/T AIRWAY ZBW ZNY.

V1 HARTFORD (HFD) VORTAC, CT TO

DIXIE INT, NJ MEA 3000.

FDC 8/0012 ZNY FI/T AIRWAY ZBW ZNY. V1

HARTFORD (HFD) VORTAC, CT TO DIXIE

INT, NJ MEA 3000.

REASON: TEMPORARY NEW TOWER. OE

98-ANE-1329."

Three ARTCC’s:

"FDC 8/0011 ZBW FI/T AIRWAY ZBW ZNY

ZDC. V1 HARTFORD (HFD) VORTAC, CT TO

WATERLOO (ATR) VORTAC, DE MEA 3000.

FDC 8/0012 ZNY FI/T AIRWAY ZBW ZNY

ZDC. V1 HARTFORD (HFD) VORTAC, CT TO

WATERLOO (ATR) VORTAC, DE MEA 3000.

FDC 8/0013 ZDC FI/T AIRWAY ZBW ZNY

ZDC. V1 HARTFORD (HFD) VORTAC, CT TO

WATERLOO (ATR) VORTAC, DE MEA 3000.

REASON: TEMPORARY NEW TOWER. OE

98-ANE-1329."

Four or more ARTCC’s:

"FDC 8/0001 FDC FI/T AIRWAY ZNY ZDC

ZAT ZJX. V1 DIXIE INT, NJ TO CRAIG

(CRG) VORTAC, FL MEA 4000.

REASON: TEMPORARY NEW TOWER. OE

98-ANE-1329."

226. NOTAM CONTENT. 

a. FDC NOTAM’s shall identify the procedure

being amended and the current amendment number.

The NOTAM shall be as concise as possible, and

shall NOT contain information that could be

published at a later date by a routine amendment.

For example, changes to the touchdown zone or

airport elevation, which do not affect visibility

minimums, do not require NOTAM action.

b. The text shall be prepared by AVN-100

using plain language and those contractions found in

the NTAP. Specialists must keep in mind that the

NOTAM is directed to the pilot, and should be

worded so that the intended change will not be

misinterpreted. Avoid the use of internal cartographic instructions which have no meaning to

pilots. Spell out NAVAID names in clear text

followed by the identifier. If it appears that the

NOTAM length will exceed 20 lines, refer to FAA

Order 7930.2, paragraph 4-3-4.

c. For temporary obstructions, include the

type, elevation, distance, and direction from the

airport or runway threshold, as appropriate, as the

last line of the text.

d. If the NOTAM contains permanent information for charting, the last line of the NOTAM text

shall identify it as the next sequential alphanumeric

amendment; i.e., ORIG A, AMDT 4B, etc. The date

of the NOTAM will become the effective date of that

amendment.

e. Include a reason for the NOTAM following

the NOTAM text. This information will not be

transmitted as a part of the NOTAM text, but will

inform the NFDC and the USNOF of the basis for
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the NOTAM. It will also ensure the data is retained

in the NOTAM historical files.

Examples:

"FDC 8/_____ ELP FI/P EL PASO INTL ARPT,

EL PASO, TX.

ILS RWY 22 AMDT 10...

GS 3.0 DEGREES, TCH 51, GS ALT AT LOM

5155, GS ALT AT MM 4159.

THIS IS ILS RWY 22 AMDT 10A.

REASON: 8240.47 EVALUATION OF

RELOCATED GLIDE SLOPE."

"FDC 8/_____ ORD FI/T CHICAGO O'HARE

INTL, CHICAGO, IL.

VOR RWY 22R AMDT 8B...

MDA 1400/HAT 750, VIS 1-1/2 ALL CATS. 

TEMPORARY CRANE 1100 MSL 1.2NM SE OF

RWY 23. (Specify distances less than 1 NM in

feet.)

REASON: TEMPORARY CRANE FOR 90

DAYS. OE 98-AGL-1689."

"FDC 8/_____GPT FI/T GULFPORT-BILOXI

REGIONAL, GULFPORT, MS.

VOR RWY 31 AMDT 18...

S-31 MDA 720/HAT 693 ALL CATS. VIS CAT

C 2, CAT D 2-1/2. CIRCLING MDA 720/HAA

692 ALL CATS. VIS CAT C 2, CAT D 2-1/2.

RADAR 1 AMDT 3

VOR/DME OR TACAN RWY 31 ORIG...

S-31 MDA 660/HAT 633 ALL CATS. VIS CAT C

1-3/4, CAT D 2, CAT E 2-1/4. CIRCLING CATS

A/B MDA 660/HAA 632.

TEMPORARY CRANE 410 MSL 1.5 NM SE OF

RWY 31.

REASON: TEMPORARY CRANE FOR 160

DAYS. OE 98-ACE-1453."

"FDC 8/_____ LAN FI/T CAPITAL CITY,

LANSING, MI.

ILS RWY 10R AMDT 8A...

ILS RWY 28L AMDT 24...

VOR RWY 6 AMDT 23B...

VOR RWY 24 AMDT 7E...

RADAR-1 AMDT 13...

CIRCLING MDA 1420/HAA 559 ALL CATS.

REASON: NEW BUILDING, 1115 MSL. OE 98-

AGL-2974."

NOTE: Since the above condition is

permanent, SIAP Amendments must be

processed within 224 days. However, in lieu

of the above single T NOTAM, a P NOTAM

could be issued for each SIAP.

"FDC 8/_____ HPT FI/P HAMPTON MUNI,

HAMPTON, IA.

VOR/DME RWY 35 ORIGA...

MSA FROM MASON CITY VORTAC 3000. 

DELETE: ACTIVATE MIRL RWY 17-35,

CTAF.

THIS IS VOR/DME RWY 35 ORIG B.

REASON: NEW TOWER, 2049 MSL, OE 97-

ACE-2286. LIGHT NOTE REDUNDANT TO

CHARTING. 

THIS CANCELS FDC 1/2345."

"FDC 8/_____ AXH FI/P HOUSTONSOUTHWEST, HOUSTON, TX.

NDB RWY 28 AMDT 4...

CHANGE ALL REFERENCE TO RWY 10-28

TO RWY 9-27. 

THIS IS NDB RWY 27 AMDT 4A.

REASON: RUNWAYS RENUMBERED FOR

MAGNETIC VARIATION CHANGE.”

“FDC 8/_____ AXH FI/P HOUSTONSOUTHWEST, HOUSTON, TX.

LOC/DME RWY 10 AMDT 2A...

CHANGE ALL REFERENCE TO RWY 10-28

TO RWY 9-27.

THIS IS LOC/DME RWY 9 AMDT 2B.

REASON: RUNWAYS RENUMBERED FOR

MAGNETIC VARIATION CHANGE."

227. NOTAM FOLLOW-UP ACTION. 

Once a P NOTAM has been issued, the NFDC will

track the procedure change until charted. A copy of

all P NOTAM's shall be stapled to the current 8260

series form, in the procedures file for each SIAP.

The NOTAM's will be promulgated to charting

agencies in the bi-weekly Transmittal Letter of

changes for Federal Register publication. NFDC

shall review amended SIAP charts, ensure the

procedural change has been charted correctly, and
8260.19C CHG 1 9/18/98

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Par 290

cancel the NOTAM on the amended procedure

effective date.

228. NOTAM RESPONSIBILITY. 

NOTAM follow-up services, provided by NFDC, are

designed to expedite the publication of procedures

amended by emergency action and to assist field

personnel in the management of NOTAM issuances.

Assistance in NOTAM handling by NFDC personnel

in no way changes basic responsibilities for

determining the need for NOTAM issuance,

NOTAM content, or for the required follow-up

actions. These responsibilities remain within AVN,

and emergency type actions described above are not

to be used as a substitute for accurate and timely

program planning.

229. RESERVED.
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SECTION 7. QUALITY/STANDARDIZATION OF 

INSTRUMENT FLIGHT PROCEDURES

230. AVN-100 ACTION.

a. AVN-100 is responsible for the accuracy of

procedures it develops, and for establishing and

conducting a system of quality control which ensures

that such procedures conform to applicable criteria,

standards, and policy.

b. AVN-100’s system of quality control shall

ensure that all flight procedures and NOTAM’s

submitted to NFDC for publication are of a

professional quality that will not require corrections

or changes following release.

c. When unusual circumstances exist, for

which policy is not clear or is nonexistent, request a

policy determination from AFS-420 PRIOR TO

submission for publication. AFS-420 will issue

appropriate instructions as necessary.

d. Instrument charts produced by National

Ocean Service will be reviewed by AVN-100,

upon receipt, for variations from information

submitted for publication and for clarity of the

graphic portrayal. Charting errors detected shall be

forwarded directly to NFDC for corrective action.

Charts which do not clearly portray the procedures

should be referred to AFS-420, with

recommendations for charting improvements.

231. AFS-420 ACTION. 

a. AFS-420 monitors procedures and FI/T or

FI/P NOTAM’s on a random surveillance basis and

only relative to policy compliance.

b. Preliminary reviews may be conducted by

AFS-420 upon request by the AVN-100. When

unusual circumstances exist, AFS-420 will issue

appropriate instructions to AVN-100 as necessary.

232-239. RESERVED.
8260.19C CHG 1 9/18/98

Page 2-18 Chap 2

Par 290

SECTION 8. PERIODIC REVIEW OF INSTRUMENT PROCEDURES

240. GENERAL. 

a. This section prescribes the minimum

frequency of review of instrument procedures. When

deemed necessary, and in the interest of safety or for

other proper justification, make more frequent

reviews. Review all instrument procedures to

ensure that requirements for obstacle clearance,

navigational guidance, safety, and practicality are

met. Immediately comply with changes to criteria

which relate to safety of flight. Use the review to

ensure compliance with all other changes to criteria.

FPO’s can normally present current reviews of OE’s,

F&E and AIP projects pertinent to the review

process.

b. A review is considered complete if it occurs

in the period from one month prior to one month

after the month in which the review is due; e.g., if

the review is due in July, the window is June 1 to

August 31. If the window is met, the procedure

review due month remains unchanged. However, if

the review occurs outside of the specified window,

the next review is due in the month in which the

review was actually completed.

c. When facility restrictions are established or

changed, review all associated flight procedures.

Take particular care to evaluate unpublished

procedures such as off-airway, direct, and substitute

routes.

241. AVN-100 ACTION. 

a. SIAP’s, SID’s, DP’s. and STAR’s:

(1) Review at least once every two years.

(2) Review all feeder, initial, intermediate,

final, circling, missed approach, and departure

procedure areas for any changes that would affect

flight altitudes. To avoid proliferation of conflicting

data on SIAP’s at an airport, the periodic review

should include all procedures at that airport. See

paragraph 837a.

(3) Ensure that all procedures are contained

within controlled airspace. Initiate airspace action

as required.

(4) Ensure that minimums meet criteria.

Review SIAP forms for conformance to current

standards. Check published SIAP’s for correct

portrayal.

(5) Verify current magnetic variation values.

(6) Verify continued need for SIAP’s based

on usage rate, economic need, etc. Cancel SIAP’s

that are no longer required.

(7) Verify the validity of existing waivers.

Cancel waivers no longer required.

b. Airways, Airway Segments, and Routes:

(1) Review at least once every four years.

(2) Verify controlling obstacles and assure

that authorized altitudes meet obstacle clearance

requirements. Use current en route charts as airway

checklists.

(3) Verify continued need for off-airway

and FAR Part 95 direct routes. Cancel routes that

are no longer required.

c. Fixes:

(1) Review all fixes in conjunction with the

associated SIAP’s, airways, or routes (see section

10). Assure that FAA Form 8260-2 entries for

facility type, class, monitoring category, radial/

course/bearing, distances, least divergence angle,

and charting requirements are correct. Verify

holding requirements and controlling obstructions.

(2) Cancel fixes and holding which are no

longer needed.

d. All Procedures:

(1) Establish and maintain a system of

control to assure that reviews are accomplished.

(2) Take remedial action by NOTAM or

revised FAA 8260-series form.
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(3) Review all associated waivers in

conjunction with any procedure review.

(4) Annotate and incorporate editorial

changes noted during the review in the next

revision. Do NOT make SIAP amendments solely to

correct an MSA altitude except when the MSA

provides less than 950 feet of obstacle clearance.

242-249. RESERVED.
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Page 2-20 Chap 2

Par 290

SECTION 9. COMMUNICATIONS AND WEATHER

250. COMMUNICATIONS REQUIREMENTS.

FAA Order 8200.1, U.S. Standard Flight Inspection

Manual, section 211, defines communication

tolerances and flight inspection procedures. Even

though gaps in navigation course guidance may be

approved, reliable communications coverage over the

entire airway or route segment at minimum en route

IFR altitudes shall be available.

a. MEA’s or MAA’s are predicated upon

continuous approved communications capability for

the entire designated segment. All available

resources must be explored before restricting the use

of altitudes of an airway or route due to a lack of

acceptable communications coverage. Coordination

must be effected with ATC for determination of the

acceptability of communications coverage in a

particular area.

b. Mandatory communications with the

appropriate ARTCC are not required; communications with other ATC facilities are allowable.

Where necessary, in order to provide direct

communications with a center, appropriate

recommendations for a peripheral site should be

made.

c. Communications requirements for non-14

CFR Part 95 routes certified for a particular air

carrier are the responsibility of appropriate Flight

Standards District Office (FSDO) operations

inspector.

251. USE OF UNICOM. 

UNICOM may be used to satisfy the communications

requirements of Order 8260.3, paragraph 122e;

however, there are limitations on its use that must be

considered. According to FCC Rules and

Regulations, Part 87, Subpart C, UNICOM stations

are not authorized for ATC purposes other than the

relay of the following information between the pilot

and controller:

a. Revision of proposed departure time.

b. Time of takeoff, arrival, or flight plan

cancellation.

c. ATC clearances, PROVIDED a letter of

agreement is consummated by the licensee of the

advisory station (UNICOM) with the FAA.

d. Weather information - only if there is no

FAA control tower or Flight Service Station, or

during periods when an FAA unit is not in

operation. Direct transmission of approved altimeter

setting to the pilot is authorized provided the

procedure states an alternate course of action if

UNICOM is not contacted.

NOTE: FCC regulation places the responsibility for the letter of agreement on the

licensee, but FAA Handbook 7210.3 suggests

that an ATC facility prepare the agreement.

A communication capability between the

UNICOM station and ATC is necessary to

meet requirements of Order 8260.3,

paragraph 122e.

252. AUTOMATIC ALTIMETER SETTING

AND WEATHER REPORTING SYSTEMS. 

Approved devices for automatically reporting

altimeter settings and weather may be used to satisfy

the requirements of Order 8260.3, paragraph 122d.

Special notes will be required on the approach

charts. Examples of standard notes can be found in

paragraph 814f.

253-259. RESERVED.
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Par 284

SECTION 10. NAVIGATIONAL FIXES

260. GENERAL. 

Criteria for navigational fixes are contained in

chapters 2 and 17 of Order 8260.3. When using a

VORTAC, fixes should be defined by DME from the

facility providing course guidance in addition to

radials or course intersections.

261. REPORTING POINTS. 

Reporting points are established for use by ATC in

the movement and separation of aircraft. Reporting

points are divided into two categories, which are:

a. Compulsory reporting points are designated by regulation and, therefore, require rule

making action. It is ATC's responsibility to initiate

airspace rule making action for the designation of

compulsory reporting points. Unless the reporting

point can be identified at the lowest operational

altitude, it shall not be designated a compulsory

reporting point.

b. Non-Compulsory reporting points may be

established by ATC without the requirement for rule

making action.

262. UNPLANNED HOLDING AT DESIGNATED REPORTING POINTS. 

a. Where required for aircraft separation,

ATC may request aircraft to hold at any designated

reporting point in a standard holding pattern at the

MEA or the minimum reception altitude (MRA),

whichever altitude is the higher, at locations where a

minimum holding altitude has not been requested.

For this reason, the conditions to be considered for

holding (obstacle clearance, communications, and

facility performance) must be reviewed whenever

reporting points are established or revised, even

though specific holding authorization has not been

requested by ATC facility.

b. Unplanned holding at en route fixes may be

expected on airway or route radials, bearings, or

courses. If the fix is a facility, unplanned holding

could be on any radial or bearing. Where standard

holding cannot be accomplished at the MEA or

MRA, any necessary limitations must be clearly

indicated on FAA Form 8260-2, Radio Fix and

Holding Data Record.

263. REQUESTS FOR NAVIGATIONAL

FIXES. 

FAA Form 8260-2 shall be used as the vehicle to

transmit the ATC requests for the establishment,

revision, or cancellation of navigational fixes,

holding patterns, and/or reporting points. All

requests from ATC facilities, civil and military, are

forwarded through the appropriate ARTCC to

AVN-100. AVN-100 may initiate FAA Form

8260-2 for those navigational fixes which are

required for the development of SIAP’s. Other

operationally required navigational fixes shall be

coordinated with the appropriate ATC facility.

264. NAMING NAVIGATIONAL FIXES. 

a. Name all intersections, DME/ATD fixes

(except final segment stepdown fixes), and RNAV

waypoints. Each name consists of a 5-letter

pronounceable word for use as a computer code in

the NAS. Obtain 5-letter names from NFDC. Name

fixes collocated with a facility (named in accordance

with chapter 3 of Handbook 7400.2) the same as the

facility.

b. Coordinate with NFDC and the appropriate

ARTCC when a fix name change is required.

Document the change on FAA Form 8260-2.

265. DOCUMENTING NAVIGATIONAL

FIXES. 

a. All named civil and military fixes shall be

documented and approved on FAA Form 8260-2.

Chapter 9 of this order contains instructions for

entering data and submitting FAA Form 8260-2.

b. Military fixes are also maintained in the

National Data Base and are used to support the air

traffic system. Therefore, the requirement to

document and flight inspect military fixes must

receive the same priority as the fixes that support

civil procedures.
8260.19C CHG 1 9/18/98

Page 2-22 Chap 2

Par 290

266. CORRELATION OF NAVIGATIONAL

FIXES AND CHANGEOVER POINTS (COPS). 

The designation of navigational fixes should be

directly related to COP’s. Care should be taken to

avoid designating navigational fixes which require

the use of a facility beyond the COP. Figure 2-6 is

an example of the proper and the improper method

of designating a navigational fix in relation to

COP’s.

NOTE. These diagrams illustrate a problem

encountered when handling intersections and

changeovers. Make certain the entire complex is

reviewed to prevent establishing procedures

which are in conflict with the usability of the

facilities involved.

Figure 2-6. PROPER AND IMPROPER

METHOD OF DESIGNATING A

NAVIGATIONAL FIX

267. MINIMUM RECEPTION ALTITUDES

(MRA). 

At certain navigational fixes, VOR reception from

an off-course facility may not be adequate at the

lowest MEA associated with the route segment. In

such cases when the MRA at the fix is higher than

the MEA for instrument flight, the MRA shall be

established for the fix and indicated on FAA forms

8260-2 and 8260-16. Once established, an MRA

will not be revised unless the reception altitude is

changed by 200 feet or more. See paragraph

905d(2)(e).

268. FLIGHT INSPECTION. 

After completion of required coordination, flight

inspection personnel shall confirm facility performance at the proposed operational altitudes.

Where possible, determinations shall be predicated

on current facility performance records; otherwise, a

flight check shall be accomplished.

269. MAXIMUM AUTHORIZED ALTITUDES (MAA).

MAA’s are procedural limits which might be

determined by technical limitations or such other

factors as limited airspace or compatibility with

other procedures. Where MAA’s are required in

connection with the publication of flight 

procedures, they are in-cluded on FAA Forms 

8260-2 and 8260-16, or worksheets used to 

process the data. See also paragraph 905d(2)(e).
9/18/98 8260.19C CHG 1

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SECTION 11. OBSTACLE DATA ACCURACY

70.GENERAL. 

The primary purpose of obstacle evaluation is to

determine how an object will impact instrument

flight procedures. The evaluations can provide

accurate, consistent, and meaningful results and

determinations only if AVN-100 procedures

specialists apply the same rules, criteria, and

processes during development, review, and revision

phases. This section establishes the minimum

accuracy standards for obstacle data and its

application in the development, review or revision of

instrument procedures, and provides information on

the application of the minimum accuracy standards.

The minimum standards are to be applied by

AVN-100 specialists in all instrument procedures

obstacle evaluations.

271. OBSTACLE DATA ACCURACY

STANDARDS FOR INSTRUMENT PROCEDURES. 

This paragraph identifies the MINIMUM requirement for accuracy of obstacle data used in the

development of instrument procedures, and provides

minimum accuracy standards for each instrument

procedure segment.

a. Concept. Obstacle data accuracy is not

absolute, and the accuracy depends on the data

source. The magnitude of the error does not preclude the use of these data, provided it is identified

and accounted for. In some cases, upgrading obstacle

accuracy can provide relief from operational

restrictions in an instrument procedure. This will

allow expenditure of funds for obstacle surveys in

areas where benefit to the aviation community would

result. In no case, however, will the application of

obstacle data accuracy preempt the requirement for

the flight check of an instrument procedure for

discrepancies. For sources of obstacle data accuracy,

see appendix 2.

b. Standards. The minimum accuracy standards

in this order are for use in the development, review,

and revision of instrument procedures. They shall be

applied to all new procedures and to existing procedures at the next revision or periodic review,

whichever occurs first. The minimum accuracy

standards are listed in paragraphs 271b(1) through

(5). ADJUST the location/elevation data of the

segment controlling obstacle by the amount indicated

by the assigned accuracy code ONLY if that assigned

code does not meet or exceed the following

standards. For example, if the nonprecision final

segment controlling obstacle has an assigned

accuracy code 4D, adjust its location data by +250'

laterally, and its elevation data by +50' vertically;

this is because 4D does not meet or exceed the

minimum accuracy requirement of +50' horizontal

and +20' vertical (2C) applicable to the nonprecision

final segment.

(1) +20' horizontal and +3' vertical

accuracy. Precision final segment.

(2) +50' horizontal and +20' vertical

accuracy. Nonprecision final segment; missed

approach 40:1 surface evaluation; circling areas. For

departures and SID’s: Zone 1/Section 1 and first 2

NM of departure route.

(3) +250' horizontal and +50' vertical

accuracy. Intermediate segment. For departures

and SID’s: Zones 2 and 3; Section 2; and beyond

first 2 NM of departure route.

(4) +500' horizontal and +125' vertical

accuracy; (1000' ROC and Special ROC); (nonmountainous). Initial segments; feeder segments;

en route areas; missed approach holding/level

surface evaluation; MSA; ESA; MVA; EOVM;

MIA; DF Vector Areas. For SID’s: level route

portion.

(5) +1000' horizontal and +250' vertical

accuracy; (2000' ROC) (mountainous). Feeder

segments; en route areas; ESA’s, DF Vector areas.

For SID’s: level route portion.

(6) In all cases, if it is determined that the

horizontal and/or vertical uncertainty adjustment

associated with the controlling obstacle must be

applied, application shall be in the most critical

direction; e.g., applied in the horizontal and/or

vertical direction which most adversely affects the

procedure.

(7) If the controlling obstacle elevation plus

accuracy code adjustments affects a minimum

altitude or gradient, and a higher order of accuracy
8260.19C CHG 1 9/18/98

Page 2-24 Chap 2

Par 290

could reduce an adverse operational effect, then take

action to have the accuracy improved; or adjust the

procedure accordingly (see paragraph 272).

(8) Take no further action if the controlling

obstacle elevation plus accuracy code adjustment

does not affect a SIAP minimum altitude or gradient.

(9) AVN-100, in coordination with Air

Traffic, shall determine the accuracy standard to

apply in the evaluation of a proposed obstruction,

and to apply in the development/revision of any

affected procedures.

c. IAPA Data Base. The IAPA obstruction

database file contains obstacle location and elevation

data as provided to AVN by the NOS. The data

contains both verified and unverified obstacles.

Discrepancies in the IAPA obstacle database found

in the development, review, and revision of

instrument procedures shall be identified to

AVN-22A.

272. APPLICATION. 

Adjust the instrument procedure to meet the

requirements of the minimum accuracy standards.

When an altitude adjustment is required which

would adversely affect the procedure minimums,

evaluate the nature, magnitude, and rationale for the

adjustment; then review records to identify an

existing source validating a higher level of accuracy

which could preclude the need for adjustment.

Where the review fails to produce an improved

accuracy source, notify the appropriate Airports

Division for assistance relative to existing

obstructions; or notify the appropriate Air Traffic

Division when the review involves a proposed

structure or modification to an existing structure

being studied in the Obstruction valuation (OE)

program. AVN-100 need not delay further

processing of affected procedures pending receipt of

higher level accuracy data ONLY where

operationally prudent.

a. Manual. When manually developing the

procedure, identify all controlling obstacles on FAA

Form 8260-9 in coordinates to the second, and

assign the highest order of accuracy known for the

data source (see paragraph 909).

b. IAPA. When using IAPA to develop the

procedure, apply the accuracy standards as follows:

(1) Obstacle accuracy standards shall be

applied when determining the altitude(s) to be

charted.

(2) If segment altitude adjustments are

made to meet the requirements of the minimum

accuracy standards, state the reason for the

adjustment on the applicable menu.

c. Evaluation Sequence. In either paragraphs

272a or b, first determine the controlling obstacle

using raw obstacle data. Then add horizontal/

vertical accuracy code adjustments to the raw values

to determine the obstacle's most adverse location and

elevation. Accuracy code adjustment is not applied

to obstacles evaluated relative to Order 8260.3,

paragraphs 289 or 332.

d. "Controlling Obstacle" has the following

definitions for the purpose of application and

documentation:

(1) For precision SIAP final segments, that

obstacle which, having penetrated the obstacle

clearance or transitional surface, requires the highest

glide slope above 3° and/or causes the most adverse

decision altitude (DA) adjustment. Where there are

multiple penetrations, first determine the required

DA adjustment for each obstacle using raw obstacle

data. Then, having determined the controlling

obstacle, recalculate the required DA adjustment

using accuracy code adjusted data.

(2) For nonprecision final segments, intermediate, initials, holding, feeders, etc., the obstacle

in the primary area (or secondary area equivalent)

which has the highest elevation.

(3) For barometric VNAV final segments,

that obstacle which causes the most adverse DA or

requires the highest vertical path angle (VPA) above

3°.

(4) For missed approach segments, that

obstacle which, having penetrated a missed approach

obstacle clearance surface, causes one of the

following:
9/18/98 8260.19C CHG 1

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(a) Highest DA/MDA;

(b) Most adverse MAP relocation;

(c) Highest climb gradient for ILS

CAT’s II or III (or any other procedure with waiver).

(5) For missed approach level surface, that

obstacle in the primary (or secondary equivalent)

which has the highest elevation.

(6) For DP’s/SID’s, that obstacle which,

having penetrated the 40:1 Obstacle Identification

Surface (OIS), causes the most adverse climb

gradient and/or ceiling and visibility to be published.

273-279. RESERVED.
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Page 2-26 Chap 2

Par 290

SECTION 12. WAIVER OF STANDARDS

280. GENERAL. 

Submit a request for a waiver of flight procedures

standards on an approved computer generated FAA

Form 8260-1, Flight Procedures Standards Waiver

(see paragraph 903). Each waiver request will be

considered ONLY when there is no other suitable

way to resolve a procedural problem, or to provide a

required service. The waiver is used to officially

document the nonstandard application of criteria,

and serves as a means to identify criteria that may

require further refinement or to identify problem

areas.

281. WAIVER PROCESSING. 

Request waivers by completing the front of FAA

Form 8260-1. Detailed instructions for completing

the form are contained in chapter 9, section 3.

Figure 9-1 provides an easy reference for waiver

form processing and routing requirements.

a. Forward the original FAA Form 8260-1 and

supporting data for approval to AFS-400 through

AFS-420. For U.S. Army procedures, forward

waiver requests for approval to the U.S. Army

Aeronautical Services Agency (USAASA) or U.S.

Army Aeronautical Services Detachment, Europe.

Use the specially adapted automation version of the

FAA Form 8260-1 for U.S. Army waiver processing.

b. Complete documentation and supporting

data (including flight inspection reports) must

accompany the waiver request so reviewing offices

can conduct an evaluation without additional

research. Submit appropriate 8260-series forms with

each request. Include large scale charts depicting the

procedure and/or obstacles which are the subject of

the waiver.

c. Enter only one waiver request on the waiver

form.

d. When a procedure is amended, reprocessing

of an existing waiver is not necessary unless the

reason for the amendment directly impacts the basis

for the waiver.

e. When a waiver is proposed for obstacle

penetration of ILS final or straight missed approach

surfaces, request a Collision Risk Model (CRM)

study through AFS-420. Refer to Order VN 8260.4,

ILS Obstacle Risk Analysis. At the time of the

request, provide all data required for conducting the

study. AFS-420 then analyzes and interprets the

result of the CRM and provides the results to

AVN-100.

f. The Flight Procedure Standards Branch,

AFS-420, reviews all waiver requests, and develops

and forwards the proposed Flight Standards

endorsement to AFS-400 for final action.

g. AVN is responsible for ensuring that an

approved waiver of standards is on file for each

instrument procedure requiring waiver action. AFS

waiver approval shall be obtained before submitting

the procedure to NFDC for publication.

282. WAIVERS FOR SPECIAL INSTRUMENT APPROACH PROCEDURES.

Except for proponent developed procedures, when a

waiver is approved for a special instrument approach

procedure, AVN shall coordinate with the

appropriate FSDO concerning any special conditions

that may be imposed on the use of a special

authorization. This action is necessary to establish

required supervision to ensure user compliance with

equivalent level of safety provisions. For example,

special aircrew training may be required as an

equivalent level of safety.

283. PERIODIC REVIEW OF WAIVERS. 

AVN shall review approved waivers biennially to

determine whether the waivers are still required.

Cancel unnecessary waivers.

284. CANCELLATION OF WAIVERS. 

a. Cancellation of waivers shall include a

reason in the comments block. Such termination

may be directed by AFS-400. AVN is responsible for
9/18/98 8260.19C CHG 1

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Par 284

planning ways to eliminate waivers through the

modification, addition, or relocation of navigation

facilities.

b. Distribution of a canceled waiver shall be

made to the same organizations that received the

approved waiver (see paragraph 903).

285-289. RESERVED.
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Page 2-28 Chap 2

Par 290

SECTION 13. IAPA PROCEDURES DEVELOPMENT AND PROCESSING

290. GENERAL. 

The FAA Instrument Approach Procedure

Automation (IAPA) system has been developed and

is being incrementally implemented. In addition to

automated procedure development, the system

provides for automated storage and transmittal of

instrument flight procedures. AVN-100 should use

the IAPA system to develop fixed-wing, original or

amended, nondirectional beacon (NDB) and Very

High Frequency Omni-directional Range (VOR)

SIAP’s; and Global Positioning System (GPS)

instrument procedures to the extent permitted by

approved IAPA programming. Use of IAPA is not

mandatory; however, because IAPA ensures accurate

computations and approved interpretation of criteria,

it shall be used to the maximum extent permitted by

certified software programming.

a. Waivers. The standardized, programmed

criteria shall be applied to develop and store SIAP’s

using the design sequences of IAPA software. For

nonstandard application of criteria, a waiver must be

on file or initiated. SIAP’s having design requirements or waivered construction that cannot be

processed on IAPA must be completed manually.

b. Other SIAP types or additional instrument

procedures should be developed on IAPA as software

programming permits. Additional software programs to support these SIAP’s and other instrument

procedures will be implemented at a later date as

time and resources permit.

291. IAPA RECORDS DISPOSITION. Use

guidelines and procedures identified in Order

1350.15, Records Organization, Transfer, and

Destruction Standards, to determine the correct

disposition standards for all records created utilizing

the IAPA system.

292-299. RESERVED.
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Par 320

SECTION 3. ESTABLISHMENT OF EN ROUTE AIRSPACE

320. RELATIONSHIP OF COP’s TO AIRSPACE DIMENSIONS.

Application of these criteria considers the location of

the COP for determining the dimensions of the

required associated airspace. When it is anticipated

that the COP will be established beyond 51 nautical

miles from the facility, the location of the COP

should be determined by AVN-100 during the

development of airspace proposals within the region.

On new facilities, a reasonably accurate estimate of

the COP should be obtained during the site survey.

Other data, such as MEA, MOCA, MRA, etc.,

should also be obtained at this time. This

information will assure the completion of necessary

airspace planning in the region, and will permit the

description of all required airspace in the Notice of

Proposed Rule Making (NPRM).

321. RELATIONSHIP OF MEA’S TO CONTROLLED AIRSPACE FLOORS.

a. Buffers. MEA’s for routes wholly within

controlled airspace will normally provide for a

buffer above the floor of controlled airspace. This

buffer will be at least 300 feet within Class E

airspace containing terminal instrument procedure

segments (feeder, initial, intermediate, final, missed

approach), and 500 feet within the low altitude

airway structure. However, exceptions may be made

which provide only 300 feet buffer below these

airways where the lesser buffer area will permit

retaining a cardinal altitude or otherwise result in a

definite operational advantage. Establish these

buffers to the nearest 100-foot increments: e.g.,

1049.99 feet becomes 1000 and 1050.00 feet

becomes 1100 feet. Refer to FAA Order 7400.2,

Procedures for Handling Airspace Matters.

b. Rounding. Where rounding off MEA’s to the

nearest 100 feet results in a vertical separation

between the floor of controlled airspace and the

MEA of not less than 451/251 feet, consider such

separation as being in practical compliance with that

of 500/300 feet specified in applicable criteria.

322-329. RESERVED.
8260.19C CHG 1 9/18/98

Page 3-4 Chap 3

Par 336

SECTION 4. SUBSTITUTE EN ROUTE FLIGHT PROCEDURES

330. GENERAL.

a. Air Route Traffic Control Centers

(ARTCC’s) are responsible for specifying

essential substitute airway or route segments (subroutes) and fixes for use during scheduled or

unscheduled VOR/VORTAC shutdowns.

b. AVN-100, in coordination with ARTCC’s,

determines when the length of outages or other

factors require publication of sub-routes.

c. AVN provides flight inspection services,

obstacle clearance verification, certification, and

final approval of substitute routes.

331. FORMAT.

ARTCC’s can use a format similar to that shown

in figure 3-4 in preparing substitute routes for

scheduled or unscheduled facility shutdowns, and

for submission of the sub-route to AVN-100 for

approval. Substitute routes shall be described

from navigational fix to navigational fix, to

accurately define the route to be used. An MEA

and an MAA shall be provided for each route

segment. Temporary reporting points should be

substituted for the out-of-service facility and only

those other reporting points which are designated

as essential by Air Traffic. Normally, temporary

reporting points over intersections will not be

necessary where center radar coverage exists. An

MRA shall be established for each temporary

reporting point. Where a substitute route cannot

be developed for an existing route or reporting

point, indicate none under the substitute column.

332. FACILITIES USED.

Substitute routes should normally be based on

VOR/VORTAC aids established and published for

use in the altitude strata concerned. However, in

the case of substitute routes in the upper airspace

stratum, it may be necessary to establish routes by

reference to VOR/VORTAC facilities utilized in

the low altitude system. NDB facilities may only

be utilized where VOR/VORTAC coverage is

inadequate and ATC requirements necessitate use

of such aids. Where operational necessity dictates, process an ESV request (see paragraph

210). Temporary reporting points may be

established in connection with the substitute

routes and, where possible, a temporary reporting

point will be established over the facility being

shutdown.

333. CONTROLLED AIRSPACE.

Substitute routes may be approved as long as the

centerline of the route is contained within controlled airspace. Designation of additional controlled airspace to contain substitute routes need

not be accomplished because of the temporary

nature of the routes. Substitute routes for offairway (non-Part 95) routes need not be in

controlled airspace (see figures 3-1 and 3-2).

334. FLIGHT INSPECTION.

Substitute routes are flight inspected in accordance with FAA Order 8200.1. If substitute routes

do not overlie existing routes, or are wider than

existing routes (see figure 3-3), map studies

are required to identify controlling obstacles.

AVN-100 shall document controlling obstacles on

FAA Form 8260-16, Transmittal of Airways/

Route Data. Retain these forms locally for future

review. Flight inspection verifies controlling

obstacles.

335. PLANNING AND COORDINATION.

The regional Airway Facilities Division will

provide the dates of proposed scheduled shutdowns to AVN-100, who shall maintain a

schedule of shutdowns and the estimated duration

of the outages. AVN-100 shall act on this

information as far in advance as possible to enable

timely submission of the sub-routes to NFDC for

publication. AVN-100 should be prepared for the

eventuality when publication of sub-routes is not

related to scheduled outage.
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Par 335

SUBSTITUTE ROUTE STRUCTURE

Snowflake, CO, VORTAC shutdown, scheduled or unscheduled. For substitute routes, MEA’s, and Reporting Points, use the

following:

LOW ALTITUDE

Existing Airways Substitute Routes MEA/MAA

V220 SKI VORTAC to SKI VORTAC to Temp SNO Int 10000/17500

SNO VORTAC via SKI R-340

V220 SNO VORTAC to Temp SNO Int to MTN VORTAC 11000/17500

MTN VORTAC via MTN R-152

Direct SNO VORTAC to None

ASPEN Int

Off-Airway SNO VORTAC to Temp SNO Int to VAL VOR 15000/37000

VAL VOR via SBT R-259 to SBT,

SBT R-040 & VAL R-220

Existing Reporting Temporary Reporting MRA

Point Point

SNO VORTAC Temp SNO Int: SKI R-340/82 10000

& SBT R-259/65

RUTHY SKI R-340/43 8500

SARDY Temp SARDY Int: MTN R-152/60 11000

& SBT R-270

SILVR None

HIGH ALTITUDE

Existing Routes Substitute Routes MEA/MAA

J233 BRR VORTAC to BRR VORTAC to Temp SNO DME 20000/45000

SNO VORTAC via BRR R-314

J233 SNO VORTAC to Temp SNO DME to FUN VORTAC 20000/45000

FUN VORTAC via FUN R-148

Existing Reporting Temporary Reporting MRA

Point Point

SNO VORTAC Temp SNO DME: BRR R-314/159 20000

& FUN R-148/133

HILAN BRR R-314/82 18000

Approved: _______________________________________________________, Date ____________

(Name), Manager

National Flight Procedures Office, AVN-100

Appendix 4. SUBSTITUTE ROUTE STRUCTURE
8260.19C CHG 1 9/18/98

Page 3-8 Chap 3

Par 336

336. PROCESSING.

a. Lead Time. Process data concerning

substitute routes sufficiently in advance of the

effective date of the facility shutdown to assure

publication when charting is required. To provide

necessary lead time, the substitute routes must be

forwarded to NFDC nine weeks prior to the chart’s

effective date. If the lead time cannot be provided,

delay the shutdown or consider printing a special

graphic NOTAM. Normally, shut-down of facilities

scheduled for 28 days (half the life of the en route

chart) or less will not be charted; however, traffic

considerations at major terminals may make charting

necessary for the short term shut-downs.

b. Submissions.

(1) ARTCC submitted substitute routes (see

figure 4) require the signature of the AVN-100

Manager, or a delegated representative. This signature thereby indicates operational approval of

these sub-routes for unscheduled use. This approval

shall be submitted directly to the ARTCC concerned.

See paragraph 338b.

(2) When AVN-100 determines that publication is required for a scheduled or extended

unscheduled outage, AVN-100 forwards the ARTCC

submitted substitute routes to NFDC for publication

(see paragraph 338a).

337. PERIODIC REVIEW.

a. The ARTCC should review substitute en

route flight procedures at least once every 4 years

and at any time changes occur in the airway

structure. The ARTCC shall submit any required

modifications to AVN-100 for certification and

approval.

b. AVN-100:

(1) Notify the responsible ARTCC and

withdraw approval when:

(a) Frequency protection can no longer

be provided to support the sub-route procedure.

(b) Flight inspection data is not available to support continued certification and approval

of the sub-route procedure.

(2) Review existing and proposed sub-routes

for required obstacle clearance at least once every 4

years.

(3) Notify the ARTCC of any amendments

necessary.

338. DISTRIBUTION.

a. For Publication. List the shutdown dates in

the cover letter.

FSD 1 copy

ATA-110 2 copies

ARTCC 1 copy

AVN-100 Original

b. Non-Publication.

FSD 1 copy

ARTCC 1 copy

AVN-100 Original

339. RESERVED.
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Par 340

SECTION 5. OFF-AIRWAY ROUTES

340. ESTABLISHMENT.

Establish off-airway routes in the same manner, and

in accordance with the same criteria, as airways and

jet routes. Off-airway routes predicated on public

navigation facilities and wholly contained within

controlled airspace will be published as direct 14

CFR Part 95 routes. Routes predicated on privately

owned navigation facilities or not contained wholly

within controlled airspace will be published as offairway routes.

a. Process. Normally, requests for the establishment of off-airway routes are initiated by a

scheduled air carrier operator through its Principal

Operations Inspector (POI). Upon receipt of a

request for an off-airway route, AVN-100 shall

coordinate with the Air Traffic Division. The Air

Traffic Division will process the route in accordance

with Handbook 7400.2 to ascertain that there is no

conflict in use of the airspace. Following AT

coordination, AVN-100 shall evaluate the adequacy

of off-airway routes. Consider the following:

(1) Type of aircraft and the navigation

systems used.

(2) Proximity to military bases, training

areas, and low level military routes.

(3) Adequacy of communications along the

route.

b. AVN-100 Documentation. Document MEA’s

and related procedural data on FAA Form 8260-16.

Return a copy of the form to the FSDO, indicating

approval or disapproval of its request.

341. LISTING.

Pursuant to the responsibility of the Air Transportation Division (AFS-200) for surveillance of all

authorized navigation facilities and routes, a

requirement exists for maintaining a current listing

of off-airway routes which have been assigned to air

carriers by AFS operations personnel. These routes

are documented in the National Flight Data Digest

(NFDD) which is published by NFDC when changes

occur.

342. OFF-AIRWAY DATA.

AVN-100 should establish arrangements for

obtaining and maintaining complete off-airway route

information. The following is suggested:

a. FSDO’s provide AVN-100 with copies of all

changes or cancellations to IFR off-airway route

authorizations.

b. AVN-100 uses this information for development of flight inspection requirements and for

maintaining current records.

343. PROCESSING DATA TO NFDC.

Use FAA Form 8260-16 to forward IFR off-airway

data to NFDC. Do not designate off-airway non-14

CFR Part 95 routes as special routes even though

associated with special instrument approach

procedures.

344-349. RESERVED.
8260.19C CHG 1 9/18/98

Page 3-10 Chap 3

Par 336

SECTION 6. NEW OR REVISED JET ROUTES

350. COORDINATION PROCEDURES

a. The regional Air Traffic Division

provides AVN-100 with the Notice of Proposed

Rule Making (NPRM) for new or revised routes.

b. AVN-100 Action: AVN-100 requests

flight inspection to furnish a copy of the NPRM

and forwards preliminary evaluation results to the

AT division. If the proposal is satisfactory,

include changeover point information. If the

route is not satisfactory, provide alternate

recommendations.

351. PUBLICATION OF PROCEDURAL

DATA.

a. AVN-100 shall forward final route data,

with the NPRM docket number, to NFDC on FAA

Form 8260-16. This form must be submitted

within the comment period specified in the

NPRM. Conditions found during surveillance

inspections of established routes, which would

require a change of MEA, MOCA, MAA, or COP

from the previously published data, shall be

brought to the attention of the procedures

specialist for corrective action.

b. The ARTCC, in conjunction with the

regional System Management Branch (Axx-530),

is responsible for developing airspace requirements for the routes published in 14 CFR Parts 71

and 75; and AVN-100 is responsible for

developing the related procedural data published

in 14 CFR Part 95.

352-359. RESERVED.
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Par 360

SECTION 7. RADAR VECTORING ALTITUDE CHARTS

360. CHART PREPARATION.

Radar vectoring charts are developed for areas where

there are numerous minimum vectoring altitudes

(MVA’s) due to variable terrain features or

manmade obstacles. The responsible ATC facility

determines whether its radar systems require

vectoring charts. Where vectoring charts are

required, the ATC facility develops the basic chart in

accordance with instructions contained in Order

7210.3, Facility Operations and Administration, or

Order 7210.37, En Route Minimum IFR Altitude

(MIA) Sector charts. AVN-100 personnel may be

requested to participate in original chart development at the option of the ATC facility.

361. AREAS OF CONSIDERATION.

The area considered for obstacle clearance shall be

the maximum range of the radar. This area may be

subdivided into sectors to gain relief from obstacles

which are clear of the area in which flight is to be

conducted. There is no prescribed limit on the size,

shape, or orientation of the sectors; however, they

must be designed with consideration to aircraft

maneuvering ability, obstacle clearance requirements, and air traffic flow requirements. To avoid

excessively high minimum altitudes within a sector,

prominent high obstacles may be isolated by

enclosing the obstacle with a buffer area whose

boundaries are at least three miles from the obstacle

(five miles if 40 miles or more from the radar

antenna). Vectoring charts should be designed to

emphasize simplicity and safety in radar traffic

control applications. Terminal MVA charts are

oriented to magnetic north. An example of a

Terminal MVA chart can be seen in Order 7210.3,

chapter 3, section 9.

362. OBSTACLE CLEARANCE.

Obstacle clearance shall be provided over all

obstacles within the vectoring areas or sectors

established by ATC on the Terminal MVA chart or

the En Route MIA chart, irrespective of the coverage

determined by flight inspection. Selected altitudes

shall provide clearance over all obstacles outside of

the sector within 3 miles of the sector boundaries

(5 miles if 40 miles or more from the radar antenna).

In areas of overlapping radar coverage, where data

from an antenna more than 40 miles away may be

used, only 5 miles clearance shall be applied. ATC

facilities will apply 1000 feet of obstacle clearance in

non-mountainous areas and 2000 feet in areas

designated as mountainous in 14 CFR Part 95.

MVA’s and MIA’s should provide at least 300 feet

above the floor of controlled airspace. Round off

resultant altitudes to the nearest 100 feet. For

example, 1149.99 feet becomes 1100 feet, and

1150.00 feet becomes 1200 feet.

NOTE: Controlled airspace considerations are

the responsibility of ATC facilities. AVN-100

review shall assure the obstacle clearance

requirements are met. It is the responsibility of

the controller to determine that a target return is

adequate for radar control purposes.

363. OBSTACLE CLEARANCE REDUCTION.

Where lower altitudes are required in designated

mountainous areas to achieve compatibility with

terminal routes or to permit vectoring to an

instrument approach procedure, AVN-100 may

approve reductions to the minimum altitude in

accordance with the following:

a. ASR - 1000 feet of obstacle clearance may be

authorized in accordance with Order 8260.3, paragraph 1041b(3).

b. ARSR - Reductions to not less than 1700 or

1500 feet of terrain clearance may be authorized

with appropriate obstacle clearance in accordance

with en route criteria contained in Order 8260.3,

paragraphs 1720b(1) and (2).

c. When approving altitudes with less than

2000 feet of obstacle clearance, a record of such

approval shall be maintained by AVN-100.

364. RADAR DATA PROCESSING (RDP).

ATC Centers are equipped with RDP that receives

radar return from multiple antennas. MIA charts for

these facilities shall provide obstacle clearance in

accordance with paragraph 362 above or Order

8260.3, chapter 17.
8260.19C CHG 1 9/18/98

Page 3-12 Chap 3

Par 336

365. CHART REVIEW AND APPROVAL.

a. Civil Vectoring Charts.

(1) ATC Action. The ATC facility prepares

MVA/MIA charts, drawn directly on current

sectional charts. It forwards a radar vectoring

altitude chart package, consisting of two sectional

chart MVA or MIA depictions and two FAA Forms

7210-9, Minimum IFR Altitude/ Minimum

Vectoring Altitude Obstruction Documentation, to

AVN-100 for review. The ATC facility updates, as

required, and/or reviews the MVA/MIA chart

annually to ensure accuracy, and jointly approves

any amendment or review with AVN-100.

(2) AVN-100 Action. Review radar

vectoring altitude chart packages only to ensure that

obstacle clearance requirements are met. Coordinate

any recommended adjustments in chart design, or

necessary changes in vectoring altitudes or

controlling obstructions, with the originating ATC

facility. Upon completion of a satisfactory review,

approve the chart over the signature of the AVN-100

Manager, or his/her designated representative, on

the Form 7210-9, and return it to the ATC facility.

Retain one copy of the MVA chart or the MIA chart,

and FAA Form 7210-9.

b. Military MVA Charts. The FAA has no

responsibility for the technical review of military

MVA charts, with the exception of U.S. Army

charts, which are reviewed in accordance with the

NAT 127 Agreement and Order 8260.15. Honor

other military requests on a time-available basis in

accordance with guidelines contained in chapter 6.

366. EMERGENCY OBSTRUCTION VIDEO

MAP (EOVM).

a. Establishment. An EOVM is established by

ATC at terminal radar facilities that have radar

coverage in designated mountainous areas, and is

intended to facilitate advisory service to aircraft in

an emergency situation wherein appropriate

terrain/obstacle clearance minimum altitude cannot

be maintained. Order 7210.3 states EOVM design,

preparation, and production requirements.

b. EOVM Verification. The AT facility checks

the original EOVM package and any subsequent

changes for adequacy, and then provides a copy to

AVN-100 to verify the accuracy of its information.

Annually, the AT facility reviews the EOVM for

adequacy, and forwards the results of its review,

along with any changes, to AVN-100 for review and

verification.

c. AVN-100 Review. Limit review of EOVM’s

provided by the AT facility to verification of contour

elevations, mountain peaks, and other obstructions

that are selected and depicted on a sectional chart.

367-399. RESERVED.
FAA Form 1320-19 (8-89)

Directive Feedback Information

Please submit any written comments or recommendations for improving this directive, or suggest

new items or subjects to be added to it. Also, if you find an error, please tell us about it.

Subject: Order 8260.19C CHG 1, Flight Procedures and Airspace

To: DOT/FAA

ATTN: Flight Procedure Standards Branch, AFS-420

PO Box 25082

Oklahoma City, OK 73125

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Recommend paragraph ______ on page ______ be changed as follows:

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Submitted by: _______________________________________ Date: __________________

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