STANDARD OPERATING PROCEDURES (SOP)
October 3, 2014
DEPARTMENT OF TRANSPORTATION
FEDERAL AVIATION ADMINISTRATION
Boston Control Tower
Distribution: Boston Tower Binders, ATM, OM, SM Initiated by: BOS-4
ORDER BOS ATCT 7110.11M
FOREWORD
The provisions of this Directive are supplemental to procedures and phraseology prescribed in FAAH 7110.65, Air Traffic Control, and FAAH 7210.3, Facility Operation and Administration. It prescribes air traffic control procedures and responsibilities for use by personnel assigned to the Boston ATCT. Controllers are required to understand and comply with the provisions of this Directive that pertain to their operational responsibilities and to exercise their best judgment if they encounter situations not covered by it.
Michael Nelson Acting Air Traffic Manager Boston ATCT
CHAPTER 1. GENERAL 1-1. PURPOSE. To define duties and responsibilities, depict areas of airspace allocated to each position and provide supplemental direction as necessary for each position of operation within Boston ATCT. 1-2. DISTRIBUTION. This Directive is distributed to Boston Tower Binders, Air Traffic Manager, Operations Manager, and Support Manager. 1-3. CANCELLATION. The following directives are cancelled:
a. Boston Tower Order 7110.11L, Boston ATCT Standard Operating Procedures, effective
September 30, 2010.
b. Boston Tower Notice 7110.68, ATIS Change Strip, effective August 7, 2014.
c. Boston Tower Notice 7110.64, Taxiway Juliet Hold-Short, effective July 1, 2014.
d. Boston Tower Notice 7110.65, Interim Tall Vessel Procedures, effective July 1, 2014.
e. Boston Tower Notice 7110.59, Runway 27-22R Arrival-Departure Window (ADW), effective January 15, 2014.
f. Boston Tower Notice 7110.67, Ground Control 2 (GC2), effective July 15, 2014.
g. Boston Tower Notice 7110.66, Pre-Departure Clearance Procedures (PDC), effective
July 23, 2014. 1-4. EFFECTIVE DATE. October 3, 2014. 1-5. BACKGROUND. This document includes the jurisdictional boundaries for each operational position and the required procedures for maintaining a safe and efficient operation.
1-6. - 1-99. RESERVED.
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General 1-1
CHAPTER 2. AIRSPACE DELEGATION 2-1. GENERAL. This chapter defines delegated airspace for utilizing Tower assigned airspace. Above 2,000' MSL in the Boston Class B Airspace is delegated to Boston Consolidated TRACON (A90). 2-2. TOWER AIRSPACE (BOS). a. General. 2,000' MSL and below from the Boston VORTAC to the edge of the Boston Class B Airspace (8 NM), except 1,000' MSL and below, underlying Final Vector airspace from the Final Approach Fix (FAF) of the approach in use to the edge of the Class B Airspace (8 NM). b. Local Helicopter (LH) Airspace. (1) That airspace, within Tower Airspace, west of a line beginning at the Route 3 and I-93 Interchange in Braintree; then direct to Andrew Square; then direct to the Joseph Moakley Courthouse; then direct to the Andrew McArdle Bridge (Meridian Street Bridge) on the Chelsea River; then direct to the intersection of Route 60 and Route 107, then direct to a point on the southern edge of Walden Pond on the northern edge of the Class B Airspace. (2) Local Helicopter Airspace is further subdivided into 2 subsets (as depicted in Appendix 1) and shall be referred to as ‘Area A’ and ‘Area B’. (a) ‘Area A’ - 1,100' MSL and below. (b) ‘Area B’ – 1,500' MSL and below.
c. Local Control (LCE/LCW) Airspace. (1) That airspace within Tower Airspace, excluding Local Helicopter Airspace. (2) When dual local controllers are utilized, Tower Airspace is divided into 2 areas of jurisdiction. (a) 4/9 and 4/4 Configurations. On the north side of the airport, the airspace boundary line starts at a point on the northeast boundary of the airfield (between Runways 4L and 4R), thence along a 036° bearing to a point 1/2 mile northeast of the airport, thence along a 025° bearing, as depicted in Appendix 1, and on the STARS Maps. On the south side of the airport, a line that extends between the final approach courses of Runways 4R and 4L (a 036° bearing) delineates the Area of Jurisdiction for each Local Controller. (b) 27/22 and 22/22 Configurations. On the south side of the airport, the airspace boundary line starts at the BOS VORTAC and proceeds southeastbound along the BOS 130° radial, as depicted in Appendix 1, and on the STARS Maps. On the northeast side of the airport, a line that extends between the final approach courses of Runways 22L and 22R (a 216° bearing) delineates the Area of Jurisdiction for each Local Controller.
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Airspace Delegation 2-1
2-3. TOWER WITH RADAR - LIMITATIONS. Boston ATCT (BOS) is designated as a Tower with Radar and is restricted to the following radar services/procedures within Tower Delegated Airspace: a. Separation between successive departures. b. Separation between successive arrivals. c. Separation between arrivals and departures. d. Separation between overflights and departures. e. Separation between overflights and arrivals. f. Separation between overflights. g. Issuance of radar vectors. h. Visual Approach Clearances. i. Utilization of Visual Separation as appropriate. 2-4. - 2-99. RESERVED
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2-2 Airspace Delegation
CHAPTER 3. PROCEDURES 3-1. AIRSPACE USAGE - GENERAL. a. Reduced Separation on Final.
(1) Separation between aircraft may be reduced to 2.5 NM in-trail separation on the
final approach course (within 10 NMs of the runway) for the following runways: Rwy 27, Rwy 4R, Rwy 33L, Rwy 15R, Rwy 22L. (2) The reduced separation that is allowed above does not waive/reduce the minimum separation that is required by wake turbulence rules/minima.
NOTE - The reduced separation above is allowed because a Runway Occupancy Time (ROT) of 50 seconds or less has been documented for the runways noted.
b. Transfer of STARS Information. (1) STARS Tower Display Workstation (TDW). (a) Local Control shall utilize the STARS Modify and Quick-Look functions for the transfer of radar identification from A90 for all aircraft landing at Logan International Airport or entering the Tower's airspace. Transfer of control shall be when the aircraft enters the Tower's lateral or vertical airspace limits. These transfer procedures shall apply whenever the TDW is operational. (b) Local Control shall notify the A90 Arrival Controller(s) and FLM/CIC whenever the TDW is unsuitable for Transfer of Radar Identification via STARS Quick-Look functions. (2) A90 STARS. (a) BOS arrivals landing the primary arrival runway will be transferred to the Tower on the "F" position symbol or the appropriate symbol for the position having final vector responsibility. (b) BOS arrivals landing the secondary arrival runway will be transferred to the Tower on the "I" position symbol. When Final Vector 2 is not responsible for the secondary arrival runway the "X" position symbol shall be utilized. (c) Arrival aircraft executing Visual Approaches (VAPS) will be modified to display "VA" in the Scratch Pad field of the Full Data Block (FDB), except for Runways 22R, 4L, 15L, 33R and 9, which are always visuals.
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c. Quick-Look Requirements. These Quick-Look requirements are considered the minimum to meet operational needs. (1) Local Control West (LCW): G (LCE), H (LH), F, I, and X position symbol(s) or those positions to which they are combined. NOTE - The requirement to quick-look H (LH) is suspended when clutter is excessive. (2) Local Control East (LCE): T (LCW), H (LH), F, I, and X position symbol(s) or those positions to which they are combined. NOTE - The requirement to quick-look H (LH) is suspended when clutter is excessive. (3) Local Helicopter (LH): T and G position symbols. d. Automation Requirements. (1) STARS Data Entries. (a) ATIS/GSI/Traffic Count/Altimeter entries. 1 The FLM/CIC has the overall responsibility to ensure the currency of the ATIS Alpha Character, General System Information, System Altimeter, and to ensure that the Instrument Approach Traffic Count entry is enabled/disabled as appropriate.
2 The Flight Data position controller is responsible for entering the information in Paragraph d(1)(a)1 above. 3 The Instrument Approach Traffic Count Entry must be enabled whenever the visibility is less than 3 miles, or, when the ceiling is at/below 3000 feet.
NOTE - The entry is: <MULTI FUNC> 2 C BOS <space> E (to enable) I (to Inhibit) <ENTER>
(b) Scratch Pad("Y")/Type-Field("H") (fields 2 and 4) Usage. 1 Departure/Overflight/VFR through-flight tracks must contain a single alpha character exit fix and requested altitude (RAL) expressed in hundreds of feet in the Scratch Pad field (field 2/"Y"). RAL information is obtained from the interfacility flight plan message or entered by the appropriate controller manually through the STARS keyboard. All IFR and VFR departure tracks must include this information. VFR altitude amendments received via FDIO must be entered manually. Aircraft type or other operationally significant data (i.e., FOTO, FISH, etc.) shall be placed in the Type field (field 4/"H"). Overflight and VFR through-flight destination airport shall also be placed in field 4("H").
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2 Scratch Pad/Type information must be entered at the earliest possible time. (c) Mode C Filter Limits. 1 Set the upper altitude filter limits (unassociated and associated tracks) no lower than 1,000' above the highest altitude for which the controller is responsible. 2 This requirement may be suspended only when clutter is excessive. 3-2. LOCAL HELICOPTER (LH) PROCEDURES. a. LH Airspace is designated for VFR/SVFR operations only.
NOTE - In Final Vector airspace, from the Final Approach Fix (FAF) of the approach in use to the edge of the Boston Class B Airspace (8NM), airspace above 1,000’ MSL has been delegated to A90. See Paragraph 2-2, ‘Tower Airspace (BOS)’.
b. When approaches are being conducted to Runways 15R or 9, or when the Runway 15R VAP 4L/22R procedure is in use, traffic in ‘Area A’ shall, unless otherwise coordinated, be restricted to 500’ MSL and below. c. LH shall advise Local Control when visual separation is being provided between helicopters and fixed-wing traffic. d. If visual separation with arrivals to Runway 4R/L cannot be maintained, ensure that helicopters maintain at/below 300’ MSL between Andrew Square and the Runway 4R Outer Marker when landings are being conducted to Runways 4L or 4R. e. LH shall ask all helicopters that are not signatory to a Boston Tower Class B Airspace Letter of Agreement if they are able to maintain VFR/SVFR at/below 300' MSL prior to issuing the restriction in Paragraph d above. 3-3. TOWER POSITION RESPONSIBILITIES. a. Local Control East/West (LCE/LCW). LCE/LCW is responsible for the arrival and departure of aircraft on assigned runways (except as otherwise provided in this directive) and aircraft/helicopters operating within assigned airspace. Local Control East/West must: (1) Confine missed approaches/go-arounds within assigned airspace, coordinate with the other Local Controller in a timely fashion, and to the extent practicable handle the missed approach/go-around as a departing aircraft, assign 3,000' MSL, and coordinate with ID prior to transfer of communications. Whenever possible, turbojet aircraft shall follow departure route noise abatement profiles.
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(2) Coordinate aircraft circling/transitioning to a runway under the jurisdiction of the other in a timely fashion. When required, communication transfer shall take place after coordination/approval action has been taken. (3) Obtain an acknowledgment of a hold-short instruction prior to transferring communication of the aircraft to the other Local Controller. (4) Inform the other Local Controller of traffic or circumstances which will or may affect the other, in a timely fashion. (5) Maintain an awareness of the other Local Controller's traffic.
(6) Ensure that the IDS5 Monitor at the LCE Position, and, one of the IDS5 Monitors at the LCW Position is utilizing the ‘BOS ATCT ALERTS ON’ Profile.
b. Local Helicopter (LH). LH is responsible for aircraft/helicopters operating within assigned airspace and the procedures contained in Paragraph 3-2, ‘Local Helicopter (LH) Procedures’. c. Ground Control (GC1 and GC2).
(1) GC is responsible for taxiing aircraft and vehicular traffic on movement areas that do not require the crossing of active runways. (2) GC shall obtain an acknowledgment of a hold-short instruction prior to transferring communication of the aircraft to the LCE/LCW controller. (3) The ground control frequencies allocated to Boston Tower are 121.9 (for GC1) and 121.75 (for GC2).
(4) GC1 is the primary ground control position. When only one ground controller is being utilized, GC2 shall be combined to GC1. (5) The areas of jurisdiction for each ground controller shall be as depicted in Appendix 2 for each runway configuration, unless otherwise coordinated.
d. Ground Control 2 (GC2).
(1) Aircraft given a frequency change from one ground controller to the other shall be
instructed to ‘monitor’ the other ground controller, unless otherwise coordinated.
(2) The strip movement and placement will change for some configurations when de-icing operations are in effect. The FLM/CIC will make the determination if de-icing is in effect.
(3) When an outbound aircraft has to enter the area of jurisdiction of the subsequent controller in order to get to the departure runway, the ground controller that initially works the aircraft shall:
(a) Issue the departure runway.
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(b) Issue the route to be used up to the hold point that is to be issued.
(c) Have the aircraft monitor the next ground controllers frequency prior to arriving at the hold point.
(4) The subsequent ground controller is responsible to issue:
(a) The route remaining to get to the departure runway.
(b) All appropriate remaining hold short instructions. e. Boston Gate (BG). Boston Gate is responsible for the efficient metering of outbound aircraft. Boston Gate shall:
(1) Maintain an awareness of airport operations/traffic flow and control the flow of departure aircraft to provide for the efficient use of airport surfaces. (2) Mark, in Box 12 of the Flight Progress Strip (FPS), the time the aircraft is ready. (3) Issue expected push/taxi times when it is necessary to delay/hold aircraft. The expected push/taxi time shall be marked in Box 15 of the FPS. (4) Forward updates to expected push/taxi times to the flight crew as soon as possible. Box 15 of the FPS must also be marked to reflect the update. (5) Release, unless special circumstances warrant (DSP/EDCT Times, lifeguard/law enforcement aircraft, etc.), aircraft to Ground Control (for a particular runway) on a first come, first serve basis. (6) Advise aircraft to "monitor" Ground Control (unless otherwise coordinated) when transferring communication of the aircraft to the Ground Controller(s). (7) Issue push/taxi times, for those aircraft that are unable to transmit without engines running, to the pilot via telephone communication. f. Clearance Delivery (CD). Clearance Delivery is responsible for the issuing of departure clearances through voice communication and is responsible to ensure that the clearances of participating users are transmitted via PDC Equipment. Additionally, Clearance Delivery shall: (1) Perform the required strip marking and review all flight plans for completeness and accuracy. (2) Coordinate with the FLM/CIC for IFR aircraft departing with a non-standard final altitude.
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(3) Verify receipt of the correct SID with the flight crew prior to pushback or taxi.
g. Flight Data (FD). Flight Data is responsible for ATIS broadcast responsibilities, the dissemination of information received from FDIO Equipment and the Massport Field Condition Reporting (FCR) equipment, and responsible for amendments/entries made in the FDIO and STARS Equipment. Additionally, Flight Data must: (1) Review all information that is disseminated through the Massport Field Condition Reporting (FCR) equipment and forward pertinent information to the FLM/CIC. (2) Perform the required strip marking and review all NAS flight plans for completeness and route integrity prior to forwarding the FPS to Clearance Delivery. (3) Ensure that all flight plan amendments (FDIO and STARS Equipment) are complete and accurate. (4) Ensure that the D-ATIS voice and text message is cross-checked to ensure that the message content is the same, and then reviewed for completeness and accuracy prior to being broadcast/transmitted. Additionally, (a) When the D-ATIS is out of service and a conventional voice broadcast must be formulated, ensure the speech rate does not exceed 100 words per minute, the enunciation is of the highest quality, and each part of the message is fully understood. (b) When feasible, review of the ATIS message should be made by a person other than the one who prepared the original, preferably by the FLM/CIC. (c) When a new message has been broadcast/transmitted, ensure that the FLM/CIC is advised, and that the appropriate IDS5 pages are updated to reflect the current ATIS code. (5) Perform TMC functions in paragraph 3-3g(2) through 3-3g(4) when a TMC is not on duty. (6) Ensure that the FLM/CIC is advised of appropriate NOTAMS that are received and that they are entered into the IDS5. (7) Ensure the accuracy of the general system information (arrival ATIS character and system altimeter) in the STARS. h. Traffic Manager Coordinator (TMC). The TMC is responsible for ensuring that efficient and effective traffic management is maintained within the Terminal Traffic Management Unit, and that local traffic initiatives are integrated with national traffic management strategy. The TMC shall: (1) Contact ZBW TMU to obtain CFR Times for appropriate aircraft, and mark the issued CFR Time in Box 16 of the FPS (the TMC is also responsible for needed amendments/updates to previously issued CFR Times).
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NOTE - When there is no TMC on duty, the FLM/CIC shall determine which position is responsible for the duties above associated with CFR Times.
(2) Forward, to the FLM/CIC, all applicable Traffic Management restrictions and enter those restrictions on the appropriate IDS5 page(s) for dissemination. (3) Forward, to the FLM/CIC, the receipt of all hazardous weather information. (4) Calculate delays and post the delays in the appropriate locations/systems. i. Cab Coordinator (CC). The CC shall, as necessary, provide general assistance to any/all tower positions. The FLM/CIC may further define the specific duties/responsibilities of the CC. 3-4. PIREPS, SIGMETS, CWAS. a. The FLM/CIC is responsible to ensure that PIREPs are solicited and disseminated for each hour that the weather conditions exist or are forecasted to be as stated in FAAH 7110.65. b. The TMC is responsible to forward the PIREP to the appropriate facility in a timely manner. If no TMC is on duty, the FLM/CIC is responsible to ensure PIREPS are disseminated in a timely manner. c. The FLM/CIC shall ensure that applicable SIGMETS and CWAS are disseminated as soon as possible. Applicable SIGMETS and CWAS must then be posted on the appropriate IDS5 page(s) by the TMC. If a TMC is not on duty, SIGMETS and CWAS must be posted by Flight Data (FD). 3-5. CHANGE IN DEPARTURE ATIS.
a. A strip (full-size) labeled ‘New ATIS’ can be found at the FD Position.
b. When the ATIS code for the Departure ATIS has changed, FD shall pass this strip to the
CD Position. The strip shall then be passed (clockwise) to each staffed position.
c. Each controller must broadcast the change of the new Departure ATIS Code prior to passing the strip to the next position. Once the strip makes its way back to the FLM/CIC Podium, no further action is required and the strip shall be returned to the FD Position. 3-6. 4L-APCH HOLD SIGNS. a. ‘4L-APCH’ Hold Signs are located at the intersection of Taxiways B and J. This location must be the holding point/location for outbound aircraft/vehicles (utilizing Taxiway B) that must be restricted prior to the approach/departure paths of Runways 4L/22R or 9/27. There are no other hold signs/lines along Taxiway B (for Runways 4L/22R or 9/27) to restrict outbound aircraft at a point closer to the approach and departure paths of these runways.
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b. Aircraft that need to hold short of the 4L-APCH area described above shall be instructed to hold short of Taxiway J (in lieu of being instructed to hold short of 4L-APCH). Phraseology examples:
AWE2021, Runway 9 taxi via K, B, hold short of Taxiway J.
AWE2021, Runway 9 taxi via K, B, hold short of J.
JBU921, Runway 4R taxi via C, B, hold short of Taxiway J.
JBU921, Runway 4R taxi via C, B, hold short of J.
NOTE – This procedure was a Runway Safety Action Team (RSAT) Recommendation.
c. ‘4L-APCH’ Hold Signs are located on Taxiway B (in the vicinity of Taxiway M), southeast of the extended Runway 4L/22R Centerline. This location must be the holding point/location for inbound aircraft/vehicles (utilizing Taxiway B) that must be restricted prior to the approach/departure paths of Runways 4L/22R or 9/27. There are no other hold signs/lines along Taxiway B (for Runways 4L/22R or 9/27) to restrict inbound aircraft at a point closer to the approach and departure paths of these runways. 3-7. COORDINATION.
a. General. Release of aircraft on non-standard runways or crossing active runways will often affect the operation of another controller's position of operation. These releases must be accomplished according to the procedures in this paragraph. b. Procedures. (1) Any A/C (e.g., heavy jets, missed approaches, emergencies) under the jurisdiction of LCE/LCW/LH, which affects (or may affect) the air traffic operation of another controller, must be coordinated with the affected controller. (2) Any coordination that involves runway jurisdiction, taxiway jurisdiction for helicopter takeoffs and landings, airspace jurisdiction, the crossing of runways, or releases of aircraft, must be accomplished via the ETVS. (3) When appropriate, LCW/LCE shall ensure that visual separation procedures are being applied in accordance with FAAH 7110.65, whenever landings or departures are being conducted to/from parallel runways. In the event that visual separation cannot be provided, coordination is required with the affected Local Controller. (4) Release requests shall include the Runway and the ACID, e.g., "REQUEST RELEASE RUNWAY 15R, DAL 219."
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(5) Release approvals shall include the runway, the term "Observed and Released", and the ACID, e.g., "DAL 219 OBSERVED AND RELEASED RUNWAY 15R".
NOTE - The "observed" portion of the release is required to allow the responding controller to continue operations once the aircraft has been released and is no longer a factor.
(6) The following additional procedures apply to situations where aircraft require departure on Runway 15R/33L when BOS is operating in a Northeast or Southwest configuration. (a) The Runway 15R/33L departure must be cleared for takeoff within 5 seconds of release or the release is void. (b) If the ASDE-X safety logic is not operating in full core alert mode, the FLM/CIC must monitor the operation, via the ETVS. Monitoring (via the ETVS) must be performed from the release request, to the time the Runway 15R/33L departure aircraft is clear of all active runways. (c) Northeast Configuration Procedures. [1] Once a departure has been instructed to LUAW on Runway 15R/33L, all aircraft on Taxiways November and Mike, north of Runway 15R/33L, must be on the LCW frequency. They must remain on the LCW frequency until the Runway 15R/33L departure is beyond Taxiway November or Mike (as appropriate).
[2] Only Local Control West (LCW) may initiate a release request for a Runway 15R/33L departure. [3] Local Control East (LCE) must not have an aircraft holding in position on Runway 9 when a release is given to LCW.
(d) Southwest Configuration Procedures (for a departure on Runway 15R).
[1] Only Local Control West (LCW) may initiate a release request for a Runway 15R departure.
[2] Local Control East (LCE) must not have an aircraft holding in position on Runway 22L when a release is given to LCW.
(e) Southwest Configuration Procedures (for a departure on Runway 33L). [1] Only LCE may initiate a release request for a Runway 33L departure. [2] LCW must not have an aircraft holding in position on Runway 22R when a release is given to LCE.
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(7) LCE/LCW shall obtain a release from A90 prior to releasing/departing the first departure associated with a new runway configuration. c. Special Operations in the Lower Portion of the Class B Airspace. (1) When a Special Operation is taking place within a 5 NM radius of the BOS VORTAC, the position(s) responsible for the separation of that aircraft (LCE, LCW, or LH) must: (a) Notify the FLM/CIC. (b) Place a “Special Operation” Strip in their strip bay. (2) For the purposes of this paragraph, “Special Operations” are defined as: (a) Any type of fixed-wing operation (excluding aircraft landing/departing BOS). (b) Any type of photo or surveillance operation.
(c) Any through flight/transition above 1,000’ MSL. d. Airspace Intrusions. The following guidelines should be adhered to in tracking and identifying aircraft that enter Class B airspace without authorization or without establishing communications with air traffic control. (1) The FLM/CIC shall: (a) Document the incident on FAA Form 7230-4, Daily Record of Facility
Operations, as a Mandatory Occurrence Report (MOR) and follow the guidance in the IDS-5. (b) Ensure a track is initiated on the aircraft for tracking purposes.
(c) Report the incident on FAA Form 8020-17, Preliminary Pilot Deviation Report.
(d) Obtain statements from personnel involved in observing, tracking, and identifying the intruding aircraft.
(e) Forward the information listed above to the Support Manager for processing.
(2) Control Personnel shall:
(a) Notify the FLM/CIC when an aircraft is suspected to have entered controlled airspace without authorization or communications.
(b) Attempt to establish communications, radar identify, and verify altitude of the intruder aircraft. If able to establish communications with the intrusion aircraft, advise the aircraft of his/her exact location, assist the aircraft in exiting the protected airspace, and request the pilot telephone the FLM/CIC.
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(c) Start a track on the intrusion aircraft to enable Continuous Data Recording (CDR).
(d) Coordinate with adjoining facilities for identification of intrusion aircraft exiting BOS airspace.
3-8. MOVEMENT AREA OPERATING PRACTICES. a. General Procedures. (1) LCW/LCE/GC1/GC2 shall place one of the colored 'vehicle' strips in their strip bay when a vehicle is on an active runway (except for vehicle runway crossings). (2) LCW/LCE/GC1/GC2 shall notify the FLM/CIC when that controller issues a clearance for a vehicle to operate on a runway (debris removal, maintenance, runway check, etc). (3) Whenever possible, vehicle operations on active runways should be in a direction opposite to aircraft traffic flows. (4) LCE or LCW shall notify the FLM/CIC when a field check is about to begin, and when it has been completed. (5) Ground Control shall notify the FLM/CIC when an inactive runway has been requested for departure. (6) Normal airport vehicle movement should be by the perimeter roads or service access roads that do not intersect with movement areas. (7) Whenever possible, vehicle crossings of active runways should be done at the departure end. (8) Wingtip clearance restrictions prohibit Group 5 and 6 aircraft (i.e., aircraft with wingspans of 171 feet or greater) from utilizing Taxiway A (between Taxiways A1 and K), and, the portion of Taxiway E that is west of Taxiway A. These taxiway segments shall not be assigned to Group 5 or 6 aircraft. The following are some of the series/models of aircraft are in Group 5: A330, A340, B747, B777, B787. (9) The J-Pad and the portion of Taxiway J that is west of Taxiway J1, are prohibited for aircraft with wingspans 118 feet or larger (i.e. Group 4, 5 and 6 aircraft). This restriction does not apply to Group 4, 5, or 6 aircraft that are under tow or escort, or, when these areas are closed.
NOTE – B752/B753 aircraft have wingspans of 125’ (Group 4).
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b. Coordination. (1) Procedures. (a) Conditional clearances between Local Controllers or between a Local Controller and a Ground Controller for runway crossings are prohibited. (b) Body language, such as hand signals and head nods, must not be used to effect control coordination. (2) Runway Crossing Phraseology. (a) State request with Runway, Intersection, number to cross, and, when other than an aircraft (vehicles), (e.g., "CROSS RUNWAY 33L AT DELTA WITH ONE", "CROSS RUNWAY 33L AT DELTA WITH ONE VEHICLE".). (b) Wait for a specific response from the control position responsible for the active runway (e.g., "CROSS RUNWAY 33L AT DELTA WITH TWO", "CROSS RUNWAY 33L AT DELTA WITH ONE VEHICLE", "HOLD SHORT OF RUNWAY 33L".). (c) Acknowledge clearance or hold short instructions. (d) Notify the Control Position responsible for the active runway when, "CROSSING COMPLETE". When more than one runway is being crossed, each runway must be addressed separately and specifically (e.g., "RUNWAY 33 LEFT AT DELTA, CROSSING COMPLETE", "RUNWAY 27 AT CHARLIE, CROSSING COMPLETE".). (3) Abbreviated Interphone Message Format. Abbreviated Interphone Message Format may be utilized for coordination between the LCE, LCW, LH, GC1, GC2 positions, in all runway configurations. c. Responsibilities. (1) Local Control is responsible for all aircraft and vehicles operating on active runways. (2) Ground Control is responsible for all aircraft and vehicles operating on inactive runways and taxiways. (3) The FLM/CIC is responsible for determining which runways are designated as active. d. Runway/Taxiway Closures. When a taxiway or runway is closed, the FLM/CIC must ensure: (1) The LCE/LCW and GC1/GC2 Positions are verbally notified.
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(2) The closure is noted on the appropriate IDS-5 pages.
(3) The closure is graphically depicted on the ASDE-X Monitors. (4) The colored Closed Runway Strips are placed in the GC1, GC2, LCW and LCE Strip Bays whenever the ASDE-X is not operating in full-core alert mode. e. Lighting Systems under MPA/FAA Maintenance Control.
(1) The FLM/CIC shall note on the appropriate IDS5 pages, all runway lighting
systems that are under MPA control.
Examples: 22L EDGE MPA CONTROL, 4R TDZ MPA CONTROL.
(2) The FLM/CIC shall note on the appropriate IDS5 pages, all approach lighting
systems that are under FAA maintenance control.
Example: 22L MALSR FAA CONTROL. (3) In addition to the requirements in (1) and (2) above, control of lighting systems by MASSPORT or FAA Maintenance must be logged on BOS TWR Form 7230-4, Daily Record of Facility Operation. 3-9. LOCAL EAST/WEST CONSOLIDATION a. General. Consolidation is performed when required, after careful consideration of traffic workload, complexity, weather, and staffing. b. Procedures. (1) A single Local Controller (having jurisdiction of all active runways), shall be utilized when: (a) On the 33/27, 27/33, 15/9, 22/15, 27/27, 15/15, 33/33, 4/15, 33L+32/27, runway configurations. (b) On all other runway configurations, when the weather falls below ceiling 600' or visibility falls to less than 1.5 miles. (2) On the 4/4, 4/9, 27/22, 22/22, 27+32/33L runway configurations, a single Local Controller (having jurisdiction of all active runways) may be used at the discretion of the FLM/CIC.
NOTE - A single Local Controller (having jurisdiction of all active runways) should, unless equipment outages require otherwise, be worked at the LCW Position.
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(3) LCE shall perform the Cab Coordinator function when a single Local Controller is utilized (i.e., write arrival strips, assist/coordinate as appropriate, monitor the operation, and monitor the LCW Controller via the ETVS). The exception to this is noted below in Paragraph (4). (4) When on the northwest flow configurations, the FLM/CIC shall determine if LCW performs the crossing of outbound aircraft, or, if LCE shall serve as the crossing coordinator. LCE should assist LCW to the extent possible. LCE may monitor the LCW Controller via the ETVS. (5) The FLM/CIC shall ensure that the IDS5 is kept updated to reflect the status of Local East/West by annotating the active frequency(s) and runway(s) of jurisdiction for these positions. 3-10. ACTIVE RUNWAY USE. a. Vehicles and aircraft taxiing on or crossing active runways must maintain radio communication with the effected Local East/West Controller, except as otherwise provided in this directive. b. Arriving aircraft shall be retained on the frequency assigned to the Local East/West Controller responsible for the landing runway until that aircraft has cleared all runways/stopways assigned to that Local Controller. c. Aircraft taxiing inbound/outbound shall be retained on the frequency assigned to the controller responsible for that aircraft until clear of that controller’s area of jurisdiction.
d. Taxiing aircraft shall be instructed to hold short of a runway assigned to another controller and to monitor/contact the controller having jurisdiction for that runway.
3-11. NORTHWEST FLOW - OUTBOUND AIRCRAFT.
a. Outbound aircraft taxiing to Runway 27 or Runway 33L shall be instructed to hold short of the appropriate crossing runway and must (when appropriate) be given a frequency change to the controller (LCE or LCW) that is performing the crossing function. b. When LCE is serving as the crossing coordinator, coordination for crossing Runway 33L at Delta and Runway 27 at Charlie (outbound aircraft) shall not be affected/initiated until the outbound aircraft are abeam or past Taxiway G. 3-12. CONFIGURATIONS. a. 4/9 and 4/4 Configurations. (1) Runway 4R is the primary arrival runway. Runway 4L is the secondary arrival runway.
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(2) In the 4/9 Configuration Runway 9 is the primary jet departure runway. In the 4/4 Configuration Runway 4R is the primary jet departure runway. (3) LCE shall have jurisdiction of Runways 4R and 9. LCW shall have jurisdiction of Runway 4L. (4) Non-jet aircraft with on-course headings of 175° through 095° (Exit Fixes K, Z, Y, B, X, G, W, Q, M, P) should be assigned Runway 4L (unless operational or SMGCS restrictions dictate otherwise). (5) LCW shall work Runway 15R and Runway 33L departures (after coordination with GC for runway jurisdiction, and, LCE for a Release). (6) LCW shall not assign departure headings any further east than 010°, without coordination with LCE. (7) LCE shall not assign departure headings any further west than 040°, without coordination with LCW. (8) LCE shall obtain a release from LCW for all Runway 4R heavy jet and B757 departures. (9) When ILS 15R - VAP 4L is being conducted: (a) A90 will advise these aircraft to "Expect Visual Approach Left Traffic Runway 4L". (b) Visual separation between the Runway 4R and 4L arrivals must be applied. (c) LCW shall advise these aircraft to report the airport in sight. When the aircraft has the airport in sight and is in the appropriate position, clear the aircraft for a Visual Approach. When 'Area A' is under the jurisdiction of another controller (LCE or LH), LCW shall ensure that the aircraft remains at or above 1,100' MSL until clear of Area "A". b. 27/22 and 22/22 Configurations. (1) On the 27/22 Configuration, Runway 27 is the primary arrival runway and Runway 22L is the secondary arrival runway. On the 22/22 Configuration, Runway 22L is the primary arrival runway and Runway 22R is the secondary arrival runway. (2) Runway 22R is the primary departure runway (all aircraft). (3) LCE shall have jurisdiction of Runways 27 and 22L. LCW shall have jurisdiction of Runway 22R. (4) LCW shall work Runway 15R departures (after coordination with GC for runway jurisdiction, and, LCE for a Release). LCE shall work Runway 33L departures (after coordination with GC for runway jurisdiction, and LCW for a Release).
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(5) Missed Approaches. In the event of a Runway 22L or 27 missed approach, LCE shall immediately coordinate with LCW for initial heading assignment and traffic information. LCW shall determine the initial heading; LCE shall retain communication and issue the heading required by LCW. (6) LCE shall coordinate with LCW for releases of all Runway 22L departures. (7) An Arrival-Departure Window (ADW) for Runway 27 arrivals with Runway 22R departures is located on the Runway 27 final approach path. This window starts 2.4 NM from the threshold and terminates .1 NM from the threshold.
(a) Aircraft departing Runway 22R must commence take-off roll prior to the arrival entering the ADW, and, the ground speed of the arrival when on a 3 NM final must be 90 – 150 kts (inclusive).
(b) The requirements above are applicable to all aircraft types (jet and non-jet)
for both runways.
(c) Aircraft are allowed to depart Runway 22R when the arriving aircraft has passed the ADW (the arriving aircraft is inside .1 NM from the runway threshold).
(d) If the ADW procedures above are not utilized, then intersecting runway
separation (between Runways 27 and 22R) is needed due to the requirements of FAAO 7110.65.
(e) These ADW procedures have been designed to prevent a collision between
an aircraft going around on Runway 27 and an aircraft departing on Runway 22R. They are not designed to provide IFR separation between aircraft.
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c. 33/27 and 33/33 Configurations. (1) Runway 33L is the primary arrival runway. Runway 33R is the secondary arrival runway. (2) On the 33/27 Configuration, Runway 27 is the primary jet departure runway. On the 33/33 Configuration, Runway 33L is the primary jet departure runway. (3) When on the 33/27 Configuration, between sunrise and sunset (provided the intersection is visible from the tower cab), aircraft with on-course headings of 245° clockwise through 135° (Exit Fixes: Y, B, X, G, W, Q, M, P, *C) should be assigned an intersection departure on Runway 33L from the Taxiway G intersection. * IFR aircraft to PVC should be assigned Runway 27 when on the 33/27 Configuration.
NOTE - Between sunset and sunrise and when the intersection is not visible from the tower cab, the FLM/CIC shall determine the departure point/runway for these aircraft. (4) LCW shall have jurisdiction of all active runways. d. 27/33 Configuration. (1) Runway 27 is the primary arrival runway. Runway 33R is the secondary arrival runway. (2) Runway 33L is the primary jet departure runway. (3) The 33/27 video map (and associated defined airspace) shall be utilized. (4) LCW shall have jurisdiction of all active runways.
e. 33L+32 / 27 Configuration.
(1) Runway 33L is the primary arrival runway. Runway 32 is the secondary arrival runway.
(2) Runway 27 is the primary departure runway for stripmarking purposes. Unless otherwise noted on the flight progress strip, aircraft are expected to depart from the full length of Runway 27. (3) LCW shall have jurisdiction of all active runways. (4) Jet aircraft with north and northeast bound exit fixes should depart on Runway 33L. Jet aircraft with west and south bound exit fixes should depart on Runway 27. (5) The C intersection on Runway 4R should be utilized for non-jet departure aircraft departing via Exit Fixes M, P, C, or destined to K90 airspace (MVY excluded). MVY destined aircraft shall be assigned a southwesterly heading and should depart on Runway 27.
NOTE - The use of Runway 4R for a departure from C intersection will require coordination with Ground Control for jurisdiction of the runway.
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(6) Departures from C intersection on Runway 22L are prohibited.
f. 33L+32 Configuration. NOTE - In this configuration Runway 27 is closed and/or not available. (1) Runway 33L is the primary arrival runway. Runway 32 is the secondary arrival runway.
(2) Runway 33L is the primary departure runway (all aircraft). (3) The C intersection on Runway 4R should be utilized for non-jet departure aircraft departing via Exit Fixes M, P, C, or destined to K90 airspace (MVY excluded). MVY destined aircraft shall be assigned a southwesterly heading and should depart on Runway 33L. NOTE - The use of Runway 4R for a departure from C intersection will require coordination with Ground Control for jurisdiction of the runway.
(4) Departures from C intersection on Runway 22L are prohibited. g. 27+32 / 33L Configuration.
(1) Runway 27 is the primary arrival runway. Runway 32 is the secondary arrival runway. (2) Runway 33L is the primary departure runway. Unless otherwise noted on the flight progress strip, aircraft are expected to depart from the full length of Runway 33L. (3) The C intersection on Runway 4R should be utilized for non-jet departure aircraft departing via Exit Fixes M and P. NOTE - The use of Runway 4R for a departure from C intersection will require coordination with Ground Control for jurisdiction of the runway. (4) Departures from C intersection on Runway 22L are prohibited. (5) LCW has jurisdiction of Runways 33L and 27. LCE has jurisdiction of Runway 32. (6) LCE has jurisdiction of the airspace from the BOS 151 Radial to the BOS 180 radial, out to the edge of BOS ATCT Airspace. (7) LCW has jurisdiction over all other BOS ATCT Airspace, excluding Local Helicopter (LH) Airspace if LH is staffed. (8) In the event of a Runway 32 go around/missed approach, LCE shall immediately coordinate with LCW for initial heading assignment and traffic information.
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(9) Aircraft that require Runway 33L for landing will be verbally coordinated (by A90), display ”33L” in the “Y” area, and be worked by LCW. (10) LCW shall coordinate with LCE for all Runway 27 departures. h. 15/9 and 15/15 Configurations. (1) Runway 15R is the primary arrival runway. Runway 15L is the secondary arrival runway. (2) On the 15/9 Configuration, Runway 9 is the primary departure runway. On the 15/15 Configuration, Runway 15R is the primary departure runway. (3) LCW shall have jurisdiction of all active runways. (4) Runway 14 may be utilized as a departure runway (at the discretion of the FLM/CIC). 3-13. ADDITIONAL COORDINATION REQUIREMENTS. a. When the northwest flow configurations are in use, coordination for the control/jurisdiction of Runway 4R/22L (for departures from Taxiway C) must be effected between LCW and GC1. b. Local Helicopter (LH) shall coordinate with the appropriate Ground and/or Local Controller(s) for the use of taxiways/runways for helicopter operations.
3-14. JURISDICTION OF RUNWAY 15R/33L. The procedures of this paragraph are in effect
whenever Runway 15R/33L is open and not part of the runway configuration that is in use.
a. A single strip is utilized to keep track of which operating position has ownership/jurisdiction of Runway 15R/33L. This strip is bright green in color, has the words RWY 15R/33L JURISDICTION noted on it and is referred to as the ‘RWY 15R/33L Jurisdiction Strip’.
RWY 15R/33L JURISDICTION
b. The ‘RWY 15R/33L Jurisdiction Strip’ shall be placed in the strip bay of the operating position (GC1, LCW, LCE) that has jurisdiction of Runway 15R/33L. In a normal/standard operation, when Runway 15R/33L is not being utilized for takeoff/landing, this strip shall be retained in the GC1 Strip Bay. c. The general intent of the ‘RWY 15R/33L Jurisdiction Strip’ is to serve as a memory jogger to assist personnel in keeping track of which operating position has ownership/jurisdiction of Runway 15R/33L.
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d. The transfer of communication of aircraft to a subsequent position, and, the movement of the aircraft’s departure strip to a subsequent position, shall be done simultaneously. e. Runway 15R Departures. (1) GC1 shall not place the departing aircraft onto the runway (LUAW). (2) When jurisdiction of Runway 15R/33L is transferred (via ETVS) from GC1 to LCW, the ‘RWY 15R/33L Jurisdiction Strip’ shall be transferred from the GC1 Strip Bay to the LCW Strip Bay.
(3) LCW shall not place the departing aircraft onto the runway (LUAW) until the requirements in Paragraph e(2) above have been performed. f. Runway 33L Departures. (1) When jurisdiction of Runway 15R/33L is transferred (via ETVS) from GC1 to LCE or LCW (as appropriate), the ‘RWY 15R/33L Jurisdiction Strip’ shall be transferred from the GC1 Strip Bay to the LCE or LCW Strip Bay (as appropriate).
(2) LCE/LCW shall not place the departing aircraft onto the runway (LUAW) until the requirements in Paragraph f(1) above have been performed. g. When jurisdiction of Runway 15R/33L (via ETVS) is transferred back to GC1, the ‘RWY 15R/33L Jurisdiction Strip’ shall be transferred back to the GC1 Strip Bay.
h. Runway 15R/33L Arrivals. When jurisdiction of Runway 15R/33L is transferred (via ETVS) from GC1 to LCW or LCE (as appropriate) for an arriving aircraft, the ‘RWY 15R/33L Jurisdiction Strip’ shall be transferred from the GC1 Strip Bay to the LCW or LCE Strip Bay (as appropriate). 3-15.
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3-16. REPORTING OF DEPARTURE DELAY(S) OF 90 MINUTES OR MORE. a. The FLM/CIC shall notify the Facility Manager (BOS-1), Boston ARTCC TMU, and the ATCSCC, of departure delay(s) of 90 minutes or more. This notification need not be made for aircraft that are delayed due to an EDCT. b. An entry (noting the time the notifications were made) must be made on Form 7230-4, Daily Record of Facility Operation. 3-17. NAVAID MONITORING.
a. Responsibility. The NAVAIDS monitored by this facility are the ILS Systems As part of the Watch Checklist, the FLM/CIC must check the NAVAID monitor panels at the beginning of each watch.
b. FLM/CIC Procedures. The FLM/CIC shall take the following action upon receipt of an
alarm or if a report indicates that one of these system components has malfunctioned: (1) Attempt to restore the NAVAID to normal operation.
(2) If unable restoration, discontinue its use.
(3) Notify A90 through the Traffic Management Unit if the outage will impact the operation and/or the airport acceptance rate.
(4) Notify the AOCC.
(5) Record the outage on FAA Form 7230-4, Daily Record of Facility Operations. (6) Issue a NOTAM, when appropriate.
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3-18. INVALID MODE C REPORTING.
a. In order to track and report aircraft with transponders equipped with invalid Mode C
readouts, whose pilots have been advised to stop altitude squawk, personnel must advise the FLM/CIC of the:
(1) Aircraft registration number/call sign. (2) Assigned altitude and Mode C reported altitude.
(3) UTC time and UTC date of the incident.
b. The FLM/CIC must forward this information to the Operations Manager (OM).
c. The OM shall compile this data in a weekly list for transmittal to the Regional Flight Standards Division. 3-19. MINIMUM SAFE ALTITUDE WARNING (MSAW) PROCEDURES.
a. The MSAW procedures in this paragraph are supplemental to the MSAW procedures/responsibilities contained in FAA Order 7110.65.
b. The MSAW Aural Alarm shall remain ‘on’.
c. BOS ATCT must issue safety alerts if the STARS TDW has failed and MSAW/CA is
not available.
d. If the LCE, LCW or LH TDW has failed, ensure that A90 is notified.
NOTE - The alarm area for BOS ATCT is designed as a circular volume, centered on the airport, with a 10 NM radius and a vertical limit of 3000 feet MSL.
e. The STARS video map that depicts the aural alarm areas for facilities within A90’s
airspace can be accessed via the STARS Keyboard or the Display Control Bar. The map is labeled ‘TWR MSAW’ and is map number 200. 3-20. EMERGENCY FREQUENCY MONITORING. a. Emergency frequencies 121.5 and 243.0 shall normally be continuously monitored at the LCW Position. b. If verbiage/communication on 121.5 or 243.0 is such that it is disrupting/interfering with normal communication, the LCW Controller shall advise the FLM/CIC. The FLM/CIC shall then temporarily assign the monitoring requirement to a different position. c. The FLM/CIC shall ensure that 121.5 and 243.0 are at all times being monitored at some position in the tower cab.
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3-21. POSITION BINDERS. Position Binders shall be stored and displayed via electronic means on the IDS-5 in accordance with FAA Order 7210.3. Position Binder information may be accessed via the ‘Position Binders’ Button on the BOS Main Reference Page. 3-22. ANTICIPATED SEPARATION WITH RUNWAY CONTAMINANTS. Anticipated Separation shall not be utilized:
a. With the first (1st) operation on a runway that was previously closed because of contaminants. b. When an aircraft has been solicited to describe the braking action. 3-23. TAXI INSTRUCTIONS WHEN A HOLD SHORT INSTRUCTION IS REQUIRED. a. When issuing taxi instructions that will require an aircraft to hold short of a specified point, issue only the taxi instructions necessary for the aircraft to reach the hold short location. Phraseology examples: “(ACID) Runway 9, taxi via Kilo, hold short of Runway 4L” “(ACID) Runway 9, taxi via Bravo and Echo, hold short of Runway 4L” “(ACID) Runway 9, taxi via Bravo, hold short of Taxiway J” b. The subsequent controller/position shall issue the remaining route/instructions. Phraseology examples: “(ACID) cross Runway 4L, Runway 9 taxi via Mike” “(ACID) cross Runway 4L, taxi via Mike” “(ACID) Runway 9 taxi via Bravo and Mike” “(ACID) Runway 9 taxi via Echo and Mike” “(ACID) cross Runway 4L Approach, taxi via Bravo and Mike” 3-24. VFR ALTITUDE ASSIGNMENTS FOR TRANSITIONING AIRCRAFT. a. Fixed Wing Aircraft and Airships. When it is necessary to issue an altitude to a VFR fixed-wing aircraft or an airship that will be transitioning the Class B Airspace, the minimum assigned altitude must be in accordance with the chart in Appendix 9, Altitude Chart for Transitioning VFR Aircraft. b. Helicopters. When it is necessary to issue an altitude to a helicopter that will be transitioning the Class B Airspace and it will not be operating on a published helicopter route, do not assign an altitude below 1000 ft MSL.
3-25. MINIMUM SAFE ALTITUDE WARNING (MSAW) AND CONFLICT ALERT (CA) NUISANCE ALARMS.
a. Operational personnel shall report any MSAW or CA nuisance alarms that are encountered to the FLM/CIC.
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b. FLM/CIC’s shall make note of the alarm on FAA Form 7230-4, Daily record of Facility Operation. The entry shall include the type of alarm (MSAW or CA) and the location where it took place.
NOTE - Entries of nuisance alarms on Form 7230-4 will allow them to be tracked so that problem areas can be identified. The ATM shall forward nuisance alarm information in accordance with applicable FAA directives.
3-26 - 3-99. RESERVED.
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CHAPTER 4. RUNWAY SELECTION AND ASSIGNMENT
4-1. RUNWAY SELECTION. a. Runway selection will be determined by the FLM/CIC after consultation with the TMC, and A90, considering the following criteria: (1) Current and forecasted weather. (2) Runway availability (e.g., closures scheduled MPA/FAA maintenance activity). (3) Current and forecasted volume. (4) Other pertinent supplemental/advisory information. b. TMC’s will determine the flows to meet the runway configuration. c. Wind from the Automated Surface Observation System (ASOS) shall be used as the primary wind source for Boston Logan Airport operational purposes. Wind from the ASOS equipment is labeled ‘ASOS WIND’ in the IDS-5.
d. Wind from the Terminal Doppler Weather Radar (TDWR) sensors (which are labeled ‘WIND’ and ‘CENTERFIELD WIND’ in the IDS-5) shall only be utilized when the ASOS wind is not available.
4-2. RUNWAY USE RESTRICTIONS. a. Arrivals are prohibited on: (1) Runway 14. (2) Runway 15L at night. (3) Runway 33R below VFR minima. b. Departures are prohibited on Runways: 32, 15L and 33R. c. Runway 14 may be utilized only with the 15/9 and 15/15 configurations.
d. Aircraft may, with the approval of the FLM/CIC, be solicited to depart on a runway that is not part of the runway configuration that is being utilized.
NOTE - Runways that are part of a runway configuration being utilized are the runways used for routine/standard operations for normal traffic flow. Example: In the Runway 33/33 Configuration, Runway 27 is not part of the configuration. Solicitation for a Runway 27 departure must be approved by the FLM/CIC.
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4-3. INTERSECTION DEPARTURE RESTRICTIONS. Massport prohibits jet aircraft, or any aircraft exceeding 30,000 pounds maximum certificated gross takeoff weight, from departing from an intersection. The exemption to this policy is Runway 15R departures (any intersection is allowed). NOTE - For the purposes of this paragraph regarding Massport restrictions, Runway 4R
at Taxiways B and M1, Runway 22R at Taxiway N2, Runway 22L at Taxiway N3, and Runway 27 at Taxiway D2 are not considered an intersection. These locations are, however, considered intersections for certain ATC rules/procedures.
4-4. BIRD HAZARDS. a. General. Aircraft bird strikes are known to be a serious threat to the safe operation of aircraft on and around airports. MASSPORT is primarily responsible for providing a safe environment for the operation of aircraft at the airport, including detection and control of existing or potential bird hazards. A bird hazard is considered to exist whenever the birds are in sufficient numbers to be potentially hazardous to aircraft operations. b. Procedures. (1) The FLM/CIC shall advise Massport Operations of any reported bird strike or any observed/reported increase in bird activity on or around the airport. (2) Bird activity of moderate or greater shall be included in the ATIS broadcast. 4-5. WIND RESTRICTIONS ON THE USE OF RUNWAY 14/32. a. The restrictions on the use of Runway 14/32 have been established to comply with pertinent sections of the DOT/FAA New England Region Record of Decision (ROD), dated August 2, 2002, entitled “Airside Improvements Planning Project; Logan International Airport, Boston, Massachusetts”. The wind restriction is a mandatory Environmental Impact Statement (EIS) mitigation measure to which adherence is imperative. b. Runway 14/32 may only be utilized when the actual or forecasted wind is 10 knots or greater; (1) From the northwest between 275 degrees to 005 degrees.
(2) From the southeast between 095 degrees to 185 degrees.
(3) Actual or forecasted wind gusts are acceptable when determining if the wind equals or exceeds 10 knots. For example, if the wind is reported as 5 knots gusting to 15 knots, Runway 14/32 may be utilized.
c. The following shall be considered with regard to the wind restrictions:
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4-2 Runway Selection and Assignment
(1) Forecasted Wind - When Runway 14/32 is being utilized based on a forecasted wind, and the wind does not materialize into wind that is within the allowable parameters in Paragraph 4-5b, the utilization of Runway 14/32 must cease no later than two hours after utilization of the runway began, unless an actual wind (within allowable parameters) materializes.
(2) Actual Wind – If Runway 14/32 is in use and the actual wind deviates and remains outside of the allowable parameters in Paragraph 4-5b, utilization of Runway 14/32 must cease no later than two hours after the wind deviated outside of the allowable parameters, unless an actual wind (within allowable parameters) again materializes.
NOTE - If the scenarios in Paragraphs 4-5c(1) are encountered, the two-hour window/time-limit by which use of the runway must cease, starts again.
(3) Runway 14/32 is available for emergencies regardless of wind speed or direction.
d. The FLM/CIC shall note on Form 7230-4, Daily Record of Facility Operation: (1) If the utilization of Runway 14/32 was based on a forecasted wind, preface the wind information with the letter ‘F’. Example: .…..WIND F 32015KT. (2) The time actual wind, if Runway 14/32 is utilized based on a forecasted wind, met the parameters of Paragraph 7.b. Example: …….1625 WIND 31012KT. (3) A wind entry when the wind becomes out of parameters for the use of Runway 14/32. NOTE - The use of Runway 14/32 must cease no later than two hours after the wind is out of allowable parameters as required by Paragraph 4-5c. 4-6. RUNWAY 14/32 SAFETY AREA. a. A section of the airport perimeter road (approximately 2000 feet in length) lies within the Runway 14/32 Safety Area. Aircraft are prohibited from landing on, or taking off from, Runway 14/32 when a vehicle is within this Safety Area. b. Massport will close Runway 14/32 when it is not in use for arrivals/departures. When Runway 14/32 is open, Massport will be restricting vehicle movement along the perimeter road within the confines of the Runway 14/32 Safety Area. c. The FLM/CIC shall ensure that Massport Operations is notified in a timely manner of the intent to utilize Runway 14/32 for arrivals or departures. 4-7. RUNWAY 15R/33L SAFETY AREA AT TAXIWAY Q. a. Aircraft holding short of Runway 4L/22R on the portion of Taxiway Q that is east of Runway 4L/22R, are clear of the Runway 15R/33L Safety Area provided their tail is west of the Taxiway M Centerline.
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b. Massport has determined that all B747 and A340 models can fit between the Runway 4L/22R Hold line and the Taxiway M Centerline.
4-8. CHECKLISTS FOR THE CLOSING AND OPENING OF RUNWAYS AND TAXIWAYS. Checklists for the opening and closing of runways and taxiways have been placed in the IDS-5. The FLM/CIC is responsible for the utilization of these checklists when a runway or taxiway is closed or opened. 4-9. - 4-99. RESERVED
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4-4 Runway Selection and Assignment
CHAPTER 5. CATEGORY I/II/III OPERATIONS
5-1. GENERAL. This chapter provides guidance to actions that shall be taken prior to or during Category II/III approach operations to Runways 4R and 33L. 5-2. PROCEDURES. a. The FLM/CIC shall: (1) Notify the A90 FLM/CIC when the visibility is actually or forecasted to be at or less than 1/2 statute mile (2400 RVR) and/or ceiling at or below 300 feet. (2) Issue the appropriate NOTAM through Lockheed-Martin FSS when Category II or III approaches are not authorized (i.e., BOS RWY 4R ILS CAT II NA or BOS RWY 33L CAT II NA). (3) Be familiar with the lighting and equipment requirements for Category II and III Operations as provided in the IDS-5. (4) Ensure that the Approach Lighting System (ALS) Category II engine generator for Runway 33L has been activated if Runway 33L will be in use for arrivals.
NOTE - The Runway 4R ALS utilizes two (2) separate commercial power feeds (in lieu of an engine generator). The Runway 4R generator shall only be energized if directed to do so by Tech Ops Personnel (5) Ensure that the Airfield Lighting Control System (ALCS) indicates that Category II Criteria is Satisfied for the Runway 4R and/or Runway 33L runway lighting systems.
NOTE - Separate additional commercial power feeds (in lieu of an engine generator) are utilized as the primary backup power source for the runway lighting systems. An engine generator is also available for automatic activation if the additional commercial power feeds are not available. When the ALCS indicates ‘Category II Criteria Satisfied’, the backup power source is enabled (it may be an additional power feed or an activated/running engine generator).
(6) Not conduct Category II/III approaches on Runway 4R when the Approach/Departure Trapezoid (in the channel/harbor) is not under TVDS surveillance. b. The Ground/Local Controller(s) shall ensure that when weather conditions are less than ceiling 800' and/or visibility less than 2 miles and the runway is being utilized as an arrival runway, aircraft/vehicles are instructed to hold short of the ILS Critical Areas and ILS Hold Points. 5-3 TALL VESSEL PROCEDURES AND ADVISORIES. a. Scope. The procedures contained in this section pertain to arrivals/approaches to Runway 4R and departures on Runway 22L.
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Category I/II/III Operations 5-1
b. Approach/Departure Trapezoid Definition - The trapezoid depicted on the Tall Vessel Detection System (TVDS) that extends from the approach end of Runway 4R southwestward across the inner harbor channel. c. General.
(1) All vessels (or parts thereof) detected in the Approach/Departure Trapezoid shall be considered a ‘Tall Vessel’ unless determined otherwise by the Tall Vessel Detection System (TVDS) or the Video Camera System (VCS). (2) Outages and malfunctions of the TVDS or the VCS shall be reported to Massport Operations. (3) LCE/LCW must monitor the TVDS whenever Runway 4R is in use for arrivals and whenever Runway 22L is in use for departures and must provide Tall Vessel advisories (as appropriate) to flight crews at all times. (4) The terms ‘Tall Vessel’ and ‘Approach Area’ or ‘Departure Area’ (as appropriate) shall be included in the advisory that is given to the flight crew. Examples: ‘Delta 123 tall vessel in the approach area,’ ‘United 123 tall vessel in the departure area.’
(5) The TVDS shall be the primary method for determining vessel position and height information. Height information received from the other sources (i.e., VCS, Harbor Pilots, Massport) is secondary and shall be used only when the TVDS is unable to provide this information.
d. Tall Vessel Detection System (TVDS). The TVDS has been programmed as follows:
TARGET VESSEL HEIGHT ALARM Cyan 60 feet (or lower) None Yellow 61 to 144 feet Type 1
Magenta In excess of 144 feet Type 2 White Unknown None
(1) Runway 4R Approaches/Arrivals - A Tall Vessel advisory that includes the height
of the vessel shall be issued for all targets 97’ – 176’.
(2) Runway 22L Departures - A Tall Vessel advisory shall be issued for all targets 61’ – 176’ (vessel height is optional).
e. Video Camera System (VCS). Vessels that exceed the digitized line have a height
of 85 ft or higher. f. Vessels with heights in excess of 176 feet.
(1) When a vessel (or part of a vessel) with a height in excess of 176 feet is in the Approach/Departure Trapezoid, the following operations on Runway 4R/22L are prohibited in all weather conditions:
BOS ATCT 7110.11M 10/3/14
5-2 CAT I/II/III Operations
(a) Arrivals on, and approaches to, Runway 4R. (b) Departures on Runway 22L.
(2) Coordination shall be affected with A90 when arrival/departure flows may have to be altered due to the presence of vessels with heights in excess of 176 feet. (3) The FLM/CIC shall note on Form 7230-4, Daily Record of Facility Operation, the time when a vessel with a height in excess of 176 feet enters and exits the Approach/Departure Trapezoid.
NOTE - The Boston Harbor Pilots are expected to provide the FLM/CIC with height information on all vessels that they are aware of that have a height at/above 85 feet. If a large vessel is observed and its height information is not known, or cannot be determined, the Boston Harbor Pilots should be contacted (the tel number is in the IDS-5).
5-4. DUAL HOLD LINES,PRECISION OBSTACLE FREE ZONE (POFZ), AND FINAL APPROACH OBSTACLE CLEARANCE SURFACES (OCS). a. The Precision Obstacle Free Zone (POFZ) and the Final Approach Obstacle Clearance Surfaces (OCS) are required to be clear of aircraft/vehicles when an aircraft on a vertically-guided approach is within 2 miles of the runway threshold and the reported ceiling is below 800 feet or visibility is less than 2 SM. b. If it is not possible to clear the POFZ or OCS prior to an aircraft reaching a point 2 miles from the runway threshold and the weather is less than described in Paragraph a (above), traffic information shall be issued to the landing aircraft.
NOTE - Phraseology for the issuance of traffic information can be found in FAA O 7110.65.
10/3/14 BOS ATCT 7110.11M
Category I/II/III Operations 5-3
c. ILS Hold Lines have been established for Runways 4R, 22L, 15R and are depicted in Appendix 3. These ILS Hold Lines are outside of, and will protect, the POFZ and OCS for Runways 4R and 22L. However, the ILS Hold Line for Runway 15R will only protect the OCS (the POFZ will not be protected). The list below contains specific information for each runway. (1) Runway 4R - The ILS Hold Lines for Runway 4R protect the Precision Obstacle Free Zone (POFZ) and Final Approach Obstacle Clearance Surfaces (OCS). (2) Runway 15R - The ILS Hold Line for Runway 15R on Taxiway B protects the Final Approach Obstacle Clearance Surfaces (OCS) but does not protect the Precision Obstacle Free Zone (POFZ). For protection of the POFZ/OCS, aircraft/vehicles shall not be allowed to proceed past (northwest of) Taxiway Z. See diagram below.
POFZ
Z
A
K
(3) Runway 22L - The ILS Hold Line for Runway 22L on Taxiway N protects the Precision Obstacle Free Zone (POFZ) and Final Approach Obstacle Clearance Surfaces (OCS). There is no ILS Hold Line for Runway 22L on Taxiway R. When the POFZ/OCS needs to be protected, aircraft/vehicles shall not be allowed on Taxiway R. See diagram below.
POFZR
5-5. - 5-99. RESERVED
RUNWAY 15R: The ILS Hold
Line/Sign on Taxiway B is within
the confines of the POFZ and
cannot be utilized to keep
aircraft/vehicles outside of the
POFZ.
ILS Hold Line
B
RUNWAY 22L: There is no
ILS Hold Line/Sign on Taxiway R
that can be used as a location/spot
to hold aircraft/vehicles prior to the
POFZ.
BOS ATCT 7110.11M 10/3/14
5-4 CAT I/II/III Operations
CHAPTER 6. POSITION CONSOLIDATION 6-1. GENERAL. Consolidating positions is the responsibility of the FLM/CIC. Consolidation is performed when required, after careful consideration of traffic workload, complexity, weather, and staffing. Additionally, positions shall only be combined when all required duties/responsibilities of each position can be accomplished by the combined position. 6-2. PROCEDURES. a. Tower consolidation of positions, when appropriate, shall be accomplished as follows: (1) The LCE and LCW positions shall be consolidated at the discretion of the FLM/CIC. (2) Boston Gate at Clearance Delivery.
(3) Local Helicopter at LCE or LCW. (4) Ground Control 2 at Ground Control 1. (5) Tower Midnight Configuration: (a) Boston Gate, Flight Data at Clearance Delivery. (b) Helicopter, LCE, Ground Control 1 and 2, at LCW. 6-3. CHECKLIST. a. Consolidation. (1) Select/deselect frequencies. (2) Advise affected facilities as necessary. (3) Call forward the communication system. (4) STARS combine/de-combine as required. (5) Complete position relief brief. b. Deconsolidation. (1) Cancel call forwarding of communication system.
10/3/14 BOS ATCT 7110.11M
Position Consolidation 6-1
(2) Advise affected facilities as necessary. (3) Select/deselect frequencies. (4) STARS combine/de-combine as required. (5) Complete position relief brief. 6-4. - 6-99. RESERVED.
BOS ATCT 7110.11M 10/3/14
6-2 Position Consolidation
CHAPTER 7. PDC/DCL PROCEDURES
7-1. RESPONSIBILITIES.
a. The FLM/CIC shall notify the AOCC in the event of PDC/DCL equipment outages and note the outages on the Daily Record of Facility Operation (Form 7230-4).
b. The Clearance Delivery Position (CD) is responsible to ensure that clearances are transmitted via PDC/DCL equipment.
c. All clearances shall be reviewed for accuracy and route integrity. Action must be taken to ensure all information is complete and understandable to the recipient, and the route of flight is continuous.
d. Revised or amended flight plans (including Company, ATCSCC, TMU and ZBW re-routes and Full Route Clearances (FRC’s)) shall not be transmitted via PDC.
e. Improvised or controller generated text must not contain ATC instructions. All improvised text must be clear, concise, and serve an ATC purpose.
f. Routes that are routinely generated by automation that differ from the filed route (indicated with plus signs on the strip) shall be reported to the FLM/CIC. The FLM/CIC shall then report this information to a member of the Support Staff.
7-2. OPTION FIELDS.
a. Option Field 1 - The first line in Option Field 1 is blank and shall be selected for aircraft that have included the appropriate SID in their filed flight plan. The remaining lines contain our SIDs that can be selected for aircraft that have not filed a SID in their flight plan. The chart below notes our SIDs without the specific SID number.
NOTE – A SID that differs from one that is contained in the filed flight plan shall NOT be selected as this would present contradictory information to the flight crew. If an incorrect SID is included in the filed flight plan, the clearance shall not be transmitted via PDC.
(blank line) CLEARED BLZZR xxxx DEP CLEARED BRUWN xxxx DEP CLEARED CELTK xxxx DEP CLEARED HYLND xxxx DEP CLEARED LBSTA xxxx DEP CLEARED LOGAN xxxx DEP CLEARED PATSS xxxx DEP CLEARED REVSS xxxx DEP CLEARED SSOXS xxxx DEP CLEARED WYLYY xxxx DEP
10/1/15 BOS ATCT 7110.11M CHG 1
PDC/DCL Procedures 7-1
b. Option Field 2 - This field has a single blank/empty line (it is reserved by the National procedures for climb-out or initial heading instructions that are not contained in the SID).
c. Option Field 3 - This field contains a single line that reads: CLIMB VIA SID.
d. Option Field 4 - This field contains numerous messages that direct the flight crew which frequency to call when ready to push, taxi, etc.
e. Option Fields 5 and 6 - These fields contain various messages that can be selected if desired. Free Text can also be generated via these fields.
7-3. OPTION FIELD TYPES. Option Fields 1 thru 4 have been programmed as Mandatory and Non-Editable. Option Fields 5 and 6 have been programmed as Optional and Editable.
7-4. STRIP MARKING. Box around the strip CID to indicate that transmission of the
clearance via the PDC equipment/system was not successful, or, that for some other
reason the clearance should not be transmitted via the PDC system.
7-5. ‘INFO’ KEY. This key provides information of the last processed flight, which could
be a flight that was processed as long as 22 hours ago. If a Revised (REV) flight is
dumped from the PDC pick list, the ‘dumped’ flight plan will not be available/displayed to
reference. Information provided by this key could be as much as 22 hours old and
considered erroneous.
7-6. - 7-99. RESERVED.
BOS ATCT 7110.11M 10/3/14
7-2 PDC/DCL Procedures
CHAPTER 8. STRIP MARKING AND MOVEMENT 8-1. STRIP MARKING. Arrival and Departure strips shall be maintained and annotated in accordance with Appendix 5, ‘Strip Marking’. Additionally: a. Only pens and/or markers shall be utilized (pencils shall not be utilized). b. Red shall only be utilized on departure strips where specifically noted in Appendix 5. c. Blue and black are the only other colors (in addition to Red) that may be utilized on departure strips. d. Arrival and Helicopter strips shall be annotated in blue or black. e. VFR Exit Fixes shall be determined by the chart in the Boston ATCT (BOS)/Boston TRACON (A90) Letter of Agreement. 8-2. STRIP MOVEMENT. a. Strip movement shall be in accordance with Appendix 6, ‘Strip Movement’. b. The order/sequence of the strips shall be reflective of the actual order/sequence of aircraft.
(1) Arriving aircraft – From bottom to top, with the bottom strip indicating it is the next
arrival.
(2) Departing aircraft – From bottom to top, with the strip on the bottom indicating it is in sequence before (preceding) the one above it. 8-3. - 8-99. RESERVED.
10/3/14 BOS ATCT 7110.11M
Strip Marking and Movement 8-1
CHAPTER 9. SPECIAL USE AREAS
9-1.
9-2.
9-3. ENGINE RUNUP AREAS. The designated engine run-up areas are: a. Taxiway C, adjacent to the approach end of Runway 33L. b. Taxiway M (in the vicinity of Taxiway M1). 9-4. RUNWAY SAFETY AREAS ON THE SOUTHWEST SIDE OF THE AIRFIELD. The Runway Safety Areas that are located at the departure ends of Runways 27 and 22R are 1000 feet in length. Aircraft may be authorized to utilize Taxiway B when certain operations are simultaneously taking place on Runway 27 or 22R. This paragraph contains guidance on the utilization of the portions of Taxiway B that lie beyond these Safety Areas. Appendix 7 contains a diagram that depicts these Safety Areas.
a. Runway 27 Safety Area. (1) Aircraft are not permitted on Taxiway J1 or the portions of Taxiway B or Runway 14/32, that lie beyond (west of) the Runway 27 Safety Area when an aircraft is departing on Runway 27.
(2) Aircraft may be permitted on the portion of Taxiway B that lies beyond (west
of) the Runway 27 Safety Area when an aircraft is landing on Runway 27 provided the arriving aircraft is given the following advisory:
‘TRAFFIC, A (aircraft type) ON TAXIWAY B, BEYOND THE RUNWAY SAFETY AREA ‘
(3) Aircraft arriving on Runway 9 are not permitted to over fly aircraft that are on Taxiway J1 or the portions of Taxiway B or Runway 14/32 that lie beyond (west of) the Runway 27 Safety Area.
10/3/14 BOS ATCT 7110.11M
Special Use Areas 9-1
b. Runway 22R Safety Area.
(1) Aircraft are not permitted on the portions of Taxiway B or Runway 14/32 that lie beyond (southwest of) the Runway 22R Safety Area when an aircraft is departing on Runway 22R.
(2) Aircraft may be permitted on the portion of Taxiway B that lies beyond (southwest of) the Runway 22R Safety Area when an aircraft is landing on Runway 22R provided the arriving aircraft is given the following advisory:
‘ TRAFFIC, A (aircraft type) ON TAXIWAY B, BEYOND THE RUNWAY SAFETY AREA ‘
(3) Aircraft arriving on Runway 4L are not permitted to overfly aircraft that are on the portions of Taxiway B or Runway 14/32 that lie southwest of the Runway 22R Safety Area.
NOTE - Any future procedural updates pertaining to aircraft operations on Taxiway B that
are affected by the Safety Areas have to first be coordinated with the Flight Standards and Airports Division. c. Runway 4R/22L Safety Area.
(1) Aircraft/vehicles are not permitted on the portion of Runway 14/32 that lies
between the Runway 22L/4R Visual hold lines when an aircraft is arriving or departing on Runway 22L. Exception: Aircraft/vehicles are allowed to cross Runway 22L (on Runway 14/32) when an aircraft landing on Runway 22L is performing a LAHSO short of Runway 9/27.
(2) Aircraft/vehicles are not permitted on the portion of Runway 14/32 that lies
between the Runway 22L/4R ILS or Visual hold lines (as appropriate) when an aircraft is arriving or departing on Runway 4R. 9-5. ENGINEERED MATERIALS ARRESTING SYSTEM (EMAS). EMAS systems are in place beyond the departure ends of Runways 4L and 15R. The Runway 4L EMAS is a ‘partial’ system and the Runway 15R EMAS is a full system. Each has the following measurements:
a. Runway 4L EMAS: 190’ long by 170’ wide. b. Runway 15R EMAS: 506’ long by 178’ wide. 9-6. - 9-99. RESERVED.
BOS ATCT 7110.11M 10/3/14
9-2 Special Use Areas
CHAPTER 10. SURVEILLANCE SYSTEMS SETTINGS AND UTILIZATION
10-1. GENERAL.
a. Surveillance Systems shall be utilized in the following order of preference: Fused Mode (FUSION), ASR-9 Single Sensor Mode, Multi-Sensor Mode. 10-2. FUSED MODE (FUSION).
a. FUSION must be the preferred sensor for all BOS positions, to the extent that it is
operationally feasible.
b. FUSION is the default sensor for all BOS positions.
c. Emergency Service Level (ESL) does not support FUSION.
d. During radar/sensor outages which degrade Fusion Mode, ASR-9 Single Sensor
Mode or Multi-Sensor Mode may be selected when it is advantageous to the operation and
approved by the FLM/CIC.
10-3. SINGLE SENSOR MODE. All requirements in this section apply both to STARS Full
Service Level (FSL) and Emergency Service Level (ESL).
a. The BOS ASR-9 provides adequate radar coverage to allow use as a single sensor
radar source and shall be utilized as the default for single sensor mode.
b. The FLM/CIC must notify A90 of any planned/unplanned radar site selection other
than the BOS ASR-9.
10-4. MULTI SENSOR MODE.
a. Target resolution is NOT authorized for use when in multi-sensor mode. Consider
Mode-C readout valid, once verified.
b. Reduce separation on final (2.5 NM within 10 NM) is NOT authorized.
c. Five 5 NM (versus 3 NM) lateral separation or greater shall be utilized for IFR
separation.
d. Standard Class B separation applies between Visual Flight Rules (VFR) and an
Instrument Flight Rules (IFR)/VFR aircraft: 1.5 NM lateral, or 500’ vertical, as appropriate, or
visual separation.
10/3/14 BOS ATCT 7110.11M
Surveillance Systems Settings and Utilization 10-1
10-5. REDUCED SERVICES. The FLM/CIC must make an entry and explain the reason for
reduced services on FAA Form 7230-4, Daily Record of facility Operation.
10-6. STARS ESL PROCEDURES.
a. Controllers at each operating position must transition to ESL if FSL becomes unusable
at that position, and notify the FLM/CIC as soon as feasible.
b. Assign aircraft on a National Airspace System (NAS) flight plan the NAS assigned
discrete beacon code as in STARS FSL operation.
c. Assign aircraft not on a NAS flight plan a discrete beacon code from one of the
following local code banks:
(1) IFR aircraft: 0101-0117. (Processed by MSAW)
(2) VFR aircraft: 5120-5177. (Not processed by MSAW)
Note: the choice must be made by the controller. ESL will not assign codes
automatically.
d. Use of the ESL Code/ACID List is recommended to aid in maintaining identification;
however, Code/ACID associations are not transmitted between positions. Reference the
assigned beacon code in all transfers of radar identification.
e. Controllers at each operating position must transition to Direct Radar Feed (DRF) if
ESL becomes unusable at that position, and notify the FLM/CIC as soon as feasible.
f. The DRF is only available from ESL SITE selection and is labeled *BOS. DRF mirrors
ESL settings and functionality.
g. When a STARS software upgrade is to be installed or in the event of a system wide
failure:
(1) Select ESL/DRF, then return to FSL when advised by the FLM/CIC.
(2) Initiate and/or complete all handoffs.
(3) Stop all departures.
Note: to the extent possible, STARS system updates should be done on midnight
shifts. Technical Operations is responsible for restoration of the BOS database.
BOS ATCT 7110.11M 10/3/14
10-2 Surveillance Systems Settings and Utilization
h. The FLM/CIC must:
(1) Notify A90 of any planned/unplanned STARS ESL/DRF implementation and termination.
(2) Attempt to re-establish FSL mode availability for the local control position(s)
affected or attempt to relocate/consolidate position(s) to another TDW.
10-7. DECISION AUTHORITY.
a. Decision authority for operational mode, radar site selection and multi-sensor radar operations lies with the FLM/CIC.
b. Specific procedures and the detailed checklists specifying duties and responsibilities
can be found in the IDS-5.
10-8. WEATHER SETTINGS.
a. When the “2 LEVEL” button is selected on the System Control Panel, only level 2 and level 4 weather is displayed, if available and selected at an individual STARS Tower Display Workstation (TDW). This is preset in the ASR-9 System Control Panel and can only be changed by technicians at BCT.
b. When the “6 LEVEL” button is selected on the System Control Panel, the specialist
working the position must determine what level to select for display on the individual STARS TDW.
c. Position startup weather level selections must be sufficient to display any weather
significant to the position of operation.
10-9. EQUIPMENT OPERATION. a. Verify the operational status of the STARS equipment via the Systems Status Area
(SSA).
b. The LA/CA/MCI:
(1) Alert Tabular list must be displayed on the radar display at all times. (2) Audio alarm must not be set below the value of 2.
c. Specialists must not inhibit Conflict Alert functions.
d. Primary RADAR/Beacon control slash displacement. Boston ATCT does not utilize
beacon adjustment. The standard relationship between primary returns and the secondary beacon slash is no displacement. This is applicable to Full Service Level (FSL), Emergency Service Level (ESL) and Direct Radar Feed (DRF) modes.
10/3/14 BOS ATCT 7110.11M
Surveillance Systems Settings and Utilization 10-3
10-10. PROMINENT OBSTRUCTIONS.
a. Obstructions are displayed on the radar maps with an obstruction marker (^).
b. The following obstructions use the BOS ASR-9 radar site as a reference for the
azimuth and range (nautical miles):
Name/Type Azimuth/Range Altitude (MSL) Coordinates
Needham Antenna 268/9.8 1,349’ 421810N/711305W
Needham Antenna 272/10.5 1,449’ 421837N/711411W
Nantasket Antenna 142/7.2 520’ 421644N/705232W
Salem Antenna 044/12.0 512’ 423131N/705237W
Prudential 284/3.4 919’ 422050N/710457W
Milton Antenna 213/6.4 990’ 421449N/710254W
Blue Hill 226/9.5 870’ 421242N/710648W
Burlington Antenna 328/12.7 573’ 422925N/711303W
Woburn Antenna 325/10.0 669’ 422720N/711046W
Tew-Mac Antenna 350/15.5 598’ 423531N/710928W
Haget Antenna 353/21.2 606’ 424028N/711123W
Lawrence Antenna 006/25.8 869’ 424622N/710601W
10-11. - 10-99. RESERVED. 10-4 Surveillance Systems Settings and Utilization
BOS ATCT 7110.11M 10/3/14
CHAPTER 11. ELIMINATING DISTRACTIONS 11-1. GENERAL. The elimination of distractions in the work place has become an FAA priority and has generated a change to Paragraph 2-6-1 of FAA Order JO 7210.3, Facility Operation and Administration. This chapter has been formulated to reduce distractions in the operational area and ensure correct implementation of the guidance that was provided. 11-2. OPERATIONAL AREA. The Operational Area is defined as the Tower Cab (from the doorway up). 11-3. ACTIVITIES. a. Activities that should be removed from the Operational Area include: (1) Sidebar conversations. (2) Non-operational reading material. (3) Cell phones. b. Activities that could be removed from the Operational Area if they become distracting include: (1) Leave requests and bidding. (2) Tower cleaning. (3) Equipment repair. c. The locations outside of the Operational Area that should be utilized to perform the above identified tasks include: (1) The Break Room. (2) The FLM Office. (3) The 19th Floor Conference Room. (4) The 17th Floor. 11-4. - 11-99. RESERVED.
Eliminating Distractions 11-1
10/1/15 BOS ATCT 7110.11M CHG 1
10/3/14 BOS TWR 7110.11M
APPENDIX 1. HELICOPTER STARS MAP AND AIRSPACE
FIGURE 1-A. STARS MAP
Area A - 1100’ MSL and below
Area B - 1500’ MSL and below
(Area B)
(Area A)
Appendix 1 - 1
BOS TWR 7110.11M 10/3/14
FIGURE 1-B. HELICOPTER AIRSPACE
AREA A
(1100’ MSL and below)
AREA B
(1500’ MSL and below)
Appendix 1 - 2
APPENDIX 2. GROUND CONROL 2 (GC2)
4/9, 4/4, 15/9 Configurations
a. The GC2 area of jurisdiction is as depicted below in red unless otherwise coordinated.
GC2 may also own/use the areas shaded in light red depending on runway status.
b. The GC1 READY strip will be placed in the GC2 bay above the strip delineating
taxiing aircraft from pushing aircraft and below GC2 pushing aircraft. GC1 will place the strips of
taxiing departure aircraft for RWY 4R and for RWY 9 at TXWY M south of RWY 9, and for J-
PAD aircraft, in GC2’s bay below the GC1 READY strip when they are ready to turn over
control of that aircraft.
c. When RWY 4L is open, inactive, and owned by Ground Control, GC1 will own RWY
4L and GC2 will be authorized to cross the RWY 4L APCH on TXWY B. LCW shall coordinate
with both ground controllers if RWY 4L is needed for an arrival.
d. When de-icing operations are in effect, the GC1 DE-ICE strip will be placed in the
GC2 bay above the GC1 READY strip and below the GC2 pushing aircraft. GC1 will place
the strips of taxiing departures and de-ice aircraft under the appropriate strip in GC2’s bay when
they are ready to turn over control of that aircraft.
When RWY 4L is open,
inactive, and owned by
Ground Control, GC2 will
be authorized to cross RWY
4L APCH on TXWY B and
on RWY 14.
10/3/14 BOS ATCT 7110.11M
Appendix 2-1
27/22 and 22/22 Configurations
a. The GC2 area of jurisdiction is as depicted below in red unless otherwise coordinated.
b. The GC2 READY strip will be placed in the GC1 bay above the strip delineating
taxiing aircraft from pushing aircraft and below GC1 pushing aircraft. GC2 will place the strips
of taxiing departure aircraft in GC1’s bay below the GC2 READY strip when they are ready
to turn over control of that aircraft.
c. When de-icing operations are in effect, the GC1 DE-ICE strip will be placed in the
GC2 bay above the strip delineating taxiing aircraft from pushing aircraft and below GC2 pushing
aircraft. GC1 will place the strips of taxiing departures for de-ice in GC2’s bay below the
GC1 DE-ICE strip when they are ready to turn over control of that aircraft.
d. GC2 has jurisdiction of AAL gates 30, 31 and UAL gates 27, 28, 29.
e. GC2 shall obtain approval from GC1 to push these gates onto Alpha taxiway. The
preferred start-up spots are B3 and B4.
BOS ATCT 7110.11M 10/3/14
Appendix 2-2
33/27 and 27/32 Configurations
a. The GC2 area of jurisdiction is as depicted below in red unless otherwise coordinated.
GC2 may also own/use the areas shaded in light red depending on runway status.
b. The GC2 READY strip will be placed in the GC1 bay above the strip delineating
taxiing aircraft from pushing aircraft and below GC1 pushing aircraft. GC2 will place the strips
of taxiing departure aircraft in GC1’s bay below the GC2 READY strip when they are ready
to turn over control of that aircraft.
c. When RWY 4L is open, inactive, and owned by Ground Control, GC1 will own RWY
4L from TXWY C northeast and GC2 will own RWY 4L southwest of TXWY C and the
taxiways depicted in light red.
d. When RWY 4R is open, inactive, and owned by Ground Control, GC1 will own RWY
4R.
e. When de-icing operations are in effect, the GC1 DE-ICE strip will be placed in the
GC2 bay above the strip delineating taxiing aircraft from pushing aircraft and below GC2 pushing
aircraft. GC1 will place the strips of taxiing departures for de-ice in GC2’s bay below the
GC1 DE-ICE strip when they are ready to turn over control of that aircraft.
f. GC2 has jurisdiction of AAL gates 30, 31 and UAL gates 27, 28, 29.
g. GC2 shall obtain approval from GC1 to push these gates onto Alpha taxiway. The
preferred start-up spots are B3 and B4.
When RWY 4L is open,
inactive, and owned by Ground
Control, GC2 will have
jurisdiction of RWY 4L
southwest of TXWY C and the
taxiways depicted in light red.
10/3/14 BOS ATCT 7110.11M
Appendix 2-3
22/15 Configuration
a. The GC2 area of jurisdiction is as depicted below in red unless otherwise coordinated.
GC2 may also own/use the areas shaded in light red depending on runway status.
b. The GC2 READY strip will be placed in the GC1 bay above the strip delineating
taxiing aircraft from pushing aircraft and below GC1 pushing aircraft. GC2 will place the strips
of taxiing departure aircraft GC1’s bay below the GC2 READY strip when they are ready to
turn over control of that aircraft.
c. When RWY 22R is open, inactive, and owned by Ground Control, GC1 will own RWY
22R from TXWY C northeast to RWY 15R and GC2 will own RWY 22R southwest of TXWY C.
LCW shall coordinate with GC1 and GC2 for jurisdiction of RWY 22R if needed.
d. When de-icing operations are in effect, the GC1 DE-ICE strip will be placed in the
GC2 bay above the strip delineating taxiing aircraft from pushing aircraft and below GC2 pushing
aircraft. GC1 will place the strips of taxiing departures for de-ice in GC2’s bay below the
GC1 DE-ICE strip when they are ready to turn over control of that aircraft.
e. GC2 has jurisdiction of AAL gates 30, 31 and UAL gates 27, 28, 29.
f. GC2 shall obtain approval from GC1 to push these gates onto Alpha taxiway. The
preferred start-up spots are B3 and B4.
When RWY 22R is open,
inactive, and owned by
Ground Control, GC2 will
have jurisdiction of RWY
22R southwest of TXWY C
and be authorized to cross the
Runway 22R departure
corridor on TXWY B and on
RWY 14.
BOS ATCT 7110.11M 10/3/14
Appendix 2-4
APPENDIX 3. DUAL HOLD LINES
FIGURE 3A. RUNWAY 4R DUAL HOLD LINES
ILS Hold Lines/Signs
Hold Lines/Signs
Appendix 3 - 1
M 1 B
M
B
B
10/3/14 BOS ATCT 7110.11M
FIGURE 3B. RUNWAY 22L DUAL HOLD LINES
BOS ATCT 7110.11M 10/3/14
Hold Lines/Signs
ILS Hold Line/Sign
N 3
N
R
Appendix 3 - 2
FIGURE 3C. RUNWAY 15R DUAL HOLD LINES
10/3/14 BOS ATCT 7110.11M
ILS Hold Lines/Signs
Hold Line/Sign
Z
B A
L
Appendix 3 - 3
A-1
APPENDIX 4. LANDING/DEPARTURE DISTANCES
FIGURE 4A. LANDING DISTANCES
10/3/14 BOS ATCT 7110.11M
Appendix 4 - 1
FIGURE 4B. DEPARTURE DISTANCES FROM TAXIWAY INTERSECTIONS
BOS ATCT 7110.11M 10/3/14
Appendix 4 - 2
FIGURE 4C. DEPARTURE DISTANCES FROM RUNWAY INTERSECTIONS
10/3/14 BOS ATCT 7110.11M
Appendix 4 - 3
APPENDIX 5. STRIP MARKING
HELICOPTER STRIPS
1. Helicopter strips are only required for IFR and SVFR operations. 2. IFR/SVFR Helicopter strips shall include the aircraft call sign, and the term ‘IFR’ or ‘SVFR’.
IFR SVFR
N66LH N25R
NOTE - The FDIO generated IFR Flight Progress Strip shall be used in lieu of the above small strip for all outbound IFR helicopters.
ARRIVAL STRIPS
1. Tower arrival strips shall include the following: a. Aircraft call sign. b. Aircraft type, if: General Aviation, Heavy Jet, or any type of B757.
C172
N6309T AWE2381
B763
KAP542 DAL164
10/3/14 BOS ATCT 7110.11M
Appendix 5 - 1
DEPARTURE STRIPS
Stripmarking on departure strips shall be performed in RED only where specifically noted in this appendix.
1 5 8 9 10 11 12
3 6 13 14 15
4 7 9A 16 17 18
1. VFR HANDWRITE (NON-JET). The Handwritten Strip shall include: a. Aircraft call sign and type. b. Requested VFR altitude. c. VFR Departure Fix (circled), and destination.
d. STARS generated beacon code, or NAS beacon code utilizing F9 function. e. The letter V (circled) if the aircraft will be landing in A90 airspace.
CJC860 0522 PWM
SF34
75
2. VFR HANDWRITE (JET). The handwritten strip shall include:
a. Aircraft call sign and type. b. Requested VFR altitude.
c. VFR departure fix (circled), and destination. d. STARS generated beacon code, or NAS beacon code utilizing F9 function.
e. Noise abatement heading that was issued. f. The letter V (circled) if the aircraft will be landing in A90 airspace.
N312DR 0435 CON
LJ25
165 TL 140
N5224P 0532 BED
C550
65 TL 140
P
M
V
BOS ATCT 7110.11M 10/3/14
Appendix 5 - 2
3. SID ASSIGNMENTS FOR JET AIRCRAFT. If the Logan vector SID or the WYLYY RNAV SID is issued to a jet aircraft, it shall be annotated in Box 13. A single letter (an L for the LOGAN vector SID, a W for the WYLYY SID), shall be annotated. All other SIDs that are issued to jet aircraft shall not be annotated.
SWA1919 7342 KBOS KBOS PATSS NELIE CMK J75 B733/Q P1605 MXE V378 BAL KBWI L
223 340 4. NO SID/FIRST FIX NOT ON SID. a. In Box 9/9A write the noise abatement heading that has been issued. b. A check mark in Box 16 indicates that interfacility coordination has been performed.
ABX125 3564 KBOS BOS MHT LEB V141 KBTV
DC9Q/A P0100 TL 140
544 160 o NO SIDS T
LN234R 3422 KBOS BOS HNK KBGM
LJ25/R P1850 2 / TL 316
113 310 o LIFEGUARD A 5. NON STANDARD INSTRUCTIONS. In Box 9/9A write all non-standard instructions that have been issued. NOTE: The standard altitude for non-jet aircraft is 3000’. The standard altitude for jet aircraft is 5000’. The standard departure frequency for all aircraft is 133.0.
N310MC 2211 KBOS BOS KBED
FA20/G P2215 330 M 30
622 30
KAP210 0216 PVC
C402 M 15
15 128.8
10/3/14 BOS ATCT 7110.11M
C
33L
Appendix 5 - 3
6. PRE-DEPARTURE CLEARANCE (PDC). A box shall be drawn around the CID if transmission of the clearance via PDC equipment was unsuccessful, or if for some other reason, the clearance should not be transmitted via PDC equipment.
DAL1827 5211 KBOS BOS PATSS MHT KSYR
A319/Q P1500
524 280
7. ATIS CODE. Enter the appropriate Departure ATIS Code in Box 18 when the pilot indicates they have received it.
FLG3041 7305 KBOS KBOS SSOXS3 SSOXS LUCOS CRJ7/L P2200 SEY HTO J174 SWL KRDU
223 300 R 8. GATE INFORMATION. Gate information, if written, shall be placed in Box 1, in the vicinity of the ACID.
JBU753 5156 KBOS KBOS HYLND3 HYLND MHT A320/Q P2200 RUT SSM DLH ABR MTU ILC
223 340 OAL KSFO R
9. IFR ALTITUDE AMENDMENT. a. Cross out the old altitude, write the revised altitude adjacent to it. Outline the revised altitude in RED. b. A check mark in Box 10 indicates that the TDLS altitude amendment has been completed. c. A check mark shall be placed adjacent to the new altitude once it has been issued.
AWE1276 1344 KBOS KBOS HYLND3 HYLND MHT
A319/Q P2200 SYR ROC V510 KBUF
233 260 240 F
NOTE: The stripmarking requirements of this paragraph apply even if the altitude was amended before the clearance was initially read.
34
BOS ATCT 7110.11M 10/3/14
Appendix 5 - 4
10. REVISION/RE-ROUTE/ FULL ROUTE CLEARANCE (FRC). If a strip with a revision number is received or expected: a. Place an ‘RR’ (for Re-Route), in Box 9/9A of the original strip and instruct the aircraft to obtain a new clearance from Clearance Delivery (CD) or Boston Gate (BG).
DAL6121 1344 KBOS KBOS PVD KLGA
MD88/R P2200
431 160
b. Circle the Revision Number and outline the FRC notation (of the revised strip) in RED. c. Check the STARS to ensure that the Departure Fix and altitude is correct (check Box 10 when this has been done). d. Place a check mark adjacent to ‘FRC’ when the clearance has been issued. e. Search for any other prior strip(s) and dispose of them.
DAL6121
1 1344 KBOS + PATSS BDL BDL255 VALRE
MD88/R P2200 V157 HAARP KLGA+
431 160 o FRC R
NOTE: If the new route does not end up being received/utilized, the ‘RR’ on the original strip may be crossed out. 11. CANCELLATION OF IFR FLIGHT PLAN. a. Cross out the IFR altitude, write the requested VFR altitude beside it. b. Enter the appropriate VFR Departure Fix (circled), or if appropriate, the Letter V circled. c. Enter two check marks in Box 10 when STARS and TDLS amendments have been completed.
UCA611 4661 KBOS BOS LBSTA KPWM
B190/A 1615
455 110 75
12. INTRAIL RESTRICTIONS. Underline intrail restrictions in RED (the example below indicates a restriction over MHT).
DAL1091 1413 KBOS KBOS HYLND MHT SYR J547 BUF
B738/Q P2255 YQO SPICA2 KDTW
311 360
P
RR
10/1/15 BOS ATCT 7110.11M CHG 1
Appendix 5 - 5
13. GROUND STOPS. The letter ‘H’ shall be written in RED, in the vicinity of the ACID/Type/CID, when an aircraft is held due to a Ground Stop. The H shall be crossed out when the Ground Stop is terminated/cancelled.
AAL487 7317 KBOS KBOS SSOXS3 SSOXS LUCOS 2155
B738/Q P2145 SEY PARCH CCC ROBER KJFK
655 220 V
AAL487 7317 KBOS KBOS SSOXS3 SSOXS LUCOS 2155
B738/Q P2145 SEY PARCH CCC ROBER KJFK
655 220 V 14. EXPECT DEPARTURE CLEARANCE TIME. Expect Departure Clearance Time (EDCT) shall be outlined in RED.
UAL1543 3564 KBOS KBOS PATSS NELIE CMK J75 B735/L P2200 MXE CLIPR1 KDCA
223 320
15. CFR AND TMI TIMES.
a. Outline Box 16 in RED if the aircraft will require a CFR or TMI Time. b. Write ‘TMU’ in small letters adjacent to Box 16 if the time issued by ZBW was not the time that we requested.
UAL823 2455 KBOS KBOS BLZZR ONEPS BAF BIGGO 1805
A319/Q P1805 YORKE GANDE KIAD
255 380 30 J
16. RECORDING OF READY, TAXI AND DEPARTURE TIMES. Box 12 - The time the aircraft is ready. This time shall be written by BG and signifies the time the aircraft advises they are ready to taxi. For aircraft that have to push back (including all aircraft transferred to Delta Ramp Control), the time annotated shall be the time the aircraft calls ready to push. Box 15 - The expected pushback or taxi time. When an aircraft is held/delayed at the gate/ramp, the expected pushback or taxi time that was issued is written in Box 15. Box 17 - The actual departure time. This time is written by LCW or LCE.
H
H
EDCT
2310
BOS ATCT 7110.11M 10/3/14
Appendix 5 - 6
Note: The time in Box 12 need only be a 4-digit time if it is in an hour other than that of the Proposed (P) Time. Likewise, the expected pushback/taxi time in Box 15, and the departure time in Box 17 need only be a 4-digit time if it is in an hour other than the time in Box 12.
CHQ6121 4144 KBOS KBOS PATSS NELIE CMK J75 2210
E145/L P2145 MXE CLIPR1 KDCA 35
655 340 55 R
SWA277 2052 KBOS KBOS BLZZR ONEPS BAF Q448 55
B712/Q P1030 PTW J48 MOL FLCON7 KATL
578 320 1107 D
CJC677 1333 KBOS KBOS HYLND MHT V141 LEB 1705
SF34/A P1655 KPBG
431 160 12 Q
17. INTERSECTION DEPARTURES. When an aircraft is assigned an intersection departure, write in RED the Runway AND Intersection in Box 8. Exceptions: 1. When on the northwest flow Configurations, the Letter ‘G’ (without the runway designator) shall be written when the aircraft will depart Runway 33L from Taxiway Golf. 2. When Runway 15R is the primary departure runway, the letter ‘Z’ (without the runway designator) shall be written when the aircraft will depart Runway 15R from Taxiway Z.
KAP211 0512 HYA 1600
C402
30 T
KAP921 4642 KBOS KBOS PSM ENE KAUG 2010
C402/G P2000
322 70 Y
27/C H
G
10/3/14 BOS ATCT 7110.11M
Appendix 5 - 7
18. WAKE TURBULENCE WAIVER. In Box 9/9A, write the letter ‘W’ (circled) to indicate that the pilot has initiated a request to waive the 3 minute wake turbulence delay associated with Paragraph 3-9-7 of FAA Order 7110.65 (small aircraft departing from an intersection behind a preceding departing large aircraft). The Letter ‘W’ and the circle shall both be written in RED. NOTE: The stripmarking above does not imply or indicate that the pilot has initiated a request to waive the wake turbulence delay behind a preceding Heavy or B757 departure.
KAP45 0316 HYA 1714
C402 W
30 S 19. NON-STANDARD RUNWAY. In Box 8, write in RED the assigned runway if it is other than the primary jet departure runway for that configuration. The examples below indicate that the 4/9 Configuration is in use.
EIN1662 2332 KBOS KBOS LBSTA TOPPS N137B 2321
H/A333/Q P2320 ***EIDW
022 370 K
PDT4193 1331 KBOS KBOS REVSS BAF088 BAF V292 2116
DH8A/I P2115 SAGES V408 LHY *** KMDT
533 160 E 20. RUNWAY 4R DEPARTURES. The preferred taxi route to depart on Runway 4R is via Taxiway B. Runway 14 may also be utilized as a taxi route. The departure strip of aircraft that will be holding short of Runway 4R on Runway 14 shall be annotated with 4R/14 in RED. The 4R/14 designation shall be utilized even if Runway 4R is the primary jet departure runway for that configuration.
SWA2377 4132 KBOS KBOS PATSS NELIE CMK J75 2010
B737/Q P2000 MXE V378 BAL KBWI
655 340 P
In the example above, Runway 4R is the primary jet departure runway for the configuration in use.
AAL487 4144 KBOS KBOS SSOXS LUCOS SEY HTO 2155
MD88/R P2145 J174 SWL *** KMIA
655 380 F
In the example above, Runway 9 is the primary jet departure runway for the configuration in use.
4R/14
4R/14
4R
4L
H 27/C
BOS ATCT 7110.11M 10/3/14
Appendix 5 - 8
FLG323 4132 KBOS KBOS BLZZR ONEPS BAF Q406 2010
CRJ9/L P2000 BWZ J6 LRP *** KMEM
655 360 K
In the example above, Runway 9 is the primary jet departure runway for the configuration in use and the aircraft is on Taxiway B. 21. HOLDING LOCATIONS ALONG RUNWAY 4L/22R. In Box 8, write in RED, the designation of the taxiway that the outbound aircraft is holding at whenever held/restricted short of Runway 4L/22R.
Aircraft holding short of Runway 4L/22R on Runway 15R/33L or 15L/33R shall be verbally coordinated.
‘J1’ shall be annotated for aircraft that are holding on Runway 14.
No marking/annotation is needed for aircraft holding at 4L-APCH on Taxiway B, or, on Taxiway N.
AAL699 3563 KBOS KBOS HYLND MHT SYR J63 2116
B738/Q P2115 K EHMAN YXU J547 *** KORD
533 380 F
DAL2101 1333 KBOS KBOS BLZZR ONEPS BAF Q448 1609
MD88/Q P1600 PTW J48 MOL KATL
431 320 K NOTE: In these examples, the 4/9 Configuration is in use. 22. LINE UP AND WAIT (LUAW). LCW/LCE shall place a large line or checkmark (near the ACID/Type) on the Flight Progress Strip when the aircraft is instructed to line up and wait. NOTE: The Flight Progress strip may also be jogged/offset in the strip bay as long as the above stripmarking requirement is performed.
AWE1635 1333 KBOS KBOS SSOXS LUCOS SEY J121 1600
E190/Q P1600 BRIGS JIMGE2 KPHL
431 280 J
JZA661 1423 KBOS KBOS HYLND MHT SYR BUF 2210
CRJ9/Q P2200 LINNG LINNG3 CYYZ
431 340 Y
33L C
4R
10/3/14 BOS ATCT 7110.11M
Appendix 5 - 9
23. HEADING ASSIGNMENTS. JET AIRCRAFT - Local Control shall write (in Box 8 or 9) the assigned heading if that heading differs from the heading of the published SID. NON-JET AIRCRAFT - Local Control shall write (in Box 8 or 9) the assigned heading. If the aircraft will remain on the Runway Heading, the three digit runway heading shall be written (i.e., 220, 040)
POE938 3542 KBOS KBOS HYLND MHT SYR BUF 2111
DH8D/R P2100 V36 LINNG CYTZ
344 120 21 B
UCA123 0216 HYA 1450
SF34
30 1507 M
SWA1503 1406 KBOS KBOS PATSS NELIE CMK J75 1601
B733/Q P1550 MXE V378 BAL KBWI
233 310 20 C
24. VISUAL SEPARATION. Circle the heading or altitude, if assigned, on the strip of the aircraft maintaining visual separation if not verbally coordinated.
AWE722 3540 KBOS KBOS SSOXS LUCOS SEY J121 1601
E190/Q P1550 BRIGS JIMGE2 KPHL
233 280 20 C
FLG4288 3401 KBOS KBOS HYLND MHT SYR BUF 2147
CRJ2/Q P2130 LINNG3 CYYZ M 40
233 320 55 F
220
360
040
H
040
BOS ATCT 7110.11M 10/3/14
Appendix 5 - 10
25. LAST DEPARTURE. In Box 8 or 9/9A, Local Control shall write ‘LAST’ on the departure strip to signify that the aircraft is the last aircraft to depart on that runway (runway configuration changes).
UCA681 4661 KBOS KBOS HYLND MHT LEB KBTV 1300
B190/A P1240
392 120 P
SWA1639 2002 KBOS KBOS HYLND MHT SYR J29 DJB 1255
B737/Q P1243 J60 GSH KMDW
559 320 P
LAST 4L
LAST
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Appendix 5 - 11
APPENDIX 6. STRIP MOVEMENT
1. NORTHEAST FLOW CONFIGURATIONS.
HOLDING @ ‘4L-APCH’ ↑↑↑↑
4L↓↓↓↓
AIRBORNE ↓↓↓↓
AIRBORNE ↓↓↓↓
Outbound aircraft that are holding at ‘4L-APCH’, J1 or Rwy 14 (Placed By GC).
Inbound aircraft that are holding short of Runway 4L (Placed By LCE).
Aircraft outbound to Runways 9 or 4R (Placed by LCW).
LCW Strip Bay LCE Strip Bay
Runway 4L Arrivals.
Outbound aircraft that are holding at K or E (or points northeast of K/E) (Placed by GC).
Runway 4R Arrivals.
10/3/14 BOS ATCT 7110.11M
Appendix 6 - 1
2. SOUTHWEST FLOW CONFIGURATIONS.
AIRBORNE ↓↓↓↓ AIRBORNE ↓↓↓↓ ↑↑↑↑27 22L↓↓↓↓
22R↓↓↓↓
Inbound aircraft that are holding short of Runway 22R (Placed By LCE).
Aircraft outbound to Runway 22L (Placed by LCW).
LCW Strip Bay LCE Strip Bay
Runway 22R Arrivals.
All outbound aircraft (Placed by GC).
Runway 22L Arrivals.
Runway 27 Arrivals.
Appendix 6 - 2
BOS ATCT 7110.11M 10/3/14
3. NORTHWEST FLOW CONFIGURATIONS.
HOLDING AT C/D ↑↑↑↑
↑↑↑↑27 32↓↓↓↓
↑↑↑↑33L 33R↓↓↓↓
↑↑↑↑33L 32↓↓↓↓
AIRBORNE ↓↓↓↓
Secondary landing runway arrivals.
Primary landing runway arrivals.
Aircraft outbound to the full length of Runways 27 or 33L that are holding short of the appropriate crossing runway (Placed by GC).
LCW Strip Bay
Outbound aircraft that are assigned a departure point other than the full length of Runways 27 or 33L (Placed by GC).
Aircraft outbound to Runway 27 or 33L that have crossed the appropriate intersecting runway (Placed by LCE or LCW).
Appendix 6 - 3
10/3/14 BOS ATCT 7110.11M
4. SOUTHEAST FLOW CONFIGURATIONS.
↑↑↑↑ 15R 15L ↓↓↓↓
↑↑↑↑ 15R 9 ↓↓↓↓
AIRBORNE ↓↓↓↓
Secondary arrival runway (15L and/or 9) arrivals.
Runway 15R Arrivals.
LCW Strip Bay
All outbound aircraft (Placed by GC).
Appendix 6 - 4
BOS ATCT 7110.11M 10/3/14
APPENDIX 7. RUNWAY 27/22R SAFETY AREAS
RWY 27 SAFETY AREA
RWY 22R SAFETY AREA
B B
M
M
K
E
K
M1
10/3/14 BOS ATCT 7110.11M
Appendix 7 - 1
J
APPENDIX 8. SIGNAGE ALONG RUNWAY 14/32
4L-APCH J1
B
B
J
J
M1 B
M 4R ILS Hold Line
4R Hold Line
32
14
NOTE: There are presently no ‘4L-APCH’ signs/lines positioned along Runway 14/32. Taxiways J1 and M are the only reference/hold points that flight crews will be able to locate/discern.
10/3/14 BOS ATCT 7110.11M
Appendix 8 - 1
4R Hold Line
4R ILS Hold Line
4L-APCH
APPENDIX 9. MINIMUM ALTITUDE ASSIGNMENTS FOR TRANSITIONING
VFR AIRCRAFT
NOTE - This chart is designed to provide guidance on the assignment of altitudes to transitioning VFR
aircraft and is not to be misinterpreted as a Minimum Vectoring Altitude (MVA) Chart.
20
15
15
15
15
15
15
10/3/14 BOS ATCT 7110.11M
Appendix 9 - 1
