Airspace - DFW tower owns a very specific set of lateral and vertical airspace around the airport. The following figures are referenced from the DFW ATCT SOP:

Tower must assign appropriate departure headings to: 

a. All prop aircraft 

b. Any jet aircraft that will not fly a RNAV departure SID. 

c. Any RNAV departure unable to comply with crossing restriction(s). 

d. Any RNAV departure when RNAV operations are suspended for wind, weather, etc. 

Tower must assign the following standard headings to departures: 

a. North Flow – Props: 

1. RWY 35L/35C: H030. 

2. RWY 36L/36R/31L: W/NW Deparutres H270, E Departures H240

b. North Flow – Jets: 

1. RWY 35L/35C: H005 

2. RWY 36L/36R H340 

c. South Flow – Props: 

1. RWY 17C/17R: H130. 

2. RWY 18L/18R: W/NW Deparutres H270, E Departures H240

d. South Flow – Jets: 

1. RWY 17C/17R: H160. 

2. RWY 18L/18R: H185. 

RNAV Departures:

When conducting simultaneous parallel runway departures utilizing RNAV SIDs, advise aircraft of the initial fix/waypoint on the RNAV route. 

PHRASEOLOGY− RNAV to (fix/waypoint), RUNWAY (number), CLEARED FOR TAKEOFF. 

Runway Proximity

Runways 18R/L and 17R/C are both separated by less than 2,500ft, and are considered the same runway in regard to wake turbulence and section 5-8-4 of the 7110.65. (This section essentially says that a departure cannot be cleared for takeoff when there is an arrival inside a 2 mile final).

EXAMPLE - There is an aircraft on a 1.5 mile final for 17C. You cannot clear a 17R departure for takeoff until the 17C arrival has touched down.

Tower Applied Visual Separation

The 2 mile rule stated above can be waived by section 7-2-1 of the 7110.65, which states that:

1. Tower-applied visual separation. 

(a) Maintain communication with at least one of the aircraft involved.

(b) The tower visually observes the aircraft, issues timely traffic advisories, and provides visual separation between the aircraft. 

(c) Issue control instructions as necessary to ensure continued separation between the applicable aircraft. 

(e) The use of tower-applied visual separation is not authorized when wake turbulence separation is required.

NOTE - The 2 mile rule can only be waived when the tower controller can visually see aircraft inside his/her airspace (VFR conditions). Effectively, this means that the runways can run independently of each other in VMC, but not in IMC.

13R or 31R Missed (4-2-3. DFW ATCT SOP)

c. Aircraft executing a missed approach off runway 13R shall be instructed to turn right heading 260˚ and climb and maintain 2,000 feet. This aircraft shall be handed off to the MS controller.

d. Aircraft executing a missed approach off runway 31R shall be instructed to turn right heading 030˚ and climb and maintain 2,000ft. This aircraft shall be handed off to the DN controller. The turn shall not be started prior to reaching midfield. 

Parallel Runway Missed (4-2-6. DFW ATCT SOP)

a. The LC working the go around must provide visual, radar, or vertical separation between that aircraft and any departure on the opposite side of the airport. 

b. If the go around is initiated prior to the FAF, the aircraft shall be instructed to track the localizer and maintain 3,000 feet. 

c. LC shall pointout and coordinate the instructions given in the go around to the relevant controller(s).

The above SOP section is vague due to the dynamic nature of go arounds with other simultaneous parallel traffic. The following information was pulled from the real world D10/DFW LOA, and can be used as a guide in order to help meet the SOP criteria:

d. DFW JET GO-AROUND/MISSED APPROACHES

(1) In the event of a go-around/missed approach, DFW shall handoff to the appropriate D10 SAT sector. Coordinated information shall include ACID, runway, heading, altitude and the phrase "Go-Around"

(2) Aircraft should begin turn no sooner than runway threshold.

(3) 31R go-around or missed approach should start turn no sooner than midfield.

(4) DFW should make every attempt to utilize the preferred headings listed below. If unable, DFW may use the alternate headings listed below.

i. South Flow

(a) Eastside Runways: 

1. Preferred heading 160°. Altitude 2,000 or 3,000. DFW handoff to DS.

2. Alternate heading 150° to diverge from outside track. Altitude 2,000 or 3,000. DFW handoff to DS.

3. Alternate heading 140°. Altitude 2,000. DFW handoff to DS. DFW point out to DS if initially entering DS airspace.

(b) Westside Runways:

1. Preferred heading 190°. Altitude 2,000 or 3,000. DFW handoff to MS.

2. Alternate heading 195° to diverge from outside track. Altitude 2,000 or 3,000. DFW handoff to MS.

3. Alternate heading 210°. Altitude 2,000. DFW handoff to MS. Point-out to DR3 in initially entering MS airspace.

ii. North Flow

(a) Eastside Runways:

1. Preferred heading 010°. Altitude 2,000 or 3,000. DFW handoff to DN.

2. Alternate heading 015° to diverge from outside track. Altitude 2,000 or 3,000. DFW handoff to DN.

3. Alternate heading 030°. Altitude 2,000. DFW handoff to DN. Point-out to DN.

(b) Westside Runways:

1. Preferred heading 340°. Altitude 2,000 or 3,000. DFW handoff to MN.

2. Alternate heading 330° to diverge from outside track. Altitude 2,000 or 3,000. DFW handoff to MN.

3. Alternate heading 320°. Altitude 2,000. DFW handoff to MN. Point-out to MN.