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"Execute missed approach"
Final Approach Abnormalities During Radar Approaches. (OPNAV 3710.7R 5.3.4.5)
The controller shall issue instructions to execute a missed approach or to climb and
maintain a specific altitude and fly a specified course whenever the completion of a safe approach is questionable because one or more of the following conditions exist:
a.
b.
c.
d.
Safe limits are exceeded or radical aircraft deviations are observed.
Position or identification of the aircraft is in doubt.
Radar contact is lost or a malfunctioning radar is suspected.
Field conditions, conflicting traffic, or other unsafe conditions observed from the tower prevent approach
completion.
Execution of the Missed Approach (OPNAV 3710.7R 5.3.4.6)
a. Execution of the missed approach by the pilot is not necessary for conditions a, b, or c above if the pilot
has the runway or approach/runway lights in sight. In these cases, controller phraseology shall be:
(reason). If runway/approach lights /runway lights are not in sight, execute missed approach (alternate
instructions). Reasons may include “radar contact lost,” “too high now for safe approach,” or “too far
right/left for safe approach.”
b. Execution of the missed approach is mandatory for condition d above. Controller phraseology is
“Execute missed approach,” and the reason for the order (i.e., “Aircraft ahead of you has taken the
arresting gear”); or the controller may issue instructions to climb and maintain a specific altitude and fly a
specified heading and the reason for such instructions.
Note: Pilots may execute a missed approach at their own discretion at any time.
Missed approach from DH/MDA/circling
MISSED APPROACH (AIM 5-4-19.)
a. When a landing cannot be accomplished, advise ATC and, upon reaching the Missed Approach Point defined
on the approach procedure chart, the pilot must comply with the missed approach instructions for the
procedure being used or with an alternate missed approach procedure specified by ATC.
b. Protected obstacle clearance areas for missed approach are predicated on the assumption that the abort is
initiated at the missed approach point not lower than the MDA or DH. Reasonable buffers are provided for
normal maneuvers. However, no consideration is given to an abnormally early turn. Therefore, when an early
missed approach is executed, pilots should, unless otherwise cleared by ATC, fly the IAP as specified on the
approach plate to the missed approach point at or above the MDA or DH before executing a turning
maneuver.
c.
If visual reference is lost while circling-to-land from an
instrument approach, the missed approach specified for
that particular procedure must be followed (unless an
alternate missed approach procedure is specified by ATC).
To become established on the prescribed missed approach
course, the pilot should make an initial climbing turn
toward the landing runway and continue the turn until
established on the missed approach course. Inasmuch
as the circling maneuver may be accomplished in more
than one direction, different patterns will be required to
become established on the prescribed missed approach
course, depending on the aircraft position at the time visual
reference is lost. Adherence to the procedure will assure
that an aircraft will remain within the circling and missed
approach obstruction clearance areas. (See Figure 5-4-8.)
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FIGURE 5-4-8
CIRCLING AND MISSED APPROACH
OBSTRUCTION CLEARANCE AREAS
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d. At locations where ATC Radar Service is provided, the pilot should conform to
radar vectors when provided by ATC in lieu of the published missed approach
procedure. (See Figure 5-4-9.)
e. When approach has been missed, request clearance for specific action; i.e., to
alternative airport, another approach, etc.
FIGURE 5-4-9
MISSED APPROACH PORTION OF A PUBLISHED PROCEDURE
Instrument approach/communications at uncontrolled airport
TRAFFIC ADVISORY PRACTICES AT AIRPORTS WITHOUT OPERATING CONTROL TOWERS (AIM 4-1-9.)
1.
2.
3.
4.
5.
SUMMARY OF RECOMMENDED COMMUNICATION PROCEDURES
COMMUNICATION/BROADCAST PROCEDURES
FACILITY AT FREQUENCY USE
OUTBOUND
INBOUND
PRACTICE
AIRPORT
INSTRUMENT
APPROACH
UNICOM (No Communicate with
Before taxiing
10 miles out.
Tower or
UNICOM station on
and before
Entering
FSS)
published CTAF
taxiing on the
downwind, base,
frequency (122.7, 122.8,
runway for
and final. Leaving
122.725, 122.975, or
departure.
the runway
123.0). If unable to
contact UNICOM
station, use selfannounce procedures
on CTAF.
No Tower,
Self-announce on
Before taxiing
10 miles out.
Departing final
FSS, or
MULTICOM frequency
and before
Entering
approach fix
UNICOM
122.9.
taxiing on the
downwind, base,
(name) or on final
runway for
and final. Leaving
approach
departure.
the runway.
segment inbound.
No Tower in
Communicate with FSS
Before taxiing
10 miles out.
Approach
operation,
on CTAF frequency.
and before
Entering
completed/termin
FSS open
taxiing on the
downwind, base,
ated.
runway for
and final. Leaving
departure.
the runway.
FSS closed
Self-announce on CTAF. Before taxiing
10 miles out.
(No Tower)
and before
Entering
taxiing on the
downwind, base,
runway for
and final. Leaving
departure.
the runway.
Tower or
Self-announce on CTAF. Before taxiing
10 miles out.
FSS not in
and before
Entering
operation.
taxiing on the
downwind, base,
runway for
and final. Leaving
departure.
the runway.
a. Airport Operations Without Operating Control Tower 1. There is no substitute for alertness while in the vicinity of an airport. It is essential that pilots be alert and look
for other traffic and exchange traffic information when approaching or departing an airport without an
operating control tower. This is of particular importance since other aircraft may not have communication
capability or, in some cases, pilots may not communicate their presence or intentions when operating into or
out of such airports. To achieve the greatest degree of safety, it is essential that all radio-equipped aircraft
transmit/receive on a common frequency identified for the purpose of airport advisories.
2. An airport may have a full or part-time tower or Flight Service Station (FSS) located on the airport, a full or
part-time UNICOM station or no aeronautical station at all. There are three ways for pilots to communicate
their intention and obtain airport/traffic information when operating at an airport that does not have an
operating tower: by communicating with an FSS, a UNICOM operator, or by making a self-announce
broadcast.
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b. Communicating on a Common Frequency1. The key to communicating at an airport without an operating control tower is selection of the correct common
frequency. The acronym CTAF which stands for Common Traffic Advisory Frequency, is synonymous with
this program. A CTAF is a frequency designated for the purpose of carrying out airport advisory practices
while operating to or from an airport without an operating control tower. The CTAF may be a UNICOM,
MULTICOM, FSS, or tower frequency and is identified in appropriate aeronautical publications.
2. The CTAF frequency for a particular airport is contained in the A/FD, Alaska Supplement, Alaska Terminal
Publication, Instrument Approach Procedure Charts, and Instrument Departure Procedure (DP) Charts. [See
also Jeppesen Airport Directory and JeppGuide.] Also, the CTAF frequency can be obtained by contacting
any FSS. Use of the appropriate CTAF, combined with a visual alertness and application of the following
recommended good operating practices, will enhance safety of flight into and out of all uncontrolled airports.
c.
Recommended Traffic Advisory Practices1. Pilots of inbound traffic should monitor and communicate as appropriate on the designated CTAF from 10
miles to landing. Pilots of departing aircraft should monitor/communicate on the appropriate frequency from
start-up, during taxi, and until 10 miles from the airport unless the FARs or local procedures require otherwise.
2. Pilots of aircraft conducting other than arriving or departing operations at altitudes normally used by arriving
and departing aircraft should monitor/communicate on the appropriate frequency while within 10 miles of the
airport unless required to do otherwise by the FARs or local procedures. Such operations include parachute
jumping/dropping, enroute, practicing maneuvers, etc. (Reference - Parachute Jump Aircraft Operations,
paragraph 3-5-5)
d. Local Airport Advisory Provided by an FSS 1. Local Airport Advisory (LAA) is a service provided at selected locations by an FSS physically located on an
airport which does not have a control tower or where the tower is operated on a part-time basis. The CTAF for
FSSs which provide this service will be disseminated in appropriate aeronautical publications.
2. In communicating with a CTAF FSS, establish two-way communications before transmitting
outbound/inbound intentions or information. An inbound aircraft should report approximately 10 miles from the
airport, reporting altitude and aircraft type, location relative to the airport, state whether landing or overflight,
and request airport advisory. Departing aircraft should state the aircraft type, full identification number, type of
flight planned, i.e., VFR or IFR and the planned destination or direction of flight. Report before taxiing and
before taxiing on the runway for departure. If communications with a UNICOM are necessary after initial
report to FSS, return to FSS frequency for traffic update.
(a) Inbound EXAMPLE:
VERO BEACH RADIO, CENTURION SIX NINER DELTA DELTA IS TEN MILES SOUTH, TWO THOUSAND,
LANDING VERO BEACH. REQUEST AIRPORT ADVISORY.
(b) Outbound EXAMPLE:
VERO BEACH RADIO, CENTURION SIX NINER DELTA DELTA, READY TO TAXI, VFR, DEPARTING TO THE
SOUTHWEST. REQUEST AIRPORT ADVISORY.
3. A CTAF FSS provides wind direction and velocity, favored or designated runway, altimeter setting, known
traffic, notices to airmen, airport taxi routes, airport traffic pattern information, and instrument approach
procedures. These elements are varied so as to best serve the current traffic situation. Some airport
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managers have specified that under certain wind or other conditions designated runways be used. Pilots
should advise the FSS of the runway they intend to use.
CAUTION: All aircraft in the vicinity of an airport may not be in communication with the FSS.
e. Information Provided by Aeronautical Advisory Stations (UNICOM) 1. UNICOM is a non-government air/ground radio communication station which may provide airport information
at public use airports where there is no tower or FSS.
2. On pilot request, UNICOM stations may provide pilots with weather information, wind direction, the
recommended runway, or other necessary information. If the UNICOM frequency is designated as the CTAF,
it will be identified in appropriate aeronautical publications.
f.
Unavailability of information from FSS or UNICOM Should LAA by an FSS or Aeronautical Advisory Station UNICOM be unavailable, wind and weather information
may be obtainable from nearby controlled airports via Automatic Terminal Information Service (ATIS) or
Automated Weather Observing System (AWOS) frequency.
g. Self-Announce Position and/or Intentions1. General - Self-announce is a procedure whereby pilots broadcast their position or intended flight activity or
ground operation on the designated CTAF. This procedure is used primarily at airports which do not have an
FSS on the airport. The self-announce procedure should also be used if a pilot is unable to communicate with
the FSS on the designated CTAF.
2. If an airport has a tower and it is temporarily closed, or operated on a part-time basis and there is no FSS on
the airport or the FSS is closed, use the CTAF to self-announce your position or intentions.
3. Where there is no tower, FSS, or UNICOM station on the airport, use MULTICOM frequency 122.9 for selfannounce procedures. Such airports will be identified in appropriate aeronautical information publications.
4. Practice Approaches - Pilots conducting practice instrument approaches should be particularly alert for other
aircraft that may be departing in the opposite direction. When conducting any practice approach, regardless of
its direction relative to other airport operations, pilots should make announcements on the CTAF as follows:
(a) departing the final approach fix, inbound (non precision approach) or departing the Outer Marker or fix
used in lieu of the Outer Marker, inbound (precision approach);
(b) established on the final approach segment or immediately upon being released by ATC;
(c) upon completion or termination of the approach; and
(d) upon executing the missed approach procedure.
5. Departing aircraft should always be alert for arrival aircraft coming from the opposite direction.
6. Recommended Self-Announce Phraseologies - It should be noted that aircraft operating to or from another
nearby airport may be making self-announce broadcasts on the same UNICOM or MULTICOM frequency. To
help identify one airport from another, the airport name should be spoken at the beginning and end of each
self-announce transmission.
(a) Inbound EXAMPLE:
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STRAWN TRAFFIC, APACHE TWO TWO FIVE ZULU, (position), (altitude), (descending) OR ENTERING DOWN
WIND/BASE/FINAL (as appropriate) RUNWAY ONE SEVEN FULL STOP/TOUCH-AND-GO, STRAWN.
STRAWN TRAFFIC APACHE TWO TWO FIVE ZULU CLEAR OF RUNWAY ONE SEVEN STRAWN.
(b) OutboundEXAMPLE:
STRAWN TRAFFIC, QUEEN AIR SEVEN ONE FIVE FIVE BRAVO (location on airport) TAXIING TO RUNWAY TWO
SIX STRAWN.
STRAWN TRAFFIC, QUEEN AIR SEVEN ONE FIVE FIVE BRAVO DEPARTING RUNWAY TWO SIX. DEPARTING
THE PATTERN TO THE (direction), CLIMBING TO (altitude) STRAWN.
(c) Practice Instrument Approach EXAMPLE:
STRAWN TRAFFIC, CESSNA TWO ONE FOUR THREE QUEBEC (position from airport) INBOUND DESCENDING
THROUGH (altitude) PRACTICE (name of approach) APPROACH RUNWAY THREE FIVE STRAWN.
STRAWN TRAFFIC, CESSNA TWO ONE FOUR THREE QUEBEC PRACTICE (type) APPROACH COMPLETED
OR TERMINATED RUNWAY THREE FIVE STRAWN.
h. UNICOM Communications Procedures 1. In communicating with a UNICOM station, the following practices will help reduce frequency congestion,
facilitate a better understanding of pilot intentions, help identify the location of aircraft in the traffic pattern, and
enhance safety of flight:
(a) Select the correct UNICOM frequency.
(b) State the identification of the UNICOM station you are calling in each transmission.
(c) Speak slowly and distinctly.
(d) Report approximately 10 miles from the airport, reporting altitude, and state your aircraft type, aircraft
identification, location relative to the airport, state whether landing or overflight, and request wind
information and runway in use.
(e) Report on downwind, base, and final approach.
(f) Report leaving the runway.
2. Recommended UNICOM Phraseologies:
(a) Inbound EXAMPLE:
FREDERICK UNICOM CESSNA EIGHT ZERO ONE TANGO FOXTROT 10 MILES SOUTHEAST DESCENDING
THROUGH (altitude) LANDING FREDERICK, REQUEST WIND AND RUNWAY INFORMATION FREDERICK.
FREDERICK TRAFFIC CESSNA EIGHT ZERO ONE TANGO FOXTROT ENTERING DOWNWIND/BASE/FINAL (as
appropriate) FOR RUNWAY ONE NINER (FULL STOP/TOUCH-AND-GO) FREDERICK.
FREDERICK TRAFFIC CESSNA EIGHT ZERO ONE TANGO FOXTROT CLEAR OF RUNWAY ONE NINER
FREDERICK.
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(b) Outbound EXAMPLE:
FREDERICK UNICOM CESSNA EIGHT ZERO ONE TANGO FOXTROT (location on airport) TAXIING TO RUNWAY
ONE NINER, REQUEST WIND AND TRAFFIC INFORMATION FREDERICK.
FREDERICK TRAFFIC CESSNA EIGHT ZERO ONE TANGO FOXTROT DEPARTING RUNWAY ONE NINER.
"REMAINING IN THE PATTERN" OR "DEPARTING THE PATTERN TO THE (direction) (as appropriate)"
FREDERICK.
Sidestep maneuver
SIDE-STEP MANEUVER (AIM 5-4-17.)
a. ATC may authorize a nonprecision approach procedure which serves either one of parallel runways that are
separated by 1,200 feet or less followed by a straight-in landing on the adjacent runway.
b. Aircraft that will execute a side-step maneuver will be cleared for a specified nonprecision approach and
landing on the adjacent parallel runway. Example, "cleared for ILS runway 7 left approach, side-step to
runway 7 right." Pilots are expected to commence the side-step maneuver as soon as possible after the
runway or runway environment is in sight.
c.
Landing minimums to the adjacent runway will be based on nonprecision criteria and therefore higher than
the precision minimums to the primary runway, but will normally be lower than the published circling
minimums.
Weather sources
Preflight Briefings
Flight Service Station (FSS)
Can be contacted via phone at 1-800-WXBrief. Provide weather briefings, NOTAMS, ATC Delays, etc.
Weather Service Office
Provides Weather only
Telephone Weather/NOTAM Briefings FIH C.1
Military pilots departing a location where military weather and NOTAM services are not available will obtain
required information as follows:
(1) Contact the nearest military facility listed below, using DSN (if available) or commercial long distance
telephone (government collect); or
(2) Obtain information from accredited local agencies.
When talking to a military forecaster, give him the following information:
(1) Name of person calling.
(2) Aircraft identification and type of aircraft.
(3) Departure point, destination, and alternate.
(4) VFR or IFR and proposed altitude.
(5) ETD, ETE, and ETE to alternate.
(6) Route.
(7) Enroute stops, if applicable (in order, with ETAs).
A number of USAF and USA installations do not have 24 hour weather forecasting functions. Forecasts for these
locations will not be netwatched or amended after local forecaster duty hours. The last forecast of the day will
contain a statement indicating the time after which the forecast -will no longer be amended.
Telephone numbers are listed in the FIH in section C
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Direct User Access System (DUATS)
Can be accesses via the internet. Password is required.
Pilot to Metro Service (See Inflight Briefing Section Below)
Transcribed Weather Broadcast
Some areas have provide phone access to TWEB broadcasts and can be used for planning prior to calling for the
preflight brief.
In-Flight Briefings
Flight Service Station (FSS)
Can be contacted via the frequencies noted above the shadow
boxes on IFR Enroute Low Altitude Charts. Frequencies 122.2,
255.4, and GUARD frequencies are normally available at all
FSS’s and are not shown. Frequencies transmit and receive
except those followed by an R (receive only) or a T (transmit
only). Call the FSS using the word Radio.
Enroute Flight Advisory Service (EFAS)
Call Flight Watch on 122.0 using the name of the of the Center controlling your area and closest VOR to you.
“Jacksonville Flight Watch, Navy 8E123, Crestview VOR” Use EFAS to obtain Enroute weather Updates.
FIH C.10 (US AIP MET 6.7)
a. EFAS is a service specifically designed to provide enroute aircraft with timely and meaningful weather
advisories pertinent to the type of flight intended, route of flight, and attitude. In conjunction with this
service, EFAS is also a central collection and distribution point for pilot reported weather information.
EFAS is provided by specially trained specialists in selected AFSSs/FSSs controlling multiple remote
communications outlets covering a large geographical area and is normally available throughout the
conterminous U.S. and Puerto Rico from 6 a.m. to 10 p.m. EFAS provides communications capabilities
for aircraft flying at 5,000 feet above ground level to 17,500 feet MSL on a common frequency of 122.0
mHz. Discrete EFAS frequencies have been established to ensure communications coverage from
18,000 through 45,000 MSL serving in each specific ARTCC area. These discrete frequencies may be
used below 18,000 feet when coverage permits reliable communication. NOTE: When an EFAS outlet is
located in a time zone different from the zone in which the flight watch control station is located, the
availability of service may be plus or minus one hour from the normal operating hours.
b. Contact flight watch using the name of the parent facility, followed by your aircraft identification and
append the name of the nearest VOR to your position. The specialist needs to know this approximate
location to select the most appropriate outlet for communications coverage.
c.
If you do not know in which flight watch area you are flying, initiate contact by using the words "FLIGHT
WATCH,- your identification, and the name of the nearest VOR. The facility will respond using the name
of the flight watch facility.
d. EFAS is not intended to be used for filing or closing flight plans, position reporting, to get a complete preflight briefing, or to obtain random weather reports and forecasts. In such instances, the flight watch
specialist will provide the name and radio frequency of the FSS to contact for such services. Pilot
participation is essential to the success of EFAS through a continuous exchange of information on winds,
turbulence, visibility, icing, etc., between pilots inflight and flight watch specialists on the ground. Pilots
are encouraged to report good as well as bad and expected as well as unexpected flight conditions to
flight watch facilities.
Transcribed Weather Broadcast (TWEB)
Broadcasted on low-frequency (190-535 kHz) navaids and some
Availability of TWEB on a specific navaid is denoted by a T in a black
right corner of the navaid information box on the IFR Enroute Low
7
VORs.
circle in the upper
Altitude Charts.
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FIH C.9a
(1) Meteorological and aeronautical data are recorded on tapes and broadcast continuously over selected
low frequency (190-53S kHz) navigational aids and/or VORs.
(2) Generally, the broadcast contains route-oriented data with prepared National Weather Service (NWS)
forecasts, inflight advisories, winds aloft, and select current information such as weather reports,
NOTAMs, or special notices. At selected locations, telephone access to the TWEB has been provided
(TELTWEB). Telephone numbers for this service are available from the FSS. TWEB services are made
available for preflight and inflight planning and should not be considered a substitute for preflight weather
briefings.
Hazardous In-Flight Weather Service (HIWAS)
Available over some VORs. Availability of HIWAS on a specific Navaid is
denoted by an H in a black circle in the upper right corner of the Navaid
information box on the IFR Enroute Low Altitude Charts.
FIH C.9b
(1) A continuous broadcast of inflight weather advisories on VOR frequencies including summarized Severe
Weather Forecast Alert (AWW), SIGMETs, Convective SIGMETs, Center Weather Advisories (CWA),
AIRMETS, and PIREPs. HIWAS makes additional weather information available but is not a replacement
for preflight or inflight briefings or real time weather updates from EFAS.
(2) Where HIWAS has been implemented, a HIWAS alert will be broadcast on all but emergency frequencies
by ARTCC and terminal facilities and will include an alert announcement, frequency instruction, and type
of advisory updated.
(3) Where HIWAS has been implemented, a HIWAS alert will be broadcast on all but emergency frequencies
by FSSs and will include an alert announcement, frequency instruction, and type of advisory updated.
(4) In those areas where HIWAS has been implemented, ARTCC, Terminal, and FSS facilities have
discontinued broadcast of inflight weather advisories listed and paragraph SIGMETs and AIRMETs,
subparagraphs (6) and (8).
AUTOMATED SURFACE OBSERVATION SYSTEM (ASOS) (FIH C.13)
Available over some VORs. Availability of ASOS/AWOS on a specific Navaid is denoted by an A in a black circle
in the upper right corner of the Navaid information box on the IFR Enroute Low Altitude Charts.
The ASOS is the primary surface weather observing system of the United States. The program to install and
operate up to 1,700 systems throughout the United States is a joint effort of the National Weather Service (NWS),
the FAA and the Department of Defense. ASOS is designed to support aviation operations and weather forecast
activities. The ASOS will provide continuous minute-by-minute observations and perform the basic observing
functions necessary to generate an aviation routine weather report (METAR) and other aviation weather
information. The information may be transmitted over a discrete VHF radio frequency or the voice portion of a
local NAVAID. ASOS transmissions on a discrete VHF radio frequency are engineered to be receivable to a
maximum of 25 NM from the ASOS site and a maximum altitude of 10,000 feet AGL. At many locations, ASOS
signals may be received on the surface of the airport, but local conditions may limit the maximum reception
distance and/or altitude, While the automated system and the human may -differ in their methods of data
collection and interpretation, both produce an observation quite similar in form and content. For the "objective"
elements such as pressure, ambient temperature, dew point temperature, wind, and precipitation accumulation,
both the automated system and the observer use a fixed location and time-averaging technique. The quantitative
differences between the observer and the automated observation of these elements are negligible. For the
"subjective" elements, however, observers use a fixed time, spatial averaging technique to describe the visual
elements (sky condition, visibility and present weather), while the auotmated systems use a fixed location, time
averaging technique. Although this is a fundamental change, the manual and automated techniques Yield
remarkably similar results within the limits of their respective capabilities.
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(1) System Description:
(a) The ASOS at each airport location consists of four main components:
1. Individual weather sensors.
2. Data collection packagers (DEEP).
3. The acquisition control unit.
4. Peripherals and displays.
(b) The ASOS sensors perform the basic function of data acquisition. They continuously sample and
measure the ambient environment, derive raw sensor data and make them available to the collocated
DCP.
(2) Every ASOS will contain the following basic set of sensors:
(a) Cloud height indicator (one or possibly three).
(b) Visibility sensor (one or possibly three).
(c) Precipitation identification sensor.
(d) Freezing rain sensor (at select sites).
(e) Pressure sensors (two sensors at small airports; three sensors at large airports).
(f) Ambient temperature/Dew point temperature sensor.
(g) Anemometer (wind direction and speed sensor).
(h) Rainfall accumulation sensor.
(3) The ASOS data outlets include:
(a) Those necessary for on-site airport users.
(b) National communications networks.
(c) Computer-generated voice (available through FAA radio broadcast to pilots, and dial-in telephone
line).
(4) An ASOS/AWOS report without human intervention will contain only that weather data capable of being
reported automatically. The modifier for this METAR report is "AUTO". When an observer augments or
backs-up an ASOS/AWOS site, the "AUTO" modifier disappears.
(5) There are two types of automated stations,, AO1 for automated weather reporting stations without a
precipitation discriminator, and A02 for automated stations with a precipitation discriminator. As
appropriate, "AO1" and "A02" shall appear in remarks. (A precipitation discriminator can determine the
difference between liquid and frozen/freezing precipitation).
AUTOMATIC TERMINAL INFORMATION SERVICE (ATIS) FIH C.14
a. ATIS frequencies are incorporated on individual FLIP Terminal Instrument Approach Procedures, Enroute
Charts and aerodrome listings in the Enroute Supplement. Where this service is available, listing will be found
on the COMMUNICATIONS line, e.g., (ATIS 108.5). Pilots will be expected to listen to ATIS broadcasts where
in operation to obtain essential, but routine, terminal information. The following procedures apply:
b.
(1) ATIS broadcasts are recorded and the pilot should notify controllers that he has received the broadcast
by repeating the alphabetical code word appended to the broadcast. Example: "INFORMATION ECHO
RECEIVED".
(2) When the pilot acknowledges that he has received the ATIS broadcast, controllers may omit those items
contained on the broadcast if they are current. Rapidly changing conditions will be issued by Air Traffic
Control and the ATIS will contain words as follows: "LATEST CEILING VISIBILITY/ALTIMETER/(OTHER
CONDITIONS) WILL BE ISSUED BY APPROACH CONTROL/TOWER."
(3) The absence of a sky condition/ceiling and/or visibility on ATIS indicates a sky condition/ceiling of 5000
feet or above and visibility of 5 miles or more. A remark may be made on the broadcast, "The weather is
better than 5000 and 5," or the existing weather may be broadcast.
(4) Controllers will automatically issue pertinent information to pilots who do not acknowledge receipt of the
ATIS broadcast or who acknowledge receipt of a broadcast which is not current.
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Pilot-to-weather Briefer Service (FIH C.8)
Direct pilot-to-weather briefer service is available by radio contact with any Flight Service Station operated by the
FAA. Flight Service Specialists are qualified and certified by the NWS as Pilot Weather Briefers. They are not
authorized to make original forecasts, but are authorized to translate and interpret the available forecasts and
reports directly into terms of weather conditions which you can expect along your flight route and at destination.
They will also assist you in selecting an alternate course of action in the event adverse weather is encountered.
Combined Station/Tower (CS/T) personnel are not certified pilot weather briefers. They can assist by providing
factual data from weather reports and forecasts.
PILOT-TO-METRO SERVICE (PMSV) (FIH C.4)
a. Pilot-to-Metro Services (PMSV) are available from all Naval Meteorology and Oceanography Command
(NAVMETOCCOM) and U. S. Marine Corps (USMC) aviation weather activities. The primary purpose of
PMSV is for communicating various types of weather information to pilots. PMSV is also used to update the
Flight Weather Briefing Form (DD-1 75-1) and to receive pilot weather reports (PIREPS) of significant or
hazardous weather phenomena, which are entered into weather telecommunications networks.
b. Sub-Regional Forecast Center (SRFC) Concept. Under the NAVMETOCCOM Sub-Regional Forecast Center
(SRFC) concept of operations, forecasting has been centralized to support outlying satellite detachments
during off-peak hours, when a forecaster is not on duty. Most NAVMETOCCOM and USMC stations are
manned 24 hours with observers maintaining a basic weather watch. Observers are authorized to provide
basic weather information via PMSV, such as providing the latest field conditions or nearby observation data,
or reading a Terminal Aerodrome Forecast (TAF) report. For any requests for forecast services,. DD175-1
updates or extensions, the observer acts as an intermediary between the pilot and SRFC forecaster. Some
delay will be experienced in these instances, as the SRFC Forecaster receives and processes information for
the observer to pass along to the pilot over PMSV. In some cases the SRFC -is close enough to a supported
satellite detachment for the pilot to radio directly to the SRFC for required assistance.
c.
The radio call for PMSV is "METRO", e.g. "Fallon METRO'. Advise the forecaster/observer of ETA when
terminal weather is requested.
Frequencies for PMSV can be found in the FIH in Section C.
VOLMET Voice Weather Broadcasts FIH C.6
Meteorlogical information for aircraft in flight may ve obtained through routine and special BHF and HF weather
broadcasts. VHF broadcasts are normally continuous and contain current airport weather reports, with trend parts
where available, and occasionally SIGMET information. HF broadcasts are normally scheduled at regular
intervals and contain current airport reports, with trend parts where available and airport forcasts.
Frequencies are listed in the FIH in Section C.
Air Traffic Control Center (ARTCC)
Air Traffic Control Centers have meterologists assigned to them that can provide information to the pilot
enroute.
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