RI-15
CONNOR GOUGE
ADV HELO
RADIO INSTRUMENT FLIGHT 15
DISCUSS ......................................................................................................................................................................2
A.
B.
C.
D.
E.
"EXECUTE MISSED APPROACH" ...........................................................................................................................2
MISSED APPROACH FROM DH/MDA/CIRCLING ..................................................................................................2
INSTRUMENT APPROACH/COMMUNICATIONS AT UNCONTROLLED AIRPORT ........................................................4
SIDESTEP MANEUVER .........................................................................................................................................8
WEATHER SOURCES ............................................................................................................................................9
PRACTICE ................................................................................................................................................................ 14
A.
B.
C.
D.
E.
F.
G.
INSTRUMENT TAKEOFF (ITO) ........................................................................................................................... 14
INSTRUMENT DEPARTURE ................................................................................................................................. 14
TACAN OR VOR APPROACH ........................................................................................................................... 14
GPS OR NDB APPROACH .................................................................................................................................. 14
LOCALIZER OR ILS APPROACH ......................................................................................................................... 14
EN ROUTE NAVIGATION/FUEL CONSUMPTION CHECKS ...................................................................................... 14
HOLDING .......................................................................................................................................................... 14
1
RI-15
CONNOR GOUGE
ADV HELO
Discuss
"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 question-able 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
2
RI-15
CONNOR GOUGE
ADV HELO
will remain within the circling and missed approach obstruction clearance areas. (See
Figure 5-4-8.)
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 5-4-8
CIRCLING AND MISSED APPROACH OBSTRUCTION CLEARANCE AREAS
FIGURE 5-4-9
MISSED APPROACH PORTION OF A PUBLISHED PROCEDURE
3
RI-15
CONNOR GOUGE
ADV HELO
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.
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
4
RI-15
CONNOR GOUGE
ADV HELO
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
5
RI-15
CONNOR GOUGE
ADV HELO
pattern information, and instrument approach procedures. These elements are varied
so as to best serve the current traffic situation. Some airport 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 selfannounce 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 selfannounce your position or intentions.
3. Where there is no tower, FSS, or UNICOM station on the airport, use MULTICOM
frequency 122.9 for self-announce 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.
6
RI-15
CONNOR GOUGE
ADV HELO
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 selfannounce transmission.
(a) Inbound EXAMPLE:
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.
7
RI-15
CONNOR GOUGE
ADV HELO
(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.
(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.
8
RI-15
CONNOR GOUGE
ADV HELO
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
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.
9
RI-15
CONNOR GOUGE
ADV HELO
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 pre-flight 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 VORs. Availability of TWEB on a specific navaid is
denoted by a T in a black circle in the upper right corner of the
navaid information box on the IFR Enroute Low Altitude
Charts.
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
10
RI-15
CONNOR GOUGE
ADV HELO
(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
11
RI-15
CONNOR GOUGE
ADV HELO
fundamental change, the manual and automated techniques Yield remarkably similar
results within the limits of their respective capabilities.
(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
12
RI-15
CONNOR GOUGE
ADV HELO
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.
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 SubRegional 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.
13
RI-15
CONNOR GOUGE
ADV HELO
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.
Practice
A. Instrument takeoff (ITO)
B. Instrument departure
C. TACAN or VOR approach
D. GPS or NDB approach
E. Localizer or ILS approach
F. En route navigation/fuel consumption checks
G. Holding
14