VIDEO MAP- An electronically displayed map on
the radar display that may depict data such as airports,
heliports, runway centerline extensions, hospital
emergency landing areas, NAVAIDs and fixes,
reporting points, airway/route centerlines, bound-
aries, handoff points, special use tracks, obstructions,
prominent geographic features, map alignment
indicators, range accuracy marks, minimum vector-
ing altitudes.
VIS IBILITY- The ability, as determ ined by
atmospheric conditions and expressed in units of
distance, to see and identify prominent unlighted
objects by day and prominent lighted objects by
night. Visibility is reported as statute miles, hundreds
of feet or meters.
(Refer to 14 CFR Part 91.)
(Refer to AIM.)
a. Flight Visibility- The average forward horizon-
tal distance, from the cockpit of an aircraft in flight,
at which prominent unlighted objects may be seen
and identified by day and prominent lighted objects
may be seen and identified by night.
b. Ground Visibility- Prevailing horizontal visi-
bility near the earth's surface as reported by the
United States National Weather Service or an
accredited observer.
c. Prevailing Visibility- The greatest horizontal
visibility equaled or exceeded throughout at least half
the horizon circle which need not necessarily be
continuous.
d. Runway Visibility Value (RVV)- The visibility
determined for a particular runway by a transmis-
someter. A meter provides a continuous indication of
the visibility (reported in miles or fractions of miles)
for the runway. RVV is used in lieu of prevailing
visibility in determining minimums for a particular
runway.
e. Runway Visual Range (RVR)- An instrumen-
tally derived value, based on standard calibrations,
that represents the horizontal distance a pilot will see
down the runway from the approach end. It is based
on the sighting of either high intensity runway lights
or on the visual contrast of other targets whichever
yields the greater visual range. RVR, in contrast to
prevailing or runway visibility, is based on what a
pilot in a moving aircraft should see looking down the
runway. RVR is horizontal visual range, not slant
visual range. It is based on the measurement of a
transmissometer made near the touchdown point of
the instrument runway and is reported in hundreds of
feet. RVR is used in lieu of RVV and/or prevailing
visibility in determining minimums for a particular
runway.
1. Touchdown RVR- The RVR visibility
readout values obtained from RVR equipment
serving the runway touchdown zone.
Pilot/Controller Glossary 2/14/08
PCG V-3
2. Mid-RVR- The RVR readout values obtained
from RVR equipment located midfield of the runway.
3. Rollout RVR- The RVR readout values
obtained from RVR equipment located nearest the
rollout end of the runway.
(See ICAO term FLIGHT VISIBILITY.)
(See ICAO term GROUND VISIBILITY.)
(See ICAO term RUNWAY VISUAL RANGE.)
(See ICAO term VISIBILITY.)
VISIBILITY - The ability, as determined by
atmospheric conditions and expressed in units of
distance, to see and identify prominent unlighted
objects by day and prominent lighted objects by
night.
a. Flight Visibility-The visibility forward from
the cockpit of an aircraft in flight.
b. Ground Visibility-The visibility at an aero-
drome as reported by an accredited observer.
c. Runway Visual Range -The range over
which the pilot of an aircraft on the centerline of a
runway can see the runway surface markings or the
lights delineating the runway or identifying its
centerline.
VISUAL APPROACH- An approach conducted on
an instrument flight rules (IFR) flight plan which
authorizes the pilot to proceed visually and clear of
clouds to the airport. The pilot must, at all times, have
either the airport or the preceding aircraft in sight.
This approach must be authorized and under the
control of the appropriate air traffic control facility.
Reported weather at the airport must be ceiling at or
above 1,000 feet and visibility of 3 miles or greater.
(See ICAO term VISUAL APPROACH.)
VISUAL APPROACH - An approach by an
IFR flight when either part or all of an instrument
approach procedure is not completed and the
approach is executed in visual reference to terrain.
VISUAL APPROACH SLOPE INDICATOR(See AIRPORT LIGHTING.)
VISUAL CLIMB OVER AIRPORT (VCOA)- A
departure option for an IFR aircraft, operating in
visual meteorological conditions equal to or greater
than the specified visibility and ceiling, to visually
conduct climbing turns over the airport to the
published “climb-to” altitude from which to proceed
with the instrument portion of the departure. VCOA
procedures are developed to avoid obstacles greater
than 3 statute miles from the departure end of the
runway as an alternative to complying with climb
gradients greater than 200 feet per nautical mile.
These procedures are published in the `Take-Off
Minimums and (Obstacle) Departure Procedures'
section of the Terminal Procedures Publications.
(See AIM.)
VISUAL DESCENT POINT- A defined point on the
final approach course of a nonprecision straight-in
approach procedure from which normal descent from
the MDA to the runway touchdown point may be
commenced, provided the approach threshold of that
runway, or approach lights, or other markings
identifiable with the approach end of that runway are
clearly visible to the pilot.
VISUAL FLIGHT RULES- Rules that govern the
procedures for conducting flight under visual
conditions. The term “VFR” is also used in the
United States to indicate weather conditions that are
equal to or greater than minimum VFR requirements.
In addition, it is used by pilots and controllers to
indicate type of flight plan.
(See INSTRUMENT FLIGHT RULES.)
(See INSTRUMENT METEOROLOGICAL
CONDITIONS.)
(See VISUAL METEOROLOGICAL
CONDITIONS.)
(Refer to 14 CFR Part 91.)
(Refer to AIM.)
VISUAL HOLDING- The holding of aircraft at
selected, prominent geographical fixes which can be
easily recognized from the air.
(See HOLDING FIX.)
VISUAL METEOROLOGICAL CONDITIONS-
Meteorological conditions expressed in terms of
visibility, distance from cloud, and ceiling equal to or
better than specified minima.
(See INSTRUMENT FLIGHT RULES.)
(See INSTRUMENT METEOROLOGICAL
CONDITIONS.)
(See VISUAL FLIGHT RULES.)
VISUAL SEPARATION- A means employed by
ATC to separate aircraft in terminal areas and en route
airspace in the NAS. There are two ways to effect this
separation:
a. The tower controller sees the aircraft involved
and issues instructions, as necessary, to ensure that
the aircraft avoid each other.
b. A pilot sees the other aircraft involved and upon
instructions from the controller provides his/her own
Pilot/Controller Glossary 2/14/08
PCG V-4
separation by maneuvering his/her aircraft as
necessary to avoid it. This may involve following
another aircraft or keeping it in sight until it is no
longer a factor.
(See SEE AND AVOID.)
(Refer to 14 CFR Part 91.)
VLF(See VERY LOW FREQUENCY.)
VMC(See VISUAL METEOROLOGICAL
CONDITIONS.)
VOICE SWITCHING AND CONTROL SYSTEM-
The VSCS is a computer controlled switching system
that provides air traffic controllers with all voice
circuits (air to ground and ground to ground)
necessary for air traffic control.
(See VOICE SWITCHING AND CONTROL
SYSTEM.)
(Refer to AIM.)
VOR- A ground-based electronic navigation aid
transmitting very high frequency navigation signals,
360 degrees in azimuth, oriented from magnetic
north. Used as the basis for navigation in the National
Airspace System. The VOR periodically identifies
itself by Morse Code and may have an additional
voice identification feature. Voice features may be
used by ATC or FSS for transmitting instructions/
information to pilots.
(See NAVIGATIONAL AID.)
(Refer to AIM.)
VOR TEST SIGNAL(See VOT.)
VORTAC- A navigation aid providing VOR
azimuth, TACAN azimuth, and TACAN distance
measuring equipment (DME) at one site.
(See DISTANCE MEASURING EQUIPMENT.)
(See NAVIGATIONAL AID.)
(See TACAN.)
(See VOR.)
(Refer to AIM.)
VORTICES- Circular patterns of air created by the
movem ent of an airfoil through the air when
generating lift. As an airfoil moves through the
atmosphere in sustained flight, an area of area of low
pressure is created above it. The air flowing from the
high pressure area to the low pressure area around and
about the tips of the airfoil tends to roll up into two
rapidly rotating vortices, cylindrical in shape. These
vortices are the most predominant parts of aircraft
wake turbulence and their rotational force is
dependent upon the wing loading, gross weight, and
speed of the generating aircraft. The vortices from
medium to heavy aircraft can be of extremely high
velocity and hazardous to smaller aircraft.
(See AIRCRAFT CLASSES.)
(See WAKE TURBULENCE.)
(Refer to AIM.)
VOT- A ground facility which emits a test signal to
check VOR receiver accuracy. Some VOTs are
available to the user while airborne, and others are
limited to ground use only.
(See AIRPORT/FACILITY DIRECTORY.)
(Refer to 14 CFR Part 91.)
(Refer to AIM.)
VR(See VFR MILITARY TRAINING ROUTES.)
VSCS(See VOICE SWITCHING AND CONTROL
SYSTEM.)
VTA(See VERTEX TIME OF ARRIVAL.)
VTOL AIRCRAFT(See VERTICAL TAKEOFF AND LANDING
AIRCRAFT.)
Pilot/Controller Glossary 2/14/08
PCG W-1
W
WA(See AIRMET.)
(See WEATHER ADVISORY.)
WAAS(See WIDE-AREA AUGMENTATION SYSTEM.)
WAKE TURBULENCE- Phenomena resulting from
the passage of an aircraft through the atmosphere.
The term includes vortices, thrust stream turbulence,
jet blast, jet wash, propeller wash, and rotor wash
both on the ground and in the air.
(See AIRCRAFT CLASSES.)
(See JET BLAST.)
(See VORTICES.)
(Refer to AIM.)
WARNING AREA(See SPECIAL USE AIRSPACE.)
WAYPOINT- A predetermined geographical posi-
tion used for route/instrument approach definition,
progress reports, published VFR routes, visual
reporting points or points for transitioning and/or
circumnavigating controlled and/or special use
airspace, that is defined relative to a VORTAC station
or in terms of latitude/longitude coordinates.
WEATHER ADVISORY- In aviation weather
forecast practice, an expression of hazardous weather
conditions not predicted in the area forecast, as they
affect the operation of air traffic and as prepared by
the NWS.
(See AIRMET.)
(See SIGMET.)
WHEN ABLE- When used in conjunction with ATC
instructions, gives the pilot the latitude to delay
compliance until a condition or event has been
reconciled. Unlike “pilot discretion,” when instruc-
tions are prefaced “when able,” the pilot is expected
to seek the first opportunity to comply. Once a
maneuver has been initiated, the pilot is expected to
continue until the specifications of the instructions
have been met. “When able,” should not be used
when expeditious compliance is required.
WIDE-AREA AUGMENTATION SYSTEM
(WAAS)- The WAAS is a satellite navigation system
consisting of the equipment and software which
augments the GPS Standard Positioning Service
(SPS). The WAAS provides enhanced integrity,
accuracy, availability, and continuity over and above
GPS SPS. The differential correction function
provides improved accuracy required for precision
approach.
WILCO- I have received your message, understand
it, and will comply with it.
WIND GRID DISPLAY- A display that presents the
latest forecasted wind data overlaid on a map of the
ARTCC area. Wind data is automatically entered and
updated periodically by transmissions from the
National Weather Service. Winds at specific
altitudes, along with temperatures and air pressure
can be viewed.
WIND SHEAR- A change in wind speed and/or wind
direction in a short distance resulting in a tearing or
shearing effect. It can exist in a horizontal or vertical
direction and occasionally in both.
WING TIP VORTICES(See VORTICES.)
WORDS TWICEa. As a request: “Communication is difficult.
Please say every phrase twice.”
b. As information: “Since communications are
difficult, every phrase in this message will be spoken
twice.”
WORLD AERONAUTICAL CHARTS(See AERONAUTICAL CHART.)
WS(See SIGMET.)
(See WEATHER ADVISORY.)
WST(See CONVECTIVE SIGMET.)
(See WEATHER ADVISORY.)
7/31/08 JO 7110.10T CHG 1
Index I-1
Index
A
Airport Lighting, 11-1-1
ALS Intensity Setting, 11-1-1
HIRL, 11-1-3
MIRL, 11-1-3
REDL, 11-1-1
REIL, 11-1-3
RVV/RVR, 11-1-4
SFL, 11-1-1
VASI, 11-1-3
B
Bomb Threats, 5-2-3
Broadcast Procedures
HIWAS, 2-4-1, 2-4-2
Speech Rate, 2-1-1
TIBS for AFSS, 2-3-1
TWEB, 2-2-1, 2-2-2
Types, 2-1-1
C
Changes, Recommendation for Procedural, 1-1-1
Communication System, Interphone, 12-1-1
Communication System, DATA, 10-1-1
Control Symbology, 4-2-7
D
Duty
Familiarization and Transfer of Position Re-
sponsibility, 1-3-1
Priority, 1-3-1
E
Effective Date of this Order, 1-1-1
Emergency Services
ADF/VOR, 5-4-1, 5-4-2, 5-4-4
DF, 5-3-1, 5-3-2
General, 5-1-1, 5-1-2
Operations, 5-2-1
ELT, 5-2-2, 5-2-3
SCATANA, 5-2-5
F
Flight Data
Flight Plan Handling, 6-4-1, 6-4-4, 6-4-5,
6-4-6
Change in ETA, 6-4-7
Military Flights to/from U.S., 6-4-8
Flight Plan Proposals, 6-2-1, 6-2-4, 6-2-5
General, 6-1-1
IFR Flight Plan Handling, 6-3-1, 6-3-2, 6-3-8
IFR/DVFR ADIZ Flight Plans, 6-6-1
Law Enforcement Messages, 6-7-1
Military Operations, 6-5-1, 6-5-2
Nonemergency Parachute Jumping, 6-8-1
I
Inflight Services, 4-1-1
Automatic Flight Information Service, 4-4-5
Data Recording, 4-2-1
Aircraft Contacts, 4-2-6
Flight Progress, 4-2-4
EFAS, 4-6-1, 4-6-2, 4-6-3
LAA, 4-4-1, 4-4-4
Radio Communications, 4-3-1, 4-3-4
Blind Transmission, 4-3-5
Routine Radio Contacts, 4-3-2
Special VFR, 4-5-1, 4-5-2
International Operations, 7-1-1
AIREPS, 7-1-6
Alerting Service, 7-3-1
ARTCC Relay of VFR Messages, 7-1-9
Customs Notification and ADIZ, 7-2-1
Flight Plan Cancellations, 7-1-5
Messages and Formats, 7-1-1
Flight Plan, 7-1-4
ICAO, 7-1-5
Service Messages, 7-1-2
Movement and Control
Canadian, 7-4-1
Mexican, 7-5-1
7/31/08 JO 7110.10T CHG 1
Index I-2
N
NAVAID Monitoring, 13-1-1
By Technical Operations Services Personnel,
13-1-2
Check, 13-1-2
Malfunctions, 13-1-1
P
Phraseology, 14-1-1, 14-1-11, 14-1-13, 14-1-17,
14-1-18
Weather, 14-1-2
Pilot Briefing, 3-1-1, 3-1-3
Preflight, 3-2-1, 3-2-3
S
Search and Rescue
ALNOTs, 8-4-1
General, 8-1-1
INREQs, 8-3-1
Other SARs, 8-5-1
Overdue Aircraft, 8-2-1
T
Terms of Reference, 1-2-1
Abbreviations, 1-2-1
W
Weather Service, FAAs
CWA, 9-11-1
FAs, 9-6-1
FDs, 9-4-1
Flight Advisories: WS, WA, WST, 9-8-1
FTs, 9-5-1
MIS, 9-10-1
SD/ROB, 9-3-1
Severe Weather Forecasts, 9-7-1
TWEB, 9-9-1
UA/UUA, 9-1-1, 9-2-1
U.S. Department
of Transportation
Federal Aviation
Administration
JO 7110.10T
2/14/08
Initiated By: AJR-0
Vice President, System Operations Services
Distribution: ZAT-712, ZAT-423 (External)
BRIEFING GUIDE
U.S. DEPARTMENT OF TRANSPORTATION
FEDERAL AVIATION ADMINISTRATION
2/14/08 JO 7110.10T
Briefing Guide BG-2
Table of Contents
Paragraph
Number
Title Page
2-3-2 AREA/ROUTE BRIEFING PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2-3-3 MONITORING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2-4-3 CONTENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
6-1-2 FLIGHT PLANS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
6-2-1 FLIGHT PLAN RECORDING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
6-6-2 AMIS WITHIN AN ADIZ-DVFR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
6-6-3 FORWARDING DVFR INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
6-6-5 ADDRESSING DVFR FLIGHT PLAN MESSAGES . . . . . . . . . . . . . . . . . . . . 5
7-2-3 INBOUND PRIVATE AIRCRAFT: ADIZ REQUIREMENTS . . . . . . . . . . . . . 5
2/14/08 JO 7110.10T
Briefing Guide BG-3
1. PARAGRAPH NUMBER AND TITLE: 2-3-2. AREA/ROUTE BRIEFING PROCEDURES AND
2-3-3. MONIT ORING
2. BACKGROUND: The ability to record messages and make them available to the pilot community via the telephone
was a step forward in the provision of information to pilots, but building TIBS recordings has been a labor-intensive process
for an AFSS specialist. The process often results in late recordings and variable quality due to human interpretive differences.
Moreover, it results in the loss of a highly trained professional from his/her primary responsibility of pilot weather briefing.
The further automation of repetitive tasks like TIBS is not only more cost-effective, but highly desirable from a
standardization and quality assurance perspective. The automation of this process is contingent upon the ability to convert
weather products from text to voice format, a process readily available with today's technology. Three basic types of TIBS
recordings are made today, Area/Route briefings, Airspace Procedures and Special Announcements. Airspace Procedures
and Special Announcements will continue to be manually produced. The purpose of TIBS is to provide a preview of weather
conditions. However, accessibility is the biggest attraction for (or to) the pilot, compared to waiting on the telephone for a
certified briefer.
3. CHANGE:
OLD NEW
2-3-2. AREA/ROUTE BRIEFING
PROCEDURES
2-3-2. AREA/ROUTE BRIEFING
PROCEDURES
Title through a No Change
Add NOTE-
For the purpose of TIBS broadcasts, an area briefing
may be a geographic location not defined by a nautical
mile radius, for example, NORTHWEST NEBRASKA.
PHRASEOLOGY-
THIS RECORDING PREPARED AT (time) LOCAL or
(time) ZULU. BRIEFING SUMMARY FOR:
A (number of miles) NAUTICAL MILE RADIUS OF
(location),
or
THE ROUTE FROM (location) TO (location).
PHRASEOLOGY-
THIS RECORDING PREPARED AT (time) LOCAL or
(time) ZULU. BRIEFING SUMMARY FOR:
A (number of miles) NAUTICAL MILE RADIUS OF
(location),
or
(location not defined by nautical mile radius),
or
THE ROUTE FROM (location) TO (location).
b. Adverse Conditions. Summarize WST, WS, WA,
CWA, AWW, and any other available information that
may adversely affect flight in the route/area.
b. Adverse Conditions. Include WST, WS, WA,
CWA, AWW, UUA and any other available information
that may adversely affect flight in the route/area.
PHRASEOLOGY- No Change
c. VFR Not Recommended Statement. Include this
recommendation when current or forecast conditions,
surface or aloft, in your judgment would make flight
under visual flight rules doubtful.
c. VFR Not Recommended Statement. Include this
recommendation when current or forecast conditions,
surface or aloft, would make flight under visual flight
rules doubtful.
PHRASEOLOGY- through d No Change
e. Current Conditions. Summarize the current weather
conditions over the route/area. Include PIREPs on
conditions reported aloft and radar reports or a summary
of observed radar echoes from local equipment. Specific
departure/destination observations may be included.
e. Current Conditions. Include current weather
conditions over the route/area and PIREPs on conditions
reported aloft.
NOTE- through f No Change
2/14/08 JO 7110.10T
Briefing Guide BG-4
g. En Route Forecast. Summarize from appropriate
data; e.g., FAs, prognosis charts, weather advisories.
Provide the information in a logical order; i.e., climb out,
en route, and descent.
g. En Route Forecast. Include forecast information
from appropriate data; e.g., FA Synopsis, TAFs and
weather advisories.
h. Winds Aloft. Summarize winds aloft as forecast for
the route/area as interpolated from forecast data for the
local and/or the adjacent reporting locations for levels
through 12,000 feet. The broadcast should include the
levels from 3,000 to 12,000 feet, but shall always include
at least two forecast levels above the surface.
h. Winds Aloft. Include winds aloft as forecast for the
route/area as interpolated from forecast data for the local
and/or the adjacent reporting locations for levels through
12,000 feet. The broadcast should include the levels from
3,000 to 12,000 feet, but shall always include at least two
forecast levels above the surface.
i No Change
PHRASEOLOGY-
PILOT WEATHER REPORTS ARE REQUESTED.
CONTACT FLIGHT WATCH OR A FLIGHT SERVICE
STATION.
PHRASEOLOGY-
PILOT WEATHER REPORTS ARE REQUESTED.
CONTACT FLIGHT WATCH OR FLIGHT SERVICE,
AS APPROPRIATE.
NOTE-
Delete all reference to FLIGHT WATCH when not
available at time of broadcast.
Delete
j through k No Change
l Delete
m Renumber l
OLD NEW
2-3-3. MONITORING 2-3-3. MONITORING
Meteorological recordings shall be monitored immedi-
ately after recording and as necessary to insure accuracy
of data. Nonmeteorological recordings shall be mon-
itored and checked for quality and accuracy immediately
after recording and once each shift. After each recording,
the TIBS shall be checked for availability by calling
1-800-WX-BRIEF or a locally designated phone num-
ber. Subsequent checks may be accomplished using local
monitoring.
a. Manually prepared meteorological recordings
shall be monitored immediately after recording and as
necessary to insure accuracy of data.
Non-meteorological recordings shall be monitored and
checked for quality and accuracy immediately after
recording and once each shift. After each recording, the
TIBS shall be checked for availability by calling
1-800-WX-BRIEF or a locally designated phone
number. Subsequent checks may be accomplished using
local monitoring.
Add b. Automated TIBS products shall be monitored
once each shift to ensure clarity and accuracy.
1. PARAGRAPH NUMBER AND TITLE: 2-4-3. CONTENT
2. BACKGROUND: The purpose of the HIWAS service is to alert pilots to hazardous weather along their routes of flight.
Automation of the HIWAS recordings and processes is a critical piece of Lockheed-Martin (LM) FS21 Flight Service
Station concept, both operationally and financially. Recent National Weather Service (NWS) message formats and the
improvement of text-to-voice software have made it possible to create HIWAS broadcasts with computers at central
locations and disseminate them via remote communication outlets, nationwide. Lockheed Martin's automation of the
HIWAS product will use an electronic map/database to locate and distribute weather advisories and state-of-the-art,
text-to-voice software to convert NWS reports to voice for broadcast. The FS21 system will produce a site-specific,
customized broadcast for each HIWAS outlet or group of outlets.
3. CHANGE:
2/14/08 JO 7110.10T
Briefing Guide BG-5
OLD NEW
2-4-3. CONTENT 2-4-3. CONTENT
Title through NOTE- No Change
b. Summary of WSTs, WSs, WAs, UUAs, AWWs,
CWAs, and any other weather such as isolated
thunderstorms that are rapidly developing and increasing
in intensity, or low ceilings and visibilities that are
becoming widespread which are considered significant
and are not included in a current hazardous weather
advisory.
b. Statement of hazardous weather, including
WSTs, WSs, WAs, UUAs, AWWs, and CWAs.
c through d No Change
PHRASEOLOGY-
CONTACT FLIGHT WATCH OR FLIGHT SERVICE
FOR ADDITIONAL DETAILS.
PHRASEOLOGY-
CONTACT FLIGHT WATCH OR FLIGHT SERVICE,
AS APPROPRIATE, FOR ADDITIONAL DETAILS.
NOTE-
Delete all reference to FLIGHT WATCH when not
available at time of broadcast.
Delete
1. PARAGRAPH NUMBER AND TITLE:
6-1-2. FLIGHT PLANS,
6-2-1. FLIGHT PLAN RECORDING,
6-6-2. AMIS WITHIN AN ADIZ-DVFR,
6-6-3. FORWARDING DVFR INFORMATION,
6-6-5. ADDRESSING DVFR FLIGHT PLAN MESSAGES, and
7-2-3. INBOUND PRIVATE AIRCRAFT: ADIZ REQUIREMENTS
2. BACKGROUND: DVFR procedures, as contained in FAAH 7110.10 and FAAH 7610.4, were developed over 25 years
ago. Those procedures required that DVFR flight plan information be sent to the tie-in ARTCC, who then forwarded the
information to NORAD. The pilot had to activate his/her flight plan (for SAR purposes) with the AFSS and then contact the
ARTCC to obtain his/her beacon code and activate the DVFR flight plan. The ARTCC would then forward the activation
time to NORAD. When these procedures were developed, DVFR traffic was low volume, and the procedures, while very
work intensive, were acceptable for this level of activity. With the rapid development of oil fields, off both coasts and in the
Gulf of Mexico that began during the late 1980s, and the resultant huge increase in helicopter traffic in support of these
operations, the procedures quickly proved inadequate for the task.
In the mid 1990s, the Southwest Region began testing a new system for handling DVFR traffic. Using a PC with a Service B
drop, the AFSS accepted and transmitted DVFR flight plans directly to NORAD using a specially created address, ZAM. The
AFSS assigned the beacon code when the pilot filed his/her flight plan. This new system and procedure alleviated the burden
on the ARTCC and only required one radio contact by the pilot on departure.
3. CHANGE:
OLD NEW
6-1-2. FLIGHT PLANS 6-1-2. FLIGHT PLANS
Title through j No Change
2/14/08 JO 7110.10T
Briefing Guide BG-6
Add k. When a pilot files a DVFR flight plan, advise the
pilot to activate with Flight Service. Also advise the
pilot that a discrete beacon code will be assigned upon
activation.
Add NOTE1. A discrete beacon code may be assigned when the
flight plan is filed, as necessary. If the pilot wants to file
a DVFR flight plan that departs outside the facility's
flight plan area, provide the applicable toll-free
number for the departure FSS.
2. Discrete beacon codes are assigned to facilities in
accordance with FAAO 7110.66, National Beacon
Code Allocation Plan.
OLD NEW
6-2-1. FLIGHT PLAN RECORDING 6-2-1. FLIGHT PLAN RECORDING
Record flight plans on FAA Form 7233-1, on M1FC
Domestic Flight Plan Mask, or on OASIS Flight Plan
dialog box. Completion of all blocks or fields is not
required in every case, and all items filed are not always
transmitted. Use authorized abbreviations where possible.
Complete as follows:
Record flight plans on FAA Form 7233-1, M1FC
Domestic Flight Plan Mask, or in the OASIS Domestic
Flight Plan dialog box. Completion of all blocks or fields
is not required in every case, and all items filed are not
always transmitted. Use authorized abbreviations where
possible. Complete as follows:
NOTE- through a2 No Change
(a) V - civilian VFR flight plans. (a) V - civilian VFR flight plans including
DVFR.
(b) through (c) No Change
(d) DV - DVFR flight plans. M1FC will accept
DV flight plans only as a proposal addressed to an
ARTCC.
(d) DV - Do not use. See para 6-6-3a.
(e) through 3 No Change
(a) VFR (a) VFR - civilian VFR flight plans, including
DVFR.
(b) No Change
(c) DVFR (c) DVFR - Do not use. See para 6-6-3a.
(d) through (i) No Change
(j) DVFR STOPOVER (j) DVFR STOPOVER - Do not use.
2/14/08 JO 7110.10T
Briefing Guide BG-7
OLD NEW
6-6-2. AMIS WITHIN AN ADIZ-DVFR 6-6-2. AMIS WITHIN AN ADIZ-DVFR
For security control of air traffic, specific information
contained inflight plans filed by a pilot operating or
proposing to operate in accordance with DVFR within an
ADIZ shall be forwarded to the appropriate ARTCC.
For security control of air traffic, specific information
contained in flight plans filed by a pilot operating or
proposing to operate in accordance with DVFR within an
ADIZ shall be forwarded to NORAD.
NOTE-
Other offices, military and civil, which have direct com-
munications with the appropriate ARTCC are permitted
to forward DVFR flight plan data directly to the ARTCC.
When pilots require normal handling of VFR flight plans,
these offices are permitted to file a VFR flight plan with
the AFSS/FSS and a DVFR flight plan with the ARTCC.
NOTE-
Other offices, military and civil, as well as pilots, may
file DVFR flight plans with an AFSS/FSS for forward-
ing to NORAD.
OLD NEW
6-6-3. FORWARDING DVFR INFORMATION 6-6-3. FORWARDING DVFR INFORMATION
Forward DVFR flight plan information to the
appropriate ARTCC by Service F interphone or Service
B as follows:
Except for Alaska, forward DVFR flight plan
information to NORAD via the Service B NORAD
address or by telephone as follows:
Add NOTE1. The following NORAD addresses are group
addresses that include all appropriate NORAD sectors
and law enforcement:
KZAMZQZX - the contiguous 48 states and San Juan.
PHIRAOCZ - Hawaii.
2. NORAD will not send an acknowledgement and
must be manually acknowledged from the suspense list
by the specialist. (NORAD Headquarters assumes
responsibility for receipt.)
a. DVFR. a. VFR.
Add 1. M1FC - DVFR flight plans shall be entered
into the M1FC Flight Plan mask with “V” in the FR:
field for processing purposes. The applicable
NORAD address must be manually entered into the
CP: field. If “NORIV,” delete AFSS closure point
address.
Add 2. OASIS - DVFR flight plans shall be entered
into the OASIS Flight Plan dialog box with “VFR”
selected in the Flight Rules (FR) drop-down list box
for processing purposes. The applicable NORAD
address must be manually entered into the Closure
Points text box. If “NORIV,” delete AFSS closure
point address.
b through f No Change
1. When the flight plan information is provided
before the aircraft's departure, forward the proposed
departure time.
1. When the flight plan information is provided
before the aircraft's departure, enter as a proposal.
Depart the flight plan immediately upon receipt of
the actual departure time.
2 Delete
2/14/08 JO 7110.10T
Briefing Guide BG-8
3. If arrangements cannot be made to obtain the
actual departure time, forward the ETD.
2. If arrangements cannot be made to obtain the
actual departure time, forward the estimated time of
departure (ETD).
g No Change
h. Route of flight. h. ETA.
i No Change
j. Remarks as appropriate. j. Remarks.
1 through 5 Delete
Add 1. DVFR discrete transponder code.
Add 2. True airspeed.
Add 3. Estimated point of penetration of the ADIZ
(latitude/longitude or fix-radial-distance).
Add 4. Estimated time of penetration of the ADIZ.
Add 5. If no arrival report (NORIV) will be filed with
an appropriate aeronautical facility, include the
abbreviation NORIV. Do not pass “NORIV” to
NORAD. For Service B transmissions, precede
“NORIV” remark with the percent (%) symbol.
Add EXAMPLE1210 135 3442/9345 1446
Add NOTE-
On a proposed flight plan, a single “X” may replace the
DVFR discrete transponder code, true airspeed, estim-
ated point of penetration of ADIZ, or the estimated time
of penetration.
Add EXAMPLE-
Missing true airspeed:
1210 X 3442/9345 1446
Missing estimated point of ADIZ penetration and
time with NORIV:
1210 135 XX %NORIV
OLD NEW
6-6-5. ADDRESSING DVFR FLIGHT PLAN
MESSAGES
6-6-5. ADDRESSING DVFR FLIGHT PLAN
MESSAGES
Forward DVFR flight plan information to the ARTCC in
whose flight advisory area penetration of an ADIZ is
intended unless special arrangements provide otherwise.
(Reference para 6-6-3.)
Forward DVFR flight plan information (Reference para
6-6-3) as follows:
a. Contiguous U.S. ADIZ. (See TBL 6-6-1.) a. Contiguous U.S. ADIZ. Forward DVFR flight
plan information to NORAD.
TBL 6-6-1 Delete
b. Alaskan ADIZ. (See TBL 6-6-2.) b. Alaskan ADIZ. Alaska ADIZ procedures are
contained in a Letter of Agreement with the affected
facility.
TBL 6-6-2 Delete
2/14/08 JO 7110.10T
Briefing Guide BG-9
c. Hawaiian ADIZ. c. Hawaiian ADIZ. Forward all DVFR flight plan
information to NORAD.
NOTE-
Forward all DVFR flight plan messages concerning
flight in the Hawaiian ADIZ to the Honolulu ARTCC.
Delete
Add 1. M1FC - Enter “V” in the FR: field of the Flight
Plan mask.
Add 2. OASIS - Select “VFR” in the Flight Rules
drop-down list of the Flight Plan dialog box.
d. Canada. Routing DVFR flight plan messages. d. Canada. Routing DVFR Flight Plan messages to
Canada. Compose DVFR messages pertaining to
aircraft operating on a DVFR flight into Canada
using the same procedure as for DVFR messages in
the contiguous 48 states, except add “DVFR” in
remarks. In addition, address and route to the
appropriate transborder tie-in station.
NOTE-
Compose DVFR messages pertaining to aircraft operat-
ing on a DVFR flight into Canada in the same format as
for DVFR messages in the U.S., address and route via
Service B.
Delete
OLD NEW
7-2-3. INBOUND PRIVATE AIRCRAFT: ADIZ
REQUIREMENTS
7-2-3. INBOUND PRIVATE AIRCRAFT: ADIZ
REQUIREMENTS
Title through c No Change
d. Forward information on DVFR aircraft inbound to
the U.S. to the appropriate ARTCC facility via NADIN
or interphone. Forward actual departure times by
interphone. Forward the following information:
d. Forward information on DVFR aircraft inbound to
the U.S. to NORAD via Service B or by telephone.
Forward the following information:
1. Aircraft call sign. No Change
2. Number of aircraft. 2. Number and type of aircraft.
3. Type of aircraft. Delete
4. Altitude. 3. Altitude (within ADIZ).
5 through 7 Renumber 4 through 6
8. Route of flight. 7. Destination.
9. Destination. 8. ETA.
10. Remarks. Estimated time and point of
penetration of ADIZ, position reports, revisions to
position reports for penetration point, other information
deemed necessary for the security control of air traffic.
9. Remarks: DVFR discrete transponder code;
estimated point of penetration of ADIZ
(latitude/longitude or fix-radial-distance);
estimated time of penetration of ADIZ.
Add NOTE1. See para 6-6-3 for M1FC and OASIS transmission
information.
NOTE-
Further information on ADIZ requirements is contained
in 14_CFR_Part_99.
2. Further information on ADIZ requirements is
contained in 14_CFR_Part_99.
U.S. Department
of Transportation
Federal Aviation
Administration
JO 7110.10T CHG 1
7/31/08
Initiated By: AJR-0
Vice President, System Operations Services
Distribution: ZAT-712, ZAT-423 (External)
BRIEFING GUIDE
U.S. DEPARTMENT OF TRANSPORTATION
FEDERAL AVIATION ADMINISTRATION
7/31/08 JO 7110.10T CHG 1
Briefing Guide BG-2
Table of Contents
Paragraph
Number
Title Page
4-3-8 DEPARTURE REPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
4-4-8 AUTOMATIC FLIGHT INFORMATION SERVICE (AFIS) - ALASKA FSSs
ONLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3
6-2-3 ALASKA SPECIAL INSTRUCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
7/31/08 JO 7110.10T CHG 1
Briefing Guide BG-3
1. PARAGRAPH NUMBER AND TITLE: 4-3-8. DEPARTURE REPORTS
2. BACKGROUND: Presently, when a departing IFR aircraft reports or is observed airborne, the flight service station is
required to transmit the aircraft identification and departure time to the departure control facility. However, in many cases the
control facility has already established radio or radar contact with the aircraft before (or at the same time as) the FSS/AFSS
has transmitted the departure time. (For example, when clearances are issued directly to the aircraft and the FSS/AFSS is
providing airport advisories). In these situations, providing a departure report to the IFR facility is redundant. This change
will allow those facilities where this redundant procedure exists to implement a Letter of Agreement between the IFR control
facility and the flight service station to omit the requirement to pass on the departure report.
3. CHANGE:
OLD NEW
4-3-8. DEPARTURE REPORTS 4-3-8. DEPARTURE REPORTS
Title through PHRASEOLOGY No Change
NOTE-
This includes known VFR departure times of aircraft
which are to obtain IFR clearances when airborne.
Add
NOTE1. This includes known VFR departure times of aircraft
which are to obtain IFR clearances when airborne.
2. The requirement for transmitting departure reports
may be omitted if requested by the IFR control facility,
provided the procedures are specified in a Letter of
Agreement.
1. PARAGRAPH NUMBER AND TITLE: 4-4-8. AUTOMATIC FLIGHT INFORMATION SERVICE (AFIS) -
ALASKA FSSs ONLY
2. BACKGROUND: The Alaska Flight Services Information Area is broadcasting flight information from 10 automatic
recorder units that were installed at remote Flight Service Stations (1 more planned for a total of 11). The first 3 of these were
commissioned in the 1980s to provide repetitive information to pilots at busy remote locations, and the next 7 were installed
in 2005 and 2006 as a result of the success of the program at the initial 3 installations. The FSS recorded flight information
program is similar to the terminal ATIS program, but there are significant differences. FSS recordings do not provide runway
in use or approach in use information, but do emphasize weather and local NOTAM information. The proposed change to
FAAO JO 7110.10, along with changes to the AIM, FAAO JO 7210.3, and FAAO 7930.2, will name the broadcast service and
equipment, “Automatic Flight Information Service (AFIS),” and establish procedures for the use of AFIS in Alaska FSS
locations.
3. CHANGE:
OLD NEW
Add 4-4-8. AUTOMATIC FLIGHT INFORMATION
SERVICE (AFIS) - ALASKA FSSs ONLY
Add Use the AFIS to provide advance non-control
airport, meteorological, and pertinent NOTAM
information to aircraft.
NOTE-
Use of the AFIS by pilots is not mandatory, but pilots
who use two-way radio communication with the FSS
are urged to use the service.
7/31/08 JO 7110.10T CHG 1
Briefing Guide BG-4
Add a. Begin each new AFIS message with the
airport/facility name and a phonetic alphabet letter.
The phonetic alphabet letter shall also be spoken at
the end of the message and be used sequentially,
beginning with “Alfa,” ending with “Zulu.”
Full-time facilities shall repeat the letter without
regard to the beginning of a new day. Part-time
facilities shall identify the first resumed broadcast
message with “Alfa.”
b. The AFIS recording shall be reviewed for
completeness, accuracy, speech rate, and proper
enunciation before being transmitted.
c. Maintain an AFIS message that reflects the most
current local airport information.
1. Make a new AFIS recording when any of the
following occur:
(a) Upon receipt of any new official weather, re-
gardless of any change in values.
(b) When runway braking action reports are
received that indicate runway braking is worse than
that which was included in the current AFIS broad-
cast.
(c) When there is a change in any other pertin-
ent data for the airport or surrounding area, such as
change in favored runway, new or canceled
NOTAMs, AIRMETs, SIGMETs, CWAs, PIREPs, or
other information that facilitates the repetitive trans-
mission of essential but routine information.
2. Data may be omitted because of rapidly chan-
ging weather conditions or other circumstances when
deemed necessary by the supervisor or controller-incharge. When this occurs, the AFIS shall state the
name of the appropriate facility to contact (and fre-
quency, if different from airport CTAF) to obtain the
missing data.
3. Broadcast, on the LAA frequency, the new air-
port AFIS phonetic alphabet identifier after each
new recording.
4. After establishing two-way radio communica-
tion, if the pilot does not state that he/she has the cur-
rent AFIS code, the specialist shall either:
(a) Use LAA procedures to issue pertinent AFIS
information, or
(b) Advise the pilot to return to the AFIS fre-
quency.
Specialists shall provide LAA information when the
AFIS is not available.
5. At the discretion of the supervisor/controllerin-charge, AFIS broadcasts may be suspended with-
in specified time periods. During these periods, the
AFIS shall contain a brief statement the AFIS is sus-
pended for the specified time and pilots should con-
tact the FSS for LAA.
7/31/08 JO 7110.10T CHG 1
Briefing Guide BG-5
Add PHRASEOLOGY“(Airport name) FLIGHT INFORMATION
BROADCASTS ARE SUSPENDED UNTIL (time).
CONTACT (facility name) RADIO ON (frequency)
FOR AIRPORT INFORMATION.”
6. Part-time and seasonal facilities shall record a
message with the appropriate frequency and facility
contact information as well as known information re-
garding resumption of FSS LAA.
PHRASEOLOGY“(Name of FSS) HOURS OF OPERATION ARE
(time) LOCAL TIME TO (time) LOCAL TIME. THE
COMMON TRAFFIC ADVISORY FREQUENCY IS
(frequency). PILOT CONTROLLED LIGHTING IS
AVAILABLE ON (frequency). FOR ADDITIONAL
INFORMATION CONTACT (name of AFSS) ON (fre-
quency).”
“(Name of FSS) IS CLOSED FOR THE WINTER
SEASON. THE COMMON TRAFFIC ADVISORY
FREQUENCY IS (frequency). PILOT
CONTROLLED LIGHTING IS AVAILABLE ON (fre-
quency). FOR ADDITIONAL INFORMATION
CONTACT (name of AFSS) ON (frequency).”
7. In the event of an AFIS equipment failure, the
supervisor/controller-in-charge shall make an entry
in the Daily Record of Facility Operation, FAA Form
7230-4; notify the appropriate Technical Operations
personnel; issue a NOTAM; and resume LAA.
8. Use the following format and include the fol-
lowing in AFIS broadcast as appropriate:
(a) (Airport/facility name) airport information.
(b) Phonetic alphabet designator.
(c) Special routing procedures in effect (when
appropriate for the Ketchikan (KTN) area).
(d) Time of the AFIS preparation (UTC) fol-
lowed by the word, “ZULU.”
(e) Weather information consisting of: Wind,
visibility, present weather (obstructions to visibility),
sky condition, temperature, dew point, altimeter,
pertinent remarks included in the official weather
observation. The ceiling/sky condition, visibility, and
obstructions to vision may be omitted if the ceiling is
above 5,000 feet and the visibility is more than 5 miles.
EXAMPLE“The weather is better than five thousand and five.”
7/31/08 JO 7110.10T CHG 1
Briefing Guide BG-6
Add (f) Favored runway and additional local in-
formation, as required.
(g) NOTAMs concerning local NAVAIDs and
field conditions pertinent to flight.
EXAMPLE“Notice to Airmen, Iliamna NDB out of service.”
“Transcribed weather broadcast out of service.”
(h) Runway breaking action or friction reports
when provided. Include the time of the report and a
word describing the cause of the runway friction
problem.
PHRASEOLOGY“RUNWAY (number) MU (first value, second value,
third value) AT (time), (cause).”
REFERENCE-
FAAO JO 7110.10, Para 4-4-2, LAA/RAIS/RAA Elements and
Phraseology.
(i) Low Level Wind shear (LLWS) advisory, in-
cluding those contained in the terminal forecast and
in pilot reports. (Include pilot report information at
least 20 minutes following the report).
EXAMPLE“Low level wind shear is forecast.”
(j) Unauthorized Laser Illumination Events.
When a laser event is reported, include reported un-
authorized laser illumination events on the AFIS
broadcast for one hour following the last report. In-
clude the time, location, altitude, color, and direction
of the laser as reported by the pilot.
PHRASEOLOGY“UNAUTHORIZED LASER ILLUMINATION
EVENT, (UTC time), (location), (altitude), (color),
(direction).”
EXAMPLE“Unauthorized laser illumination event at zero one
zero zero Zulu, eight-mile final runway one eight at
three thousand feet, green laser from the southwest.”
(k) Man-Portable Air Defense Systems
(MANPADS) alert and advisory. Specify the nature
and location of threat or incident, whether reported
or observed and by whom, time (if known), and noti-
fication to pilots to advise ATC if they need to divert.
PHRASEOLOGY“MANPADS ALERT. EXERCISE EXTREME
CAUTION. MANPADS THREAT/ATTACK/POST-
EVENT ACTIVITY OBSERVED/REPORTED BY
(reporting agency) (location) AT (time, if known).
(When transmitting to an individual aircraft) ADVISE
ON INITIAL CONTACT IF YOU WANT TO
DIVERT.”
7/31/08 JO 7110.10T CHG 1
Briefing Guide BG-7
Add EXAMPLE“MANPADS alert. Exercise extreme caution.
MANPADS threat reported by TSA, Anchorage area.
Advise on initial contact if you want to divert.”
“MANPADS alert. Exercise extreme caution.
MANPADS attack observed by flight service station
one-half mile northwest of airfield at one-two-fivezero Zulu. Advise on initial contact if you want to di-
vert.”
NOTE1. Upon receiving or observing an unauthorized
MANPADS alert/advisory, contact the Alaska Flight
Service Information Area Group through the Alaskan
Region Regional Operations Center (ROC).
2. Continue broadcasting the MANPADS alert/advis-
ory until advised by national headquarters the threat is
no longer present. Coordination may be through
Alaska Flight Service Information Area Group or the
Alaskan Region ROC.
REFERENCE-
FAAO JO 7210.3, Para 2-1-9, Handling MANPADS Incidents.
(l) Any other advisories applicable to the area
covered by the FSS LAA.
(m) Local frequency advisory.
PHRASEOLOGY“CONTACT (facility name) RADIO ON (frequency)
FOR TRAFFIC ADVISORIES.”
(n) Instructions for the pilot to acknowledge re-
ceipt of the FSS AFIS message on initial contact.
EXAMPLE“Dillingham airport information ALFA. One six five
five Zulu. Wind one three zero at eight; visibility one
five; ceiling four thousand overcast; temperature four,
dew point three; altimeter two niner niner zero.
Favored runway one niner. Notice to Airmen, Dilling-
ham V-O-R out of service. Contact Dillingham Radio
on one two three point six for traffic advisories. Advise
on initial contact you have ALFA.”
“Kotzebue information ALFA. One six five five Zulu.
Wind, two one zero at five; visibility two, fog; ceiling
one hundred overcast; temperature minus one two, dew
point minus one four; altimeter three one zero five. Alti-
meter in excess of three one zero zero, high pressure al-
timeter setting procedures are in effect. Favored run-
way two six. Weather in Kotzebue surface area is below
V-F-R minima - an ATC clearance is required.
Contact Kotzebue Radio on one two three point six for
traffic advisories and advise intentions. Notice to Air-
men, Hotham NDB out of service. Transcribed Weath-
er Broadcast out of service. Advise on initial contact
you have ALFA.”
7/31/08 JO 7110.10T CHG 1
Briefing Guide BG-8
1. PARAGRAPH NUMBER AND TITLE: 6-2-3. ALASKA SPECIAL INSTRUCTIONS
2. BACKGROUND: The PANCYAYI address referenced in FAAO JO 7110.10T, Paragraph 6-2-3 is assigned to a
terminal that existed in the Alaska Flight Inspection Field Office (FIFO). This address provided information that was
beneficial to FIFO for many years when they had an extensive fleet of aircraft that performed Flight Check duties and also
supplied remote sites. FIFO no longer needs this information directly from FSS/AFSSs, and the terminal that was located at
the Anchorage FIFO has been removed. The address PANCYAYI is no longer valid.
3. CHANGE:
OLD NEW
6-2-3. ALASKA SPECIAL INSTRUCTIONS Delete
All flight plans, departures (including intermediate
departures) or arrivals, on an FAA aircraft, will be given
normal distribution plus PANCYAYI whether VFR or
IFR.
Delete
EXAMPLE-
AISR
FF PANCYAYI
DTG PAENYFYX
N123 D1345
AISR
FF PANCYAYI
DTG PAENYFYX
N123 ENA A1345 ANC
Delete
6-2-4 and 6-2-5 Renumbered 6-2-3 and 6-2-4
都拷贝下来看 ..
1111111111111111111111111
感謝您的分享:victory:
不错不错啊。。。
厚厚，，看看是什么手册
thanks a lot!
很早就没有的嘛
