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Broadcasts at H+30-35; Aerodrome Forecasts, Niagara
Falls, Milwaukee, Indianapolis. Hourly Reports
Detroit, Chicago, Cleveland, Niagara Falls, Milwaukee,
Indianapolis.
Broadcasts at H+35-40; SIGMET (Oceanic-New
York). Aerodrome Forecasts, Windsor Locks, St. Louis.
Hourly Reports, Bangor, Pittsburgh, Windsor Locks,
St. Louis, Charlotte, Minneapolis.
Broadcasts at H+40-45; Aerodrome Forecasts,
Baltimore, Philadelphia, Washington. Hourly Reports,
New York, Newark, Boston, Baltimore, Philadelphia,
Washington.
Broadcasts at H+45-50; SIGMET
(Oceanic-Miami/San Juan). Aerodrome Forecasts,
Nassau, Freeport. Hourly Reports, Bermuda, Miami,
Nassau, Freeport, Tampa, West Palm Beach, Atlanta.
AIP
United States of America
GEN 3.4-16
15 MAR 07
Federal Aviation Administration Nineteenth Edition
c)_Kankakee AFSS Controls:
1)_Chicago Heights VORTAC (FSS transmits
on 114.2 and receives on 122.1 MHz).
2)_Meigs RCO (FSS transmits and receives on
122.15 MHz).
3)_Waukegan RCO (FSS transmits and receives
on 122.55 MHz).
d)_Lansing AFSS Controls:
1)_Lake Erie. Detroit City RCO (FSS transmits
and receives on 122.55 MHz).
2)_Lake Michigan:
(a)_Keeler VORTAC (FSS transmits on 116.6
and receives on 122.1 MHz).
(b)_Ludington RCO (FSS transmits and
receives on 122.45 MHz).
(c)_Manistee VORTAC (FSS transmits on
111.4 and receives on 122.1 MHz).
(d)_Muskegon RCO (FSS transmits and
receives on 122.5 MHz).
(e)_Pellston RCO (FSS transmits and receives
on 122.3 MHz).
(f)_Pullman VORTAC (FSS transmits on
112.1 and receives on 122.1 MHz).
(g)_Traverse City RCO (FSS transmits and
receives on 122.65 MHz).
e)_Terre Haute AFSS Controls. South Bend
RCO (FSS transmits and receives on 122.6_MHz).
5.2.5.5_Florida Everglades Reporting Service.
This service is offered by Miami Automated
International Flight Service Station (MIA AIFSS), in
extreme southern Florida. The service is provided to
aircraft crossing the Florida Everglades, between Lee
County (Ft. Myers, FL) VORTAC (RSW) on the
northwest side, and Dolphin (Miami, FL) VOR
(DHP) on the southeast side.
a)_The pilot must request the service from Miami
AIFSS.
b)_MIA AIFSS frequency information, 122.2,
122.3, and 122.65.
c)_The pilot must file a VFR flight plan with the
remark: ERS.
d)_The pilot must maintain 2000 feet of altitude.
e)_The pilot must make position reports every
ten_(10) minutes. SAR begins fifteen (15) minutes
after position report is not made on time.
f)_The pilot is expected to land as soon as is
practical, in the event of two-way radio failure, and
advise MIA AIFSS that the service is terminated.
g)_The pilot must notify Miami AIFSS when the
flight plan is cancelled or the service is suspended.
6. Over-water Flights Radio Procedure
6.1_Pilots should remember that there is a need to
continuously guard the VHF emergency frequency
121.5 MHz when on long over-water flights, except
when communications on other VHF channels,
equipment limitations, or cockpit duties prevent
simultaneous guarding of two channels. Guarding of
121.5 MHz is particularly critical when operating in
proximity to flight information region (FIR)
boundaries; for example, operations on Route R220
between Anchorage and Tokyo, since it serves to
facilitate communications with regard to aircraft
which may experience in-flight emergencies,
communications, or navigational difficulties. (Reference ICAO Annex 10, Vol II Paras. 5.2.2.1.1.1 and
5.2.2.1.1.2.)
7. Radio Communications and Navigation
Facilities
7.1_A complete listing of air traffic radio communications facilities and frequencies and radio
navigation facilities and frequencies is contained in
the Airport/Facility Directory. Similar information
for the Pacific and Alaskan areas is contained in the
Pacific and Alaskan Supplements (See GEN 3.2,
Aeronautical Charts).
AIP
United States of America
GEN 3.4-17
15 MAR 07
Federal Aviation Administration Nineteenth Edition
8. U.S. Aeronautical Telecommunications
Services
8.1_ The following services are available for aircraft
engaged in international or overseas flight.
8.2_The aeronautical voice communication stations
listed are available to and utilized by the U.S. Federal
Aviation Administration Air Traffic Control Centers
for air traffic control purposes.
8.3_The frequencies in use will depend upon the time
of day or night and conditions which affect radio
wave propagation. Voice communications handled
on a single channel simplex basis (i.e., with the
aircraft and the ground station using the same
frequency for transmission and reception) unless
otherwise noted in remarks.
8.4_The stations will remain on continuous watch for
aircraft within their communications areas and, when
practicable, will transfer this watch to another station
when the aircraft reaches the limit of the
communications area.
8.5_Stations listed below which are designated
_FAA" are operated by the U.S. Federal Aviation
Administration. Stations designated _ARINC" are
operated by Aeronautical Radio, Incorporated, 2551
Riva Road, Annapolis, MD 21401. Contact the
Aviation Voice Services Support Section at
410-266-4430, E:Mail AGOPS@arinc.com or cable
HDQXGXA. (See TBL GEN 3.4-7.)
8.6_All users of the North Atlantic HF MWARA
services should consult International NOTAMS and
ICAO Regional Supplementary Procedures, Docu-
ment 7030, for current procedures concerning the
operational use of the North Atlantic HF families. At
present, procedures for the distribution of HF
communications traffic in the North Atlantic are:
8.6.1_All aircraft registered in the hemisphere west
of 30W should use family alpha on the southern
routes and family bravo on the central and northern
routes. (Southern routes are those which enter the
New York, San Juan and Santa Maria FIRs. The
central and northern routes comprise all others).
8.6.2_All aircraft registered in the hemisphere east of
30W should use family alpha on the southern routes
and family charlie on the central and northern routes.
8.6.3_All aircraft should use family alpha on the
southern route and family delta on the central and
northern routes while outside the organized track
system (OTS).
8.6.4_Aircraft registered in Australia will use
families designated to aircraft registered east of 30W.
8.7_Aircraft operating in the Anchorage Arctic
CTA/FIR beyond line of sight range of remote control
VHF air/ground facilities operated from the
Anchorage ACC, shall maintain communications
with Cambridge Bay radio and a listening or
SELCAL watch on HF frequencies of the North
Atlantic D (NAT D) network (2971 kHz, 4675 kHz,
8891 kHz and 11279 kHz). Additionally, and in view
of reported marginal reception of the Honolulu
Pacific Volmet broadcasts in that and adjacent
Canadian airspace, Cambridge Bay radio can provide
Anchorage and Fairbanks surface observations and
terminal forecasts to flight crews on request.
AIP
United States of America
GEN 3.4-19
15 MAR 07
Federal Aviation Administration Nineteenth Edition
Station and
Operating Agency
Radio Call
Transmitting
Frequencies
Remarks
NEW YORK
(ARINC)
New York
3016 5598 8906
13306 17946
21964_kHz
North Atlantic Family A Network.
2962 6628 8825
11309 13354
17952_kHz
North Atlantic Family E Network.
2887 3455 5550 6577
8846 11396 kHz
Caribbean Family A Network.
5520 6586 8918
11330 13297
17907_kHz
Caribbean Family B Network.
3494 6640 8933
11342 13330
17925_kHz
Long Distance Operations Control (LDOC) Service
(phone-patch). Communications are limited to
operational control matters only. Public
correspondence (personal messages) to/from crew or
passengers cannot be accepted.
Note: New York ARINC can also provide HF
communciations over South America on these LDOC
frequencies through their remote site located in Santa
Cruz, Boliva.
129.90 MHz
Extended range VHF. Coverage area includes Canadian
Maritime Provinces, and oceanic routes to Bermuda
and the Caribbean, from Boston, New York and
Washington areas to approximately 250 nautical miles
from the east coast.
130.7 MHz
Extended range VHF. Full period service is provided
within most of the Gulf of Mexico. Also on routes
between Miami and San Juan to a distance of
approximately 250 nautical miles from the Florida
coast and within approximately 250 nautical miles of
San Juan.
Note: New York ARINC also provides VHF
communications over the Northern two-thirds of
Mexico on 130.7 MHz for 14 CFR Section 121.99
compliance.
Note: Due to the distances involved, signal levels
received by aircraft communicating with New York
ARINC in the Gulf of Mexico on frequency 130.700
MHz will be weaker than normally encountered in
VHF communications. Most aircraft usually have the
squelch setup to communicate where signal levels are
much higher and to totally eliminate background noise
for the flight crew.
In order to increase the range and maximize the
coverage area, aircraft are asked to utilize the following
squelch settings on their VHF radios while monitoring
or communicating with New York ARINC.
On aircraft with an OPEN/CLOSE squelch switch, the
squelch should be set to the OPEN position while
communicating or after being SELCAL’ed.
Aircraft with an adjustable system should first set their
squelch to fully open position and then adjust to where
the noise is reduced or just closed. This will allow the
weakest signals to be heard.
Utilizing this procedure will increase the background
noise heard by the flight crew but will allow
communications at a much greater range.
AIP
United States of America
GEN 3.4-20
15 MAR 07
Federal Aviation Administration Nineteenth Edition
Station and
Operating Agency
Radio Call
Transmitting
Frequencies
Remarks
436623*
631-244-2492
Aircraft operating within the New York Oceanic FIR.
*Note: This satellite Voice Air/Ground calling number
is available to call ARINC and will be recognized and
converted by all Ground Earth Station (GES) service
providers to the appropriate Public Service Telephone
Network (PTSN) or direct dial number for this
communications center.
SAN FRANCISCO
(ARINC)
San Francisco
3413 3452 5574 6673
8843 10057 13354 kHz
Central East Pacific One Network.
2869 5547 11282
13288 21964 kHz
Central East Pacific Two Network.
2998 4666 6532 8903
11384 13300 17904
21985 kHz
Central West Pacific Network.
3467 5643 8867 13261
17904 kHz
South Pacific Network.
2932 5628 5667 6655
8915 8951 10048
11330 13273 13339
17946 21925 kHz
North Pacific Network
3494 6640 11342
13348 17925
21964_kHz
Long Distance Operations Control (LDOC) Service
(phone-patch). Communications are limited to
operational control matters only. Public
correspondence (personal messages) to/from crew or
passengers cannot be accepted.
Note: San Francisco ARINC can also provide HF
communications along the polar routes on these LDOC
frequencies through their remote site located at Barrow,
Alaska.
131.95 MHz
Extended range VHF. Coverage area includes area
surrounding the Hawaiian Islands and along the tracks
from HNL to the mainland. Coverage extends out
approximately 250 NM from Hawaii and from the West
coast.
129.40 MHz
For en route communications for aircraft operating on
Seattle/Anchorage/Routes.
436625*
925-371-3920
Aircraft operating within the Oakland and Anchorage
Oceanic FIRs.
*Note: This satellite Voice Air/Ground calling number
is available to call ARINC and will be recognized and
converted by all Ground Earth Station (GES) service
providers to the appropriate Public Service Telephone
Network (PTSN) or direct dial number for this
communications center.
OAKLAND (FAA)
Oakland
Radio
122.5 122.2 #121.5
MHz
#Emergency.
SAN JUAN P.R.
(FAA)
San Juan
Radio
#121.5 122.2 126.7
123.65 #243.0 255.4
114.0 113.5 108.2
108.6 109.0 110.6
MHz
Unscheduled broadcasts H+00, H+15, H+30 and H+45
as appropriate, for Weather and Military Activity
Advisories, on 110.6, 109.0, 108.6, 108.2, 113.5, and
114.0 MHz. #Emergency. For frequencies 114.0,
113.5, 108.2 and 109.0 MHz use 122.1 MHz for
transmissions to San Juan Radio. For frequency 108.6
use 123.6_MHz.
AIP
United States of America
GEN 3.4-21
15 MAR 07
Federal Aviation Administration Nineteenth Edition
9. Selective Calling System (SELCAL)
Facilities Available
9.1_The SELCAL is a communication system which
permits the selective calling of individual aircraft
over radio-telephone channels from the ground
station to properly equipped aircraft, so as to
eliminate the need for the flight crew to constantly
monitor the frequency in use.
TBL GEN 3.4-8
Location Operator HF VHF
New York ARINC X X
San Francisco ARINC X X
10. Special North Atlantic, Caribbean, and
Pacific Area Communications
10.1_VHF air-to-air frequencies enable aircraft
engaged on flights over remote and oceanic areas out
of range of VHF ground stations to exchange
necessary operational information and to facilitate
the resolution of operational problems.
10.2_Frequencies have been designated as follows:
TBL GEN 3.4-9
Area Frequency
North Atlantic 123.45 MHz
Caribbean 123.45 MHz
Pacific 123.45 MHz
11. Distress and Urgency Communications
11.1_A pilot who encounters a distress or urgency
condition can obtain assistance simply by contacting
the air traffic facility or other agency in whose area of
responsibility the aircraft is operating, stating the
nature of the difficulty, pilot’s intentions, and
assistance desired. Distress and urgency communications procedures are prescribed by the International
Civil Aviation Organization (ICAO), however, and
have decided advantages over the informal procedure
described above.
11.2_Distress and urgency communications procedures discussed in the following paragraphs relate to
the use of air ground voice communications.
11.3_The initial communication, and if considered
necessary, any subsequent transmissions by an
aircraft in distress should begin with the signal
MAYDAY, preferably repeated three times. The
signal PAN-PAN should be used in the same manner
for an urgency condition.
11.4_Distress communications have absolute priority
over all other communications, and the word
MAYDAY commands radio silence on the frequency
in use. Urgency communications have priority over
all other communications except distress, and the
word PAN-PAN warns other stations not to interfere
with urgency transmissions.
11.5_Normally, the station addressed will be the air
traffic facility or other agency providing air traffic
services, on the frequency in use at the time. If the
pilot is not communicating and receiving services,
the station to be called will normally be the air traffic
facility or other agency in whose area of responsibility the aircraft is operating, on the appropriate
assigned frequency. If the station addressed does not
respond, or if time or the situation dictates, the
distress or urgency message may be broadcast, or a
collect call may be used, addressing _Any Station
(Tower) (Radio) (Radar)."
11.6_The station addressed should immediately
acknowledge a distress or urgency message, provide
assistance, coordinate and direct the activities of
assisting facilities, and alert the appropriate Search
and Rescue coordinator if warranted. Responsibility
will be transferred to another station only if better
handling will result.
11.7_All other stations, aircraft and ground, will
continue to listen until it is evident that assistance is
being provided. If any station becomes aware that the
station being called either has not received a distress
or urgency message, or cannot communicate with the
aircraft in difficulty, it will attempt to contact the
aircraft and provide assistance.
11.8_Although the frequency in use or other
frequencies assigned by ATC are preferable, the
following emergency frequencies can be used for
distress or urgency communications, if necessary or
desirable:
11.8.1_121.5 MHz and 243.0 MHz. Both have a
range generally limited to line of sight. 121.5 MHz is
guarded by direction finding stations and some
military and civil aircraft. 243.0 MHz is guarded by
military aircraft. Both 121.5 MHz and 243.0 MHz are
guarded by military towers, most civil towers, flight
service stations, and radar facilities. Normally
ARTCC emergency frequency capability does not
extend to radar coverage limits. If an ARTCC does
AIP
United States of America
GEN 3.4-22
15 MAR 07
Federal Aviation Administration Nineteenth Edition
not respond when called on 121.5 MHz or
243.0_MHz, call the nearest tower or flight service
station.
11.8.2_2182 kHz. The range is generally less than
300_miles for the average aircraft installation. It can
be used to request assistance from stations in the
maritime service. 2182 kHz is guarded by major radio
stations serving Coast Guard Rescue Coordination
Centers and Coast Guard units along the sea coasts of
the U.S. and shores of the Great Lakes. The call
_Coast Guard" will alert all Coast Guard Radio
Stations within range. 2182 kHz is also guarded by
most commercial coast stations and some ships and
boats.
12. Two-Way Radio Communications
Failure
12.1_It is virtually impossible to provide regulations
and procedures applicable to all possible situations
associated with two-way radio communications
failure. During two-way radio communications
failure when confronted by a situation not covered in
the regulation, pilots are expected to exercise good
judgment in whatever action they elect to take.
Should the situation so dictate, they should not be
reluctant to use the emergency action contained in
14_CFR Section_91.3(b).
12.2_Whether two-way communications failure
constitutes an emergency depends on the circumstances, and in any event is a determination made by
the pilot. 14_CFR Section 91.3 authorizes a pilot to
deviate from any rule to the extent required to meet
an emergency.
12.3_In the event of two-way radio communications
failure, ATC service will be provided on the basis that
the pilot is operating in accordance with 14 CFR
Section 91.185. A pilot experiencing two-way
communications failure should (unless emergency
authority is exercised) comply with 14_CFR Section
91.185 as indicated below.
12.4_Unless otherwise authorized by ATC, each pilot
who has two-way radio communications failure
when operating under IFR shall comply with the
following conditions:
12.4.1_If the failure occurs in VFR conditions, or if
VFR conditions are encountered after the failure,
each pilot shall continue the flight under VFR and
land as soon as practicable.
NOTE-
This procedure also applies when two-way radio failure
occurs while operating in Class A airspace. The primary
objective of this provision in 14_CFR Section_91.185 is to
preclude extended IFR operation by these aircraft within
the ATC system. Pilots should recognize that operation
under these conditions may unnecessarily as well as
adversely affect other users of the airspace, since ATC may
be required to reroute or delay other users in order to
protect the failure aircraft. However, it is not intended that
the requirement to _land as soon as practicable" be
construed to mean _as soon as possible." Pilots retain the
prerogative of exercising their best judgment and are not
required to land at an unauthorized airport, at an airport
unsuitable for the type of aircraft flown, or to land only
minutes short of their intended destination.
12.4.2_If the failure occurs in IFR conditions, or if
VFR conditions cannot be complied with, each pilot
shall continue the flight according to the following
requirements.
12.5_Route requirements:
12.5.1_By the route assigned in the last ATC
clearance received.
12.5.2_If being radar vectored, by the direct route
from the point of radio failure to the fix, route, or
airway specified in the vector clearance.
12.5.3_In the absence of an assigned route, by the
route that ATC has advised may be expected in a
further clearance.
12.5.4_In the absence of an assigned route or a route
that ATC has advised may be expected in a further
clearance, by the route filed in the flight plan.
12.6_Altitude requirements. At the HIGHEST of the
following altitudes or flight levels FOR THE ROUTE
SEGMENT BEING FLOWN:
12.6.1_The altitude or flight level assigned in the last
ATC clearance received.
12.6.2_The minimum altitude (converted, if
appropriate, to minimum flight level as prescribed in
14_CFR Section 91.121(c)) for IFR operations.
12.6.3_The altitude or flight level ATC has advised
may be expected in a further clearance.
AIP
United States of America
GEN 3.4-23
15 MAR 07
Federal Aviation Administration Nineteenth Edition
NOTE-
The intent of the rule is that a pilot who has experienced
two-way radio failure should select the appropriate
altitude for the particular route segment being flown and
make the necessary altitude adjustments for subsequent
route segments. If the pilot received an _expect further
clearance" containing a higher altitude to expect at a
specified time or fix, he/she should maintain the highest of
the following altitudes until that time/fix: (1) his/her last
assigned altitude, or (2) the minimum altitude/flight level
for IFR operations.
Upon reaching the time/fix specified, the pilot should
commence his/her climb to the altitude he/she was advised
to expect. If the radio failure occurs after the time/fix
specified, the altitude to be expected is not applicable and
the pilot should maintain an altitude consistent with 1 or 2
above.
If the pilot receives an _expect further clearance"
containing a lower altitude, the pilot should maintain the
highest of 1 or 2 above until that time/fix specified in
paragraph 12.7, Leave Clearance Limit.
EXAMPLE-
1._A pilot experiencing two-way radio failure at an
assigned altitude of 7,000 feet is cleared along a direct
route which will require a climb to a minimum IFR altitude
of 9,000 feet, should climb to reach 9,000 feet at the time
or place where it becomes necessary (see 14 CFR
Section_91.177(b)). Later while proceeding along an
airway with an MEA of 5,000 feet, the pilot would descend
to 7,000 feet (the last assigned altitude), because that
altitude is higher than the MEA.
2._A pilot experiencing two-way radio failure while being
progressively descended to lower altitudes to begin an
approach is assigned 2,700 feet until crossing the VOR and
then cleared for the approach. The MOCA along the airway
is 2,700 feet and MEA is 4,000 feet. The aircraft is within
22 NM of the VOR. The pilot should remain at 2,700 feet
until crossing the VOR because that altitude is the
minimum IFR altitude for the route segment being flown.
3._The MEA between a and b - 5,000 feet. The MEA
between b and c -5,000 feet. The MEA between c and d
-11,000 feet. The MEA between d and e - 7,000 feet. A pilot
had been cleared via a, b, c, d, to e. While flying between
a and b the assigned altitude was 6,000 feet and the pilot
was told to expect a clearance to 8,000 feet at b. Prior to
receiving the higher altitude assignment, the pilot
experienced two-way failure. The pilot would maintain
6,000 to b, then climb to 8,000 feet (the altitude the pilot
was advised to expect.) The pilot would maintain
8,000_feet, then climb to 11,000 at c, or prior to c if
necessary to comply with an MCA at c. (14_CFR Section
91.177(b).) Upon reaching d, the pilot would descend to
8,000 feet (even though the MEA was 7,000 feet), as 8,000
was the highest of the altitude situations stated in the rule
14 CFR Section 91.185.
12.7_Leave Clearance Limit
12.7.1_When the clearance limit is a fix from which
an approach begins, commence descent or descent
and approach as close as possible to the expect further
clearance time if one has been received, or if one has
not been received, as close as possible to the
estimated time of arrival as calculated from the filed
or amended (with ATC) estimated time en route.
12.7.2_If the clearance limit is not a fix from which
an approach begins, leave the clearance limit at the
expect further clearance time if one has been
received, or if none has been received, upon arrival
over the clearance limit, and proceed to a fix from
which an approach begins and commence descent or
descent and approach as close as possible to the
estimated time of arrival as calculated from the filed
or amended (with ATC) estimated time en route.
13. Transponder Operation During
Two-Way Communications Failure
13.1_If an aircraft with a coded radar beacon
transponder experiences a loss of two-way radio
capability, the pilot should adjust the transponder to
reply on Mode 3/A, Code 7600.
13.2_The pilot should understand that the aircraft
may not be in an area of radar coverage.
AIP
United States of America
GEN 3.4-24
15 MAR 07
Federal Aviation Administration Nineteenth Edition
14. Reestablishing Radio Contact
14.1_In addition to monitoring the NAVAID voice
feature, the pilot should attempt to reestablish
communications by attempting contact:
14.1.1_On the previously assigned frequency.
14.1.2_With an FSS or ARINC.
14.2_If communications are established with an FSS
or ARINC, the pilot should advise the aircraft’s
position, altitude, and last assigned frequency; then
request further clearance from the controlling facility.
The preceding does not preclude the use of
121.5_MHz. There is no priority on which action
should be attempted first. If the capability exists, do
all at the same time.
NOTE-
Aeronautical Radio Incorporated (ARINC) is a
commercial communications corporation which designs,
constructs, operates, leases or otherwise engages in radio
activities serving the aviation community. ARINC has the
capability of relaying information to/from ATC facilities
throughout the country.
AIP
United States of America
GEN 3.5-1
15 MAR 07
Federal Aviation Administration Nineteenth Edition
GEN 3.5 Meteorological Services
1. Meteorological Authority
1.1_The meteorological services for civil aviation are
prepared by the National Oceanic and Atmospheric
Administration (NOAA) of the U.S. Department of
Commerce.
Postal Address:
National Weather Service
National Oceanic and Atmospheric Administration
Department of Commerce
1325 East West Highway
Silver Spring, Maryland 20910
Telephone: 301-713-1726
Telex: None
Commercial Telegraphic Address:
METEO WASHINGTON DC
1.2_Meteorological Offices
1.2.1_FAA Flight Service Stations
1.2.1.1_A complete listing of FAA Flight Service
Stations and their telephone numbers is contained in
the Airport/Facility Directory. Additionally, communications data and en route services provided by FAA
Flight Service Stations are contained in the same
publication. Similar information for the Pacific and
Alaskan areas is contained in the Pacific and Alaskan
Supplements. (See GEN 3.2, Aeronautical Charts.)
1.3_Climatological Summaries
1.3.1_Requests for copies of climatological
summaries are made available through the:
National Climatic Data Center
Department of Commerce
National Oceanic and Atmospheric
__Administration
Environmental Data Services Branch
Federal Building
Asheville, North Carolina 28801
2. Area of Responsibility
2.1_The National Weather Service (NWS) is
responsible for providing meteorological services for
the 50 states of the U.S., its external territories, and
possessions.
2.2_International Flight Documentation Sites.
Airports listed below are designated as international
flight documentation sites.
TBL GEN 3.5-1
Location Airport Name Indicator
Anchorage, AK Anchorage International PANC
Atlanta, GA
William B. Hartsfield
International
KATL
Baltimore, MD
Baltimore-Washington
International
KBWI
Boston, MA
General Edward Lawrence Logan
International
KBOS
Charlotte, NC Charlotte/Douglas International KCLT
Chicago, IL O’Hare International KORD
Cincinnati, OH
Cincinnati/Northern Kentucky
International
KCVG
Dallas-Ft. Worth,
TX
Dallas-Ft. Worth International KDFW
Detroit, MI
Detroit Metropolitan Wayne
County
KDTW
Fairbanks, AK Fairbanks International PAFA
Guam Guam/Agana Naval Air Station
NOCD
AGANA
Hartford, CT Bradley International KBDL
Houston, TX
George Bush
Intercontinental/Houston
KIAH
Kahului, HI Kahului PHOG
Las Vegas, NV McCarran International KLAS
Los Angeles, CA Los Angeles International KLAX
Miami, FL Miami International KMIA
Minneapolis, MN
Minneapolis-St. Paul
International
(Wold-Chamberlain)
KMSP
New Orleans, LA
New Orleans International
(Moisant Field)
KMSY
New York, NY John F. Kennedy International KJFK
Newark, NJ Newark International KEWR
Orlando, FL Orlando International KMCO
Pago Pago,
American Samoa
Pago Pago International NSTU
Philadelphia, PA Philadelphia International KPHL
Pittsburgh, PA Pittsburgh International KPIT
Portland, OR Portland International KPDX
Raleigh-Durham,
NC
Raleigh-Durham International KRDU
San Francisco, CA San Francisco International KSFO
San Juan, PR Luis Munoz Marin International TJSJ
Seattle, WA Seattle-Tacoma International KSEA
Tampa, FL Tampa International KTPA
Washington, DC Washington Dulles International KIAD
AIP
United States of America
GEN 3.5-2
15 MAR 07
Federal Aviation Administration Nineteenth Edition
2.2.1_Climatological information, basically in the
form of climatological summaries, is available at all
designated international airports in the U.S.
2.2.2_Flight documentation is provided in the form of
copies of facsimile charts, copies of teletype-writer
forecasts, and airport forecast decode sheets. Flight
documentation materials are available at all destination regular airport meteorological stations. English
is the language used for all U.S. flight documentation.
Briefings can be provided either in person or received
by telephone at all airport meteorological offices.
2.2.3_All airport forecasts (TAF) prepared for U.S.
international airports cover the following validity
periods: 00-24 UTC, 06-06 UTC, 12-12 UTC, and
18-18 UTC. At the present time, specific landing
forecasts are not made for any U.S. airport. The
portion of the airport’s TAF valid closest to the time
of landing is used in lieu of a landing forecast.
2.2.4_Supplementary information available at U.S.
meteorological airport offices includes extended
weather and severe weather outlooks, pilot reports,
runway braking action reports (during the winter),
relative humidity, times of sunrise and sunset, surface
and upper air analyses, radar echo charts, and
forecasts of maximum and minimum surface
temperatures.
2.2.5_All meteorological offices shown as taking
routine aviation observations also take unscheduled
special aviation observations when meteorological
conditions warrant.
3. Types of Service Provided
3.1_Area Forecast Charts (Facsimile Form)
3.1.1_The U.S. has one Area Forecast Center, the
National Center for Environmental Predictions
(NCEP), located in Suitland, Maryland. The NCEP
prepares current weather, significant weather,
forecast weather, constant pressure, and tropopause-
vertical wind shear charts for the U.S., the Caribbean
and Northern South America, the North Atlantic, and
the North Pacific areas. The NCEP also prepares a
constant pressure and tropopause-vertical wind shear
chart for Canada.
3.2_Local and Regional Aviation Forecasts
(Printed Form)
3.2.1_Numerous forecasts and weather advisories are
prepared which serve local and regional areas of the
U.S. These forecasts are generally prepared by the
NWS on a scheduled basis or, as in the case of severe
weather advisories, as needed. These forecasts are
Area Forecast (FA), Airport Forecast (TAF), Severe
Weather Forecast (WW), Hurricane Advisories
(WT), Winds and Temperature Aloft Forecast (FD),
Simplified Surface Analyses (AS), 12- and 24-Hour
Prognoses (FS), and flight advisory notices, such as
SIGMETs (WS), AIRMETs (WA), Center Weather
Advisories (CWA), and Radar Weather Reports (SD).
3.3_Preflight Briefing Services
3.3.1_Preflight briefing services and flight documentation are provided through the FAA’s Automated
Flight Service Stations (AFSS).
3.4_National Weather Service Aviation Products
3.4.1_Weather service to aviation is a joint effort of
the NWS, the FAA, the military weather services, and
other aviation oriented groups and individuals. The
NWS maintains an extensive surface, upper air, and
radar weather observing program and a nationwide
aviation weather forecasting service. The majority of
pilot weather briefings are provided by FAA
personnel at Flight Service Stations (AFSS/FSS).
Surface weather observations are taken by the NWS
and NWS-certified FAA, contract, and supplemental
observers and by automated observing systems. (See
paragraph 7, Weather Observing Programs.)
3.4.2_Weather element values may be expressed by
using different measurement systems depending on
several factors including the user of the weather
products; i.e., the general public, aviation interests,
international services, or a combination of these
users. FIG GEN 3.5-1, Weather Elements Conversion Tables, provides conversion tables for the
weather elements that will be most often encountered
by pilots.
AIP
United States of America
GEN 3.5-3
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG GEN 3.5-1
Weather Elements Conversion Tables
3.5 FAA Weather Services
3.5.1 The FAA maintains a nationwide network of
AFSSs/FSSs to serve the weather needs of pilots. In
addition, NWS meteorologists are assigned to all Air
Route Traffic Control Centers (ARTCCs) as part the
Center Weather Service Unit (CWSU). They provide
advisory service and short-term forecasts (nowcasts)
to support the needs of the FAA and other users of the
national airspace system.
3.5.2 The primary source of preflight weather
briefings is an individual briefing obtained from a
briefer at the AFSS/FSS. These briefings, which are
tailored to your specific flight, are available 24 hours
a day through the use of toll free lines (INWATS).
Numbers for these services can be found in the
Airport/Facility Directory under the “FAA and NWS
Telephone Numbers” section. They are also listed in
the U.S. Government section of your local telephone
directory under Department of Transportation,
AIP
United States of America
GEN 3.5-4
15 MAR 07
Federal Aviation Administration Nineteenth Edition
Federal Aviation Administration or Department of
Commerce, National Weather Service. See para-
graph_3.7, Preflight Briefing, for the types of
preflight briefings available and the types of
information contained in each.
3.5.3 Other Sources of Weather Information
3.5.3.1 Telephone Information Briefing Service
(TIBS) (AFSS); and in Alaska, Transcribed Weather
Broadcast (TWEB) locations, and telephone access
to the TWEB (TEL-TWEB) provide continuously
updated recorded weather information for short or
local flights. Separate paragraphs in this section give
additional information regarding these services.
3.5.3.2 Weather and aeronautical information is also
available from numerous private industry sources on
an individual or contract pay basis. Information on
how to obtain this service should be available from
local pilot organizations.
3.5.3.3 The Direct User Access System (DUATS)
can be accessed by U.S. certified pilots with a current
medical certificate toll-free via personal computer.
Pilots can receive alpha-numeric preflight weather
data and file domestic VFR and IFR flight plans. The
following are the contract DUATS vendors:
GTE Information Federal Systems
15000 Conference Center Drive
Chantilly, VA 22021-3808
Computer Modem Access Number:
For filing flight plans and obtaining weather
briefings: 1-800-767-9989
For customer service: 1-800-345-3828
Data Transformation Corporation
108-D Greentree Road
Turnersville, NJ 08012
Computer Modem Access Number:
For filing flight plans and obtaining weather
briefings: 1-800-245-3828
For customer service: 1-800-243-3828
3.5.4 Inflight weather information is available from
any AFSS/FSS within radio range. The common
frequency for all AFSSs is 122.2. Discrete
frequencies for individual stations are listed in the
Airport/Facility Directory. See paragraph 6 for
information on broadcasts. En Route Flight Advisory
Service (EFAS) is provided to serve the non-routine
weather needs of pilots in flight. See paragraph_3.8,
En Route Flight Advisory Service (EFAS), for details
on this service.
3.6 Use of Aviation Weather Products
3.6.1 Air carriers and operators certificated under
the provisions of 14 CFR Part 119 are required to use
the aeronautical weather information systems
defined in the Operations Specifications issued to that
certificate holder by the FAA. These systems may
utilize basic FAA/National Weather Service (NWS)
weather services, contractor- or operator-propri-
etary weather services and/or Enhanced Weather
Information System (EWINS) when approved in the
Operations Specifications. As an integral part of this
system approval, the procedures for collecting,
producing and disseminating aeronautical weather
information, as well as the crew member and
dispatcher training to support the use of system
weather products, must be accepted or approved.
3.6.2 Operators not certificated under the provisions
of 14 CFR Part 119 are encouraged to use FAA/NWS
products through Flight Service Stations, Direct User
Access Terminal System (DUATS), and/or Flight
Information Services Data Link (FISDL).
3.6.3 The suite of available aviation weather product
types is expanding, with the development of new
sensor systems, algorithms and forecast models. The
FAA and NWS, supported by the National Center for
Atmospheric Research and the Forecast Systems
Laboratory, develop and implement new aviation
weather product types through a comprehensive
process known as the Aviation Weather Technology
Transfer process. This process ensures that user needs
and technical readiness requirements are met before
experimental products mature to operational
application.
3.6.4 The FAA, in conjunction with the NWS,
established the Aviation Weather Technology
Transfer (AWTT) Board so that newly developed
aviation weather products meet regulatory
requirements and enhance safety. The AWTT is
charged with managing and accelerating the transfer
of these products into operational use. Members of
the AWTT Board include mid-level managers from
the FAA and NWS who are responsible for various
aspects of the development and use of aviation
weather products (e.g., aviation weather R & D,
transition of weather products from R & D to
operational use, etc.).
30 AUG 07
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GEN 3.5-5
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Federal Aviation Administration Nineteenth Edition
3.6.5 The AWTT is a management-review and
decision-making process that applies criteria to
weather products at various development stages
(decision stages, i.e., “D-stages”). The D-stages are
composed of the following:
3.6.5.1 (D1) Sponsorship of user needs.
3.6.5.2 (D2) R & D and controlled testing.
3.6.5.3 (D3) Experimental application.
3.6.5.4 (D4) Operational application.
3.6.6 Weather products maturing into the D3
experimental stage of the AWTT process are often
made available to the public on the Aviation Weather
Center's Experimental Aviation Digital Data Service
(ADDS) website at: http://weather.aero/. The intent
is to allow public access to this information in order
to obtain feedback for product development and
improvement. However, it is important to note that
weather products displayed on this site are
experimental, and although they may appear to be
fully operational products, they are subject to change
without notification and may not be used for any
flight related decisions. At the D4 stage, the FAA
approves a weather product for operational use by
end users (with restrictions, if necessary), and the
product is made available to the public via long-line
circuit, satellite, and/or other means of communica-
tion.
3.6.7 Pilots and operators should be aware that
weather services provided by entities other than FAA,
NWS or their contractors (such as the DUATS and
FISDL providers) may not meet FAA/NWS quality
control standards. Hence, operators and pilots
contemplating using such services should request
and/or review an appropriate description of services
and provider disclosure. This should include, but is
not limited to, the type of weather product (e.g.,
current weather or forecast weather), the currency of
the product (i.e., product issue and valid times), and
the relevance of the product. Pilots and operators
should be cautious when using unfamiliar products,
or products not supported by FAA/NWS technical
specifications.
NOTE-
When in doubt, consult with a FAA Flight Service Station
Specialist.
3.6.8 In addition, pilots and operators should be
aware there are weather services and products
available from government organizations beyond the
scope of the AWTT process mentioned earlier in this
section. For example, governmental agencies such as
the NWS, the Aviation Weather Center (AWC), and
the National Center for Atmospheric Research
(NCAR) display weather “model data” and
“experimental” products which require training
and/or expertise to properly interpret and use. These
products are developmental prototypes that are
subject to ongoing research and can change without
notice. Therefore, some data on display by
government organizations, or government data on
display by independent organizations may be
unsuitable for flight planning purposes. Operators
and pilots contemplating using such services should
request and/or review an appropriate description of
services and provider disclosure. This should include,
but is not limited to, the type of weather product (e.g.,
current weather or forecast weather), the currency of
the product (i.e., product issue and valid times), and
the relevance of the product. Pilots and operators
should be cautious when using unfamiliar weather
products.
NOTE-
When in doubt, consult with a FAA Flight Service Station
Specialist.
3.6.9 The development of new weather products
coupled with increased access to these products via
the public Internet, created confusion within the
aviation community regarding the relationship
between regulatory requirements and new weather
products. Consequently, FAA differentiates between
those weather products that may be utilized to comply
with regulatory requirements and those that may only
be used to improve situational awareness. To clarify
the proper use of aviation weather products to meet
the requirements of 14 CFR, FAA defines weather
products as follows:
3.6.9.1 Primary Weather Product. An aviation
weather product that meets all the regulatory
requirements and safety needs for use in making
flight related, aviation weather decisions.
3.6.9.2 Supplementary Weather Product. An
aviation weather product that may be used for
enhanced situational awareness. If utilized, a
supplementary weather product must only be used in
conjunction with one or more primary weather
product. In addition, the FAA may further restrict the
use of supplementary aviation weather products
through limitations described in the product label.
30 AUG 07
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GEN 3.5-6
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Federal Aviation Administration Nineteenth Edition
NOTE-
An aviation weather product produced by the Federal
Government and managed by the AWTT is classified a
primary weather product unless designated a
supplementary weather product by the FAA.
3.6.10 In developing the definitions of primary and
supplementary weather products, it is not the intent of
FAA to change or increase the regulatory burden on
the user. Rather, the definitions are meant to eliminate
confusion by differentiating between weather
products that may be utilized to meet regulatory
requirements and other weather products that may
only be used to improve situational awareness.
3.6.11 All flight-related, aviation weather decisions
must be based on primary weather products.
Supplementary weather products augment the
primary products by providing additional weather
information but may not be used as stand-alone
weather products to meet aviation weather regulatory
requirements or without the relevant primary
products. When discrepancies exist between primary
and supplementary weather products describing the
same weather phenomena, users must base flightrelated decisions on the primary weather product.
Furthermore, multiple primary products may be
necessary to meet all aviation weather regulatory
requirements.
3.6.12 The development of enhanced communica-
tions capabilities, most notably the Internet, has
allowed pilots access to an ever-increasing range of
weather service providers and proprietary products.
The FAA has identified three distinct types of weather
information available to pilots and operators.
3.6.12.1 Observations. Raw weather data collected
by some type of sensor suite including surface and
airborne observations, radar, lightning, satellite
imagery, and profilers.
3.6.12.2 Analysis. Enhanced depiction and/or
interpretation of observed weather data.
3.6.12.3 Forecasts. Predictions of the development
and/or movement of weather phenomena based on
meteorological observations and various
mathematical models.
3.6.13 Not all sources of aviation weather
information are able to provide all three types of
weather information. The FAA has determined that
operators and pilots may utilize the following
approved sources of aviation weather information:
3.6.13.1 Federal Government. The FAA and NWS
collect raw weather data, analyze the observations,
and produce forecasts. The FAA and NWS
disseminate meteorological observations, analyses,
and forecasts through a variety of systems. In
addition, the Federal Government is the only
approval authority for sources of weather
observations; for example, contract towers and
airport operators may be approved by the Federal
Government to provide weather observations.
3.6.13.2 Enhanced Weather Information System
(EWINS). An EWINS is an FAA approved,
proprietary system for tracking, evaluating,
reporting, and forecasting the presence or lack of
adverse weather phenomena. An EWINS is
authorized to produce flight movement forecasts,
adverse weather phenomena forecasts, and other
meteorological advisories. For more detailed
information regarding EWINS, see the Aviation
Weather Services Advisory Circular 00-45 and the
Air Transportation Operations Inspector's Handbook
8400.10.
3.6.13.3 Commercial Weather Information
Providers. In general, commercial providers
produce proprietary weather products based on
NWS/FAA products with formatting and layout
modifications but no material changes to the weather
information itself. This is also referred to as
“repackaging.” In addition, commercial providers
may produce analyses, forecasts, and other
proprietary weather products that substantially alter
the information contained in government-produced
products. However, those proprietary weather
products that substantially alter governmentproduced weather products or information, may only
be approved for use by 14 CFR Part 121 and Part 135
certificate holders if the commercial provider is
EWINS qualified. |
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狗仔卡
发表于 2008-12-19 23:12:52
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