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4. Priority for Controller Application of
Merging Target Procedures
(a) Explanation of Merging Target Proce-
dures. As described in subparagraph c3 below, ATC
will use “merging target procedures” to mitigate the
effects of both severe turbulence and MWA. The
procedures in subparagraph c3 have been adapted
from existing procedures published in FAA
Order_JO_7110.65, Air Traffic Control, para-
graph_5-1-8, Merging Target Procedures.
Paragraph_5-1-8 calls for en route controllers to
advise pilots of potential traffic that they perceive
may fly directly above or below his/her aircraft at
minimum vertical separation. In response, pilots are
given the option of requesting a radar vector to ensure
their radar target will not merge or overlap with the
traffic's radar target.
(b) The provision of “merging target proce-
dures” to mitigate the effects of severe turbulence
and/or MWA is not optional for the controller, but
rather is a priority responsibility. Pilot requests for
vectors for traffic avoidance when encountering
MWA or pilot reports of “Unable RVSM due
turbulence or MWA” are considered first priority
AIM 2/14/08
4-6-5
Operational Policy/Procedures for Reduced Vertical Separation Minimum (RVSM) in the
Domestic U.S., Alaska, Offshore Airspace and the San Juan FIR
aircraft separation and sequencing responsibilities.
(FAA Order JO 7110.65, paragraph 2-1-2, Duty
Priority, states that the controller's first priority is to
separate aircraft and issue safety alerts).
(c) Explanation of the term “traffic permit-
ting.” The contingency actions for MWA and severe
turbulence detailed in paragraph 4-6-9, Contingency
Actions: Weather Encounters and Aircraft System
Failures, state that the controller will “vector aircraft
to avoid merging targets with traffic at adjacent flight
levels, traffic permitting.” The term “traffic permit-
ting” is not intended to imply that merging target
procedures are not a priority duty. The term is
intended to recognize that, as stated in FAA
Order_JO_7110.65, paragraph 2-1-2, Duty Priority,
there are circumstances when the controller is
required to perform more than one action and must
“exercise their best judgment based on the facts and
circumstances known to them” to prioritize their
actions. Further direction given is: “That action
which is most critical from a safety standpoint is
performed first.”
5. TCAS Sensitivity. For both MWA and
severe turbulence encounters in RVSM airspace, an
additional concern is the sensitivity of collision
avoidance systems when one or both aircraft
operating in close proximity receive TCAS adviso-
ries in response to disruptions in altitude hold
capability.
b. Pre-flight tools. Sources of observed and
forecast information that can help the pilot ascertain
the possibility of MWA or severe turbulence are:
Forecast Winds and Temperatures Aloft (FD), Area
Forecast (FA), SIGMETs and PIREPs.
c. Pilot Actions When Encountering Weather
(e.g., Severe Turbulence or MWA)
1. Weather Encounters Inducing Altitude
Deviations of Approximately 200 feet. When the
pilot experiences weather induced altitude deviations
of approximately 200 feet, the pilot will contact ATC
and state “Unable RVSM Due (state reason)”
(e.g.,_turbulence, mountain wave). See contingency
actions in paragraph 4-6-9.
2. Severe Turbulence (including that associ-
ated with MWA). When pilots encounter severe
turbulence, they should contact ATC and report the
situation. Until the pilot reports clear of severe
turbulence, the controller will apply merging target
vectors to one or both passing aircraft to prevent their
targets from merging:
EXAMPLE“Yankee 123, FL 310, unable RVSM due severe
turbulence.”
“Yankee 123, fly heading 290; traffic twelve o'clock,
10_miles, opposite direction; eastbound MD-80 at
FL_320” (or the controller may issue a vector to the
MD-80 traffic to avoid Yankee 123).
3. MWA. When pilots encounter MWA, they
should contact ATC and report the magnitude and
location of the wave activity. When a controller
makes a merging targets traffic call, the pilot may
request a vector to avoid flying directly over or under
the traffic. In situations where the pilot is
experiencing altitude deviations of 200 feet or
greater, the pilot will request a vector to avoid traffic.
Until the pilot reports clear of MWA, the controller
will apply merging target vectors to one or both
passing aircraft to prevent their targets from merging:
EXAMPLE“Yankee 123, FL 310, unable RVSM due mountain wave.”
“Yankee 123, fly heading 290; traffic twelve o'clock,
10_miles, opposite direction; eastbound MD-80 at
FL_320” (or the controller may issue a vector to the
MD-80 traffic to avoid Yankee 123).
4. FL Change or Re-route. To leave airspace
where MWA or severe turbulence is being
encountered, the pilot may request a FL change
and/or re-route, if necessary.
4-6-7. Guidance on Wake Turbulence
a. Pilots should be aware of the potential for wake
turbulence encounters in RVSM airspace. Experience
gained since 1997 has shown that such encounters in
RVSM airspace are generally moderate or less in
magnitude.
b. Prior to DRVSM implementation, the FAA
established provisions for pilots to report wake
turbulence events in RVSM airspace using the NASA
Aviation Safety Reporting System (ASRS). A
“Safety Reporting” section established on the FAA
RVSM Documentation webpage provides contacts,
forms, and reporting procedures.
c. To date, wake turbulence has not been reported
as a significant factor in DRVSM operations.
European authorities also found that reports of wake
turbulence encounters did not increase significantly
AIM 2/14/08
4-6-6 Operational Policy/Procedures for Reduced Vertical Separation Minimum (RVSM) in the
Domestic U.S., Alaska, Offshore Airspace and the San Juan FIR
after RVSM implementation (eight versus seven
reports in a ten-month period). In addition, they
found that reported wake turbulence was generally
similar to moderate clear air turbulence.
d. Pilot Action to Mitigate Wake Turbulence
Encounters
1. Pilots should be alert for wake turbulence
when operating:
(a) In the vicinity of aircraft climbing or
descending through their altitude.
(b) Approximately 10-30 miles after passing
1,000 feet below opposite-direction traffic.
(c) Approximately 10-30 miles behind and
1,000 feet below same-direction traffic.
2. Pilots encountering or anticipating wake
turbulence in DRVSM airspace have the option of
requesting a vector, FL change, or if capable, a lateral
offset.
NOTE1. Offsets of approximately a wing span upwind generally
can move the aircraft out of the immediate vicinity of
another aircraft's wake vortex.
2. In domestic U.S. airspace, pilots must request clearance
to fly a lateral offset. Strategic lateral offsets flown in
oceanic airspace do not apply.
e. The FAA will track wake turbulence events as
an element of its post implementation program. The
FAA will advertise wake turbulence reporting
procedures to the operator community and publish
reporting procedures on the RVSM Documentation
Webpage (See address in paragraph 4-6-3, Aircraft
and Operator Approval Policy/Procedures, RVSM
Monitoring and Databases for Aircraft and Operator
Approval.
4-6-8. Pilot/Controller Phraseology
TBL 4-6-1 shows standard phraseology that pilots
and controllers will use to communicate in DRVSM
operations.
AIM 2/14/08
4-6-7
Operational Policy/Procedures for Reduced Vertical Separation Minimum (RVSM) in the
Domestic U.S., Alaska, Offshore Airspace and the San Juan FIR
TBL 4-6-1
Pilot/Controller Phraseology
Message Phraseology
For a controller to ascertain the RVSM approval status of
an aircraft:
(call sign) confirm RVSM approved
Pilot indication that flight is RVSM approved Affirm RVSM
Pilot report of lack of RVSM approval (non-RVSM status).
Pilot will report non-RVSM status, as follows:
Negative RVSM, (supplementary information,
e.g.,_“Certification flight”).
a. On the initial call on any frequency in the RVSM
airspace and . . ..
b. In all requests for flight level changes pertaining to
flight levels within the RVSM airspace and . . ..
c. In all read backs to flight level clearances pertaining
to flight levels within the RVSM airspace and . . ..
d. In read back of flight level clearances involving
climb and descent through RVSM airspace
(FL 290 - 410).
Pilot report of one of the following after entry into RVSM
airspace: all primary altimeters, automatic altitude control
systems or altitude alerters have failed.
(See paragraph_4-6-9, Contingency Actions: Weather
Encounters and Aircraft System Failures.)
NOTE-
This phrase is to be used to convey both the initial indication of
RVSM aircraft system failure and on initial contact on all
frequencies in RVSM airspace until the problem ceases to exist
or the aircraft has exited RVSM airspace.
Unable RVSM Due Equipment
ATC denial of clearance into RVSM airspace Unable issue clearance into RVSM airspace, maintain FL
*Pilot reporting inability to maintain cleared flight level
due to weather encounter.
(See paragraph 4-6-9, Contingency Actions: Weather
Encounters and Aircraft System Failures).
*Unable RVSM due (state reason) (e.g., turbulence,
mountain wave)
ATC requesting pilot to confirm that an aircraft has
regained RVSM-approved status or a pilot is ready to
resume RVSM
Confirm able to resume RVSM
Pilot ready to resume RVSM after aircraft system or
weather contingency
Ready to resume RVSM
AIM 2/14/08
4-6-8 Operational Policy/Procedures for Reduced Vertical Separation Minimum (RVSM) in the
Domestic U.S., Alaska, Offshore Airspace and the San Juan FIR
4-6-9. Contingency Actions: Weather
Encounters and Aircraft System Failures
TBL 4-6-2 provides pilot guidance on actions to
take_under certain conditions of aircraft system
failure and weather encounters. It also describes the
expected ATC controller actions in these situations. It
is recognized that the pilot and controller will use
judgment to determine the action most appropriate to
any given situation.
TBL 4-6-2
Contingency Actions: Weather Encounters and Aircraft System Failures
Initial Pilot Actions in Contingency Situations
Initial pilot actions when unable to maintain flight level (FL) or unsure of aircraft altitude-keeping
capability:
_Notify ATC and request assistance as detailed below.
_Maintain cleared flight level, to the extent possible, while evaluating the situation.
_Watch for conflicting traffic both visually and by reference to TCAS, if equipped.
_Alert nearby aircraft by illuminating exterior lights (commensurate with aircraft limitations).
Severe Turbulence and/or Mountain Wave Activity (MWA) Induced
Altitude Deviations of Approximately 200 feet
Pilot will: Controller will:
_When experiencing severe turbulence and/or
MWA induced altitude deviations of
approximately 200 feet or greater, pilot will
contact ATC and state “Unable RVSM Due (state
reason)” (e.g., turbulence, mountain wave)
_If not issued by the controller, request vector
clear of traffic at adjacent FLs
_If desired, request FL change or re-route
_Report location and magnitude of turbulence or
MWA to ATC
_Vector aircraft to avoid merging target with
traffic at adjacent flight levels, traffic permitting
_Advise pilot of conflicting traffic
_Issue FL change or re-route, traffic permitting
_Issue PIREP to other aircraft
See paragraph 4-6-6, Guidance on Severe
Turbulence and Mountain Wave Activity (MWA) for
detailed guidance.
Paragraph 4-6-6 explains “traffic permitting.”
AIM 2/14/08
4-6-9
Operational Policy/Procedures for Reduced Vertical Separation Minimum (RVSM) in the
Domestic U.S., Alaska, Offshore Airspace and the San Juan FIR
Mountain Wave Activity (MWA) Encounters - General
Pilot actions: Controller actions:
_Contact ATC and report experiencing MWA
_If so desired, pilot may request a FL change or
re-route
_Report location and magnitude of MWA to ATC
_Advise pilot of conflicting traffic at adjacent FL
_If pilot requests, vector aircraft to avoid merging
target with traffic at adjacent RVSM flight levels,
traffic permitting
_Issue FL change or re-route, traffic permitting
_Issue PIREP to other aircraft
See paragraph 4-6-6 for guidance on MWA. Paragraph 4-6-6 explains “traffic permitting.”
NOTE-
MWA encounters do not necessarily result in altitude deviations on the order of 200 feet. The guidance below is
intended to address less significant MWA encounters.
Wake Turbulence Encounters
Pilot should: Controller should:
_Contact ATC and request vector, FL change or,
if capable, a lateral offset
_Issue vector, FL change or lateral offset
clearance, traffic permitting
See paragraph 4-6-7, Guidance on Wake
Turbulence.
Paragraph 4-6-6 explains “traffic permitting.”
“Unable RVSM Due Equipment”
Failure of Automatic Altitude Control System, Altitude Alerter or All Primary Altimeters
Pilot will: Controller will:
_Contact ATC and state “Unable RVSM Due
Equipment”
_Request clearance out of RVSM airspace unless
operational situation dictates otherwise
_Provide 2,000 feet vertical separation or
appropriate horizontal separation
_Clear aircraft out of RVSM airspace unless
operational situation dictates otherwise
One Primary Altimeter Remains Operational
Pilot will: Controller will:
_Cross check stand-by altimeter
_Notify ATC of operation with single primary
altimeter
_If unable to confirm primary altimeter accuracy,
follow actions for failure of all primary altimeters
_Acknowledge operation with single primary
altimeter
AIM 2/14/08
4-6-10 Operational Policy/Procedures for Reduced Vertical Separation Minimum (RVSM) in the
Domestic U.S., Alaska, Offshore Airspace and the San Juan FIR
Transponder Failure
Pilot will: Controller will:
_Contact ATC and request authority to continue
to operate at cleared flight level
_Comply with revised ATC clearance, if issued
_Consider request to continue to operate at
cleared flight level
_Issue revised clearance, if necessary
NOTE14 CFR Section 91.215 (ATC transponder and altitude
reporting equipment and use) regulates operation with the
transponder inoperative.
4-6-10. Procedures for Accommodation of
Non-RVSM Aircraft
a. General Policies for Accommodation of
Non-RVSM Aircraft
1. The RVSM mandate calls for only RVSM
authorized aircraft/operators to fly in designated
RVSM airspace with limited exceptions. The policies
detailed below are intended exclusively for use by
aircraft that the FAA has agreed to accommodate.
They are not intended to provide other operators a
means to circumvent the normal RVSM approval
process.
2. If either the operator or aircraft or both have
not been authorized to conduct RVSM operations, the
aircraft will be referred to as a “non-RVSM” aircraft.
14 CFR Section 91.180 and Part 91 Appendix G
enable the FAA to authorize a deviation to operate a
non-RVSM aircraft in RVSM airspace.
3. Non-RVSM aircraft flights will be handled
on a workload permitting basis. The vertical
separation standard applied between aircraft not
approved for RVSM and all other aircraft shall be
2,000 feet.
4. Required Pilot Calls. The pilot of non-
RVSM aircraft will inform the controller of the lack
of RVSM approval in accordance with the direction
provided in paragraph 4-6-8, Pilot/Controller
Phraseology.
b. Categories of Non-RVSM Aircraft that may
be Accommodated
Subject to FAA approval and clearance, the following
categories of non-RVSM aircraft may operate in
domestic U.S. RVSM airspace provided they have an
operational transponder.
1. Department of Defense (DOD) aircraft.
2. Flights conducted for aircraft certification
and development purposes.
3. Active air ambulance flights utilizing a
“Lifeguard” call sign.
4. Aircraft climbing/descending through
RVSM flight levels (without intermediate level off)
to/from FLs above RVSM airspace (Policies for these
flights are detailed in paragraph 4-6-11, Non-RVSM
Aircraft Requesting Climb to and Descent from
Flight Levels Above RVSM Airspace Without
Intermediate Level Off.
5. Foreign State (government) aircraft.
c. Methods for operators of non-RVSM aircraft to
request access to RVSM Airspace. Operators may:
1. LOA/MOU. Enter into a Letter of Agree-
ment (LOA)/Memorandum of Understanding
(MOU) with the RVSM facility (the Air Traffic
facility that provides air traffic services in RVSM
airspace). Operators must comply with LOA/MOU.
AIM 2/14/08
4-6-11
Operational Policy/Procedures for Reduced Vertical Separation Minimum (RVSM) in the
Domestic U.S., Alaska, Offshore Airspace and the San Juan FIR
2. File-and-Fly. File a flight plan to notify the
FAA of their intention to request access to RVSM
airspace.
NOTE-
Priority for access to RVSM airspace will be afforded to
RVSM compliant aircraft, then File-and-Fly flights.
3. DOD. Some DOD non-RVSM aircraft will
be designated as aircraft requiring special consider-
ation. For coordination purposes they will be referred
to as STORM flights. DOD enters STORM flights on
the DOD Priority Mission website and notifies the
departure RVSM facility for flights that are within
60_minutes of departure.
NOTE-
Special consideration will be afforded a STORM flight;
however, accommodation of any non-RVSM flight is
workload permitting.
d. Center Phone Numbers. Center phone num-
bers are posted on the RVSM Documentation
Webpage, North American RVSM, Domestic U.S.
RVSM section. This address provides direct access to
the phone number listing:
http://www.faa .gov /ats/ato/1 50_docs /
Center_Phone_No._Non-RVSM_Acft.doc
4-6-11. Non-RVSM Aircraft Requesting
Climb to and Descent from Flight Levels
Above RVSM Airspace Without
Intermediate Level Off
a. File-and-Fly. Operators of Non-RVSM air-
craft climbing to and descending from RVSM flight
levels should just file a flight plan.
b. Non-RVSM aircraft climbing to and descend-
ing from flight levels above RVSM airspace will be
handled on a workload permitting basis. The vertical
separation standard applied in RVSM airspace
between non-RVSM aircraft and all other aircraft
shall be 2,000 feet.
c. Non-RVSM aircraft climbing to/descending
from RVSM airspace can only be considered for
accommodation provided:
1. Aircraft is capable of a continuous climb/
descent and does not need to level off at an
intermediate altitude for any operational consider-
ations and
2. Aircraft is capable of climb/descent at the
normal rate for the aircraft.
d. Required Pilot Calls. The pilot of non-RVSM
aircraft will inform the controller of the lack of
RVSM approval in accordance with the direction
provided in paragraph 4-6-8, Pilot/Controller
Phraseology.
AIM 2/14/08
5-1-1
Preflight
Chapter 5. Air Traffic Procedures
Section 1. Preflight
5-1-1. Preflight Preparation
a. Every pilot is urged to receive a preflight
briefing and to file a flight plan. This briefing should
consist of the latest or most current weather, airport,
and en route NAVAID information. Briefing service
may be obtained from an FSS either by telephone or
interphone, by radio when airborne, or by a personal
visit to the station. Pilots with a current medical
certificate in the 48 contiguous States may access
toll-free the Direct User Access Terminal System
(DUATS) through a personal computer. DUATS will
provide alpha-numeric preflight weather data and
allow pilots to file domestic VFR or IFR flight plans.
REFERENCE-
AIM, FAA Weather Services, Paragraph 7-1-2, lists DUATS vendors.
NOTE-
Pilots filing flight plans via “fast file” who desire to have
their briefing recorded, should include a statement at the
end of the recording as to the source of their weather
briefing.
b. The information required by the FAA to process
flight plans is contained on FAA Form 7233-1, Flight
Plan. The forms are available at all flight service
stations. Additional copies will be provided on
request.
REFERENCE-
AIM, Flight Plan- VFR Flights, Paragraph 5-1-4.
AIM, Flight Plan- IFR Flights, Paragraph 5-1-8.
c. Consult an FSS or a Weather Service Office
(WSO) for preflight weather briefing. Supplemental
Weather Service Locations (SWSLs) do not provide
weather briefings.
d. FSSs are required to advise of pertinent
NOTAMs if a standard briefing is requested, but if
they are overlooked, don't hesitate to remind the
specialist that you have not received NOTAM
information.
NOTE-
NOTAMs which are known in sufficient time for
publication and are of 7 days duration or longer are
normally incorporated into the Notices to Airmen
Publication and carried there until cancellation time. FDC
NOTAMs, which apply to instrument flight procedures, are
also included in the Notices to Airmen Publication up to
and including the number indicated in the FDC NOTAM
legend. Printed NOTAMs are not provided during a
briefing unless specifically requested by the pilot since the
FSS specialist has no way of knowing whether the pilot has
already checked the Notices to Airmen Publication prior to
calling. Remember to ask for NOTAMs in the Notices to
Airmen Publication. This information is not normally
furnished during your briefing.
REFERENCE-
AIM, Notice to Airmen (NOTAM) System, Paragraph 5-1-3.
e. Pilots are urged to use only the latest issue of
aeronautical charts in planning and conducting flight
operations. Aeronautical charts are revised and
reissued on a regular scheduled basis to ensure that
depicted data are current and reliable. In the
conterminous U.S., Sectional Charts are updated
every 6 months, IFR En Route Charts every 56 days,
and amendments to civil IFR Approach Charts are
accomplished on a 56-day cycle with a change notice
volume issued on the 28-day midcycle. Charts that
have been superseded by those of a more recent date
may contain obsolete or incomplete flight
information.
REFERENCE-
AIM, General Description of Each Chart Series, Paragraph 9-1-4.
f. When requesting a preflight briefing, identify
yourself as a pilot and provide the following:
1. Type of flight planned; e.g., VFR or IFR.
2. Aircraft's number or pilot's name.
3. Aircraft type.
4. Departure Airport.
5. Route of flight.
6. Destination.
7. Flight altitude(s).
8. ETD and ETE.
g. Prior to conducting a briefing, briefers are
required to have the background information listed
above so that they may tailor the briefing to the needs
of the proposed flight. The objective is to
communicate a “picture” of meteorological and
aeronautical information necessary for the conduct of
a safe and efficient flight. Briefers use all available
AIM 2/14/08
5-1-2 Preflight
weather and aeronautical information to summarize
data applicable to the proposed flight. They do not
read weather reports and forecasts verbatim unless
specifically requested by the pilot. FSS briefers do
not provide FDC NOTAM information for special
instrument approach procedures unless specifically
asked. Pilots authorized by the FAA to use special
instrument approach procedures must specifically
request FDC NOTAM information for these
procedures. Pilots who receive the information
electronically will receive NOTAMs for special IAPs
automatically.
REFERENCE-
AIM, Preflight Briefings, Paragraph 7-1-4, contains those items of a
weather briefing that should be expected or requested.
h. FAA by 14 CFR Part 93, Subpart K, has
designated High Density Traffic Airports (HDTAs)
and has prescribed air traffic rules and requirements
for operating aircraft (excluding helicopter opera-
tions) to and from these airports.
REFERENCE-
Airport/Facility Directory, Special Notices Section.
AIM, Airport Reservation Operations and Special Traffic Management
Programs, Paragraph_4-1-21.
i. In addition to the filing of a flight plan, if the
flight will traverse or land in one or more foreign
countries, it is particularly important that pilots leave
a complete itinerary with someone directly concerned
and keep that person advised of the flight's progress.
If serious doubt arises as to the safety of the flight, that
person should first contact the FSS.
REFERENCE-
AIM, Flights Outside the U.S. and U.S. Territories, Paragraph 5-1-10.
j. Pilots operating under provisions of 14 CFR
Part_135 and not having an FAA assigned 3-letter
designator, are urged to prefix the normal registration
(N) number with the letter “T” on flight plan filing;
e.g., TN1234B.
REFERENCE-
AIM, Aircraft Call Signs, Paragraph 4-2-4.
5-1-2. Follow IFR Procedures Even When
Operating VFR
a. To maintain IFR proficiency, pilots are urged to
practice IFR procedures whenever possible, even
when operating VFR. Some suggested practices
include:
1. Obtain a complete preflight and weather
briefing. Check the NOTAMs.
2. File a flight plan. This is an excellent low cost
insurance policy. The cost is the time it takes to fill it
out. The insurance includes the knowledge that
someone will be looking for you if you become
overdue at your destination.
3. Use current charts.
4. Use the navigation aids. Practice maintaining
a good course-keep the needle centered.
5. Maintain a constant altitude which is
appropriate for the direction of flight.
6. Estimate en route position times.
7. Make accurate and frequent position reports
to the FSSs along your route of flight.
b. Simulated IFR flight is recommended (under
the hood); however, pilots are cautioned to review
and adhere to the requirements specified in 14 CFR
Section_91.109 before and during such flight.
c. When flying VFR at night, in addition to the
altitude appropriate for the direction of flight, pilots
should maintain an altitude which is at or above the
minimum en route altitude as shown on charts. This
is especially true in mountainous terrain, where there
is usually very little ground reference. Do not depend
on your eyes alone to avoid rising unlighted terrain,
or even lighted obstructions such as TV towers.
5-1-3. Notice to Airmen (NOTAM) System
a. Time-critical aeronautical information which is
of either a temporary nature or not sufficiently known
in advance to permit publication on aeronautical
charts or in other operational publications receives
immediate dissemination via the National NOTAM
System.
NOTE1. NOTAM information is that aeronautical information
that could affect a pilot's decision to make a flight. It
includes such information as airport or primary runway
closures, changes in the status of navigational aids, ILSs,
radar service availability, and other information essential
to planned en route, terminal, or landing operations.
2. NOTAM information is transmitted using standard
contractions to reduce transmission time. See TBL 5-1-1
for a listing of the most commonly used contractions.
b. NOTAM information is classified into three
categories. These are NOTAM (D) or distant,
NOTAM_(L) or local, and Flight Data Center (FDC)
NOTAMs.
AIM 2/14/08
5-1-3
Preflight
1. NOTAM (D) information is disseminated for
all navigational facilities that are part of the National
Airspace System (NAS), all public use airports,
seaplane bases, and heliports listed in the Airport/
Facility Directory (A/FD). The complete file of all
NOTAM (D) information is maintained in a computer
database at the Weather Message Switching Center
(WMSC), located in Atlanta, Georgia. This category
of information is distributed automatically via
Service A telecommunications system. Air traffic
facilities, primarily FSSs, with Service A capability
have access to the entire WMSC database of
NOTAMs. These NOTAMs remain available via
Service A for the duration of their validity or until
published. Once published, the NOTAM data is
deleted from the system.
2. NOTAM (L)
(a) NOTAM (L) information includes such
data as taxiway closures, personnel and equipment
near or crossing runways, and airport lighting aids
that do not affect instrument approach criteria, such
as VASI.
(b) NOTAM (L) information is distributed
locally only and is not attached to the hourly weather
reports. A separate file of local NOTAMs is
maintained at each FSS for facilities in their area only.
NOTAM (L) information for other FSS areas must be
specifically requested directly from the FSS that has
responsibility for the airport concerned.
3. FDC NOTAMs
(a) On those occasions when it becomes
necessary to disseminate information which is
regulatory in nature, the National Flight Data Center
(NFDC), in Washington, DC, will issue an FDC
NOTAM. FDC NOTAMs contain such things as
amendments to published IAPs and other current
aeronautical charts. They are also used to advertise
temporary flight restrictions caused by such things as
natural disasters or large-scale public events that may
generate a congestion of air traffic over a site.
(b) FDC NOTAMs are transmitted via
Service_A only once and are kept on file at the FSS
until published or canceled. FSSs are responsible for
maintaining a file of current, unpublished FDC
NOTAMs concerning conditions within 400 miles of
their facilities. FDC information concerning condi-
tions that are more than 400 miles from the FSS, or
that is already published, is given to a pilot only on
request.
NOTE1. DUATS vendors will provide FDC NOTAMs only upon
site-specific requests using a location identifier.
2. NOTAM data may not always be current due to the
changeable nature of national airspace system compo-
nents, delays inherent in processing information, and
occasional temporary outages of the U.S. NOTAM system.
While en route, pilots should contact FSSs and obtain
updated information for their route of flight and
destination.
c. An integral part of the NOTAM System is the
Notices to Airmen Publication (NTAP) published
every four weeks. Data is included in this publication
to reduce congestion on the telecommunications
circuits and, therefore, is not available via Service A.
Once published, the information is not provided
during pilot weather briefings unless specifically
requested by the pilot. This publication contains two
sections.
1. The first section consists of notices that meet
the criteria for NOTAM (D) and are expected to
remain in effect for an extended period and FDC
NOTAMs that are current at the time of publication.
Occasionally, some NOTAM (L) and other unique
information is included in this section when it will
contribute to flight safety.
2. The second section contains special notices
that are either too long or concern a wide or
unspecified geographic area and are not suitable for
inclusion in the first section. The content of these
notices vary widely and there are no specific criteria
for their inclusion, other than their enhancement of
flight safety.
3. The number of the last FDC NOTAM
included in the publication is noted on the first page
to aid the user in updating the listing with any FDC
NOTAMs which may have been issued between the
cut-off date and the date the publication is received.
All information contained will be carried until the
information expires, is canceled, or in the case of
permanent conditions, is published in other publica-
tions, such as the A/FD. |
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IP卡
狗仔卡
发表于 2008-12-21 00:18:03
显身卡