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Section 5. Aircraft Rescue and
Fire Fighting Communications
6-5-1. Discrete Emergency Frequency
a. Direct contact between an emergency aircraft
flight crew, Aircraft Rescue and Fire Fighting
Incident Commander (ARFF IC), and the Airport
Traffic Control Tower (ATCT), is possible on an
aeronautical radio frequency (Discrete Emergency
Frequency [DEF]), designated by Air Traffic
Control_(ATC) from the operational frequencies
assigned to that facility.
b. Emergency aircraft at airports without an
ATCT, (or when the ATCT is closed), may contact the
ARFF_IC (if ARFF service is provided), on the
Common Traffic Advisory Frequency (CTAF)
published for the airport or the civil emergency
frequency 121.5 MHz.
6-5-2. Radio Call Signs
Preferred radio call sign for the ARFF IC is
“(location/facility) Command” when communica-
ting with the flight crew and the FAA ATCT.
EXAMPLE-
LAX Command.
Washington Command.
6-5-3. ARFF Emergency Hand Signals
In the event that electronic communications cannot
be maintained between the ARFF IC and the flight
crew, standard emergency hand signals as depicted in
FIG 6-5-1 through FIG 6-5-3 should be used. These
hand signals should be known and understood by all
cockpit and cabin aircrew, and all ARFF firefighters.
FIG 6-5-1
Recommend Evacuation
FIG 6-5-2
Recommend Stop
AIM 2/14/08
6-5-2 Aircraft Rescue and Fire Fighting Communications
FIG 6-5-3
Emergency Contained
AIM 2/14/08
7-1-1
Meteorology
Chapter 7. Safety of Flight
Section 1. Meteorology
7-1-1. National Weather Service Aviation
Products
a. Weather service to aviation is a joint effort of the
National Weather Service (NWS), the Federal
Aviation Administration (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; a nationwide aviation weather forecasting
service; and provides limited pilot briefing service
(interpretational). The majority of pilot weather
briefings are provided by FAA personnel at Flight
Service Stations (AFSSs/FSSs). Aviation routine
weather reports (METAR) are taken manually by
NWS, FAA, contractors, or supplemental observers.
METAR reports are also provided by Automated
Weather Observing System (AWOS) and Automated
Surface Observing System (ASOS).
REFERENCE-
AIM, Para 7-1-12, Weather Observing Programs.
b. Aerodrome forecasts are prepared by approxi-
mately 100 Weather Forecast Offices (WFOs). These
offices prepare and distribute approximately
525_aerodrome forecasts 4 times daily for specific
airports in the 50 States, Puerto Rico, the Caribbean
and Pacific Islands. These forecasts are valid for
24_hours and amended as required. WFOs prepare
over 300 route forecasts and 39 synopses for
Transcribed Weather Broadcasts (TWEB), and
briefing purposes. The route forecasts are issued
4_times daily, each forecast is valid for 12 hours. A
centralized aviation forecast program originating
from the Aviation Weather Center (AWC) in Kansas
City was implemented in October 1995. In the
conterminous U.S., all Inflight Advisories Signifi-
cant Meteorological Information (SIGMETs),
Convective SIGMETs, and Airmen's Meteorological
Information (AIRMETs) and all Area Forecasts
(FAs) (6 areas) are now issued by AWC. FAs are
prepared 3 times a day in the conterminous U.S. and
Alaska (4 times in Hawaii), and amended as required.
Inflight Advisories are issued only when conditions
warrant. Winds aloft forecasts are provided for
176_locations in the 48_contiguous States and
21_locations in Alaska for flight planning purposes.
(Winds aloft forecasts for Hawaii are prepared
locally.) All the aviation weather forecasts are given
wide distribution through the Weather Message
Switching Center Replacement (WMSCR) in
Atlanta, Georgia, and Salt Lake City, Utah.
REFERENCE-
AIM, Para 7-1-6, Inflight Aviation Weather Advisories.
c. Weather element values may be expressed by
using different measurement systems depending on
several factors, such as whether the weather products
will be used by the general public, aviation interests,
international services, or a combination of these
users. FIG 7-1-1 provides conversion tables for the
most used weather elements that will be encountered
by pilots.
7-1-2. FAA Weather Services
a. The FAA maintains a nationwide network of
Automated Flight Service Stations (AFSSs/FSSs) to
serve the weather needs of pilots. In addition, NWS
meteorologists are assigned to most ARTCCs as part
of the Center Weather Service Unit (CWSU). They
provide Center Weather Advisories (CWAs) and
gather weather information to support the needs of
the FAA and other users of the system.
b. 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 the toll free number
(1-800-WX BRIEF). Numbers for these services can
be found in the Airport/Facility Directory (A/FD)
under “FAA and NWS Telephone Numbers” section.
They may also be listed in the U.S. Government
section of your local telephone directory under
Department of Transportation, Federal Aviation
Administration, or Department of Commerce,
National Weather Service. NWS pilot weather
briefers do not provide aeronautical information
(NOTAMs, flow control advisories, etc.) nor do they
accept flight plans.
REFERENCE-
AIM, Para 7-1-4, Preflight Briefing, explains the types of preflight
briefings available and the information contained in each.
AIM 2/14/08
7-1-2 Meteorology
FIG 7-1-1
Weather Elements Conversion Tables
AIM 2/14/08
7-1-3
Meteorology
c. Other Sources of Weather Information
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.
REFERENCE-
AIM, Telephone Information Briefing Service (TIBS), Paragraph 7-1-8.
AIM, Transcribed Weather Broadcast (TWEB) (Alaska Only),
Paragraph_7-1-9.
2. Weather and aeronautical information are
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. The Direct User Access Terminal Sys-
tem_(DUATS) can be accessed by pilots with a
current medical certificate toll-free in the 48_contigu-
ous States 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 Federal Systems
15000 Conference Center Drive
Chantilly, VA 22021-3808
Computer Modem Access Number: For filing flight
plans and obtaining weather briefings:
(800)_767-9989
For customer service: (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:
(800)_245-3828
For customer service: (800) 243-3828
d. Inflight weather information is available from
any FSS within radio range. The common frequency
for all AFSSs is 122.2. Discrete frequencies for
individual stations are listed in the A/FD.
1. Information on In-Flight Weather broadcasts.
REFERENCE-
AIM, Inflight Weather Broadcasts, Paragraph 7-1-10.
2. En Route Flight Advisory Service (EFAS) is
provided to serve the nonroutine weather needs of
pilots in flight.
REFERENCE-
AIM, En Route Flight Advisory Service (EFAS), Paragraph 7-1-5, gives
details on this service.
7-1-3. Use of Aviation Weather Products
a. 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 certifi-
cate holder by the FAA. These systems may utilize
basic FAA/National Weather Service (NWS) weather
services, contractor- or operator-proprietary weath-
er 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.
b. 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).
c. 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.
d. 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
AIM 2/14/08
7-1-4 Meteorology
weather products (e.g., aviation weather R & D,
transition of weather products from R & D to
operational use, etc.).
e. 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:
1. (D1) Sponsorship of user needs.
2. (D2) R & D and controlled testing.
3. (D3) Experimental application.
4. (D4) Operational application.
f. 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
communication.
g. 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.
h. 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.
i. 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:
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.
2. Supplementary Weather Product. An
aviation weather product that may be used for
enhanced situational awareness. If utilized, a
AIM 2/14/08
7-1-5
Meteorology
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.
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.
j. 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.
k. 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.
l. The development of enhanced communications
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.
1. Observations. Raw weather data collected
by some type of sensor suite including surface and
airborne observations, radar, lightning, satellite
imagery, and profilers.
2. Analysis. Enhanced depiction and/or
interpretation of observed weather data.
3. Forecasts. Predictions of the development
and/or movement of weather phenomena based on
meteorological observations and various
mathematical models.
m. 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:
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.
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. 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.
NOTE-
Commercial weather information providers contracted by
FAA to provide weather observations, analyses, and
forecasts (e.g., contract towers) are included in the Federal
AIM 2/14/08
7-1-6 Meteorology
Government category of approved sources by virtue of
maintaining required technical and quality assurance
standards under Federal Government oversight.
n. As a point of clarification, Advisory
Circular_00-62, Internet Communications of
Aviation Weather and NOTAMS, describes the
process for a weather information provider to become
a Qualified Internet Communications Provider
(QICP) and only applies to 14 CFR Part 121 and
Part_135 certificate holders. Therefore, pilots
conducting operations under 14 CFR Part 91 may
access weather products via the public Internet.
7-1-4. Preflight Briefing
a. Flight Service Stations (AFSSs/FSSs) are the
primary source for obtaining preflight briefings and
inflight weather information. Flight Service Special-
ists are qualified and certificated by the NWS as Pilot
Weather Briefers. They are not authorized to make
original forecasts, but are authorized to translate and
interpret available forecasts and reports directly into
terms describing the weather conditions which you
can expect along your flight route and at your
destination. Available aviation weather reports,
forecasts and aviation weather charts are displayed at
each AFSS/FSS, for pilot use. Pilots should feel free
to use these self briefing displays where available, or
to ask for a briefing or assistance from the specialist
on duty. Three basic types of preflight briefings are
available to serve your specific needs. These are:
Standard Briefing, Abbreviated Briefing, and
Outlook Briefing. You should specify to the briefer
the type of briefing you want, along with your
appropriate background information. This will
enable the briefer to tailor the information to your
intended flight. The following paragraphs describe
the types of briefings available and the information
provided in each briefing.
REFERENCE-
AIM, Preflight Preparation, Paragraph 5-1-1, for items that are
required.
b. Standard Briefing. You should request a
Standard Briefing any time you are planning a flight
and you have not received a previous briefing or have
not received preliminary information through mass
dissemination media; e.g., TIBS, TWEB (Alaska
only), etc. International data may be inaccurate or
incomplete. If you are planning a flight outside of
U.S. controlled airspace, the briefer will advise you
to check data as soon as practical after entering
foreign airspace, unless you advise that you have the
international cautionary advisory. The briefer will
automatically provide the following information in
the sequence listed, except as noted, when it is
applicable to your proposed flight.
1. Adverse Conditions. Significant meteoro-
logical and aeronautical information that might
influence the pilot to alter the proposed flight;
e.g.,_hazardous weather conditions, airport closures,
air traffic delays, etc.
2. VFR Flight Not Recommended. When
VFR flight is proposed and sky conditions or
visibilities are present or forecast, surface or aloft,
that in the briefer's judgment would make flight
under visual flight rules doubtful, the briefer will
describe the conditions, affected locations, and use
the phrase “VFR flight not recommended.” This
recommendation is advisory in nature. The final
decision as to whether the flight can be conducted
safely rests solely with the pilot.
3. Synopsis. A brief statement describing the
type, location and movement of weather systems
and/or air masses which might affect the proposed
flight.
NOTE-
These first 3 elements of a briefing may be combined in any
order when the briefer believes it will help to more clearly
describe conditions.
4. Current Conditions. Reported weather
conditions applicable to the flight will be summarized
from all available sources; e.g., METARs/ SPECIs,
PIREPs, RAREPs. This element will be omitted if the
proposed time of departure is beyond 2 hours, unless
the information is specifically requested by the pilot.
5. En Route Forecast. Forecast en route
conditions for the proposed route are summarized in
logical order; i.e., departure/climbout, en route, and
descent. (Heights are MSL, unless the contractions
“AGL” or “CIG” are denoted indicating that heights
are above ground.)
6. Destination Forecast. The destination fore-
cast for the planned ETA. Any significant changes
within 1 hour before and after the planned arrival are
included.
7. Winds Aloft. Forecast winds aloft will be
provided using degrees of the compass. The briefer
will interpolate wind directions and speeds between
levels and stations as necessary to provide expected
AIM 2/14/08
7-1-7
Meteorology
conditions at planned altitudes. (Heights are MSL.)
Temperature information will be provided on request.
8. Notices to Airmen (NOTAMs).
(a) Available NOTAM (D) information perti-
nent to the proposed flight.
(b) NOTAM (L) information pertinent to the
departure and/or local area, if available, and pertinent
FDC NOTAMs within approximately 400 miles of
the FSS providing the briefing. AFSS facilities will
provide FDC NOTAMs for the entire route of flight.
(c) FSS briefers do not provide FDC NOTAM
information for special instrument approach proce-
dures unless specifically asked. Pilots authorized by
the FAA to use special instrument approach
procedures must specifically request FDC NOTAM
information for these procedures.
NOTE-
NOTAM information may be combined with current
conditions when the briefer believes it is logical to do so.
NOTE-
NOTAM (D) information and FDC NOTAMs which have
been published in the Notices to Airmen Publication are
not included in pilot briefings unless a review of this
publication is specifically requested by the pilot. For
complete flight information you are urged to review the
printed NOTAMs in the Notices to Airmen Publication and
the A/FD in addition to obtaining a briefing.
9. ATC Delays. Any known ATC delays and
flow control advisories which might affect the
proposed flight.
10. Pilots may obtain the following from
AFSS/FSS briefers upon request:
(a) Information on Special Use Airspace
(SUA), SUA related airspace and Military Training
Routes (MTRs) activity within the flight plan area
and a 100 NM extension around the flight plan area.
NOTE1. SUA and related airspace includes the following types
of airspace: Alert Area, Military Operations Area (MOA),
Prohibited Area, Restricted Area, Refueling Anchor,
Warning Area and Air Traffic Control Assigned Airspace
(ATCAA). MTR data includes the following types of
airspace: IFR Military Training Route (IR), VFR Military
Training Route_(VR), Slow Training Route (SR) and Aerial
Refueling Track (AR).
2. Pilots are encouraged to request updated information
from ATC facilities while in flight.
(b) A review of the Notices to Airmen
Publication for pertinent NOTAMs and Special
Notices.
(c) Approximate density altitude data.
(d) Information regarding such items as air
traffic services and rules, customs/immigration
procedures, ADIZ rules, search and rescue, etc.
(e) LORAN-C NOTAMs, available military
NOTAMs, and runway friction measurement value
NOTAMs.
(f) GPS RAIM availability for 1 hour before
to 1 hour after ETA or a time specified by the pilot.
(g) Other assistance as required.
c. Abbreviated Briefing. Request an Abbrevia-
ted Briefing when you need information to
supplement mass disseminated data, update a
previous briefing, or when you need only one or two
specific items. Provide the briefer with appropriate
background information, the time you received the
previous information, and/or the specific items
needed. You should indicate the source of the
information already received so that the briefer can
limit the briefing to the information that you have not
received, and/or appreciable changes in meteorologi-
cal/aeronautical conditions since your previous
briefing. To the extent possible, the briefer will
provide the information in the sequence shown for a
Standard Briefing. If you request only one or two
specific items, the briefer will advise you if adverse
conditions are present or forecast. (Adverse condi-
tions contain both meteorological and/or aeronautical
information.) Details on these conditions will be
provided at your request. International data may be
inaccurate or incomplete. If you are planning a flight
outside of U.S. controlled airspace, the briefer will
advise you to check data as soon as practical after
entering foreign airspace, unless you advise that you
have the international cautionary advisory.
AIM 2/14/08
7-1-8 Meteorology
d. Outlook Briefing. You should request an
Outlook Briefing whenever your proposed time of
departure is six or more hours from the time of the
briefing. The briefer will provide available forecast
data applicable to the proposed flight. This type of
briefing is provided for planning purposes only. You
should obtain a Standard or Abbreviated Briefing
prior to departure in order to obtain such items as
adverse conditions, current conditions, updated
forecasts, winds aloft and NOTAMs, etc.
e. When filing a flight plan only, you will be asked
if you require the latest information on adverse
conditions pertinent to the route of flight.
f. Inflight Briefing. You are encouraged to
obtain your preflight briefing by telephone or in
person before departure. In those cases where you
need to obtain a preflight briefing or an update to a
previous briefing by radio, you should contact the
nearest AFSS/FSS to obtain this information. After
communications have been established, advise the
specialist of the type briefing you require and provide
appropriate background information. You will be
provided information as specified in the above
paragraphs, depending on the type briefing re-
quested. In addition, the specialist will recommend
shifting to the Flight Watch frequency when
conditions along the intended route indicate that it
would be advantageous to do so.
g. Following any briefing, feel free to ask for any
information that you or the briefer may have missed
or are not understood. This way, the briefer is able to
present the information in a logical sequence, and
lessens the chance of important items being
overlooked.
7-1-5. En Route Flight Advisory Service
(EFAS)
a. EFAS is a service specifically designed to
provide en route aircraft with timely and meaningful
weather advisories pertinent to the type of flight
intended, route of flight, and altitude. In conjunction
with this service, EFAS is also a central collection and
distribution point for pilot reported weather informa-
tion. EFAS is provided by specially trained specialists
in selected AFSSs controlling multiple Remote
Communications Outlets covering a large geographi-
cal area and is normally available throughout the
conterminous U.S. and Puerto Rico from 6 a.m. to
10_p.m. EFAS provides communications capabilities
for aircraft flying at 5,000 feet above ground level to
17,500 feet MSL on a common frequency of
122.0_MHz. Discrete EFAS frequencies have been
established to ensure communications coverage from
18,000 through 45,000 MSL serving in each specific
ARTCC area. These discrete frequencies may be used
below 18,000 feet when coverage permits reliable
communication.
NOTE-
When an EFAS outlet is located in a time zone different from
the zone in which the flight watch control station is located,
the availability of service may be plus or minus one hour
from the normal operating hours.
b. In some regions of the contiguous U.S.,
especially those that are mountainous, it is necessary
to be above 5000 feet AGL in order to be at an altitude
where the EFAS frequency, 122.0 MHz, is available.
Pilots should take this into account when flight
planning. Other AFSS communication frequencies
may be available at lower altitudes. See FIG 7-1-2.
c. Contact flight watch by using the name of the
ARTCC facility identification serving the area of
your location, followed by your aircraft identifica-
tion, and the name of the nearest VOR to your
position. The specialist needs to know this
approximate location to select the most appropriate
transmitter/receiver outlet for communications
coverage.
EXAMPLE-
Cleveland Flight Watch, Cessna One Two Three Four Kilo,
Mansfield V-O-R, over.
d. Charts depicting the location of the flight watch
control stations (parent facility) and the outlets they
use are contained in the A/FD. If you do not know in
which flight watch area you are flying, initiate contact
by using the words “Flight Watch,” your aircraft
identification, and the name of the nearest VOR. The
facility will respond using the name of the flight
watch facility.
EXAMPLE-
Flight Watch, Cessna One Two Three Four Kilo,
Mansfield_V-O-R, over.
e. AFSSs that provide En Route Flight Advisory
Service are listed regionally in the A/FDs.
f. EFAS is not intended to be used for filing or
closing flight plans, position reporting, getting
complete preflight briefings, or obtaining random
weather reports and forecasts. En route flight
advisories are tailored to the phase of flight that
AIM 2/14/08
7-1-9
Meteorology
begins after climb-out and ends with descent to land.
Immediate destination weather and terminal aero-
drome forecasts will be provided on request. Pilots
requesting information not within the scope of flight
watch will be advised of the appropriate AFSS/FSS
frequency to obtain the information. Pilot participa-
tion is essential to the success of EFAS by providing
a continuous exchange of information on weather,
winds, turbulence, flight visibility, icing, etc.,
between pilots and flight watch specialists. Pilots are
encouraged to report good weather as well as bad, and
to confirm expected conditions as well as unexpected
to EFAS facilities. |
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