FSS

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VIDEO MAP- An electronically displayed map on the radar display that may depict data such as airports, heliports, runway centerline extensions, hospital emergency landing areas, NAVAIDs and fixes, reporting points, airway/route centerlines, bound- aries, handoff points, special use tracks, obstructions, prominent geographic features, map alignment indicators, range accuracy marks, minimum vector- ing altitudes. VIS IBILITY- The ability, as determ ined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night. Visibility is reported as statute miles, hundreds of feet or meters. (Refer to 14 CFR Part 91.) (Refer to AIM.) a. Flight Visibility- The average forward horizon- tal distance, from the cockpit of an aircraft in flight, at which prominent unlighted objects may be seen and identified by day and prominent lighted objects may be seen and identified by night. b. Ground Visibility- Prevailing horizontal visi- bility near the earth's surface as reported by the United States National Weather Service or an accredited observer. c. Prevailing Visibility- The greatest horizontal visibility equaled or exceeded throughout at least half the horizon circle which need not necessarily be continuous. d. Runway Visibility Value (RVV)- The visibility determined for a particular runway by a transmis- someter. A meter provides a continuous indication of the visibility (reported in miles or fractions of miles) for the runway. RVV is used in lieu of prevailing visibility in determining minimums for a particular runway. e. Runway Visual Range (RVR)- An instrumen- tally derived value, based on standard calibrations, that represents the horizontal distance a pilot will see down the runway from the approach end. It is based on the sighting of either high intensity runway lights or on the visual contrast of other targets whichever yields the greater visual range. RVR, in contrast to prevailing or runway visibility, is based on what a pilot in a moving aircraft should see looking down the runway. RVR is horizontal visual range, not slant visual range. It is based on the measurement of a transmissometer made near the touchdown point of the instrument runway and is reported in hundreds of feet. RVR is used in lieu of RVV and/or prevailing visibility in determining minimums for a particular runway. 1. Touchdown RVR- The RVR visibility readout values obtained from RVR equipment serving the runway touchdown zone. Pilot/Controller Glossary 2/14/08 PCG V-3 2. Mid-RVR- The RVR readout values obtained from RVR equipment located midfield of the runway. 3. Rollout RVR- The RVR readout values obtained from RVR equipment located nearest the rollout end of the runway. (See ICAO term FLIGHT VISIBILITY.) (See ICAO term GROUND VISIBILITY.) (See ICAO term RUNWAY VISUAL RANGE.) (See ICAO term VISIBILITY.)

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VISIBILITY [ICAO]- The ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night. a. Flight Visibility-The visibility forward from the cockpit of an aircraft in flight. b. Ground Visibility-The visibility at an aero- drome as reported by an accredited observer. c. Runway Visual Range [RVR]-The range over which the pilot of an aircraft on the centerline of a runway can see the runway surface markings or the lights delineating the runway or identifying its centerline. VISUAL APPROACH- An approach conducted on an instrument flight rules (IFR) flight plan which authorizes the pilot to proceed visually and clear of clouds to the airport. The pilot must, at all times, have either the airport or the preceding aircraft in sight. This approach must be authorized and under the control of the appropriate air traffic control facility. Reported weather at the airport must be ceiling at or above 1,000 feet and visibility of 3 miles or greater. (See ICAO term VISUAL APPROACH.) VISUAL APPROACH [ICAO]- An approach by an IFR flight when either part or all of an instrument approach procedure is not completed and the approach is executed in visual reference to terrain. VISUAL APPROACH SLOPE INDICATOR(See AIRPORT LIGHTING.) VISUAL CLIMB OVER AIRPORT (VCOA)- A departure option for an IFR aircraft, operating in visual meteorological conditions equal to or greater than the specified visibility and ceiling, to visually conduct climbing turns over the airport to the published “climb-to” altitude from which to proceed with the instrument portion of the departure. VCOA procedures are developed to avoid obstacles greater than 3 statute miles from the departure end of the runway as an alternative to complying with climb gradients greater than 200 feet per nautical mile. These procedures are published in the `Take-Off Minimums and (Obstacle) Departure Procedures' section of the Terminal Procedures Publications. (See AIM.) VISUAL DESCENT POINT- A defined point on the final approach course of a nonprecision straight-in approach procedure from which normal descent from the MDA to the runway touchdown point may be commenced, provided the approach threshold of that runway, or approach lights, or other markings identifiable with the approach end of that runway are clearly visible to the pilot. VISUAL FLIGHT RULES- Rules that govern the procedures for conducting flight under visual conditions. The term “VFR” is also used in the United States to indicate weather conditions that are equal to or greater than minimum VFR requirements. In addition, it is used by pilots and controllers to indicate type of flight plan. (See INSTRUMENT FLIGHT RULES.) (See INSTRUMENT METEOROLOGICAL CONDITIONS.) (See VISUAL METEOROLOGICAL CONDITIONS.) (Refer to 14 CFR Part 91.) (Refer to AIM.)

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

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