Chapter 7. International Operations
Section 1. Messages and
Formats
7-1-1. GENERAL
a. Title 14 of the
U.S. Code of Federal Regulations (14 CFR) and the International Civil Aviation
Organization (ICAO) require flight plans for all civil aircraft operation
between the United States and foreign locations. Bureau of Customs and Border
Protection requirements, international flight plan information, and Air Defense
Identification Zone (ADIZ) penetration requirements are listed in other
publications; e.g., the FAA International Flight Information Manual (IFIM), the
Bureau of Customs and Border Protection Guide for Private Flyers, the
Aeronautical Information Manual (AIM), 14 CFR Part 91, and 14 CFR Part 99.
Designated airports of first landing are listed in the IFIM and the
Airport/Facility Directory (A/FD).
b. This chapter
provides guidance to AIFSS, AFSS, FSS, and ARTCC facilities that transmit
international flight movement messages. It incorporates relevant information
from ICAO and 14 CFR documents. All personnel required to handle international
messages shall be familiar with ICAO documents containing instructions for
preparing and transmitting communications for the AFTN circuits. These documents
should be retained at FAA facilities which handle international messages. FAA
personnel shall not act as agents for any aircraft operating or dispatching
company.
NOTE-
International telecommunications instructions are found in International
Standards and Recommended Practices, ICAO Annex 10 - Aeronautical
Telecommunications, Volume II, and Document 7946, Manual of Teletypewriter
Operating Practices. DOC 4444-RAC 501, Rule of the Air and Air Traffic Services,
lists various ATS movement messages. Location indicators are contained in ICAO
Document 7910, and Designators for Aircraft Operating Agencies Aeronautical
Authorities and Services are contained in ICAO DOC 8585. FAA policies concerning
acceptance of messages for international transmission are contained in 14 CFR
Part 189.
c. AFSSs and FSSs
that transmit only occasional international messages or are unable to determine
the correct addressing for all air traffic units concerned may refer the pilot
to the proper gateway facility or address the message to the proper gateway
facility for handling. The gateway stations and their areas of responsibilities
are as follows:
1. New York AIFSS
(ISP): Bermuda, Canada, North Atlantic, Europe, and Africa.
2. Miami AIFSS
(MIA): Caribbean, South America, and Central America.
3. Kenai AIFSS (ENA):
Alaska.
4. Oakland AIFSS
(OAK): Pacific.
d. To ensure that
the gateway facility understands your request, include T (transmit) instructions
in the first line of text.
EXAMPLE-
AISR
FF KMIAYFYX
DTG KICTYFYX
MIA T ALL INTL ADDRESSEES
(Text)
M1
ORIGIN: PRECEDENCE.FF TIME: ACK:N
ADDR:KMIAYFYX
TEXT:MIA T ALL INTL ADDRESSEES
(TEXT)
7-1-2. AIR TRAFFIC
SERVICE (ATS) MESSAGES
ATS as used in this
section, as opposed to the meaning of the term within the FAA, is a generic term
meaning and including: flight information, alerting, air traffic advisory, and
air traffic control (ATC) services.
7-1-3. CATEGORIES OF MESSAGES
The following ATS
messages, with their normal priority indicators, are authorized for transmission
by any means; i.e., AFTN, NADIN, interphone, computer-to-computer, or via the
aeronautical mobile service, as applicable.
a. Emergency
Messages.
1. Distress
messages and distress traffic, including alerting (ALR) messages relating to
distress (DETRESFA) phase-SS.
2.
Urgency messages, including alerting messages relating to an alert (ALERFA)
phase or to an uncertainty (INCERFA) phase-SS.
3. Other messages
concerning known or suspected emergencies which do not fall under subparas
7-1-3a1 and 2 and radio
communications failure (RCF) messages-FF or higher as required.
b. Movement and
Control Messages.
1. Flight plan
(FPL)-FF.
2. Amendment and
coordination messages.
(a) Departure (DEP)-FF.
(b) Delay (DLA)-GG.
(c) Arrival (ARR)-GG.
(d) Boundary
estimate (EST)-FF.*
(e) Modification
(CHG)-FF.*
(f) Coordination (CDN)-FF.*
(g) Acceptance (ACP)-FF.*
3. Cancellation (CNL)-GG.*
4. Clearances, flow
control (SPL, CHG, CDN)-FF or DD.*
5. Transfer of
control (TCX)-FF.*
6. Requests (RQS)-FF.*
7. Position reports
(AIREP)-FF.*
c. Flight
Information Messages.
1. Traffic
information-FF.*
2. Meteorological
information (MET)-FF or GG.
3. Operation of
aeronautical facilities and essential airport information (NOTAM)-GG.
* Normally exchanged
between ATC units via voice circuits.
d. Technical
Messages. Four categories of these messages are specified for use on
computer-to-computer circuits only. They will not be sent on AFTN or NADIN
circuits.
7-1-4. SERVICE MESSAGES
a. NADIN will
immediately generate a service message to an originator when incorrect code or
routing indicators are detected.
EXAMPLE-
FF KZKCZQZX
031840 KSLCYTYX
SVC. ZKC121 QTA RPT
FF KZKCZQZX
031840 KSLCYTYX
SVC. ZKC122 QTA MSR
b. Assign the
appropriate priority indicator to international service messages. When service
messages refer to messages previously transmitted, assign the same priority
prefix. Identify a service message by inserting SVC as the first item of the
text.
EXAMPLE-
FF TJSJYFYX
DTG KSEAYFYX
SVC. RUMES 231015
(Text)
7-1-5. TRANSMISSION VIA
NADIN
International messages are
generally introduced on NADIN for relay to AFTN circuits.
a. M1FC facilities
use the ICAO flight plan mask or TB mask. Addressee(s): Not to exceed 69
characters or seven addressees, each addressee separated by a space.
b. AISR facilities
handle international messages on NADIN for relay to AFTN as follows:
1. Start of
message. New Line Key.
2. Preamble
(priority, space, addressee(s).
(a) Priority.
Two-character precedence field.
(b) Addressee(s).
Not to exceed 69 characters or seven addressees, each addressee separated by a
space.
(c) End of Line (EOL)
new line key.
(d) End of Text (EOT)
(enter function).
c. OASIS facilities
use the ICAO Flight Plan dialog box or General Facility Message. A maximum of
16 addressees can be entered.
7-1-6. TRANSMISSION OF
ATS MESSAGES
a. Air traffic
service messages are interchanged in the international air traffic control
system in the following modes:
1.
The preferred step-by-step mode wherein each ACC/ARTCC sends forward the
full current (updated) flight plan information as the flight progresses.
2. The simultaneous
mode wherein information extracted from the filed flight plan (FPL) is sent
simultaneously to all ATS units along the route of flight. In this mode, only
amendments to the FPL, plus necessary control information, are forwarded from
center to center as the flight progresses.
b. Prepare and
transmit ATS messages as set forth in this Order. Address these messages as
follows:
1. Include an
eight-character addressee indicator for each addressee. For M1FC and AISR
facilities, there can be no more than one line (69 characters including
separating spaces) of addressees. When more than the allowable number of
addressees are required, two or more transmissions of the message (each with no
more than the allowable number of addresses) must be made. For OASIS facilities,
a maximum of 16 addressees can be entered. The eight-letter combination
addressee indicators are composed as follows:
(a) The four-letter
ICAO location indicator; e.g., MPTO. Use only those listed in ICAO DOC 7910
(Location Indicators). Some ICAO eight-character addressees for Mexico and
Canada are listed in FAAO JO 7350.8, Location Identifiers.
(b) A four-letter
designator for the facility type/office, or if no designator has been assigned,
affix YXYX for military, ZZZX for aircraft in flight, or YYYX for all other
cases; e.g., MTPPYYYX. (See Note.)
REFERENCE-
ICAO DOC 8585, Designators for Aircraft Operating Agencies, Aeronautical
Authorities and Services.
NOTE-
The most frequently used and authorized designators are:
YAYX Government Civil Aviation Authority (FAA Regional Office
or Headquarters).
YCYX Rescue Coordination Center (RCC).
YDYX Authority Supervising the Aerodrome.
YFYX Aeronautical Fixed Station (AFSS/FSS/IFSS/ IATSC).
YMYX Meteorological Office (NWS).
YNYX International NOTAM Office (NOF).
YTYX Telecommunications Authority.
YWYX Military Flight Operational Control Center (ACP)
YXYX Military Organization (BASOPS).
YYYX Organization not allocated a two-letter
designator.
ZOZX Oceanic Air Traffic Control Center.
ZPZX Air Traffic Service Reporting Office.
ZQZX Computer Facility at ACC/ARTCC.
ZRZX ACC/ARTCC. (Center in charge of a FIR/UIR when the
message is relevant to a VFR flight (AMIS)).
ZTZX Aerodrome Control Tower.
ZZZX Aircraft in flight.
(c) A one-letter
designator will appear following an air carrier designator to indicate the
department or division of the organization addressed.
2. Filing time. A
six-digit date/time group indicating the time the message is filed with the
AIFSS/AFSS/FSS for transmission.
c. Originator
Indicator. Consists of an eight-letter sequence similar to an address indicator,
identifying the place of origin and the organization originating the message.
d. Supplementary
Address and Origin Information. When the four-letter designators YXYX, ZZZX, or
YYYX are used, identify the aircraft operator or organization at the beginning
of the text preceding the start-of-ATS data symbol ( (- - ), in the same order
as in the addressee(s) and/or originator indicator(s). Where there is more than
one such insertion, the last should be followed by the word "stop." Where there
are one or more insertions in respect to addressee indicators plus an insertion
in respect to the originator indicator, the word FROM is to appear before that
relating to the originator.
e. When addressing
flight plan messages or related amendments and flight plan cancellation messages
to centers, use one of the four-letter designators as follows:
1. If message is
relevant to IFR and:
(a) The ARTCC is
computer-equipped
(U.S. ARTCCs), use ZQZX.
(b) The center is
not computer-equipped, use ZRZX.
(c) Relevant to
oceanic operations, use ZOZX.
NOTE-
Some centers may request specific addressing different from above. ZTZX and ZPZX
are used internationally, but are not used in internal U.S. application.
2. If message is
VFR (AMIS), use ZRZX.
3. If SVC or
administrative, use ZRZX.
7-1-7. ORIGINATING MESSAGES
a. Messages for ATS
purposes may be originated with ATS units by aircraft in flight, or, through
local arrangements, a pilot, the operator, or their designated representative.
b. Accept air-filed
flight plans or changes in destination information from aircraft inbound from
foreign locations and, if requested by the pilot, enter Customs notification
service.
c. Do not accept
round-robin flight plans to international locations, other than Canada.
NOTE-
1. Only accept VFR round-robin flight plans to Canada if the filer
of the flight plan is in possession of a valid numbered letter of authorization
and adheres to the provisions contained therein.
2. Individual
requests for the temporary authorization letter should be directed to the
appropriate service area office.
3. The
temporary authorization letter mandates the pilot, or responsible party, to
provide the AFSS/FSS with a name, telephone number and authorization number for
inclusion in the remarks section of the flight plan.
4. AFSS/FSS
shall log a double (2) count for the round-robin flight plan.
d. Do not accept
assumed departure flight plans when the destination is in a foreign country
other than Canada.
e. Aircraft
movement, control, and flight information messages for purposes other than ATS,
such as operational control, shall be originated by the pilot, the operator, or
their designated representative.
7-1-8. ADDRESSING
MESSAGES
a. Addressing the
flight plan is determined by the point of departure, the destination, and the
FIR boundaries to be penetrated during the course of the flight.
b. Address IFR FPL
messages to the ARTCC serving the airport of departure and to all ATS units
(including oceanic) providing air traffic control service or concerned with
flight along part or the whole of the route to be flown except FAA ATCTs and
other conterminous U.S. ARTCCs.
NOTE-
Within the North Atlantic (NAT) Region, FPLs on turbojet aircraft transiting the
control areas of Gander Oceanic, New York Oceanic, Reykjavik, Santa Maria
Oceanic, Shanwick Oceanic and Sondrestrom (south of 70 degrees) within 90
nautical miles of the control area boundary, shall be addressed to the adjacent
ACC to provide lateral separation. For all other aircraft, a 120 nautical mile
proximity limit shall apply.
c. Transmit all IFR
FPLs to ARTCCs not less than 1 hour prior to the proposed departure time. Do not
hold FPLs until after departure time and transmit as a combined FPL and DEP.
Separate FPL and DEP messages must be transmitted.
NOTE-
ICAO flight plans do not require an acknowledgment to the transmitting facility.
d. Address aircraft
movement messages only to those ATS units responsible for the provision of
relevant service, except when requested by the operator concerned, these
messages, when transmitted via the AFTN, may also be routed, as specified by the
operator or a representative to:
1. One addressee at
the point of intended landing or point of departure.
2. Not more than
two operational control units concerned.
e. The ARTCC
serving the departure airport shall transmit the DEP message on IFR aircraft to
all known recipients of the FPL message. Flights between conterminous U.S. and
Canada (excluding Gander Oceanic), Alaska, Hawaii and Puerto Rico do not require
DEP messages. Discontinuance of DEP messages affecting the route of flight can
only be accomplished by ICAO Regional Air Navigation Agreement.
7-1-9. FLIGHT PLAN FORMS
AND INSTRUCTIONS
a. Use the
International Flight Plan, FAA Form 7233-4 (see Appendix A), ICAO Model Flight
Plan Form displayed in DOC 4444, M1FC ICAO Flight Plan Mask, or OASIS ICAO
Flight Plan dialog box and apply the procedures set forth in this section for
flight:
NOTE-
Exceptions apply for flights to Canada and Mexico, see Section 4 and Section 5,
for procedures.
1. Originating
within conterminous U.S. and Canada and destined nonstop to points beyond those
areas.
2.
Originating within or transiting Pacific Flight Information Regions (FIR)
and destined to or from FIRs beyond the Pacific Region including the North
American (NAM) Region.
NOTE-
1. The NAM Region encompasses the conterminous U.S., Alaska, and
Canada to the North Pole.
2. FAA Form
7233-1, or Military Form DD-175, and domestic procedures are used for flights in
the conterminous U.S., Canada, and the Honolulu, Alaskan, and San Juan domestic
control areas.
3. AISR facilities
record on the flight plan form the time that a flight plan is filed. This time
will constitute evidence of the pilot's intention to comply with Customs,
Immigration, and Public Health requirements and will be made available upon
request from these authorities.
7-1-10. ICAO ATS MESSAGE
FORMAT
The following are examples
of ICAO message types most likely to appear on AFTN/NADIN circuits. The number
above the data corresponds to the field type numbers on the flight plan form
(FAA Form 7233-4) and on the chart of Standard ATS Messages and Their
Composition, Appendix A.
a. Departure
Message (DEP). ARTCCs are the designated ATS unit responsible for originating
and transmitting DEP messages on all IFR aircraft departing airports within
their center boundaries. IFR flight plans must be transmitted to ARTCCs at least
1 hour before departure. This allows ARTCCs to determine recipients of DEP
message when domestic portions are transmitted to ARTCCs in M1 format. Do not
hold FPLs and combine with DEP into a single message.
b. Delay Message (DLA).
Transmitted when departure of an aircraft, for which an FPL message has been
transmitted, is postponed or delayed more than 30 minutes after the estimated
time of departure contained in the FPL.
c. Alerting Message
(ALR). Relating to an overdue situation on an aircraft.
d. Supplementary
Flight Plan (SPL) information shall be sent to ATS units requesting the
information (RQS).
e. Arrival Message
(ARR). Sent only on Canadian MOT, U.S. DOT, or FAA aircraft or upon request.
f. Current Flight
Plan (CPL) Message. Originated by and transmitted in a step-by-step mode between
successive ACCs and between the last ACC to the control at the airport of
intended landing. CPLs contain only information relevant to that portion of the
route of flight which extends from the point of entry into the next control area
or FIR to the airport of intended landing.
g. Acceptance (ACP)
Message. Transmitted when the data contained in a CPL message are found to be
acceptable to the receiving ACC.
h. Flight Plan
Cancellation (CNL) Message. Transmitted when a current (CPL) or filed flight
plan (FPL) message was transmitted and the flight is canceled.
7-1-11. FLIGHT PLAN
CHANGES AND CANCELLATIONS
a. Assume departure
station duties when a flight plan change is received from an aircraft en route
to a foreign location.
REFERENCE-
FAAO JO 7110.10, Para
6-4-8,
Major Flight Plan Changes from En Route Aircraft, and
FAAO JO 7110.10, Para
6-4-9,
Change in ETA.
b. An AFSS/FSS
receiving a VFR flight plan cancellation report from aircraft en route to a
foreign location shall transmit a cancellation message to the appropriate
foreign tie-in facility.
REFERENCE-
FAAO JO 7110.10, Para
6-4-10,
Flight Plan Closure.
7-1-12. AIR MOBILE
SERVICE (AMS)
a. Air Mobile
Service (AMS) is an international air/ground communications network. It provides
service to en route aircraft primarily in support of ATC and company operations,
and collects meteorological data for dissemination. Although in the U.S. this
service is provided via contract (ARINC), FAA flight service facilities may be
required to relay information on a case-by-case basis.
b. The AMS network
is composed of individual units geographically limited to areas where effective
coordination and cooperation between ground stations are possible.
c. For any
individual route segment, the AMS communication requirements will normally be
met by two or more network stations serving the flights on that route segment.
In general, these primary stations serve the ACC serving the FIRs and the points
of takeoff and landing. In some cases, additional suitably located stations are
required to complete the communications coverage.
d.
Each of these stations may be required at some stage of the flight to
exchange communications with the aircraft, and when not so engaged, to
intercept, as required, communications exchanged between the aircraft and any
one of the other stations.
e. Stations
providing regular network service to aircraft operation along route segments in
an ACC's FIR are termed regular stations. Other network stations will only be
required to assist communications for that FIR in the event of communications
failure.
f. When
communications permit, aircraft should transmit their messages to the primary
station of the network from which they can most readily be delivered to their
ultimate destination. In particular, aircraft reports required by ATC should be
transmitted to the network station serving the ATC center in whose area the
aircraft is flying. Conversely, messages to aircraft in flight should be
transmitted direct to the aircraft by the network station serving the location
of the originator.
g. Messages passed
from aircraft to a network station should be intercepted and acknowledged by
other stations which serve locations where the information is also required.
Such intercepts provide instantaneous delivery of information and eliminates the
transmission of messages over the AFTN. Networks may not be used for
transmission of aircraft reports except under the intercept principle.
Acknowledgments of intercept shall be made immediately after the acknowledgment
of receipt by the station to which the message was passed. In the absence of
acknowledgment of intercept within 1 minute, the station accepting the message
from the aircraft shall forward the message via the AFTN to the ultimate
destination.
h. In areas or on
routes where radio operations, lengths of flights, or distance between stations
require additional measures to ensure continuity of communications throughout
the route segment, the stations shall share the responsibility of primary guard
whereby each station will provide the primary guard for that portion of the
flight during which the messages from the aircraft can be handled most
effectively by that station.
i. During its
tenure of primary guard, each station will:
1. Be responsible
for designating primary and secondary frequencies for communications with
aircraft.
2. Receive all
position reports and handle other messages from and to the aircraft essential to
the safe conduct of the flight.
3. Be responsible
for the action required in case of failure of communication.
j. Transfer of
primary guard from one primary station to the next will normally take place at
the time of traversing FIR or control area boundaries. When communications
conditions so demand, a station may be required to retain primary guard beyond
geographical boundaries or release its guard before the aircraft reaches a
boundary.
7-1-13. AIREPs (POSITION REPORTS)
a. AIREPs are
messages from an aircraft to a ground station. AIREPs are normally comprised of
the aircraft's position, time, flight level, ETA over its next reporting point,
destination ETA, fuel remaining, and meteorological information. When recording
an AIREP on data terminals or written copy, the following procedures shall be
used.
1. Each line shall
begin at the left margin.
2. A new line shall
be used for each transmission.
3. If
communications allow, each report shall contain the following items in the order
shown:
(a) Message type
ARP.
(b) Call sign of
the calling station (aircraft).
(c) Text of the
message.
(d) Call sign of
the station called or receiving station followed by the appropriate abbreviation
to indicate received, readback, or no reply heard.
(e) Call sign of
station(s) acknowledging intercept followed by appropriate abbreviation to
indicate received.
(f) Designation of
frequency used.
EXAMPLE-
*2866QM 8903VO 13300YH
2932QI *5631TY 11384XM
2998QL 6532UA 13294YF
5628TO 10048WH 17904ZC
*For Alaskan domestic use only.
(g)
Time in UTC of the communication.
4. Missing parts of
the message text shall be indicated by the letter M.
EXAMPLE-
ARP CPC583 KBRO 2100 F330 MMTM 2128
ETA XMMMX 2248 FUEL 0324
KNEW RB
MMMX R
TO2103
b. AIREPs may be
filed from any aircraft inflight within World Meteorological Organization (WMO)
areas of responsibility in conformity with ICAO requirements for position,
operational, or meteorological reporting in AIREP format. AIREP information
shall be disseminated to ATC, company, and meteorological offices as required.
AIREPs consist of three sections comprised of 12 items. AIREPs may be filed in
one, two, or three sections as follows:
1. Section 1,
Routine report. A position report (PSNRP) comprising the Message Type Designator
-ARP and the following items:
(a) Item 1,
Aircraft identification.
(b) Item 2,
Position. Record position in latitude (degrees as two numerics, or degrees and
minutes as four numerics, followed without a space by N or S) and longitude
(degrees as three numerics, or degrees and minutes as five numerics, followed
without a space by E or W) or as a significant point identified by a coded
designator (two-to-five characters) or as a significant point followed by a
magnetic bearing (three numerics) and a distance in nautical miles (three
numerics) from the point, such as 4620N07805W, 4620N078W, 46N078W, LN, MAY or
DUB180040. Precede significant point by ABM (abeam), if applicable.
(c) Item 3, Time.
Record time in hours and minutes UTC (four numerics). The time recorded must be
the actual time of the aircraft at the position and not the time of origination
or transmission of the report.
(d) Item 4, Flight
level or altitude. Record flight level as F followed by three numerics when on
standard pressure altimeter setting, such as F370. Record altitude in meters
followed by M, or in feet followed by FT, when on QNH. Record ASC (level) when
climbing, or DES (level) when descending to a new level after passing the
significant point.
(e) Item 5, Next
position and time over. Record the next reporting point and the estimated time
over such reporting point, or record the estimated position that will be reached
1 hour later, according to the position reporting procedures in effect. Use the
data conventions specified in subpara 7-1-13b1(b) Item 2, Position, for
position. Record time in minutes past the hour (two numerics) or in hours and
minutes UTC (four numerics) when necessary.
EXAMPLE-
PSNRP portion of AIREP prepared by De Ridder and addressed to Canadian Pacific
Airlines (CPC) in Toronto and Mexico City:
AISR
FF CYYZCPCX MMMXXMZT
122105 KDRIYFYX
ARP CPC583 KBRO 2100 F370 MMTM28
KNEW RB
MMMM R
TO2103]
M1
ORIGIN:KDRIYFYX PRECEDENCE:FF TIME:
ACK:N
ADDR:CYYZCPCX MMMXXMZT
TEXT:ARP CPC583 KBRO 2100 F370 MMTM28
KNEW RB
MMMM R
TO2103
NOTE-
OASIS facilities shall transmit AIREPs using the Transmit General Facility
Message dialog box.
2. Section 2. When
reported by the pilot:
(a) Item 6,
Estimated Time of Arrival (ETA). Record ETA by the four-letter location
indicator of the airport of first intended landing, or if no location indicator
exists, the name of the airport followed by the estimated time of arrival at
this aerodrome in hours and minutes UTC (four numerics).
(b)
Item 7, Endurance. Record fuel in hours and minutes (four numerics).
3. Section 3. A
full AIREP comprising a PSNRP, company information, and en route meteorological
information.
(a) Item 8, Air
temperature. Record PS (plus) or MS (minus), no space, followed by the
temperature in degrees centigrade corrected for instrument error and airspeed,
such as MS05.
(b) Item 9, Spot
wind or mean wind and position. Spot wind is used whenever practical and
normally refers to the position given in subpara 7-1-13b1(b) Item 2, Position.
When a spot wind is given for any other location, record its position. Whenever
it is not practical to record spot wind, record the mean wind between two fixes,
followed by the word "mean," and the position of the midpoint between the two
fixes. Record wind direction in degrees true (three numerics) and wind speed in
knots (two or three numerics), separated by an oblique stroke, such as 345/55.
Record the direction of variable winds of a given strength as VRB, such as VRB/10.
Record light and variable winds or calm as LV. If wind position is required,
record latitude and longitude to the nearest whole degree, using the data
convention specified in Item 2, such as 22N180W.
EXAMPLE-
AIREP comprised of PSNRP and aircraft operator information.
AISR
FF CYYZCPCX MMMXXMZT
122105 KDRIYFYX
ARP CPC583 KBRO 2100 F370 MMTM28
MMMX 2248 FUEL 0324
KNEW RB
MMMX R
TO2103
M1
ORIGIN:KDRIYFYX PRECEDENCE:FF TIME:
ACK:N
ADDR:CYYZCPCX MMMXXMZT
TEXT:ARP CPC583 KBRO 2100 F370 MMTM28
MMMX 2248 FUEL 0324
KNEW RB
MMMX R
TO2103
(c) Item 10,
Turbulence (TURB). Record severe turbulence as TURB SEV and moderate turbulence
as TURB MOD. If turbulence is experienced in cloud, add INC (in cloud). If in
subsonic flight, report severe turbulence as soon as possible after occurrence.
This requires AIREP SPECIAL. Record and report moderate turbulence only if
encountered within last 10 minutes prior to reaching position in subpara
7-1-13b1(b) Item 2, Position. If in transonic or supersonic flight, report
severe or moderate turbulence as soon as possible after occurrence. This
requires AIREP SPECIAL.
(d) Item 11, Icing.
Record severe icing as ICE SEV, moderate icing as ICE MOD. Report severe icing
as soon as possible after occurrence. This requires AIREP SPECIAL. Record and
report moderate icing only if encountered within last 10 minutes prior to
reaching position in subpara 7-1-13b1(b) Item 2, Position.
(e) Item 12,
Supplementary Information. Record data which in the opinion of the
pilot-in-command are of aeronautical interest.
(1) Present
Weather. Rain (RA), Snow (SN), Freezing rain (FZRA), Funnel cloud (FA)
(waterspout or tornado), Thunderstorm (TS) on or near flight path, Front
(FRONT).
(2) Clouds. If
heights of cloud bases and/or tops can be accurately ascertained, amount of
clouds scattered (SCT) if clear intervals predominate, broken (BKN) if cloud
masses predominate, or continuous (CNS) type of clouds only if cumulonimbus
(CB), and an indication of the bases (BASE) and/or the tops (TOP) together with
the respective height indication F (number) or (number) or (number) M/ or
(number) FT.
(3) Turbulence and
Icing. Moderate turbulence (TURB MOD) if in subsonic flight, or moderate
aircraft icing (ICE MOD) observed prior to the last 10 minutes.
(4) D-Value.
Reading or radio altimeter minus reading of pressure altimeter set to 1013.2 mb
and corrected for calibration and position error; record differences as PS
(plus) or MS (minus), no space, followed by the number of meters or feet.
EXAMPLE-
Full AIREP:
AISR
FF CYYZCPCX MMMXXMZT KMIAYMYX
162215 TJSJYFYX
ARP CPC583 2709N05415W 2212 F330
23N056W 59 0035 FUEL 0324 M534 310/60
MEAN 2543N05532W TURB MOD ICE MOD SCT
CB TOP F280
TJSJ RB
TO2214
M1
ORIGIN:TJSJYFYX PRECEDENCE:FF TIME:
ACK:N
ADDR:CYYZCPCX MMMXXMZT KMIAYMYX
TEXT:ARP CPC583 2709N05415W 2212 F330
23N056W 59 0035 FUEL 0324 M534 310/60
MEAN 2543N05532W TURB MOD ICE MOD SCT
CB TOP F280
TJSJ RB
TO2214
NOTE-
Transmit to the WMO office serving the FIR where the report is made.
(5) Operationally
Significant Weather Radar Echoes (echo or echo line). True bearing of center of
echo or line and distance from aircraft in nautical miles; if appropriate,
indicate weather intensifying or weakening and whether no gaps, some gaps, or
frequent gaps are observed.
(6) Significant
differences between conditions encountered and those forecast for the flight,
such as forecast thunderstorms not observed or freezing rain not forecast.
(7) If the position
of the phenomenon re- ported is not the same as the position given under subpara
7-1-13b1(b) Item 2, Position, report it after the phenomenon.
7-1-14. AIREP SPECIALS (ARS)
a. Turbulence. TURB
SEV encountered while in subsonic flight is reported as soon as possible after
occurrence and requires AIREP SPECIAL. TURB MOD is reported only if encountered
within 10 minutes prior to reaching reporting position. If in transonic or
supersonic flight, TURB MOD and SEV is reported as soon as possible and requires
AIREP SPECIAL.
b. Icing. ICE SEV
is reported as soon as possible after occurrence and requires AIREP SPECIAL. ICE
MOD is reported only if encountered within last 10 minutes prior to reaching
reporting position.
EXAMPLE-
AISR
FF KMIAYMYX
211538 TJSJYFYX
ARS PAA101 5045N02015W 1536 F310 ASC
F350 51N030W 21 FUEL 0900 ICE SEV
M1
ORIGIN:TJSJYFYX PRECEDENCE:FF TIME:
ACK:N
ADDR:KMIAYMYX
TEXT: ARS PAA101 5045N02015W 1536
F310 ASC F350 51N030W 21 FUEL 0900
ICE SEV
7-1-15. ARTCC RELAY OF
VFR MESSAGES
ARTCC AISR operators shall
relay all international VFR flight movement messages to the adjacent AIFSS/AFSS/FSS
unless that facility is also an addressee.
NOTE-
If an overseas unit erroneously routes a VFR movement message to an ARTCC, the
automatic NADIN switch will not divert it to an AIFSS, AFSS or FSS.
|
