ATS.TR.305 Scope of flight information service

TRANSMISSION OF INFORMATION

(a)Means of transmission

(1)Information should be disseminated to aircraft by one or more of the following means:

(i)the preferred method of directed transmission on the initiative of the appropriate air traffic services unit to an aircraft, ensuring that receipt is acknowledged; or

(ii)general call, unacknowledged transmission to all aircraft concerned; or

(iii)broadcast; or

(iv)data link.

(2)The use of general calls should be limited to cases where it is necessary to disseminate essential information to several aircraft without delay, e.g. the sudden occurrence of hazards, a change of the runway-in-use, or the failure of a key approach and landing aid.

(b)Transmission of special air-reports, SIGMET and AIRMET information

(1)Appropriate SIGMET and AIRMET information, as well as special air-reports which have not been used for the preparation of a SIGMET, should be disseminated to aircraft by one or more of the means specified in point (a) as established by the competent authority. Special air-reports should be transmitted with the least possible delay and disseminated to aircraft for a period of 60 minutes after their issuance.

(2)The special air-report, SIGMET and AIRMET information to be passed on to aircraft on ground initiative should cover a portion of the route up to 1 hour’s flying time ahead of the aircraft.

(c)Transmission of information concerning volcanic activity Information concerning pre-eruption volcanic activity, volcanic eruptions and volcanic ash clouds (position of clouds and flight levels affected) should be disseminated to aircraft by one or more of the means specified in point (a) as established by the competent authority.

(d)Transmission of information concerning radioactive materials and toxic chemical clouds Information on the release into the atmosphere of radioactive materials or toxic chemicals which could affect airspace within the area of responsibility of the air traffic services unit should be transmitted to aircraft by one or more of the means specified in point (a).

(e)Transmission of local special reports, SPECI and amended TAF

(1)Special reports and amended TAF should be transmitted on request and supplemented by:

(i)directed transmission from the appropriate air traffic services unit of selected special reports and amended TAF for the departure, destination and its alternate aerodromes, as listed in the flight plan; or

(ii)a general call on appropriate frequencies for the unacknowledged transmission to affected aircraft of selected special reports and amended TAF; or

(iii)continuous or frequent broadcast or the use of data link to make available current METAR and TAF in areas determined on the basis of regional air navigation agreements where traffic congestion dictates. VOLMET broadcasts and/or D-VOLMET should be used to serve this purpose.

(2)The passing of amended aerodrome forecasts to aircraft on the initiative of the appropriate air traffic services unit should be limited to that portion of the flight where the aircraft is within a specified time from the aerodrome of destination, such time being established on the basis of regional air navigation agreements.

(3)SPECI should, when issued for aerodromes not serving scheduled commercial air transport, be transmitted on request.

(f)Transmission of information on heavy or medium unmanned free balloons Appropriate information on heavy or medium unmanned free balloons should be disseminated to aircraft by one or more of the means specified in point (a).

(g)Transmission of information to supersonic aircraft The following information should be available at appropriate ACCs or flight information centres for aerodromes determined by the competent authority and should be transmitted on request to supersonic aircraft prior to commencement of deceleration/descent from supersonic cruise:

(1)current meteorological reports and forecasts, except that where communications difficulties are encountered under conditions of poor propagation, the elements transmitted may be limited to:

(i)mean surface wind, direction and speed (including gusts);

(ii)visibility or RVR;

(iii)amount and height of base of low clouds;

(iv)other significant information; and

(v)if appropriate, information regarding expected changes;

(2)operationally significant information on the status of facilities relating to the runway-in-use, including the precision approach category in the event that the lowest approach category promulgated for the runway is not available; and

(3)sufficient information on the runway surface conditions to permit assessment of the runway braking action.

PRESENTATION OF INFORMATION FOR THE PROVISION OF FLIGHT INFORMATION SERVICE

(a)The air traffic services provider should consider the manner in which data and information are provided to the FIS officer/AFIS officer, paying particular attention, where applicable, to the method of representing the air traffic situation to the FIS officer/AFIS officer and taking into account human performance. Additional guidance on human performance may be found in ICAO Doc 9683 ‘Human Factors Training Manual’.

(b)All information and data, including data related to individual aircraft, should be presented in a manner which minimises the potential for misinterpretation or misunderstanding.

(c)Where used, data generated automatically should be presented to the FIS officer/AFIS officer in a timely manner. The presentation of information and data for individual flights should continue until such time as the data is no longer required for the purpose of providing flight information service, or until terminated by the FIS officer/AFIS officer.

(d)Information displays may be generated and updated automatically, or the data may be entered and updated by authorised personnel.

INFORMATION FOR DEPARTING AIRCRAFT — METEOROLOGICAL CONDITIONS Information regarding significant changes in the meteorological conditions in the take-off or climb-out area, obtained by the unit providing approach control service after a departing aircraft has established communication with such unit, should be transmitted to the aircraft without delay, except when it is known that the aircraft already has received the information.

INFORMATION TO AIRCRAFT BY AFIS UNITS — AERODROME AND METEOROLOGICAL INFORMATION

(a)Prior to taxiing for take-off, the AFIS unit should advise aircraft of the following elements of information, in the order listed, with the exception of such elements which are known to have been already received by the aircraft:

(1)the runway-in-use;

(2)the surface wind direction and speed, including significant variations therefrom;

(3)the QNH altimeter setting and, either on a regular basis in accordance with local arrangements or if so requested by the aircraft, the QFE altimeter setting;

(4)the air temperature for the runway-in-use, in the case of turbine-engined aircraft;

(5)the visibility representative of the direction of take-off and initial climb, if less than 10 km, or, when applicable, the RVR value(s) for the runway-in-use; and

(6)the correct time.

(b)Prior to take-off, the AFIS unit should advise aircraft of:

(1)any significant changes in the surface wind direction and speed, the air temperature, and the visibility or RVR value(s) given in accordance with point (a); and

(2)significant meteorological conditions in the take-off and climb-out area, except when it is known that the information has already been received by the aircraft. ‘Significant meteorological conditions’ in this context include the occurrence or expected occurrence of cumulonimbus or thunderstorm, moderate or severe turbulence, wind shear, hail, moderate or severe icing, severe squall line, freezing precipitation, severe mountain waves, sandstorm, dust storm, blowing snow, tornado or waterspout in the take-off and climb-out area.

INFORMATION TO AIRCRAFT BY AFIS UNITS — INFORMATION FOR ARRIVING AIRCRAFT

(a)Prior to entering the traffic circuit or commencing its approach to land, the AFIS unit should provide aircraft with the following elements of information, in the order listed, with the exception of such elements which are known to have been already received by the aircraft:

(1)the runway-in-use;

(2)the surface wind direction and speed, including significant variations therefrom; and

(3)the QNH altimeter setting and, either on a regular basis in accordance with local arrangements or if so requested by the aircraft, the QFE altimeter setting.

(b)For arriving IFR traffic that intends to conduct an instrument approach, the AFIS unit should, as early as practicable after an aircraft has established communication with the unit, transmit to the aircraft the following elements of information, in the order listed, with the exception of such elements which are known to have been already received by the aircraft :

(1)Runway-in-use; and

(2)Meteorological information, as follows:

(i)surface wind direction and speed, including significant variations therein;

(ii)visibility and, when applicable, RVR;

(iii)present weather;

(iv)cloud below 1 500 m (5 000 ft) or below the highest minimum sector altitude, whichever is greater; cumulonimbus; if the sky is obscured, vertical visibility when available;

(v)air temperature;

(vi)dew point temperature, inclusion determined on the basis of a regional air navigation agreement;

(vii)altimeter setting(s);

(viii)any available information on significant meteorological phenomena in the approach area; and

(ix)trend-type landing forecast, when available.

(c)For arriving IFR traffic conducting an instrument approach, at the commencement of final approach the AFIS unit should transmit the following information to the aircraft:

(1)significant variations in the mean surface wind direction and speed. ‘Significant variations’ are specified in point (a)(3) of MET.TR.205. However, if the AFIS unit transmits wind information in the form of components, the significant changes are:

(i)mean headwind component: 19 km/h (10 kt);

(ii)mean tailwind component: 4 km/h (2 kt); and

(iii)mean crosswind component: 9 km/h (5 kt);

(2)the latest information, if any, on wind shear and/or turbulence in the final approach area; and

(3)the current visibility representative of the direction of approach and landing or, when provided, the current RVR value(s) and the trend.

(d)For arriving IFR traffic conducting an instrument approach, during the final approach the AFIS unit should transmit without delay the following information to the aircraft:

(1)the sudden occurrence of hazards (e.g. unauthorised traffic on the runway);

(2)significant variations in the current surface wind, expressed in terms of minimum and maximum values;

(3)significant changes in runway surface conditions;

(4)changes in the operational status of required visual or non-visual aids;

(5)changes in observed RVR value(s), in accordance with the reported scale in use, or changes in the visibility representative of the direction of approach and landing.

TRAFFIC INFORMATION TO AIRCRAFT IN THE AFIS CONTEXT The AFIS unit should provide the following information, as appropriate:

(a)direction of flight of aircraft concerned;

(b)type and wake turbulence category (if known) of aircraft concerned;

(c)level of aircraft concerned, including possible changes;

(d)relative bearing of the aircraft concerned in terms of the 12-hour clock as well as distance from the conflicting traffic; or

(1)actual or estimated position of the aircraft concerned; or

(2)estimated times; and

(e)any other information considered relevant (e.g. approaching, crossing the flight information zone, estimated take-off or landing time).

LOCAL TRAFFIC INFORMATION TO AIRCRAFT IN THE AFIS CONTEXT AFIS units should issue traffic information on local traffic in a timely manner, either directly or through the unit providing approach control service when, in the judgement of the AFIS unit, such information is necessary in the interest of safety, or when requested by aircraft. Local traffic should be described so as to be easily identified by the pilot.

WAKE TURBULENCE AND JET BLAST HAZARDS INFORMATION TO AIRCRAFT IN THE AFIS CONTEXT

(a)The responsibility for wake turbulence avoidance rests entirely with the pilot-in-command. AFIS units should, to the extent practicable, advise aircraft of the expected occurrence of hazards caused by turbulent wake. Such information will be provided by the warning ‘caution wake turbulence’ and may also include relevant information on the aircraft concerned.

(b)In providing information, AFIS units should take into account the hazards caused by jet blast, helicopter downwash turbulence and propeller slipstream to taxiing aircraft, to aircraft taking off or landing, particularly when intersecting runways are being used, and to vehicles and personnel operating on the aerodrome.

ESSENTIAL INFORMATION ON AERODROME CONDITIONS Essential information on aerodrome conditions should be given to every aircraft, except when it is known that the aircraft has already received all or part of the information from other sources, including NOTAM(s), ATIS broadcasts, and the display of suitable signals. The information should be given in sufficient time for the aircraft to make proper use of it, and the hazards should be identified as distinctly as possible.

INFORMATION FOR DEPARTING AIRCRAFT — OPERATIONAL STATUS OF VISUAL AND NON-VISUAL AIDS Information regarding changes in the operational status of visual or non-visual aids essential for take-off and climb should be transmitted without delay to a departing aircraft, except when it is known that the aircraft has already received the information.

INFORMATION ON UNMANNED FREE BALLOONS

(a)On receipt of notification of the intended flight of a medium or heavy unmanned free balloon, the air traffic services unit should arrange for the information to be disseminated to all concerned. The information should include:

(1)the balloon flight identification or project code name;

(2)balloon classification and description;

(3)SSR code or NDB frequency as applicable;

(4)the launch site;

(5)the estimated time of the commencement of the launch or the planned period of the launches;

(6)the expected direction of ascent;

(7)the cruising level(s) (pressure-altitude); and

(8)the estimated elapsed time to pass 18 000 m (60 000 ft) pressure-altitude, or to reach cruising level if at or below 18 000 m (60 000 ft), together with the estimated location.

(b)On receipt of notification that a medium or heavy unmanned free balloon has been launched, the air traffic services unit should arrange for the information to be disseminated to all concerned. The information should include:

(1)the balloon flight identification or project code name;

(2)balloon classification and description;

(3)SSR code or NDB frequency as applicable;

(4)the launch site;

(5)the time of launch(-es);

(6)the estimated time at which 18 000 m (60 000 ft) pressure-altitude will be passed, or the estimated time at which the cruising level will be reached if at or below 18 000 m (60 000 ft), and the estimated location;

(7)the estimated date and time of termination of the flight; and

(8)the planned location of ground contact, when applicable.

(c)When there is reasonable expectation that a heavy or medium unmanned free balloon will cross international borders, the appropriate air traffic services unit should arrange for the pre-launch and the launch notifications to be sent by NOTAM to the air traffic services unit(s) in the State(s) concerned. If agreed between the States concerned, the launch notification may be transmitted orally by direct ATS speech circuit between the ACCs/flight information centres involved.

INFORMATION ON ABNORMAL AIRCRAFT CONFIGURATION AND CONDITION

(a)Whenever an abnormal configuration or condition of an aircraft, including conditions such as landing gear not extended or only partly extended, or unusual smoke emissions from any part of the aircraft, is observed by or reported to the aerodrome air traffic controller or the AFIS officer, the aircraft concerned should be advised without delay.

(b)When requested by the flight crew of a departing aircraft suspecting damage to the aircraft, the departure runway used should be inspected without delay and the flight crew advised in the most expeditious manner as to whether any aircraft debris or bird or animal remains have been found or not.

INFORMATION ON AIRSPACE RESERVATIONS AND RESTRICTIONS Flight information service should include the provision of relevant information on airspace restrictions and/or reservations, as also stipulated in Regulation (EC) No 2150/2005.

INFORMATION ON SPACE WEATHER When available, information on space weather phenomena that have an impact on high-frequency radio communications, communications via satellite, GNSS-based navigation and surveillance systems, and/or pose a radiation risk to aircraft occupants at flight levels, within the area of responsibility of the air traffic services unit should be transmitted to the affected aircraft.

INFORMATION RELATED TO WEATHER CONDITIONS AT DEPARTURE, DESTINATION, AND ALTERNATE AERODROMES Pilots normally obtain information on the weather conditions from the appropriate office before the flight. Outstanding or safety-relevant information is normally provided by radio communication when available.

INFORMATION CONCERNING COLLISION HAZARDS Information relating to collision hazards includes only known activities that constitute risks to the aircraft concerned. The availability of such information to air traffic services may sometimes be incomplete (e.g. limitations in radar or radio coverage, optional radio contact by pilots, limitations in the accuracy of reported information by pilots, or unconfirmed level of information) and, therefore, air traffic services cannot assume responsibility for its issuance at all times or for its accuracy.

ATS SURVEILLANCE SERVICE — INFORMATION REGARDING TRAFFIC ON CONFLICTING PATH When an identified IFR flight operating outside controlled airspace is observed to be on a conflicting path with another aircraft, the pilot should, as far as practicable:

(a)be informed as to the need for collision avoidance action to be initiated, and if so requested by the pilot or if, in the opinion of the air traffic controller, the FIS officer or the AFIS officer, the situation warrants, a course of avoiding action should be suggested; and

(b)be notified when the conflict no longer exists.

INFORMATION TO AIRCRAFT BY AFIS UNITS — START-UP TIME PROCEDURES

(a)Start-up time procedures should be implemented where necessary to avoid congestion and excessive delays on the manoeuvring area or when warranted by ATFM regulations. Start-up time procedures should be contained in local instructions, and should specify the criteria and conditions for determining when and how start-up times shall be calculated and issued to departing flights.

(b)When an aircraft is subject to ATFM regulations, it should be advised to start up in accordance with its allocated slot time.

RUNWAY INCURSION OR OBSTRUCTED RUNWAY In the event that the AFIS officer becomes aware of a runway incursion or the imminent occurrence thereof, or the existence of any obstruction on or in close proximity to the runway likely to impair the safety of an aircraft taking off or landing, appropriate action should be taken to inform the aircraft of the runway incursion or obstruction and its location in relation to the runway.

AFIS officers should maintain a continuous watch on all flight operations on and in the vicinity of an aerodrome as well as on vehicles and personnel on the manoeuvring area in order to fulfil the task described in point (c)(1) of ATS.TR.305.

RUNWAY-IN-USE AT AFIS AERODROMES

(a)Normally, an aircraft will land and take off into wind unless safety or other local factors determine that a different direction is preferable.

(b)In considering the most suitable runway-in-use for take-off and landing of aircraft, besides surface wind speed and direction, other relevant factors should be taken into consideration such as:

(1)runway configuration;

(2)meteorological conditions;

(3)instrument approach procedures;

(4)approach and landing aids available;

(5)aerodrome traffic circuits;

(6)airspace considerations;

(7)length of runways; and

(8)other factors indicated in local instructions.

(c)When AFIS officers provide information concerning the runway-in-use, it should be interpreted as a suggestion to the pilot on which would be the most suitable runway for take-off and landing, based on the information available. The decision on the selection and use of the runway is a responsibility of the pilot-in-command. A pilot-in-command can refuse a runway-in-use suggested by an AFIS officer. In such circumstances, AFIS officers should provide detailed information on other aerodrome traffic that is utilising the runway-in-use to assist the pilot in fulfilling their responsibilities under SERA.3205 of Regulation (EU) No 923/2012 when using an alternative runway.

OTHER AIR TRAFFIC SERVICES UNITS CONCERNED ‘Other air traffic services units concerned’ are those that have flights under their jurisdiction which are expected to enter the airspace concerned at a later stage of flight. Those flights could, for instance, require rerouting before entering the airspace concerned. As an example, a special air-report concerning volcanic ash or volcanic eruption could be necessary to be transmitted to aircraft by air traffic services units in the FIR adjacent to that affected by that air-report.