MEMORANDUM - International Civil Aviation … 60.pdfAMOFSG-Memo/60 30/9/13 MEMORANDUM Ref: AN 10/20 To: Members, Aerodrome Meteorological Observation and Forecast Study Group (AMOFSG)

AMOFSG-Memo/60 30/9/13

MEMORANDUM Ref: AN 10/20

To: Members, Aerodrome Meteorological Observation and Forecast Study Group (AMOFSG)

From: AMOFSG Secretary

Subject: Follow-up of AMOFSG/10 Actions Agreed 10/10, 10/14, 10/15 and 10/16

Action: Members to: a) review the referred proposals available at the attachments hereunder; and b) provide comments, if any, and endorsement, as appropriate, as soon as possible and in any case not later than 31 October 2013.

You will recall that the Tenth Meeting of the Aerodrome Meteorological Observation and Forecast Study Group (AMOFSG/10, 17 to 19 June 2013, Montréal) developed four agreed actions for initial follow-up by 30 September 2013. This deadline was intended to afford members the opportunity to review, comment on and subsequently endorse the associated proposals through correspondence by 31 October 2013 prior to their onward consideration at the Meteorology Divisional Meeting in July 2014.

Specifically, AMOFSG/10 formulated: • Action Agreed 10/10 concerning the updating of Annex 3, Appendix 3, Tables A3-1

and A3-2 to ensure that only one weather phenomenon is represented per recent weather group in the supplementary information of local routine and special reports and METAR and SPECI;

• Action Agreed 10/14 concerning a review of select Annex 3 provisions to determine which, if any, warrant upgrading from a recommended practice to a Standard;

• Action Agreed 10/15 concerning a review of the required transit times for

meteorological information; and

• Action Agreed 10/16 concerning a review of Annex 3 to align, to the extent practicable, the terminology used to describe provisions that are subject to an agreement between two or more parties or subject to a designation.

- 2 -

In respect of Action Agreed 10/10, I have the pleasure of informing you that the

Secretariat has undertaken the necessary follow-up that has resulted in a proposed draft amendment to Annex 3, Appendix 3, Tables A3-1 and A3-2, as provided at Attachment A hereunder (pages A-1 to A-3 inclusive).

In respect of Action Agreed 10/14, I have the pleasure of informing you that the ad hoc

group (WG/3) completed its review of various provisions referred to in part a) of the agreed action, and determined that Annex 3, Chapter 2, 2.2.7 (2.2.6 in the 18th Edition of Annex 3) was the only provision from those identified that warranted upgrading to a Standard. A report outlining the considerations of WG/3 is provided at Attachment B hereunder (pages B-1 to B-14 inclusive) together with a corresponding draft amendment to Annex 3, 2.2.6 (page B-15).

In respect of Action Agreed 10/15, I have the pleasure of informing you that the ad hoc

group (WG/4) completed its review of the required transit times of meteorological information as contained in Annex 3, Appendix 10, 1.1. In this regard, WG/4 determined that referred provision (recommended practice) did warrant upgrading to a Standard with a statutory required transit time of 5 minutes unless otherwise determined by regional air navigation agreement. A report outlining the considerations of WG/4 is provided at Attachment C hereunder (pages C-1 to C-9 inclusive) together with a corresponding draft amendment to Annex 3, Appendix 10, 1.1 (page C-10).

In respect of Action Agreed 10/16, I have the pleasure of informing you that the

Secretariat has undertaken the necessary follow-up, in coordination with Dennis, that has resulted in a proposed draft amendment to Annex 3, Parts I and II, as provided at Attachment D hereunder. You will note that the following four terms were identified as suitable means to express and align, to the extent practicable, the Annex 3 terminology:

Option A designated/determined/required by regional air navigation

agreement Option B in accordance with regional air navigation agreement Option C agreed between {the party A, the party B, etc.} concerned Option D unless otherwise agreed between {the party A, the party B,

etc.} concerned

In the application of each of these four options, the Secretariat (and Dennis) strived to ensure that the intent of the provision (Standard or recommended practice) did not change as a result of the proposed new text.

In view of the foregoing, you are kindly requested to review the attachments and to

provide your comments, if any, and endorsement, as appropriate, to me via email ([email protected] with a copy to [email protected]) as soon as possible, and in any case not later than 31 October 2013. In the event that your comments and/or endorsement are not received by that date, it will be presumed that you have no objection to the proposals.

(signed by)

Neil Halsey Enclosures: Attachment A – AMOFSG/10 Action Agreed 10/10 Attachment B – AMOFSG/10 Action Agreed 10/14 Attachment C – AMOFSG/10 Action Agreed 10/15 Attachment D – AMOFSG/10 Action Agreed 10/16

mailto:[email protected]

mailto:[email protected]

Attachment A to AMOFSG-Memo/60

A-1

AMOFSG/10 Action Agreed 10/10

SUBJECT TO ENDORSEMENT BY THE AERODROME METEOROLOGICAL OBSERVATION AND

FORECAST STUDY GROUP (AMOFSG)

DRAFT AMENDMENT TO ANNEX 3 —

METEOROLOGICAL SERVICE FOR INTERNATIONAL AIR NAVIGATION

(EIGHTEENTH EDITION — JULY 2013)

. . .

PART II. APPENDICES AND ATTACHMENTS

. . .

APPENDIX 3. TECHNICAL SPECIFICATIONS RELATED TO

METEOROLOGICAL OBSERVATIONS AND REPORTS

(See Chapter 4 of this Annex.)

. . .

Table A3-1. Template for the local routine (MET REPORT) and local special (SPECIAL) reports

Key: M = inclusion mandatory, part of every message;

C = inclusion conditional, dependent on meteorological conditions;

O = inclusion optional.

Note 1.— The ranges and resolutions for the numerical elements included in the local routine and special

reports are shown in Table A3-4 of this appendix.

Note 2.— The explanations for the abbreviations can be found in the Procedures for Air Navigation

Services — ICAO Abbreviations and Codes (PANS-ABC, Doc 8400).

Element as specified

in Chapter 4 Detailed content Template(s) Examples

. . . . . . . . . . . .

Supplementary

information (C)9

Significant meteorological

phenomena (C)9

CB or TS or MOD TURB or SEV TURB or WS or GR or

SEV SQL or MOD ICE or SEV ICE or FZDZ or FZRA or

SEV MTW or SS or DS or BLSN or FC15

FC IN APCH

WS IN APCH 60M-WIND 360/13MPS

WS RWY 12

Location of the

phenomena (C)9

IN APCH [n[n][n][n]M-WIND nnn/n[n]MPS] or

IN CLIMB-OUT [n[n][n][n]M-WIND nnn/n[n]MPS]

(IN APCH [n[n][n][n]FT-WIND nnn/n[n]KT] or

IN CLIMB-OUT [n[n][n][n]FT-WIND nnn/n[n]KT]) or

RWY nn[L] or RWY nn[C] or RWY nn[R]

Recent weather (C)9, 10 REFZDZ or REFZRA or REDZ or RE[SH]RA or RERASN

or RE[SH]SN or RESG or RESHGR or RESHGS or

REBLSN or RESS or REDS or RETSRA or RETSSN or

RETSGR or RETSGS or REFC or REPL or REUP12 or

REFZUP12 or RETSUP12 or RESHUP12 or REVA or RETS

REFZRA

CB IN CLIMB-OUT RETSRA


A-2



. . . . . . . . . . . .

Notes.— . . .

9. To be included whenever applicable. 10. One or more, up to a maximum of three groups, in accordance with 4.4.2.8 a), 4.8.1.1 and Appendix 5, 2.2.4.3. . . .

12. For automated reports only.

. . .

Table A3-2. Template for METAR and SPECI


C = inclusion conditional, dependent on meteorological conditions or method of observation;

O = inclusion optional.

Note 1.— The ranges and resolutions for the numerical elements included in METAR and SPECI are shown

in Table A3-5 of this appendix.

Note 2.— The explanations for the abbreviations can be found in the Procedures for Air Navigation

Services — ICAO Abbreviations and Codes (PANS-ABC, Doc 8400).



. . . . . . . . . . . .

Supplementary

information (C)

Recent weather (C)2, 9 REFZDZ or REFZRA or REDZ or RE[SH]RA or RERASN or

RE[SH]SN or RESG or RESHGR or RESHGS or REBLSN or

RESS or REDS or RETSRA or RETSSN or RETSGR or

RETSGS or RETS or REFC or REVA or REPL or REUP12 or

REFZUP12 or RETSUP12 or RESHUP12

REFZRA

RETSRA

Wind shear (C)2 WS Rnn[L] or WS Rnn[C] or WS Rnn[R] or WS ALL RWY WS R03

WS ALL RWY

WS R18C

Sea-surface temperature and

state of the sea or significant

wave height (C)15

W[M]nn/Sn or W[M]nn/Hn[n][n] W15/S2

W12/H75

State

of the

runway

(C)16

Runway designator

(M)

R nn[L]/ or Rnn[C]/ or Rnn[R]/ R/SNOCLO R99/421594

R/SNOCLO

R14L/CLRD// Runway deposits (M) n or / CLRD//

Extent of runway

contamination (M)

n or /

Depth of deposit (M) nn or //

Friction coefficient or

braking action (M)

nn or //

. . . . . . . . . . . . . . .

Notes.—

. . .

2. To be included whenever applicable.

. . .

9. One or more, up to a maximum of three groups, in accordance with 4.4.2.8 a), 4.8.1.1 and Appendix 5, 2.2.4.1.

. . .


A-3

12. For automated reports only.

. . .

15. To be included in accordance with 4.8.1.5 a).

16. To be included in accordance with 4.8.1.5 b).

. . .

— — — — — — — —

Attachment B to AMOFSG-Memo/60

B-1

AMOFSG Action Agreed 10/14 a)

AMOFSG/10 ad hoc working group 3

Final report

30 September 2013

1. Introduction

1.1 The tenth meeting of the Aerodrome Meteorological Observation and Forecast Study

Group (AMOFSG) was held at ICAO headquarters in Montreal from 17 to 19 June 2013.

It was agreed during the deliberations of this meeting, as recorded in its summary of

discussion (agreed action 10/14 refers), that an ad hoc working group (WG3) be formed

to undertake a further assessment of whether it may be appropriate to consider upgrading

specified Annex 3 recommendations to standards.

1.2 The summary of discussion of the tenth meeting can be found at:

http://www.icao.int/safety/meteorology/amofsg/AMOFSG%20Meeting%20Material/Mic

rosoft%20Word%20-AMOFSG.10.SoD.en.pdf

1.3 The text of the relevant agreed action (10/14) is shown in appendix A to this report.

1.4 The results of the group consultation are included within section 4 to this report.

1.5 The group was supportive of the concept of upgrading paragraph 2.2.7 of the Annex

to a standard. There was insufficient support for raising any other of the provisions under

review to a standard to continue to assess them under this process at this time. However,

it may be worth reconsidering some of these provisions again at some time in the future.

2. Working Procedures

2.1 The ad hoc group observed the following working procedures:

i) The primary objective of the group was to assist the Secretary in determining

which, if any, of the specified recommendations might be most likely to be generally

favoured for upgrading to standards.

ii) It worked through electronic correspondence.

iii) Agreement was consensus based.

iv) Failing consensus the most supported viewpoint was to be included in the final

report along with a notation indicating that consensus was not achieved together with

the details of any dissenting / supporting comments.

http://www.icao.int/safety/meteorology/amofsg/AMOFSG%20Meeting%20Material/Microsoft%20Word%20-AMOFSG.10.SoD.en.pdf



B-2

v) Participants were encouraged to propose alternative options which could include

upgrading provisions, in part, or adjustments to the text.

vi) If no comments were received from any participant on a matter of discussion, it

was assumed that they were in agreement with the majority opinion.

vii) The ICAO MET Secretary were considered to be an “ex officio” members of the

group.

3. General Case

3.1 In accordance with article 37 of the Convention (Doc 7300), member States have

agreed that…

Each contracting State undertakes to collaborate in securing the highest practicable degree of

uniformity in regulations, standards, procedures, and organization in relation to aircraft, personnel,

airways and auxiliary services in all matters in which such uniformity will facilitate and improve

air navigation.

To this end the International Civil Aviation Organization shall adopt and amend from time to time,

as may be necessary,…

…g) Collection and exchange of meteorological information;…

3.2 It follows that consistent and comprehensive international standards should be in

place, or be sought, to facilitate this objective.

4. Discussion and results of consultation

4.1 The specified recommendations, as per Appendix A to this document, were assessed

in their order of appearance in the Annex. For each the text of the provision is shown

followed by arguments for and against raising it to a standard, as applicable.

4.2 Paragraph 2.2.7

4.2.1. The text of paragraph 2.2.7 of the Annex is as follows:

2.2.7 Recommendation.— Demonstration of compliance of the quality system

applied should be by audit. If nonconformity of the system is identified, action

should be initiated to determine and correct the cause. All audit observations

should be evidenced and properly documented.

4.2.2 If upgraded directly to a standard, it would be as follows:

2.2.7 Demonstration of compliance of the quality system applied shall be by

audit. If nonconformity of the system is identified, action shall be initiated to

determine and correct the cause. All audit observations shall be evidenced and

properly documented.


B-3

4.2.3 Supporting Arguments:

First, the current text of the standard in paragraph 2.2.3 should be noted.

2.2.3 Each Contracting State shall ensure that the designated meteorological authority referred to

in 2.1.4 establishes and implements a properly organized quality system comprising procedures,

processes and resources necessary to provide for the quality management of the meteorological

information to be supplied to the users listed in 2.1.2

4.2.4 It can be argued that a “properly organized quality management system” must

necessitate the inclusion of audit process to ensure adherence to established procedures

and to assess compliance with objectives. This perspective is supported by numerous

provisions within ICAO Doc 9873 - Guide on the Quality Management System for the

Provision of Meteorological Service for International Air Navigation – including the

following excerpts (bold added for emphasis).

3.3.8.6 The organization is also required to conduct internal audits at planned intervals, typically

at 6- or 12-month intervals between visits by registered auditors, to determine whether the quality

management system conforms to various requirements stipulated in ISO 9001:2000 and whether

the system has been effectively implemented.

3.3.8.10 The quality management system processes must be monitored, and where applicable,

measured to demonstrate the ability of the processes to achieve the planned results, in particular,

the assurance that no nonconforming product will be produced. Internal audit is one way to

monitor and measure the processes. There are many other methods that can be applied, such as the

use of suitable statistical techniques, or regular verification against the prescribed objectives of the

processes.

5.1.1 ISO defines an audit as a “systematic, independent and documented process for obtaining

audit evidence and evaluating it objectively to determine the extent to which audit criteria are

fulfilled” (Clause 3.9.1 of 9000:2000). The term “audit criteria”, according to the same standard,

refers to a “set of policies, procedures or requirements” used as a reference (Clause 3.9.3). In

effect, they are those materials contained in the quality management system documentation. The

policies and procedures are developed by the meteorological service provider and the

requirements may originate from ISO 9001:2000, users, regulatory and legislative bodies and the

meteorological service provider itself. During the audit, the certification body/registrar will try to

verify if the meteorological service provider is doing what it says it will do (according to the

quality management system documentation) and to confirm if the quality management system is

effectively implemented.

5.1.2 While the obvious reason for the meteorological service provider to conduct an audit is to

obtain or retain the ISO 9000 certification, the real importance of such audits is to confirm that the

quality management system is effectively implemented and maintained as planned so that the

benefits of establishing such a system are realized.

4.2.5 It is therefore logically consistent and aligned with the intent of existing Annex 3

standards to upgrade this provision to a standard. It could be stated that it is

counterproductive to the intent of having upgraded 2.2.3 to a standard to retain a

recommendation that renders optional, a key component of compliance thereto.


B-4

5.2.6 Contrary Arguments. A comprehensive audit requires significant time and

resources to complete and these efforts may be better directed elsewhere.

4.2.7 Results of consultations

4.2.7.1 Upgrade to Standard supported by: Sue, Denis, Steve, Bill, Colin.

4.2.7.2 Opposition: no opposing positions or comments received.

4.2.7.3 Comments received from ad hoc group participants:

Sue - Agree with making a standard. However I don't agree with 'contrary argument' in

the document. The fact that it may take time and resources to have QM audits is not

relevant to this clause (it may have been to clause 2.2.3 but not 2.2.7).

Dennis - fully support the conclusions stipulated in your email of September 5th and to

recommend upgrading the 3 provisions listed [paragraphs 2.2.7, 4.2 and 4.8].

Steve: Agree to make this a standard.

Colin:

Please see some comments on your recent note from Andy Wells who is also on the

EASA Rule Making Team (RMT).

Happy to support the upgrade to 2.7 and but against the upgrade/split of 4.8 I’m

not sure about the proposed change to 4.2 – upgrading the requirement to have an

agreement with ATS to a standard but leaving what’s required as an RP seems a

bit odd. As part of our discussions in the EASA RMT, we’ve upgraded part of the

provisions of App 5 1.3.3 to 1.3.6 (although only the first two sentences, to reduce

the wordiness of the provision, the rest has gone to AMC (or RP in ICAO

parlance).

Note – The full comment from Andy, forwarded by Colin, is shown above. It is repeated

in parts elsewhere in the summaries of consultations that follow.

4.2.8 Summary of review: There is consensus support from the working group

participants to upgrade this provision to a standard.

4.3 Annex 3, paragraph 4.2.

4.3.1 The current text of paragraph 4.2 of Annex 3 follows:

4.2 Agreement between air traffic services authorities and meteorological authorities

Recommendation.— An agreement between the meteorological authority and the appropriate

ATS authority should be established to cover, amongst other things:

a) the provision in air traffic services units of displays related to integrated automatic systems;

b) the calibration and maintenance of these displays/instruments;


B-5

c) the use to be made of these displays/instruments by air traffic services personnel;

d) as and where necessary, supplementary visual observations (for example, of meteorological

phenomena of operational significance in the climb-out and approach areas) if and when made by

air traffic services personnel to update or supplement the information supplied by the

meteorological station;

e) meteorological information obtained from aircraft taking off or landing (for example, on wind

shear); and

f) if available, meteorological information obtained from ground weather radar.

Note.— Guidance on the subject of coordination between ATS and aeronautical meteorological

services is contained in the Manual on Coordination between Air Traffic Services, Aeronautical

Information Services and Aeronautical Meteorological Services (Doc 9377).

4.3.2 The original proposal (Study Note 19 to AMOFSG/10 refers) suggested splitting

this into two parts such that the revised wording, including the new standard, would be

worded based upon the following.

4.2.1 An agreement between the meteorological authority and the appropriate ATS authority shall

be established.

4.2.2Recommendation. - The agreement between the meteorological authority and the appropriate

ATS authority should cover, amongst other things:

a) the provision in air traffic services units of displays related to integrated automatic systems;

b) the calibration and maintenance of these displays/instruments;

c) the use to be made of these displays/instruments by air traffic services personnel;

d) as and where necessary, supplementary visual observations (for example, of meteorological

phenomena of operational significance in the climb-out and approach areas) if and when made by

air traffic services personnel to update or supplement the information supplied by the

meteorological station;

e) meteorological information obtained from aircraft taking off or landing (for example, on wind

shear); and

f) if available, meteorological information obtained from ground weather radar.

Note.— Guidance on the subject of coordination between ATS and aeronautical meteorological

services is contained in the Manual on Coordination between Air Traffic Services, Aeronautical

Information Services and Aeronautical Meteorological Services (Doc 9377).

4.3.3. Supporting Arguments: The relationship between meteorological services and ATS

services should be documented in order to facilitate the orderly exchange of information

and the clarification of user requirements. It may lead to more efficient provision of

weather services that more directly meet the needs of the end users.

4.3.4. Contrary Arguments. Although a documented relationship between the

meteorological services and ATS services is good in principle, the remainder of the

current provision is not yet sufficiently mature to be used as the basis for implementing

such an agreement. It may be better to defer any new standard on this matter until the

entire section can be replaced by new standards.


4.3.5.1 Upgrade to Standard supported by: Sue, Bill.


B-6

4.3.5.2 Opposed by: Steve, Colin.


Sue - Agree to splitting it into 2 parts with a standard followed by a recommendation.


recommend upgrading the 3 provisions listed [paragraphs 2.2.7, 4.2 and 4.8].

Steve - Agree with this (see next sentence) position. Although a documented relationship

between the meteorological services and ATS services is good in principle, the remainder

of the current provision is not yet sufficiently mature to be used as the basis for

implementing such an agreement. It may be better to defer any new standard on this

matter until the entire section can be replaced by new standards.

Colin - I’m not sure about the proposed change to 4.2 – upgrading the requirement to

have an agreement with ATS to a standard but leaving what’s required as an RP seems a

bit odd.

4.3.6 Summary of review: There was no consensus to upgrade this to a standard at this

time. Although there was some support that this provision should be upgraded there also

is a valid concern that the new standard may result in agreements being drafted that may

be significantly different in kind from what some future content standards may expect. In

essence it was felt to be premature to pursue the upgrade at this time although it may be

worthwhile to review the related provisions again in the future.

4.4 Paragraph 4.8 of Annex 3

4.4.1 The text of paragraph 4.8 of Annex 3 follows:

4.8 Observations and reports of volcanic activity

Recommendation.— The occurrence of pre-eruption volcanic activity, volcanic eruptions and

volcanic ash cloud should be reported without delay to the associated air traffic services unit,

aeronautical information services unit and meteorological watch office. The report should be

made in the form of a volcanic activity report comprising the following information in the order

indicated:

a) message type, VOLCANIC ACTIVITY REPORT;

b) station identifier, location indicator or name of station;

c) date/time of message;

d) location of volcano and name if known; and

e) concise description of event including, as appropriate, level of intensity of volcanic activity,

occurrence of an eruption and its date and time, and the existence of a volcanic ash cloud in the

area together with direction of ash cloud movement and height.

Note.— Pre-eruption volcanic activity in this context means unusual and/or increasing volcanic

activity which could presage a volcanic eruption


B-7

4.4.2 The original proposal for this one also included separating it into 2 parts along the

basis of the following:

4.8 Observations and reports of volcanic activity

4.8.1 The occurrence of pre-eruption volcanic activity, volcanic eruptions and volcanic ash cloud

shall be reported without delay to the associated air traffic services unit, aeronautical information

services unit and meteorological watch office.

4.8.2 Recommendation - The report should be made in the form of a volcanic activity report

comprising the following information in the order indicated:

a) message type, VOLCANIC ACTIVITY REPORT;

b) station identifier, location indicator or name of station;

c) date/time of message;

d) location of volcano and name if known; and

e) concise description of event including, as appropriate, level of intensity of volcanic activity,

occurrence of an eruption and its date and time, and the existence of a volcanic ash cloud in the

area together with direction of ash cloud movement and height.

Note.— Pre-eruption volcanic activity in this context means unusual and/or increasing volcanic

activity which could presage a volcanic eruption

4.4.3 Supporting Arguments. It can be argued that volcanic ash is a pressing safety

hazard that requires immediate and, where possible, proactive indication of its probable

presence. Any person having relevant information must relay it immediately and this

includes any meteorological personnel who may be aware of it. A standard that

underscores the imperative need to take immediate action seems appropriate. Taking

action should not be an option. The following except from Appendix 3 to Annex 15

amplifies this point (paragraph 1.3 refers, in part).

Issuance of an ASHTAM giving information on a volcanic eruption, in accordance with section 3

below, should not be delayed until complete information A) to K) is available but should be issued

immediately following receipt of notification that an eruption has occurred or is expected to occur,

or a change in the status of activity of a volcano of operational significance has occurred or is

expected to occur, or an ash cloud is reported.

4.4.4 Contrary Arguments. The part of the section that remains a recommendation is not

sufficiently mature. In fact, it may be unnecessarily prescriptive in a manner that may

actually delay the issue of the first alert. A currently worded consideration could be given

to deleting these components.


4.4.5.1 Upgrade to Standard supported by: Sue (qualified – see comments) and Steve

(qualified – see comments) and Bill.

4.4.5.2 Opposed by: Colin.

4.4.5.3 Comments from ad hoc group participants:


B-8

Sue - Support the reporting of VA to become a standard.

However we would need to give consideration as to how this is achieved since there are a

number of ways to report volcanic activity. These are referenced in Doc 9691, para

5.2.2.1 and depend on who is reporting the VA. Report types include: NOTAM,

ASHTAM, METAR/SPECI, VAR, SIGMET, AD WRNG, VONA, ARS, VAA. Only the

VAR is mentioned in the clause which I see as an issue.

We would support all of these formats (including the VAR) to be a standard.


recommend upgrading the 3 provisions listed [paragraphs 2.2.s7, 4.2 and 4.8].

Steve - Agree with splitting this where we have a standard to report information

immediately and the rest should be a recommendation in that the utility of VAR is still

subjective and needs further assessment.

Colin - against the upgrade/split of 4.8.

4.4.6 Summary of Review: There was no consensus to upgrade this provision, in whole

or in part, to new standards. There was some strong support to pursue this but others felt

that it was premature to do so. It may be worth reviewing this provision again at some

point in the future.

4.5 Paragraph 4.5.4.3 of Appendix 3 to Annex 3

4.5.1 The text of paragraph 4.5.4.3 of Appendix 3 to the Annex is:

4.5.4.3 Recommendation.— In local routine and special reports and in METAR and SPECI:

a) cloud amount should be reported using the abbreviations “FEW” (1 to 2 oktas), “SCT” (3 to 4

oktas), “BKN” (5 to 7 oktas) or “OVC” (8 oktas);

b) cumulonimbus clouds and towering cumulus clouds should be indicated as “CB” and “TCU”,

respectively;

c) the vertical visibility should be reported in steps of 30 m (100 ft) up to 600 m (2 000 ft);

d) if there are no clouds of operational significance and no restriction on vertical visibility and the

abbreviation “CAVOK” is not appropriate, the abbreviation “NSC” should be used;

e) when several layers or masses of cloud of operational significance are observed, their amount

and height of cloud base should be reported in increasing order of the height of cloud base, and in

accordance with the following criteria:

1) the lowest layer or mass, regardless of amount to be reported as FEW, SCT, BKN or OVC as

appropriate;

2) the next layer or mass, covering more than 2/8 to be reported as SCT, BKN or OVC as

appropriate;

3) the next higher layer or mass, covering more than 4/8 to be reported as BKN or OVC as

appropriate; and

4) cumulonimbus and/or towering cumulus clouds, whenever observed and not reported in 1) to

3);

f) when the cloud base is diffuse or ragged or fluctuating rapidly, the minimum height of cloud

base, or cloud fragments, should be reported; and

g) when an individual layer (mass) of cloud is composed of cumulonimbus and towering cumulus

clouds with a common cloud base, the type of cloud should be reported as cumulonimbus only.

Note.— Towering cumulus indicates cumulus congestus clouds of great vertical extent.


B-9

4.5.2 The proposal is to upgrade this to a standard, in toto, along the following lines.

4.5.4.3 In local routine and special reports and in METAR and SPECI:

a) cloud amount shall be reported using the abbreviations “FEW” (1 to 2 oktas), “SCT” (3 to 4

oktas), “BKN” (5 to 7 oktas) or “OVC” (8 oktas);

b) cumulonimbus clouds and towering cumulus clouds shall be indicated as “CB” and “TCU”,

respectively;

c) the vertical visibility shall be reported in steps of 30 m (100 ft) up to 600 m (2 000 ft);

d) if there are no clouds of operational significance and no restriction on vertical visibility and the

abbreviation “CAVOK” is not appropriate, the abbreviation “NSC” shall be used;

e) when several layers or masses of cloud of operational significance are observed, their amount

and height of cloud base shall be reported in increasing order of the height of cloud base, and in

accordance with the following criteria:

1) the lowest layer or mass, regardless of amount to be reported as FEW, SCT, BKN or OVC as

appropriate;

2) the next layer or mass, covering more than 2/8 to be reported as SCT, BKN or OVC as

appropriate;

3) the next higher layer or mass, covering more than 4/8 to be reported as BKN or OVC as

appropriate; and

4) cumulonimbus and/or towering cumulus clouds, whenever observed and not reported in 1) to

3);

f) when the cloud base is diffuse or ragged or fluctuating rapidly, the minimum height of cloud

base, or cloud fragments, shall be reported; and

g) when an individual layer (mass) of cloud is composed of cumulonimbus and towering cumulus

clouds with a common cloud base, the type of cloud shall be reported as cumulonimbus only.

Note.— Towering cumulus indicates cumulus congestus clouds of great vertical extent.

4.5.3 Supporting Arguments. This is already reasonably interpreted as a standard by both

the reference to WMO No. 306 and to the template in Appendix A3-2, as stated in

paragraph 2.1.2 of Appendix 3 to the Annex, as follows. Inconsistency of intent between

standards and related recommendations needs to be appropriately addressed.

2.1.2 METAR and SPECI shall be issued in accordance with the template shown in Table A3-2

and disseminated in the METAR and SPECI code forms prescribed by the World Meteorological

Organization.

Note.— The METAR and SPECI code forms are contained in WMO Publication No. 306, Manual

on Codes, Volume I.1,Part A — Alphanumeric Codes.

4.5.4 Contrary Arguments. There may remain some issues for automated systems in their

ability to achieve this proposed new standard, in particular with regard to the provisions

related to identifying significant convective cloud and vertical visibility. Consideration

could be given to applying any new standard to only human sites or upgrading it is part

only (i.e. assume that automated systems can achieve a), d), e) and f) although it should

also be noted that some States do not follow d)).


4.5.5.1 Upgrade to standards supported by: Sue (qualified – see comments) and Bill.

4.5.5.2 Opposed by: Dennis and Steve


B-10


Sue - Support most of this being a standard. However I don't believe we can make VV or

TCU a standard. Maybe these 2 could be removed completely. There was very little

support for retaining VV at the last meeting so I'm not sure why we are keeping it. TCU

can't be adequately measured by automated systems.

Dennis - I personally have some difficulties with promoting Paragraph 4.5.4.3 of

Appendix 3 since it is applicable to the local reports and METAR/SPECI. The

representatives-issue kicks in and I’m not sure if we can make the provisions currently

listed in 4.5.4.3 a ‘shall’ when also considering 4.6.5.2 and 4.6.5.3.

Steve - This should be kept a recommendation for both automated observations and

observations provided with a human in the loop.

4.5.6 Summary of review: There was no consensus to upgrade this provision to a

standard nor was there any clear majority viewpoint on this matter.

4.6. Paragraphs 1.2.4 and 1.3.3 to 1.3.6 of Appendix 5 to Annex 3

4.6.1 The text of Appendix 5 to Annex 3, paragraphs 1.2.4 and 1.3.3 to 1.3.6 follow:

1.2.4 Recommendation.— Cloud amount should be forecast using the abbreviations “FEW”,

“SCT”, “BKN” or “OVC” as necessary. When it is expected that the sky will remain or become

obscured and clouds cannot be forecast and information on vertical visibility is available at the

aerodrome, the vertical visibility should be forecast in the form “VV” followed by the forecast

value of the vertical visibility. When several layers or masses of cloud are forecast, their amount

and height of base should be included in the following order:

a) the lowest layer or mass regardless of amount, to be forecast as FEW, SCT, BKN or OVC as

appropriate;

b) the next layer or mass covering more than 2/8, to be forecast as SCT, BKN or OVC as

appropriate;

c) the next higher layer or mass covering more than 4/8, to be forecast as BKN or OVC as

appropriate; and

d) cumulonimbus clouds and/or towering cumulus clouds, whenever forecast and not already

included under a) to c).

Cloud information should be limited to cloud of operational significance; when no cloud of

operational significance is forecast, and “CAVOK” is not appropriate, the abbreviation “NSC”

should be used.

1.3.3 Recommendation.— When a change in any of the elements given in Chapter 6, 6.2.3 is

required to be indicated in accordance with the criteria given in 1.3.2, the change indicators

“BECMG” or “TEMPO” should be used followed by the time period during which the change is

expected to occur. The time period should be indicated as the beginning and end of the period in

whole hours UTC. Only those elements for which a significant change is expected should be

included following a change indicator. However, in the case of significant changes in respect of

cloud, all cloud groups, including layers or masses not expected to change, should be indicated.

1.3.4 Recommendation.— The change indicator “BECMG” and the associated time group

should be used to describe changes where the meteorological conditions are expected to reach or

pass through specified threshold values at a regular or irregular rate and at an unspecified time

during the time period. The time period should normally not exceed 2 hours but in any case should

not exceed 4 hours.


B-11

1.3.5 Recommendation.— The change indicator “TEMPO” and the associated time group

should be used to describe expected frequent or infrequent temporary fluctuations in the

meteorological conditions which reach or pass specified threshold values and last for a period of

less than one hour in each instance and, in the aggregate, cover less than one-half of the forecast

period during which the fluctuations are expected to occur. If the temporary fluctuation is

expected to last one hour or longer, the change group “BECMG” should be used in accordance

with 1.3.4 or the validity period should be subdivided in accordance with 1.3.6.

1.3.6 Recommendation.— Where one set of prevailing weather conditions is expected to change

significantly and more or less completely to a different set of conditions, the period of validity

should be subdivided into self-contained periods using the abbreviation “FM” followed

immediately by a four-figure time group in whole hours and minutes UTC indicating the time the

change is expected to occur. The subdivided period following the abbreviation “FM” should be

self-contained and all forecast conditions given before the abbreviation should be superseded by

those following the abbreviation.

4.6.2 These provisions would become standards on the following basis.

1.2.4 Cloud amount shall be forecast using the abbreviations “FEW”, “SCT”, “BKN” or “OVC”

as necessary. When it is expected that the sky will remain or become obscured and clouds cannot

be forecast and information on vertical visibility is available at the aerodrome, the vertical

visibility shall be forecast in the form “VV” followed by the forecast value of the vertical

visibility. When several layers or masses of cloud are forecast, their amount and height of base

shall be included in the following order:

a) the lowest layer or mass regardless of amount, to be forecast as FEW, SCT, BKN or OVC as

appropriate;

b) the next layer or mass covering more than 2/8, to be forecast as SCT, BKN or OVC as

appropriate;

c) the next higher layer or mass covering more than 4/8, to be forecast as BKN or OVC as

appropriate; and

d) cumulonimbus clouds and/or towering cumulus clouds, whenever forecast and not already

included under a) to c).

Cloud information shall be limited to cloud of operational significance; when no cloud of

operational significance is forecast, and “CAVOK” is not appropriate, the abbreviation “NSC”

shall be used.

1.3.3 When a change in any of the elements given in Chapter 6, 6.2.3 is required to be indicated in

accordance with the criteria given in 1.3.2, the change indicators “BECMG” or “TEMPO” shall be

used followed by the time period during which the change is expected to occur. The time period

shall be indicated as the beginning and end of the period in whole hours UTC. Only those

elements for which a significant change is expected shall be included following a change

indicator. However, in the case of significant changes in respect of cloud, all cloud groups,

including layers or masses not expected to change, shall be indicated.

1.3.4 The change indicator “BECMG” and the associated time group shall be used to describe

changes where the meteorological conditions are expected to reach or pass through specified

threshold values at a regular or irregular rate and at an unspecified time during the time period.

The time period shall normally not exceed 2 hours but in any case shall not exceed 4 hours.

1.3.5 The change indicator “TEMPO” and the associated time group shall be used to describe

expected frequent or infrequent temporary fluctuations in the meteorological conditions which

reach or pass specified threshold values and last for a period of less than one hour in each instance

and, in the aggregate, cover less than one-half of the forecast period during which the fluctuations

are expected to occur. If the temporary fluctuation is expected to last one hour or longer, the


B-12

change group “BECMG” shall be used in accordance with 1.3.4 or the validity period shall be

subdivided in accordance with 1.3.6.

1.3.6 Where one set of prevailing weather conditions is expected to change significantly and more

or less completely to a different set of conditions, the period of validity shall be subdivided into

self-contained periods using the abbreviation “FM” followed immediately by a four-figure time

group in whole hours and minutes UTC indicating the time the change is expected to occur. The

subdivided period following the abbreviation “FM” shall be self-contained and all forecast

conditions given before the abbreviation shall be superseded by those following the abbreviation.

4.6.3 Supporting arguments: These provisions should be upgraded to standards otherwise

they may undermine the current standards that invoke the use of the Annex 3 TAF

template and WMO No. 306 regarding the form and use of the TAF code, as follow.

1.1.1 TAF shall be issued in accordance with the template shown in Table A5-1 and disseminated

in the TAF code form prescribed by the World Meteorological Organization.

Note.— The TAF code form is contained in WMO Publication No. 306, Manual on Codes, Volume

I.1, Part A —Alphanumeric Codes.

4.6.3.1 Moreover, it could be argued that users should be made aware, through State

Difference if necessary, of deviations in the construction of the TAF codeform. It is

essential to have common standards for the construction of the TAF to ensure consistency

in related decision making related to alternate aerodrome selection and fuel requirements.

4.6.5 Contrary Arguments: The argument that these recommendations may undermine

other standards already in the Annex may be more applicable to paragraph 1.2.4 although

it should be noted that NSC and CAVOK are not used universally. Therefore, if this

paragraph is upgraded to a standard, the final sentence may be better retained as a

recommendation. The provisions concerning the temporal modifiers of a TAF also

indicate best practices regarding the use and intention of the code form. As such, they

may go beyond the definitions and order of appearance of symbols in the code.

4.6.6 Results of consultation related to 1.2.4

4.6.6.1 Upgrade to Standard supported by: Sue (qualified – see comments) and Denis

(qualified – see comments), Colin (in principle) and Bill.

4.6.6.2 Opposed by: Steve.


Sue - Support an upgrade to a standard with the removal of VV.

Dennis - I would support Sue and the proposal in your earlier discussion paper to

consider Paragraphs 1.2.4 and 1.3.3 to 1.3.6 of Appendix 5 to become a ‘standard’. (with

the caveat in 1.2.4 on VV as mentioned by Sue). A stricter regime on how change groups

need to be used will improve global interoperability. It will help to get stable business

rules in place when we further automate and/or digitalise the production and

dissemination of TAFs.


B-13

Steve – Keep the recommendation as it is written. We do not support making this a

standard.

Colin - As part of our discussions in the EASA RMT, we’ve upgraded part of the

provisions of App 5 1.3.3 to 1.3.6 (although only the first two sentences, to reduce the

wordiness of the provision, the rest has gone to AMC (or RP in ICAO parlance).

4.6.7 Summary of review: There is no consensus to upgrade this provision to a standard

although the majority is in favour of doing so and this may be worth exploring further at

an appropriate time in the future.

4.6.8 Results of consultations related to 1.3.3 to 1.3.6

Sue - Support an upgrade of all of these to a standard.

Dennis – I would support Sue and the proposal in your earlier discussion paper to

consider Paragraphs 1.2.4 and 1.3.3 to 1.3.6 of Appendix 5 to become a ‘standard’. (with

the caveat in 1.2.4 on VV as mentioned by Sue). A stricter regime on how change groups

need to be used will improve global interoperability. It will help to get stable business

rules in place when we further automate and/or digitalise the production and

dissemination of TAFs.

Steve - Keep the recommendation as it is written. We do not support making this a

standard.

4.6.8.2 Summary of review: There is no consensus to upgrade these provisions to

standards although the majority is in favour of doing so and this may be worth exploring

further at an appropriate time in the future.

5. Conclusions

5.1 There was strong support, and no dissents were received, for the proposal to

recommend that the secretary forward to the AMOFSG the proposal that paragraph 2.2.7

of Annex 3 become a standard modeled on the text shown in 4.2.2 above.

5.2 There was sufficient support in principle for the development of new standards, in

whole or in part, based upon paragraphs 4.2, 4.8 and Appendix 5 (paragraphs 1.3.3 to

1.3.6) to warrant further review of this possibility in the future.

5.3 There was insufficient support for the concept of upgrading any of the other

provisions that were under review to consider them any further under this process.

— — — — — — — —


B-14

Appendix 1 (to Attachment B of AMOFSG-Memo/60)


RSPP Action Agreed 10/14

—

Updating of Annex 3 relating to

meteorological service provisions

That:

a) an ad hoc group (WG/3) consisting of Bill

(Rapporteur), Colin, Steve, Sue, Jun, Dennis undertake a review of the following Annex 3 –

Meteorological Service for International Air

Navigation provisions in view of determining which,

if any, warrant upgrading from a recommended

practice to a Standard:

1) Chapter 2, 2.2.7 (2.2.6 in the 18th Edition of

Annex 3);

2) Chapter 4, 4.2;

3) Chapter 4, 4.8;

4) Appendix 3, 4.5.4.3; and

5) Appendix 5, 1.2.4 and 1.3.3 to 1.3.6 inclusive;

and provide a report accordingly to the Secretary by

30 September 2013;

and,

b) if required, the Secretary prepare a proposal to

modify Annex 3 for subsequent endorsement of the

group, as appropriate, through correspondence by 31

October 2013 so that the proposal can be forwarded,

as necessary, by the Secretary as part of draft

Amendment 77 to Annex 3.

— — — — — — — —


B-15

AMOFSG Action Agreed 10/14 b)

SUBJECT TO ENDORSEMENT BY THE AERODROME METEOROLOGICAL OBSERVATION AND FORECAST STUDY GROUP (AMOFSG)




. . .

PART I. CORE SARPs

. . .

CHAPTER 2. GENERAL PROVISIONS

. . .

2.2 Supply, use and quality management of meteorological information

. . . 2.2.6 Recommendation.— Demonstration of compliance of the quality system applied should be by audit. If nonconformity of the system is identified, action should be initiated to determine and correct the cause. All audit observations should be evidenced and properly documented. 2.2.6 Demonstration of compliance of the quality system applied shall be by audit. If non-conformity of the system is identified, action shall be initiated to determine and correct the cause. All audit observations shall be evidenced and properly documented.

. . .

— — — — — — — —

Attachment C to AMOFSG-Memo/60

C-1

AMOFSG Action Agreed 10/15 a)

AMOFSG/10 ad hoc working group 4

Final Report

30 September 2013

1. Introduction

1.1 The tenth meeting of the Aerodrome Meteorological Observation and Forecast Study

Group (AMOFSG) was held at ICAO headquarters in Montreal from 17 to 19 June 2013.

It was agreed during the deliberations of this meeting, as recorded in its summary of

discussion (agreed action 10/15 refers), that an ad hoc working group be formed to

undertake a review of the current provision in Annex 3 pertaining to the acceptable transit

times for operational meteorological information.

1.2 The summary of discussions of the tenth meeting can be found at:

http://www.icao.int/safety/meteorology/amofsg/AMOFSG%20Meeting%20Material/Mic

rosoft%20Word%20-AMOFSG.10.SoD.en.pdf

1.3. The text of the relevant agreed action (10/15) is shown in appendix 1 and the text of

the subject provision of the Annex is shown in appendix 2, respectively.

1.4 There was group consensus that the subject recommendation could be simplified and

incrementally strengthened by invoking an across the board maximum transit time of 5

minutes for all operational meteorological bulletins. Consequently, the current table could

be deleted and the current provisions can be replaced by a single sentence.

1.5 There was also strong support, and no dissents, to go further and use the resulting

recommendation as the basis for a new standard. However, the allowance for deviations

to be permitted by reference to regional air navigation agreements should be retained at

this time.

1.6 The details of all significant responses received from group participants are shown in

Appendix 3.

2. Working Procedures

2.1 The ad hoc group observed the following working procedures:

i) The primary objective of the group was to assist the Secretary in determining

which option regarding the future of the subject provision was the most favoured, for

later validation by the full AMOFSG.

ii) It worked through electronic correspondence.




C-2

iii) Agreement was consensus based.

iv) Failing consensus the most supported viewpoint was included as the conclusion in

the final report along with a notation indicating that consensus was not achieved and

the details of any dissenting / supporting comments.

v) Participants were encouraged to propose alternative new or revised options, as

they deemed appropriate.

vi) If no comments were received from any participant on a matter of discussion, it

was assumed that there was agreement with the majority opinion.

vii) The ICAO MET Secretary were considered to be “ex officio” members of the

group.

3. Background and Results of Consultations

3.1 It was recalled that paragraph 2.2.6 of the Annex addresses this topic within the

context of quality management, as follows (bold emphasis added).

2.2.6 Recommendation.— In regard to the exchange of meteorological information for

operational purposes, the quality system should include verification and validation procedures

and resources for monitoring adherence to the prescribed transmission schedules for individual

messages and/or bulletins required to be exchanged, and the times of their filing for transmission.

The quality system should be capable of detecting excessive transit times of messages and

bulletins received. Note.— Requirements concerning the exchange of operational meteorological information are

given in Chapter 11 and Appendix 10 of this Annex.

3.2 Annex 3 also includes another recommendation in Chapter 11 that should be

consistent with the provision under review. As follows (bold emphasis added):

11.1.5 Recommendation.— Telecommunications facilities between meteorological offices and

flight information centres, area control centres, rescue coordination centres and aeronautical

telecommunications stations should permit:

a) communications by direct speech, the speed with which the communications can be established

being such that the required points may normally be contacted within approximately 15 seconds;

and

b) printed communications, when a record is required by the recipients; the message transit time

should not exceed 5 minutes.

Note.— In 11.1.4 and 11.1.5, “approximately 15 seconds” refers to telephony communications

involving switchboard operation and “5 minutes” refers to printed communications involving

retransmission.

3.3 Within the context of the above and other considerations, 3 options were evaluated by

the group.


C-3

(i) The first option was to recommend no change to the subject text as currently included

in the Annex.

(ii) The second option was to delete the subject provision in favour of performance based

interpretations of the paragraphs mentioned in 3.1 and 3.2 above.

(iii) The third option was to revise the subject text to make it more consistent with current

capabilities and to foster continuous improvement in this regard. A variation of this

option was to consider a new standard on this basis.

3.4 The most supported option was the third option, as stated above. Furthermore, there

was support, and no dissents, to this also becoming a standard. The details of all

significant responses from group participants are shown in Appendix C.

3.5 Notably, the new standard would retain a reference to regional air navigation plans

that could provide relief to some lesser developed states that may require more time to

implement these performance targets.

4. Conclusions

4.1 The most supported viewpoint of the group, and for which no dissents were received,

was to replace the subject provision and table (Annex 3, Appendix 10, section 1.1, in

toto), with a new simplified standard, based upon the following model:

Unless otherwise determined by regional air navigation agreement, AFTN messages and bulletins

containing operational meteorological information shall achieve transit times of less than 5

minutes.

4.2 In the event that dissenting viewpoints emerge regarding the proposed new standard,

then the group recommends that a new simplified recommendation be developed

modeled upon the same sentence.

— — — — — — — —


C-4

Appendix 1 (to Attachment C of AMOFSG-Memo/60)


RSPP Action Agreed 10/15

—

Updating of Annex 3 relating to the

required transit times for

meteorological information

That:

a) an ad hoc group (WG/4) consisting of Bill

(Rapporteur), Colin, Steve, Peter, Jun, Dennis undertake a review of Annex 3 – Meteorological

Service for International Air Navigation, Appendix

10, 1.1 relating to the required transit times of

meteorological information in view of determining

whether the provision requires modification, including

upgrading to a Standard, and provide a report to the

Secretary by 30 September 2013; and

b) if required, the Secretary prepare a proposal to

modify Annex 3 for subsequent endorsement of the

group, as appropriate, through correspondence by 31

October 2013 so that the proposal can be forwarded,

as necessary, by the Secretary as part of draft

Amendment 77 to Annex 3.

— — — — — — — —


C-5


Excerpt from Annex 3, Appendix 10, concerning transit times for meteorological

bulletins.


REQUIREMENTS FOR AND USE OF COMMUNICATIONS


1. SPECIFIC REQUIREMENTS FOR COMMUNICATIONS

1.1 Required transit times of meteorological information

Recommendation.— Unless otherwise determined by regional air navigation

agreement, AFTN messages and bulletins containing operational meteorological

information should achieve transit times of less than the following:

SIGMET and AIRMET messages, volcanic ash and tropical cyclone advisory information and special air-reports ........

5 minutes

Abbreviated plain-language amendments to significant weather and upper-air forecasts ........................

5 minutes

Amended TAF and corrections to TAF ................................ 5 minutes METAR

0–900 km

(500 NM) ........................................ 5 minutes

more than 900 km (500 NM) ........................................ 10 minutes

Trend forecasts

TAF SPECI

— — — — — — — —


C-6


Comments received from participants.

(in chronological order from oldest to most recent)

1) Fri 02-08-2013 3:18 AM (Forwarded by Colin)

Our opinion is that this is indeed an outdate concept and we agree it needs updating. We

think doing nothing is a very poor option. We believe that deleting the whole section is

not the best solution however the statement “some States planning on modernizing their

communications would benefit from having specific targets to work towards” especially

in view of iWXXM and the updates that will mean is a good idea .

The proposal of revision to specify performance targets is a good option and we believe

that a blanket 5 mins with potential reductions going forward for transmission of TAF

and METAR/SPECI bulletins regardless of distance is a good solution.

I am aware of another change where TAFs shall be transmitted not more than 1 hour

before validity time? I think this is also a good measure however my understanding is

that this then removes any late submission measure? I’m not sure if this is included into

the change?

2) Thu 22-08-2013 8:52 AM (comment forwarded by Steve)

If this* is for aviation info, why quote GTS when we are supposed to be using AFTN? Steve Agrees with

this comment. Referencing WMO is not relevant. However for the outcome not sure it is worth debating at

this time.

*4.3 World Meteorological Organization (WMO)Publication No. 386, - Manual

on the Global Telecommunication System - includes the following relevant

statement.

2.10.1.2 For the automatic switching of messages the acceptable time delay should not exceed 15

seconds when no speed or alphabet conversion is involved and three minutes when speed or

alphabet conversion is required.

3) Wed 04-09-2013 1:18 PM (From Bill)

RE: The ad hoc group examining the Annex 3 provisions related to transit times for

bulletins.

The common point of agreement is that the subject provisions (Annex 3, appendix 10,

section 1.1 refers, as shown below) can be incrementally changed and simplified by

revising them to point to a single, 5 minute, transit time requirement for all specified

bulletins. This proposal would provide a meaningful response to the initial question and


C-7

facilitate incremental improvement while not being burdensome on lesser developed

States.

Recommendation.— Unless otherwise determined by regional air navigation agreement, AFTN messages

and bulletins

containing operational meteorological information should achieve transit times of less than the following:

SIGMET and AIRMET messages, volcanic ash and tropical

cyclone advisory information and special air-reports ..........................5 minutes

Abbreviated plain-language amendments to

significant weather and upper-air forecasts .........................................5 minutes

Amended TAF and corrections to TAF.................................................. 5 minutes

METAR Trend forecasts TAF SPECI 0–900 km (500 NM) .................................................. 5 minutes

METAR Trend forecasts TAF SPECI more than 900 km (500 NM) ................................................. 10

minutes

It may also be possible to replace the above text with a simple sentence.

It is possible that some may argue that we can do much better than 5 minutes, but this

was the common point of agreement among the participants and it does represent

incremental progress. As Peter pointed out, there are still places where a 75 baud rate

continues to be used and that was the rate built into the 5 minute target for printed

communication. Hopefully, there is not too much out there that is slower than that.

The draft final report will be based upon the above assumptions unless objections or

alternative proposals are presented on or before the close of business on September 11,

2013.

4) Fri 06-09-2013 3:38 AM (from Dennis)

Hello Bill, Thx. I support the proposal stipulated in your email below*. Brgds, Dennis *as presented here, it refers to the e-mail in 3), above.

5) Friday 06 September 2013 13:33 (from Bill)

Thanks Dennis, We are near consensus regarding this approach. There was one further question that we should ask, based upon our tasking from the main group. Specifically, in the event that we could reach


C-8

agreement regarding a proposed change we were also asked to consider if it should become a standard. Can we further agree that this 5 minute target should also be a standard? Bill

6) Fri 06-09-2013 12:10 PM (from Greg)

Bill, Dennis, I know that you will already know this, but just to help you along in your discussion, we already have Standards (shalls) in Annex 3 to the effect that an aspect of the provision is subject to/determined by/… regional air navigation agreement. So, if you felt that Appx 10, 1.1 should become a Standard but that you would want to leave the door open (for now) for some Regions since one-size-may-not-fit-all, then I’m confident that some suitable RAN agreement expression could be built in. Perhaps a first step would be to propose upgrading 1.1 to a Standard as part of Amendment 77 with such a caveat statement included. Then, as a second step, in a future amendment (78?) the caveat statement could be proposed for deletion. Just an idea that may be more palatable for some States/Regions. Best regards, Greg C/MET

7) Sun 08-09-2013 3:53 PM (from Peter) Hi folks Sorry for delay in coming into the discussion – have been at the WAFSOPSG meeting in Bangkok. I think the discussion is going the right way – and that Greg’s suggestion for easing the change into place is a good one. Quicker would be better but the timescale proposed is very reasonable on States. We know there are some States who will have genuine difficulty and we know there are some States that are just plain lazy. But we need to start being tough on the implementation of MET requirements even if this is uncomfortable for some State ATS communications providers. Note that in this regard the WAFSOPSG just rejected a call from some States to delay the official GRIB1 cut-off (14 November 2013) because they were not ready after 3 years notice! This will affect even some well-developed States, but they should have known better. This is the kind of backbone we will need to ensure MET is not marginalised into the future.


C-9

Cheers Peter Lechner

8) Mon 09-09-2013 2:53 AM (from Dennis)

Dear All, I concur with everything said and since Greg has no issues to combine a 'shall' with a 'RAN agreement disclaimer' I believe we should go for that. The big win is that we move from the potential of having State by State approaches (since it is only a 'should' now) to harmonisation at -at least- the level of ICAO Regions. And for 2019 we could go for global :-) Brgds, Dennis

9) Sun 15-09-2013 6:44 PM

We are happy with what you have set out. Peter

— — — — — — — —


C-10

AMOFSG Action Agreed 10/15 b)





. . .


. . .





1.1 Required transit times of meteorological information Recommendation.— Unless otherwise determined by regional air navigation agreement, AFTN messages and bulletins containing operational meteorological information should achieve transit times of less than the following:

SIGMET and AIRMET messages, volcanic ash and tropical cyclone advisory information and special air-reports .................

5 minutes

Abbreviated plain-language amendments to significant weather and upper-air forecasts ................................

5 minutes

Amended TAF and corrections to TAF ........................................ 5 minutes METAR

0–900 km (500 NM) ............................................. 5 minutes more than 900 km (500 NM) ............................................. 10 minutes

Trend forecasts TAF SPECI

AFTN messages and bulletins containing operational meteorological information shall achieve transit times of less than 5 minutes, unless otherwise determined by regional air navigation agreement.

. . .

— — — — — — — —

Attachment D to AMOFSG-Memo/60

Option A designated/determined/required by regional air navigation agreement

Option B in accordance with regional air navigation agreement

Option C agreed between {the party A, the party B, etc.} concerned

Option D unless otherwise agreed between {the party A, the party B, etc.} concerned



Secretariat comment: In a number of instances, existing provisions contained in Annex 3 which relate to an agreement between two or more parties or subject to a designation are considered to not require amendment, since the terminology used is consistent with Options A to D presented below. However, to aid AMOFSG members review, such provisions are shown below for completeness (commented as “no change”). For those provisions for which an amendment is considered necessary, these are shown below with tracked changes. These will be forwarded to the MET Divisional Meeting subject to AMOFSG members endorsement.




PART I. CORE SARPs

. . .

CHAPTER 1. DEFINITIONS

. . .

1.1 Definitions When the following terms are used in the Standards and Recommended Practices for Meteorological Service for International Air Navigation, they have the following meanings: . . . Tropical cyclone advisory centre (TCAC). A meteorological centre designated by regional air navigation

agreement to provide advisory information to meteorological watch offices, world area forecast centres and international OPMET databanks regarding the position, forecast direction and speed of movement, central pressure and maximum surface wind of tropical cyclones.

. . . Volcanic ash advisory centre (VAAC). A meteorological centre designated by regional air navigation agreement

to provide advisory information to meteorological watch offices, area control centres, flight information centres, world area forecast centres and international OPMET databanks regarding the lateral and vertical extent and forecast movement of volcanic ash in the atmosphere following volcanic eruptions.

. . .

______________________

Comment [GB1]: Option A. No change.







CHAPTER 2. GENERAL PROVISIONS

. . .

2.1 Objective, determination and provision of meteorological service . . . 2.1.3 Each Contracting State shall determine the meteorological service which it will provide to meet the needs of international air navigation. This determination shall be made in accordance with the provisions of this Annex and with due regard to in accordance with regional air navigation agreements; it shall include the determination of the meteorological service to be provided for international air navigation over international waters and other areas which lie outside the territory of the State concerned. . . .

2.3 Notifications required from operators 2.3.1 An operator requiring meteorological service or changes in existing meteorological service shall notify, sufficiently in advance, the meteorological authority or the aerodrome meteorological office concerned. The minimum amount of advance notice required shall be as agreed between the meteorological authority or aerodrome meteorological office and the operator concerned. . . . 2.3.4 Recommendation.— The notification to the aerodrome meteorological office of individual flights should contain the following information except that, in the case of scheduled flights, the requirement for some or all of this information may be waived by agreement as agreed between the aerodrome meteorological office and the operator concerned: . . .

______________________

Comment [GB3]: Option B

Comment [GB4]: Option C

Comment [GB5]: Option C






CHAPTER 3. WORLD AREA FORECAST SYSTEM

AND METEOROLOGICAL OFFICES

Note.— Technical specifications and detailed criteria related to this chapter are given in Appendix 2. . . .

3.3 Aerodrome meteorological offices . . . 3.3.2 An aerodrome meteorological office shall carry out all or some of the following functions as necessary to meet the needs of flight operations at the aerodrome: . . . h) supply information received on pre-eruption volcanic activity, a volcanic eruption or volcanic ash cloud,

to its associated air traffic services unit, aeronautical information service unit and meteorological watch office as agreed between the meteorological, aeronautical information service and ATS authorities concerned.

3.3.3 The aerodromes for which landing forecasts are required shall be determined by regional air navigation agreement. . . .

3.4 Meteorological watch offices 3.4.1 A Contracting State, having accepted the responsibility for providing air traffic services within a flight information region or a control area, shall establish, on the basis of in accordance with regional air navigation agreement, one or more meteorological watch offices, or arrange for another Contracting State to do so. 3.4.2 A meteorological watch office shall: . . . e) when required by regional air navigation agreement, in accordance with 7.2.1: 1) prepare AIRMET information related to its area of responsibility; 2) supply AIRMET information to associated air traffic services units; and 3) disseminate AIRMET information; f) supply information received on pre-eruption volcanic activity, a volcanic eruption and volcanic ash cloud

for which a SIGMET has not already been issued, to its associated ACC/FIC, as agreed between the

Comment [GB6]: Option C. No change.


Comment [GB8]: Option B

Comment [GB9]: Option A. No change






meteorological and ATS authorities concerned, and to its associated VAAC as determined by regional air navigation agreement; and

g) supply information received concerning the release of radioactive materials into the atmosphere, in the

area for which it maintains watch or adjacent areas, to its associated ACC/FIC, as agreed between the meteorological and ATS authorities concerned, and to aeronautical information service units, as agreed between the meteorological and appropriate civil aviation authorities concerned. The information shall comprise location, date and time of the release, and forecast trajectories of the radioactive materials.

. . .

3.5 Volcanic ash advisory centres 3.5.1 A Contracting State, having accepted, by regional air navigation agreement, the responsibility for providing a VAAC within the framework of the international airways volcano watch and as designated by regional air navigation agreement, shall arrange for that centre to respond to a notification that a volcano has erupted, or is expected to erupt or volcanic ash is reported in its area of responsibility, by arranging for that centre to: . . . c) issue advisory information regarding the extent and forecast movement of the volcanic ash “cloud” to: . . . 3) world area forecast centres, international OPMET databanks, international NOTAM offices, and

centres designated by regional air navigation agreement for the operation of aeronautical fixed service satellite distribution systems; and

. . .

3.6 State volcano observatories Contracting States with active or potentially active volcanoes shall arrange that selected State volcano observatories, as designated by regional air navigation agreement, monitor these volcanoes and when observing: . . .

3.7 Tropical cyclone advisory centres A Contracting State having accepted, by regional air navigation agreement, the responsibility for providing a TCAC and as designated by regional air navigation agreement shall arrange for that centre to: . . . b) issue advisory information concerning the position of the cyclone centre, its direction and speed of





Comment [GB14]: Option B.









movement, central pressure and maximum surface wind near the centre, in abbreviated plain language to: . . . 3) world area forecast centres, international OPMET databanks, and centres designated by regional air

navigation agreement for the operation of aeronautical fixed service satellite distribution systems; and . . .

______________________







CHAPTER 4. METEOROLOGICAL OBSERVATIONS

AND REPORTS

Note.— Technical specifications and detailed criteria related to this chapter are given in Appendix 3.

4.1 Aeronautical meteorological stations and observations . . . 4.1.2 Recommendation.— Each Contracting State should establish, or arrange for the establishment of, aeronautical meteorological stations on offshore structures or at other points of significance in support of helicopter operations to offshore structures, if required by regional air navigation agreement. . . .

4.3 Routine observations and reports 4.3.1 At aerodromes, routine observations shall be made throughout the 24 hours each day, except as unless otherwise agreed between the meteorological authority, the appropriate ATS authority and the operator concerned. Such observations shall be made at intervals of one hour or, if so determined by regional air navigation agreement, at intervals of one half-hour. At other aeronautical meteorological stations, such observations shall be made as determined by the meteorological authority taking into account the requirements of air traffic services units and aircraft operations. . . . 4.3.3 At aerodromes that are not operational throughout 24 hours in accordance with 4.3.1, METAR shall be issued prior to the aerodrome resuming operations in accordance with regional air navigation agreement. . . .

4.5 Contents of reports . . . 4.5.3 Optional elements included under supplementary information shall be included in METAR and SPECI in accordance with regional air navigation agreement. . . .

______________________


Comment [GB20]: Option D.


Comment [GB22]: Option B. No change.







CHAPTER 5. AIRCRAFT OBSERVATIONS AND REPORTS


5.3 Routine aircraft observations — designation . . . 5.3.2 Recommendation.— For helicopter operations to and from aerodromes on offshore structures, routine observations should be made from helicopters at points and times as agreed between the meteorological authorities and the helicopter operators concerned. 5.3.3 In the case of air routes with high-density air traffic (e.g. organized tracks), an aircraft from among the aircraft operating at each flight level shall be designated, at approximately hourly intervals, to make routine observations in accordance with 5.3.1. The designation procedures shall be subject to in accordance with regional air navigation agreement. . . .

______________________


Comment [GB25]: Option A.






CHAPTER 6. FORECASTS


6.2 Aerodrome forecasts 6.2.1 An aerodrome forecast shall be prepared, on the basis of in accordance with regional air navigation agreement, by the aerodrome meteorological office designated by the meteorological authority concerned. . . . 6.2.3 Aerodrome forecasts and amendments thereto shall be issued as TAF and include the following information in the order indicated: . . . Optional elements shall be included in TAF in accordance with regional air navigation agreement. . . . 6.2.6 Recommendation.— The period of validity of a routine TAF should be not less than 6 hours nor more than 30 hours; the period of validity should be determined by regional air navigation agreement. Routine TAF valid for less than 12 hours should be issued every 3 hours and those valid for 12 to 30 hours should be issued every 6 hours. . . .

6.3 Landing forecasts 6.3.1 A landing forecast shall be prepared by the aerodrome meteorological office designated by the meteorological authority concerned as determined by regional air navigation agreement; such forecasts are intended to meet the requirements of local users and of aircraft within about one hour’s flying time from the aerodrome. . . .

6.4 Forecasts for take-off 6.4.1 A forecast for take-off shall be prepared by the aerodrome meteorological office designated by the meteorological authority concerned if required by agreement as agreed between the meteorological authority and operators concerned. . . .

6.5 Area forecasts for low-level flights





Comment [GB30]: Option C.






. . . 6.5.2 When the density of traffic operating below flight level 100 warrants the issuance of AIRMET information in accordance with 7.2.1, area forecasts for such operations shall be prepared in a format as agreed upon between the meteorological authorities concerned. When abbreviated plain language is used, the forecast shall be prepared as a GAMET area forecast, employing approved ICAO abbreviations and numerical values; when chart form is used, the forecast shall be prepared as a combination of forecasts of upper wind and upper-air temperature, and of SIGWX phenomena. The area forecasts shall be issued to cover the layer between the ground and flight level 100 (or up to flight level 150 in mountainous areas, or higher, where necessary) and shall contain information on en-route weather phenomena hazardous to low-level flights, in support of the issuance of AIRMET information, and additional information required by low-level flights. . . .

______________________







CHAPTER 7. SIGMET AND AIRMET INFORMATION,

AERODROME WARNINGS AND

WIND SHEAR WARNINGS AND ALERTS


7.1 SIGMET information . . . 7.1.4 Recommendation.— SIGMET messages concerning volcanic ash cloud and tropical cyclones should be based on advisory information provided by VAACs and TCACs, respectively, designated by regional air navigation agreement. . . .

7.2 AIRMET information 7.2.1 AIRMET information shall be issued by a meteorological watch office in accordance with regional air navigation agreement, taking into account the density of air traffic operating below flight level 100. AIRMET information shall give a concise description in abbreviated plain language concerning the occurrence and/or expected occurrence of specified en-route weather phenomena, which have not been included in Section I of the area forecast for low-level flights issued in accordance with Chapter 6, Section 6.5 and which may affect the safety of low-level flights, and of the development of those phenomena in time and space. . . .

7.4 Wind shear warnings and alerts . . . 7.4.2 Recommendation.— Wind shear warnings for arriving aircraft and/or departing aircraft should be cancelled when aircraft reports indicate that wind shear no longer exists or, alternatively, after an agreed elapsed time. The criteria for the cancellation of a wind shear warning should be defined locally for each aerodrome, as agreed between the meteorological authority, the appropriate ATS authority and the operators concerned. . . .

______________________









CHAPTER 8. AERONAUTICAL

CLIMATOLOGICAL INFORMATION


8.1 General provisions Note.— In cases where it is impracticable to meet the requirements for aeronautical climatological information on a national basis, the collection, processing and storage of observational data may be effected through computer facilities available for international use, and the responsibility for the preparation of the required aeronautical climatological information may be delegated by agreement as agreed between the meteorological authorities concerned. 8.1.1 Aeronautical climatological information required for the planning of flight operations shall be prepared in the form of aerodrome climatological tables and aerodrome climatological summaries. Such information shall be supplied to aeronautical users as agreed between the meteorological authority and those the users concerned. . . .

8.2 Aerodrome climatological tables Recommendation.— Each Contracting State should make arrangements for collecting and retaining the necessary observational data and have the capability: . . . b) to make available such climatological tables to an aeronautical user within a time period as agreed

between the meteorological authority and that the user concerned. . . .

______________________









CHAPTER 9. SERVICE FOR OPERATORS

AND FLIGHT CREW MEMBERS


9.1 General provisions . . . 9.1.3 Meteorological information supplied to operators and flight crew members shall be up to date and include the following information, as established by agreed between the meteorological authority in consultation with and the operators concerned: . . . b) METAR or SPECI (including trend forecasts as issued in accordance with regional air navigation

agreement) for the aerodromes of departure and intended landing, and for take-off, en-route and destination alternate aerodromes;

. . . g) subject to as determined by regional air navigation agreement, GAMET area forecast and/or area forecasts

for low-level flights in chart form prepared in support of the issuance of AIRMET information, and AIRMET information for low-level flights relevant to the whole route;

. . . 9.1.4 Forecasts listed under 9.1.3 a) shall be generated from the digital forecasts provided by the WAFCs whenever these forecasts cover the intended flight path in respect of time, altitude and geographical extent, unless otherwise agreed between the meteorological authority and the operator concerned. . . . 9.1.10 Meteorological information shall be supplied to operators and flight crew members at the location to be determined by the meteorological authority, after consultation with the operators and at the time to be agreed upon between the aerodrome meteorological office and the operator concerned. The service for pre-flight planning shall be confined to flights originating within the territory of the State concerned. At an aerodrome without an aerodrome meteorological office at the aerodrome, arrangements for the supply of meteorological information shall be as agreed upon between the meteorological authority and the operator concerned.

9.2 Briefing, consultation and display . . . 9.2.1 Briefing and/or consultation shall be provided, on request, to flight crew members and/or other flight operations personnel. Its purpose shall be to supply the latest available information on existing and expected meteorological conditions along the route to be flown, at the aerodrome of intended landing, alternate aerodromes



Comment [GB40]: Option A.

Comment [GB41]: Option D. No change.








and other aerodromes as relevant, either to explain and amplify the information contained in the flight documentation or, if so as agreed between the meteorological authority and the operator, in lieu of flight documentation. . . . 9.2.4 The required briefing, consultation, display and/or flight documentation shall normally be provided by the aerodrome meteorological office associated with the aerodrome of departure. At an aerodrome where these services are not available, arrangements to meet the requirements of flight crew members shall be as agreed upon between the meteorological authority and the operator concerned. In exceptional circumstances, such as an undue delay, the aerodrome meteorological office associated with the aerodrome shall provide or, if that is not practicable, arrange for the provision of a new briefing, consultation and/or flight documentation as necessary. 9.2.5 Recommendation.— The flight crew member or other flight operations personnel for whom briefing, consultation and/or flight documentation has been requested should visit the aerodrome meteorological office at the time agreed upon between the aerodrome meteorological office and the operator concerned. Where local circumstances at an aerodrome make personal briefing or consultation impracticable, the aerodrome meteorological office should provide those services by telephone or other suitable telecommunications facilities.

9.3 Flight documentation Note.— The requirements for the use of automated pre-flight information systems in providing flight documentation are given in 9.4. 9.3.1 Flight documentation to be made available shall comprise information listed under 9.1.3 a) 1) and 6), b), c), e), f) and, if appropriate, g). However, when agreed between the meteorological authority and operator concerned, flight documentation for flights of two hours’ duration or less, after a short stop or turnaround, shall be limited to the information operationally needed, as agreed between the meteorological authority and the operator concerned, but in all cases the flight documentation shall at least comprise information on 9.1.3 b), c), e), f) and, if appropriate, g). 9.3.2 Whenever it becomes apparent that the meteorological information to be included in the flight documentation will differ materially from that made available for pre-flight planning and in flight replanning, the operator shall be advised immediately and, if practicable, be supplied with the revised information as agreed between the operator and the aerodrome meteorological office concerned. . . .

9.4 Automated pre-flight information systems for briefing, consultation, flight planning and flight documentation

. . . 9.4.2 Recommendation.— Automated pre-flight information systems providing for a harmonized, common point of access to meteorological information and aeronautical information services information by operators, flight crew members and other aeronautical personnel concerned should be established by an agreement as agreed between the meteorological authority and the relevant appropriate civil aviation authority or the agency to which the authority to provide service has been delegated in accordance with Annex 15, 2.1.1 c). . . .











9.5 Information for aircraft in flight

9.5.1 Meteorological information for use by aircraft in flight shall be supplied by an aerodrome meteorological office or meteorological watch office to its associated air traffic services unit and through D-VOLMET or VOLMET broadcasts as determined by regional air navigation agreement. Meteorological information for planning by the operator for aircraft in flight shall be supplied on request, as agreed between the meteorological authority or authorities and the operator concerned. . . .

______________________








CHAPTER 10. INFORMATION FOR AIR TRAFFIC SERVICES,

SEARCH AND RESCUE SERVICES AND

AERONAUTICAL INFORMATION SERVICES


10.2 Information for search and rescue services units Aerodrome meteorological offices or meteorological watch offices designated by the meteorological authority in accordance with regional air navigation agreement shall supply search and rescue services units with the meteorological information they require in a form established by mutual agreement. For that purpose, the designated aerodrome meteorological office or meteorological watch office shall maintain liaison with the search and rescue services unit throughout a search and rescue operation. . . .

______________________







CHAPTER 11. REQUIREMENTS FOR

AND USE OF COMMUNICATIONS

Note 1.— Technical specifications and detailed criteria related to this chapter are given in Appendix 10. Note 2.— It is recognized that it is for each Contracting State to decide upon its own internal organization and responsibility for implementing the telecommunications facilities referred to in this chapter.

11.1 Requirements for communications . . . 11.1.7 Recommendation.— As agreed between the meteorological authority and the operators concerned, provision should be made to enable operators to establish suitable telecommunications facilities for obtaining meteorological information from aerodrome meteorological offices or other appropriate sources. . . .

11.3 Use of aeronautical fixed service communications —

world area forecast system products Recommendation.— World area forecast system products in digital form should be transmitted using binary data communications techniques. The method and channels used for the dissemination of the products should be as determined by regional air navigation agreement. . . .

11.6 Use of aeronautical broadcasting service — contents of VOLMET broadcasts

. . . 11.6.2 Scheduled VOLMET broadcasts, normally on high frequencies (HF), shall contain current METAR and SPECI, together with trend forecasts where available and, where so determined by regional air navigation agreement, TAF and SIGMET.

______________________










. . .


WORLD AREA FORECAST SYSTEM AND

METEOROLOGICAL OFFICES


. . .

2. AERODROME METEOROLOGICAL OFFICES

2.1 Use of WAFS products 2.1.1 Aerodrome meteorological offices shall use forecasts issued by the WAFCs in the preparation of flight documentation, whenever these forecasts cover the intended flight path in respect of time, altitude and geographical extent, unless otherwise agreed between the meteorological authority and the operator concerned. . . .

______________________








METEOROLOGICAL OBSERVATIONS AND REPORTS


. . .

2. GENERAL CRITERIA RELATED TO METEOROLOGICAL REPORTS . . .

2.3 Criteria for issuance of local special reports and SPECI 2.3.1 The list of criteria for the issuance of local special reports shall include the following: . . . c) an increase in air temperature of 2°C or more from that given in the latest report, or an alternative

threshold value as agreed between the meteorological authority, the appropriate ATS authority and the operators concerned;

. . . 2.3.3 Recommendation.— Where required in accordance with Chapter 4, 4.4.2 b), SPECI should be issued whenever changes in accordance with the following criteria occur: . . . h) any other criteria based on local aerodrome operating minima, as agreed between the meteorological

authority and the operators concerned. . . .

3. DISSEMINATION OF METEOROLOGICAL REPORTS

3.1 METAR and SPECI 3.1.1 METAR and SPECI shall be disseminated to international OPMET databanks and the centres designated by regional air navigation agreement for the operation of aeronautical fixed service satellite distribution systems, in accordance with regional air navigation agreement. 3.1.2 METAR and SPECI shall be disseminated to other aerodromes in accordance with regional air navigation agreement. . . .










3.2 Local routine and special reports . . . 3.2.2 Local special reports shall be transmitted to local air traffic services units as soon as the specified conditions occur. However, by agreement as agreed between the meteorological authority and the appropriate ATS authority concerned, they need not be issued in respect of: a) any element for which there is in the local air traffic services unit a display corresponding to the one in

the meteorological station, and where arrangements are in force for the use of this display to update information included in local routine and special reports; and

b) runway visual range, when all changes of one or more steps on the reporting scale in use are being

reported to the local air traffic services unit by an observer on the aerodrome. Local special reports shall also be made available to the operators and to other users at the aerodrome.

4. OBSERVING AND REPORTING OF METEOROLOGICAL ELEMENTS . . .

4.5 Clouds . . .

4.5.4 Reporting . . . 4.5.4.2 Recommendation.— At aerodromes where low-visibility procedures are established for approach and landing, as agreed between the meteorological authority and the appropriate ATS authority concerned, in local routine and special reports the height of cloud base should be reported in steps of 15 m (50 ft) up to and including 90 m (300 ft) and in steps of 30 m (100 ft) between 90 m (300 ft) and 3 000 m (10 000 ft), and the vertical visibility in steps of 15 m (50 ft) up to and including 90 m (300 ft) and in steps of 30 m (100 ft) between 90 m (300 ft) and 600 m (2 000 ft). Any observed value which does not fit the reporting scale shall be rounded down to the nearest lower step in the scale. . . .

4.7 Atmospheric pressure . . .

4.7.3 Reporting

. . . 4.7.3.2 In local routine and special reports: . . . b) QFE shall be included if required by users or, if so as agreed locally between the meteorological

authority, and air traffic services the ATS authorities and the operators concerned, on a regular basis;









. . .

4.8 Supplementary information

4.8.1 Reporting . . . 4.8.1.5 Recommendation.— In METAR and SPECI, the following information should be included in the supplementary information, in accordance with regional air navigation agreement: a) information on sea-surface temperature, and the state of the sea or the significant wave height from

aeronautical meteorological stations established on offshore structures in support of helicopter operations; and

b) information on the state of the runway provided by the appropriate airport authority. . . .

______________________








AIRCRAFT OBSERVATIONS AND REPORTS


. . .

3. EXCHANGE OF AIR-REPORTS

3.1 Responsibilities of the meteorological watch offices . . . 3.1.3 When a special air-report is received at the meteorological watch office but the forecaster considers that the phenomenon causing the report is not expected to persist and, therefore, does not warrant issuance of a SIGMET, the special air-report shall be disseminated in the same way that SIGMET messages are disseminated in accordance with Appendix 6, 1.2.1, i.e. to meteorological watch offices, WAFCs, and other meteorological offices in accordance with regional air navigation agreement. . . .

3.3 Supplementary dissemination of air-reports Recommendation.— Where supplementary dissemination of air-reports is required to satisfy special aeronautical or meteorological requirements, such dissemination should be arranged and agreed between the meteorological authorities concerned. . . .

______________________








APPENDIX 5. TECHNICAL SPECIFICATIONS

RELATED TO FORECASTS


1. CRITERIA RELATED TO TAF . . .

1.2 Inclusion of meteorological elements in TAF . . .

1.2.3 Weather phenomena One or more, up to a maximum of three, of the following weather phenomena or combinations thereof, together with their characteristics and, where appropriate, intensity, shall be forecast if they are expected to occur at the aerodrome: . . . — other weather phenomena given in Appendix 3, 4.4.2.3, as agreed by between the meteorological

authority, with the ATS authority and the operators concerned. . . .

1.2.5 Temperature Recommendation.— When forecast temperatures are included in accordance with regional air navigation agreement, the maximum and minimum temperatures expected to occur during the period of validity of the TAF should be given, together with their corresponding times of occurrence.

1.3 Use of change groups . . . 1.3.2 Recommendation.— The criteria used for the inclusion of change groups in TAF or for the amendment of TAF should be based on the following: . . . j) any other criteria based on local aerodrome operating minima, as agreed between the meteorological

authority and the operators concerned. . . .

1.6 Dissemination of TAF









TAF and amendments thereto shall be disseminated to international OPMET databanks and the centres designated by regional air navigation agreement for the operation of aeronautical fixed service satellite distribution systems, in accordance with regional air navigation agreement.

2. CRITERIA RELATED TO TREND FORECASTS . . .

2.2 Inclusion of meteorological elements in trend forecasts . . .

2.2.7 Additional criteria Criteria for the indication of changes based on local aerodrome operating minima, additional to those specified in 2.2.2 to 2.2.6, shall be used as agreed between the meteorological authority and the operator concerned. . . .

3. CRITERIA RELATED TO FORECASTS FOR TAKE-OFF

3.1 Format of forecasts for take-off Recommendation.— The format of the forecast should be as agreed between the meteorological authority and the operator concerned. The order of the elements and the terminology, units and scales used in forecasts for take-off should be the same as those used in reports for the same aerodrome.

3.2 Amendments to forecasts for take-off Recommendation.— The criteria for the issuance of amendments to forecasts for take-off for surface wind direction and speed, temperature and pressure and any other elements agreed locally should be agreed between the meteorological authority and the operators concerned. The criteria should be consistent with the corresponding criteria for special reports established for the aerodrome in accordance with Appendix 3, 2.3.1.

4. CRITERIA RELATED TO AREA FORECASTS FOR LOW-LEVEL FLIGHTS

4.1 Format and content of GAMET area forecasts

When prepared in GAMET format, area forecasts shall contain two sections: Section I related to information on en-route weather phenomena hazardous to low-level flights, prepared in support of the issuance of AIRMET information, and Section II related to additional information required by low-level flights. The content and order of elements in a GAMET area forecast, when prepared, shall be in accordance with the template shown in Table A5-3. Additional elements in Section II shall be included in accordance with regional air navigation agreement. Elements which are already covered by a SIGMET message shall be omitted from GAMET area forecasts. . . .

Comment [GB69]: Option A. No change,











Table A5-3. Template for GAMET


C = inclusion conditional, dependent on meteorological conditions;

O = inclusion optional;

= = a double line indicates that the text following it should be placed on the subsequent line.

Element Detailed content Template(s) Examples

… … … … … …

Sea-surface temperature and state of the sea (O)

Sea-surface temperature and

state of the sea if required by

regional air navigation

agreement

SEA: Tnn HGT [n]n M SEA: T15 HGT 5 M

… … … … …

. . .

______________________








SIGMET AND AIRMET INFORMATION, AERODROME WARNINGS

AND WIND SHEAR WARNINGS AND ALERTS


Note.— Data type designators to be used in abbreviated headings for SIGMET, AIRMET, tropical cyclone and volcanic ash advisory messages are given in WMO Publication No. 386, Manual on the Global Telecommunication System.

1. SPECIFICATIONS RELATED TO SIGMET INFORMATION . . .

1.2 Dissemination of SIGMET messages 1.2.1 SIGMET messages shall be disseminated to meteorological watch offices, WAFCs and to other meteorological offices in accordance with regional air navigation agreement. SIGMET messages for volcanic ash shall also be disseminated to VAACs. 1.2.2 SIGMET messages shall be disseminated to international OPMET databanks and the centres designated by regional air navigation agreement for the operation of aeronautical fixed service satellite distribution systems, in accordance with regional air navigation agreement.

2. SPECIFICATIONS RELATED TO AIRMET INFORMATION . . .

2.2 Dissemination of AIRMET messages . . . 2.2.2 Recommendation.— AIRMET messages should be transmitted to international operational meteorological databanks and the centres designated by regional air navigation agreement for the operation of aeronautical fixed service satellite distribution systems, in accordance with regional air navigation agreement. . . .

5. SPECIFICATIONS RELATED TO AERODROME WARNINGS

5.1 Format and dissemination of aerodrome warnings . . .

5.2 Quantitative criteria for aerodrome warnings Recommendation.— When quantitative criteria are necessary for the issue of aerodrome warnings covering, for example, the expected maximum wind speed or the expected total snowfall, the criteria used should be












established by agreement as agreed between the aerodrome meteorological office and the users of the warnings concerned.

6. SPECIFICATIONS RELATED TO WIND SHEAR WARNINGS . . .

6.2 Format and dissemination of wind shear warnings and alerts . . . 6.2.7 Where information from ground-based, wind shear detection or remote-sensing equipment is used to prepare a wind shear alert, the alert shall, if practicable, relate to specific sections of the runway and distances along the approach path or take-off path as agreed between the meteorological authority, the appropriate ATS authority and the operators concerned. . . .

______________________







APPENDIX 8. TECHNICAL SPECIFICATIONS RELATED

TO SERVICE FOR OPERATORS AND FLIGHT CREW MEMBERS


Note.— Specifications related to flight documentation (including the model charts and forms) are given in Appendix 1.

1. MEANS OF SUPPLY AND FORMAT OF METEOROLOGICAL INFORMATION 1.1 Meteorological information shall be supplied to operators and flight crew members by one or more of the following, as agreed between the meteorological authority and the operator concerned, and with the order shown below not implying priorities: . . .

2. SPECIFICATIONS RELATED TO INFORMATION FOR PRE-FLIGHT PLANNING AND IN-FLIGHT REPLANNING

. . .

2.3 Specific needs of helicopter operations Recommendation.— Meteorological information for pre-flight planning and in-flight replanning by operators of helicopters flying to offshore structures should include data covering the layers from sea level to flight level 100. Particular mention should be made of the expected surface visibility, the amount, type (where available), base and tops of cloud below flight level 100, sea state and sea-surface temperature, mean sea-level pressure, and the occurrence and expected occurrence of turbulence and icing, as determined by regional air navigation agreement. . . .

4. SPECIFICATIONS RELATED TO FLIGHT DOCUMENTATION

4.1 Presentation of information . . . 4.1.2 Recommendation.— The flight documentation related to concatenated route-specific upper wind and upper-air temperature forecasts should be provided when as agreed between the meteorological authority and the operator concerned. Note.— Guidance on the design, formulation and use of concatenated charts is given in the Manual of Aeronautical Meteorological Practice (Doc 8896). 4.1.3 METAR and SPECI (including trend forecasts as issued in accordance with regional air navigation









agreement), TAF, GAMET, SIGMET, AIRMET and volcanic ash and tropical cyclone advisory information shall be presented in accordance with the templates in Appendices 1, 2, 3, 5 and 6, respectively. Such meteorological information received from other meteorological offices shall be included in flight documentation without change. Note.— Examples of the form of presentation of METAR/SPECI and TAF are given in Appendix 1. . . .

4.2 Charts in flight documentation

4.2.1 Characteristics of charts 4.2.1.1 Recommendation.— Charts included in flight documentation should have a high standard of clarity and legibility and should have the following physical characteristics: a) for convenience, the largest size of charts should be about 42 × 30 cm (standard size A3) and the smallest

size should be about 21 × 30 cm (standard size A4). The choice between these sizes should depend on the route lengths and the amount of detail that needs to be given in the charts as agreed between the meteorological authorities and the users concerned;

. . .

4.2.2 Set of charts to be provided 4.2.2.1 The minimum number of charts for flights between flight level 250 and flight level 630 shall include a high-level SIGWX chart (flight level 250 to flight level 630) and a forecast 250 hPa wind and temperature chart. The actual charts provided for pre-flight and in-flight planning and for flight documentation shall be as agreed between the meteorological authorities and the users concerned. 4.2.2.2 Charts to be provided shall be generated from the digital forecasts provided by the WAFCs whenever these forecasts cover the intended flight path in respect of time, altitude and geographical extent, unless otherwise agreed between the meteorological authority and the operator concerned. . . .

5. SPECIFICATIONS RELATED TO AUTOMATED PRE-FLIGHT INFORMATION SYSTEMS FOR BRIEFING,

CONSULTATION, FLIGHT PLANNING AND FLIGHT DOCUMENTATION . . .

5.2 Detailed specifications of the systems Recommendation.— Automated pre-flight information systems for the supply of meteorological information for self-briefing, pre-flight planning and flight documentation should: . . . c) use access and interrogation procedures based on abbreviated plain language and, as appropriate, ICAO

location indicators, and aeronautical meteorological code data-type designators prescribed by the WMO,











or based on a menu-driven user interface, or other appropriate mechanisms as agreed between the meteorological authority and the operators concerned; and

. . .

6. SPECIFICATIONS RELATED TO INFORMATION FOR AIRCRAFT IN FLIGHT

. . . 6.2 Information for in-flight planning by the operator

Recommendation.— Meteorological information for planning by the operator for aircraft in flight should be supplied during the period of the flight and should normally consist of any or all of the following: a) METAR and SPECI (including trend forecasts as issued in accordance with regional air navigation

agreement); . . . f) other meteorological information in alphanumeric or graphical form as agreed between the

meteorological authority and the operator concerned. Note.— Guidance on the display of graphical information in the cockpit is provided in the Manual of Aeronautical Meteorological Practice (Doc 8896).

______________________









INFORMATION FOR AIR TRAFFIC SERVICES,

SEARCH AND RESCUE SERVICES AND

AERONAUTICAL INFORMATION SERVICES


1. INFORMATION TO BE PROVIDED FOR AIR TRAFFIC SERVICES UNITS

1.1 List of information for the aerodrome control tower The following meteorological information shall be supplied, as necessary, to an aerodrome control tower by its associated aerodrome meteorological office: . . . d) information received on volcanic ash cloud, for which a SIGMET has not already been issued, as agreed

between the meteorological and ATS authorities concerned; and e) information received on pre-eruption volcanic activity and/or a volcanic eruption as agreed between the

meteoro-logical and ATS authorities concerned.

1.2 List of information for the approach control unit The following meteorological information shall be supplied, as necessary, to an approach control unit by its associated aerodrome meteorological office: . . . d) information received on volcanic ash cloud, for which a SIGMET has not already been issued, as agreed

between the meteorological and ATS authorities concerned; and e) information received on pre-eruption volcanic activity and/or a volcanic eruption as agreed between the

meteoro-logical and ATS authorities concerned.

1.3 List of information for the area control centre and flight information centre The following meteorological information shall be supplied, as necessary, to an area control centre or a flight information centre by its associated meteorological watch office: a) METAR and SPECI, including current pressure data for aerodromes and other locations, TAF and trend

forecasts and amendments thereto, covering the flight information region or the control area and, if required by the flight information centre or area control centre, covering aerodromes in neighbouring flight information regions, as determined by regional air navigation agreement;











b) forecasts of upper winds, upper-air temperatures and significant en-route weather phenomena and

amendments thereto, particularly those which are likely to make operation under visual flight rules impracticable, SIGMET and AIRMET information and appropriate special air-reports for the flight information region or control area and, if determined by regional air navigation agreement and required by the flight information centre or area control centre, for neighbouring flight information regions;

. . . d) information received on volcanic ash cloud, for which a SIGMET has not already been issued, as agreed

between the meteorological and ATS authorities concerned; e) information received concerning the release of radioactive material into the atmosphere, as agreed

between the meteorological and ATS authorities concerned; . . . h) information received on pre-eruption volcanic activity and/or a volcanic eruption as agreed between the

meteoro-logical and ATS authorities concerned. . . .

1.5 Format of information . . . 1.5.2 Recommendation.— When computer-processed upper-air data for grid points are made available to air traffic services units in digital form for use by air traffic services computers, the contents, format and transmission arrangements should be as agreed between the meteorological authority and the appropriate ATS authority concerned. The data should normally be supplied as soon as is practicable after the processing of the forecasts has been completed. . . .

3. INFORMATION TO BE PROVIDED FOR AERONAUTICAL INFORMATION SERVICES UNITS

3.1 List of information

The following information shall be supplied, as necessary, to an aeronautical information services unit: . . . b) information necessary for the preparation of NOTAM or ASHTAM including, in particular, information

on: . . . 3) release of radioactive materials into the atmosphere, as agreed between the meteorological and

appropriate civil aviation authorities concerned; and












Note.— The specific information required is given in Chapter 3, 3.4.2 g). . . .

______________________










. . .

1.2 Grid point data for ATS and operators 1.2.1 Recommendation.— When upper-air data for grid points in digital form are made available for use by air traffic services computers, the transmission arrangements should be as agreed between the meteorological authority and the appropriate ATS authority concerned. 1.2.2 Recommendation.— When upper-air data for grid points in digital form are made available to operators for flight planning by computer, the transmission arrangements should be as agreed among between the world area forecast centre WAFC concerned, the meteorological authority and the operators concerned. . . .

4. USE OF AERONAUTICAL DATA LINK SERVICE — D-VOLMET

4.1 Detailed content of meteorological information available for D-VOLMET

4.1.1 The aerodromes for which METAR, SPECI and TAF are to be available for uplink to aircraft in flight shall be determined by regional air navigation agreement. 4.1.2 The flight information regions for which SIGMET and AIRMET messages are to be available for uplink to aircraft in flight shall be determined by regional air navigation agreement. . . .

5. USE OF AERONAUTICAL BROADCASTING SERVICE — VOLMET BROADCASTS

5.1 Detailed content of meteorological information to be included in VOLMET broadcasts

5.1.1 The aerodromes for which METAR, SPECI and TAF are to be included in VOLMET broadcasts, the sequence in which they are to be transmitted and the broadcast time shall be determined by regional air navigation agreement. 5.1.2 The flight information regions for which SIGMET messages are to be included in scheduled VOL-MET broadcasts shall be determined by regional air navigation agreement. Where this is done, the SIGMET message shall be transmitted at the beginning of the broadcast or of a five-minute time block. . . .

— END —







Documents

MEMORANDUM - International Civil Aviation … 60.pdfAMOFSG-Memo/60 30/9/13 MEMORANDUM Ref: AN 10/20 To: Members, Aerodrome Meteorological Observation and Forecast Study Group (AMOFSG)