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should consider the following in determining the suitability of that service or product. In many cases, this
may be accomplished by provider disclosure or a
description of services or products:
Is the service or product applicable for aviation use?
• Does the weather product or service provide
information that is usable in aeronautical decision-making?
• Does the product or service fail to provide data
necessary to make critical aeronautical weather
decisions?
Does the service provide data/products produced by
approved aviation weather information sources?
• Are these data or this product modified?
• If so, is the modification process described, and is
the final product in a configuration that supports
aeronautical weather decision-making?
Are the weather products professionally developed and
produced and/or quality-controlled by a qualified aviation meteorologist?
Does the provider’s quality assurance plan include the
capability to monitor generated products and contain a
procedure to correct deficiencies as they are discovered?
Is the product output consistent with original data
sources?
Are education and training materials sufficient to enable
users to use the new product effectively?
Are the following key elements of the product intuitive
and easy for the user to interpret?
• Type of data/product.
• Currency or age of data/product.
5-3
Figure 5-1. Chippewa Regional Airport (KEAU), Eau Claire, Wisconsin.
5-4
• Method for displaying and decoding the
data/product.
• Location/mapping of the data.
Is the product suitable for use? Consider potential pilot
misunderstandings due to:
• Complexity of the product.
• Nonstandard display (colors, labels).
• Incorrect mapping/display of data.
• Incorrect overlay of weather data with other data
(terrain, navigational aids (NAVAIDs), waypoints, etc.).
• Inappropriate display of missing data.
• Missing or inaccurate time/date stamp on
product.
Pilots and operators should be cautious when using
unfamiliar products, or products not supported by technical specifications that satisfy the considerations noted
above.
NOTE: When in doubt, use FAA/NWS products
with the consultation of an FAA AFSS specialist.
BROADCAST WEATHER
The most common method used by flight crews to
obtain specific inflight weather information is to use a
source that broadcasts weather for the specific airport.
Information about ceilings, visibility, wind, temperature, barometric pressure, and field conditions can be
obtained from most types of broadcast weather
services. Broadcast weather can be transmitted to
the aircraft in radio voice format or digital format,
if it is available, via an ACARS system.
AUTOMATIC TERMINAL INFORMATION SERVICE
The weather broadcast system found most often at
airports with air traffic control towers in the National
Airspace System (NAS) is the automatic terminal
information service (ATIS). The AIM defines ATIS
as the continuous broadcast of recorded non-control
information in selected high activity terminal areas.
The main purpose of ATIS is the reduction of frequency congestion and controller workload. It is
broadcast over very high frequency (VHF) radio
frequencies, and is designed to be receivable up to
60 NM from the transmitter at altitudes up to 25,000
feet above ground level (AGL). ATIS is typically
derived from an automated weather observation
system or a human weather observer’s report.
AUTOMATED WEATHER OBSERVING PROGRAMS
Automated surface observation systems can provide
pilots with weather information over discrete VHF frequencies or over the voice portion of local NAVAIDs.
The automated weather observing system (AWOS) and
automated surface observing system (ASOS) provide
real-time weather information that can be used by flight
crews to make approach decisions, and by the NWS to
generate aviation routine weather reports (METARs).
Flight crews planning approaches to airports where
ATIS is not available may be able to obtain current
airport conditions from an AWOS/ASOS facility.
FAA-owned and operated AWOS-2 and AWOS-3
systems are approved sources of weather for Part 121
and 135 operations. Also, NWS-operated ASOSs are
approved sources of weather for Part 121 and 135
operations. An AWOS/ASOS cannot be used as an
authorized weather source for Part 121 or 135 instrument flight rules (IFR) operations if the visibility or
altimeter setting is reported missing from the report.
Refer to the AIM for the most current information
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Instrument Procedures Handbook (IPH)仪表程序手册上(105)
