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c. Procedures for Weather Deviations and
Other Contingencies in Oceanic Controlled
Airspace.
1. When the pilot initiates communications with
ATC, rapid response may be obtained by stating
“WEATHER DEVIATION REQUIRED” to indicate
priority is desired on the frequency and for ATC
response.
2. The pilot still retains the option of initiating
the communications using the urgency call “PAN−
PAN” 3 times to alert all listening parties of a special
handling condition which will receive ATC priority
for issuance of a clearance or assistance.
3. ATC will:
(a) Approve the deviation.
(b) Provide vertical separation and then
approve the deviation; or
(c) If ATC is unable to establish vertical
separation, ATC shall advise the pilot that standard
separation cannot be applied; provide essential traffic
information for all affected aircraft, to the extent
practicable; and if possible, suggest a course of
action. ATC may suggest that the pilot climb or
descend to a contingency altitude (1,000 feet above or
below that assigned if operating above FL 290;
500 feet above or below that assigned if operating at
or below FL 290).
PHRASEOLOGY−
STANDARD SEPARATION NOT AVAILABLE, DEVIATE
AT PILOT’S DISCRETION; SUGGEST CLIMB (or
descent) TO (appropriate altitude); TRAFFIC (position
and altitude); REPORT DEVIATION COMPLETE.
4. The pilot will follow the ATC advisory
altitude when approximately 10 NM from track as
well as execute the procedures detailed in paragraph
7−1−15c5.
5. If contact cannot be established or revised
ATC clearance or advisory is not available and
deviation from track is required, the pilot shall take
the following actions:
(a) If possible, deviate away from an
organized track or route system.
(b) Broadcast aircraft position and intentions
on the frequency in use, as well as on frequency
121.5 MHz at suitable intervals stating: flight
identification (operator call sign), flight level, track
code or ATS route designator, and extent of deviation
expected.
(c) Watch for conflicting traffic both visually
and by reference to TCAS (if equipped).
(d) Turn on aircraft exterior lights.
(e) Deviations of less than 10 NM or operations
within COMPOSITE (NOPAC and CEPAC)
Airspace, should REMAIN at ASSIGNED altitude.
Otherwise, when the aircraft is approximately 10 NM
from track, initiate an altitude change based on the
following criteria:
TBL 7−1−4
Route
Centerline/Track
Deviations
>10 NM
Altitude Change
East
000 − 179M
Left
Right
Descend 500 Feet
Climb 500 Feet
West
180−359M
Left
Right
Climb 500 Feet
Descend 500 Feet
Pilot Memory Slogan: “East right up,
West right down.”
(f) When returning to track, be at assigned
flight level when the aircraft is within approximately
10 NM of centerline.
(g) If contact was not established prior to
deviating, continue to attempt to contact ATC to
obtain a clearance. If contact was established,
continue to keep ATC advised of intentions and
obtain essential traffic information.
AIM 8/5/04
7−1−38 Meteorology
7−1−16. Runway Visual Range (RVR)
There are currently two configurations of RVR in the
NAS commonly identified as Taskers and New Generation
RVR. The Taskers are the existing configuration
which uses transmissometer technology. The
New Generation RVRs were deployed in November
1994 and use forward scatter technology. The New
Generation RVRs are currently being deployed in the
NAS to replace the existing Taskers.
a. RVR values are measured by transmissometers
mounted on 14−foot towers along the runway. A full
RVR system consists of:
1. Transmissometer projector and related items.
2. Transmissometer receiver (detector) and
related items.
3. Analogue recorder.
4. Signal data converter and related items.
5. Remote digital or remote display programmer.
b. The transmissometer projector and receiver are
mounted on towers 250 feet apart. A known intensity
of light is emitted from the projector and is measured
by the receiver. Any obscuring matter such as rain,
snow, dust, fog, haze or smoke reduces the light
intensity arriving at the receiver. The resultant
intensity measurement is then converted to an RVR
value by the signal data converter. These values are
displayed by readout equipment in the associated air
traffic facility and updated approximately once every
　
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