NOTAMS

1. NOTAMS

2. NOTAMs Explained • The following definitions break down the three different types of Notices to Airmen (NOTAMs) and include some basic examples of each.  • A good understanding of the different types of NOTAMs that are available, and how they are disseminated, increases pilot safety and is an integral component of flight planning.

3. NOTICE TO AIRMEN (NOTAM) • A notice containing aviation concerns essential to flight operations regarding the establishment, condition, or change in any component (facility, service, procedure, or hazard) of the National/International Airspace System that is not known sufficiently in advance to publicize by other means.

4. OR • Time critical aeronautical information which is of either a temporary nature or not sufficiently known in advance to permit publication on aeronautical charts or in other operational publications………and a NOTAM receives immediate dissemination via the National NOTAM System.

5. Contents of a NOTAM • NOTAM information is that aeronautical information that could affect a pilot’s decision to make a flight. It includes such information as airport or primary runway closures, changes in the status of navigational aids, ILS’s, radar service availability, and other information essential to planned enroute, terminal or landing operations.

6. NOTAM (D) • NOTAM (D) - Information that requires wide dissemination and pertains to enroute navigational aids, civil public use landing areas listed in the Airport Facility Directory and aeronautical data related to IFR operations.  • These NOTAMs are available at all AFSSs until they are no longer valid or are incorporated in updated charts and/or other publications (like the Airport Facility Directory, Restricted Areas, Communication Tower and Obstruction Lighting Outages).  This includes most NOTAMs that would preclude a pilot from landing at a given airport such as runway closures or NAVAID outages.

7. NOTAM ‘D’ EXAMPLE • 12/051 -  8L ILS UNUSBL BYD 30 DEG R OF CNTRLN WIE UNTIL UFN

8. NOTAM (L) • Information that requires local dissemination but does not qualify as NOTAM (D).  This includes, but is not limited to, bird or deer activity, restrictions to taxiways and ramps, personal and/or equipment on airport surfaces, etc.  These NOTAMs are only carried by the AFSS that has jurisdiction for the airspace or airport (e.g. mine blasting in the Iron Range).  Pilots should request NOTAM (L) information from the destination tie-in AFSS Radio prior to landing

9. NOTAM ‘L’ EXAMPLE • TAXIWAY C CLOSED 2000Z UNTIL 0200Z DAILY UFN DUE WIP.

10. FDC NOTAM • A NOTAM that is regulatory in nature pertaining to flight including, but not limited to, changes to charts, procedures, and airspace usage.  For example, changes to the Standard Instrument Approach Procedure for any given airport is considered an FDC NOTAM. 

11. FDC NOTAM EXAMPLE • A0554/05 (FDC 5/9257) -  INSTRUMENT APPROACH PROCEDURE CHANGED QPICH RNAV (GPS) RWY 8L, ORIG. LNAV/VNAV MINIMUMS: DA 1475 / HAT 460 ALL CATS. LNAV: MDA 1540 / HAT 525 ALL CATS, VIS CAT A/B RVR 4000, CAT C RVR 5000, CAT D RVR 6000, VDP 1.46 NM TO RWY 8L. RNAV (GPS) RWY 8R, ORIG. LNAV/VNAV MINIMUMS: DA 1572 / HAT 548 ALL CATS,VIS 1 1/2 ALL CATS. LNAV: MDA 1540 / HAT 516 ALL CATS, VIS CAT A/B RVR 4000, CAT C RVR 5000,CAT D RVR 6000, VDP 1.45 NM TO RWY 8R. REASON: NEW CONTROL TOWER 1357 MSL, LOCATED MID FIELD. WIE UNTIL UFN

12. NOTICES TO AIRMEN PUBLICATION • A publication issued every 28 days, designed primarily for the pilot, which contains current NOTAM information considered essential to the safety of flight as well as supplemental data to other aeronautical publications.  Special Traffic Management Programs and International NOTAMs can be found within this publication. These used to be known as Class II NOTAMs.  Information published in the Notice to Airmen Publication is provided only upon request.

13. -Finally- • Flight Service Controllers are responsible for the classification, accuracy, format, dissemination, and cancellation of NOTAM (D) and NOTAM (L) information.  Each public use airport has designated individuals who are responsible for contacting the appropriate AFSS for any event that warrants the issuance of a NOTAM.

14. NOTAM • Birth of a NOTAM in the United Kingdom. • NOTAM start life as messages on the Aeronautical Fixed System (AFS). They are received centrally at the UK NOTAM office at London Heathrow from originators within the UK and from foreign NOTAM offices. AIS staff check and edit the NOTAM if necessary and they are then placed in the transmit queue for transmission to all UK NOTAM recipients. These include ATC offices, some airlines, briefing services etc. • There is no central world-wide NOTAM database, databases are built up individually by users from the incoming message stream.

15. ICAO NOTAM format • The format of NOTAM is defined in Annex 15 to the International Convention on Civil Aviation. Here is a typical NOTAM: • A1484/02 NOTAMNQ) EGTT/QMRXX/IV/NBO/A/000/999/5129N00028W005A) EGLLB) 0208231540C) 0210310500 ESTE) RWY 09R/27L DUE WIP NO CENTRELINE, TDZ OR SALS LIGHTING AVBL

16. ICAO NOTAM Decoder • A1484/02 NOTAMN • A1484/02 - one letter to indicate the Series, a 4-digit NOTAM number followed by a stroke and two digits to indicate the year

17. Notam Decoder • A1484/02 NOTAMN • NOTAMN - Suffix N Indicates this is a new NOTAM. Other options are R for NOTAM replacing another or C for one cancelling another.

18. Q) EGTT/QMRXX/IV/NBO/A/000/999/5129N00028W005 • This is the "Q" or qualifier line, it always starts Q) and contains the following fields, each separated by a stroke. • FIR (here EGTT, London FIR) • NOTAM Code, a 5 letter code starting with Q, defined in Annexe 15. Here QMR indicates that it concerns a Runway. XX indicates that remaining detail is in Plain Language. In this particular case the text shows that certain runway lighting is unavailable. Strictly speaking under ICAO rules this should have appeared as separate NOTAM for each type of lighting. QLCAS is the code for centreline lighting. • QLZAS is the code for Touch Down Zone lighting. And  QLAAS is the code for Approach Lighting. (note in all cases AS indicates unserviceable). The use of QMRXX here is a sensible compromise that reduces the number of NOTAM from three to one. A full list of codes is included in ICAO document 8126 (Aeronautical Information Services Manual).

19. Q) EGTT/QMRXX/IV/NBO/A/000/999/5129N00028W005 • IV - Indicates that this is significant for IFR and VFR traffic • NBO - indicates for immediate attention of aircraft operators, for inclusion in PIB's and Operationally significant for IFR flights • A - Indicates scope, here Aerodrome, others are E (en-route) or W (nav warning) • 000/999 - lower and upper limits expressed as a flight level. In this case it has been left as the default as it is not applicable. • 5129N00028W005 - Indicates the geographical centre and radius of influence, always this number of digits. In this case the radius is 5 n.m.

20. A1484/02 NOTAMNQ) EGTT/QMRXX/IV/NBO/A/000/999/5129N00028W005A) EGLLB) 0208231540C) 0210310500 ESTE) RWY 09R/27L DUE WIP NO CENTRELINE, TDZ OR SALS LIGHTING AVBL • A) EGLL - ICAO indicator of the aerodrome or FIR (London Heathrow) can include more than one FIR • B) 0208231540 - Date/time group (UTC) when this NOTAM becomes effective • C) 0210310500 EST - Date/time group (UTC) when the NOTAM ceases to be effective. Note "EST" means "estimated" (NOT Eastern Standard Time!). All NOTAM with EST remain in force until cancelled or replaced. • E) RWY 09R/27L DUE WIP NO CENTRELINE, TDZ OR SALS LIGHTING AVBL - text of the notam using ICAO abbreviations.

21. INTERNATIONAL NOTAM (Q) CODES • a. A NOTAM code group contains five letters. The first letter is always the letter "Q'' to indicate a code abbreviation for use in the composition of NOTAM's. • b. The second and third letters identify the subject being reported. (See Second and Third Letter Decode Tables). • c. The fourth and fifth letters identify the status of operation of the subject being reported. (See Fourth and Fifth Letter Decode Tables).

22. THE NOTAM CODE DECODE SECOND AND THIRD LETTERS

23. THE NOTAM CODE DECODE SECOND AND THIRD LETTERS • Categories include: • Lighting (L) • Movement and Landing Area (M) • Facilities and Service (F) • Communications and Radar (C) • Instrument and Microwave Landing (I) • Terminal and En-Enroute Nav. (N) • Airspace Organization (A)

24. THE NOTAM CODE DECODE SECOND AND THIRD LETTERS • Air Traffic and VOLMET Services (S) • Air Traffic Procedures (P) • Nav. Warnings – Airspace Restrictions (R) • Nav. Warnings – Warnings (W) • Other Information (O)

25. FOURTH AND FIFTH LETTERS • Sample:

26. FOURTH AND FIFTH LETTERS • Categories Include: • Availability (A) • Changes (C) • Hazard Conditions (H) • Limitations (L) • Other (XX)

27. SNOWTAM • A SNOWTAM is a message describing the conditions of the runways, taxiways and apron at an aerodrome. • During the winter season a SNOWTAM will be issued each day in the morning, before flying starts. A SNOWTAM is valid for 24 hours, but there are rules stating that a new SNOWTAM shall be issued sooner if significant changes occur. • The SNOWTAM consist of different fields, each with its own letter, and the information is almost entirely given in code

28. SNOWTAM • Each aerodrome has its own SNOWTAM series, and they are numbered consecutively for the whole season, starting with 0001. • The SNOWTAM itself contains mostly codes, below are examples of SNOWTAM for aerodromes with one and two runways. Each field in the SNOWTAM is identified with a letter.

29. SNOWTAM • Single runway: • SWEN0393ENHF04200243(SNOWTAM0393A) ENHFB) 04200243 • C) 05F) 48/7/47G) 02/XX/03H) 60/58/53/GRTN) 47R) 47T) RWY SANDED) • Two runways: • SWEN0497ENGM04200155(SNOWTAM0497A) ENGMB) 04200155C) 01LF) NIL/NIL/NILG) XX/XX/XXH) 5/5/5N) NILC) 01RF) NIL/NIL/NILG) XX/XX/XXH) 5/5/5N) NILR) NIL)

30. SWEN0393 ENHF • SWEN is an international code for SNOWTAM. This SNOWTAM originated in Norway, and the number indicates how many SNOWTAM has been issued for the aerodrome shown in the following field. • Field A • This is the ICAO 4-letter location indicator for the aerodrome. • Field B • This is the day-time group for when the SNOWTAM was issued. The format is month-day-hour-minute UTC.

31. C) 05F) 48/7/47G) 02/XX/03H) 60/58/53/GR • Field C • This field shows which runway the SNOWTAM is for. A SNOWTAM will always tell you the conditions of a runway seen from the end with the lower designator, for example if the runway orientation is 03/21, then the conditions for RWY 03 will be in the SNOWTAM

32. C) 05F) 48/7/47G) 02/XX/03H) 60/58/53/GRT • Field F • This field show runway contamination (any deposits on the runway). The runway is divided into three equal parts, and the SNOWTAM will give the values for each third divided by a slash (/). The following codes are used to describe the type of contamination: • NIL: Clear and dry • 1: Damp • 2: Wet or water patches • 3: Rime (normally less than 1 mm deep) • 4: Dry snow • 5: Wet snow • 6: Slush • 7: Ice • 8: Compact or rolled snow • 9: Frozen ruts or ridges.

33. C) 05F) 48/7/47G) 02/XX/03H) 60/58/53/GRT • Field G • Gives the average depth of the contamination, again for each third of the runway. The depth is given in millimetres, but if the depth cannot be measured, as would be the case for ice, then the letters XX are used. • Field H • This field indicates the braking action, the friction on the runway. Again the runway is divided into three parts, and the numbers are the mean values for each third. The braking action may be determined by measuring equipment, or estimated. If measuring equipment have been used, the friction will always be given in two digits, and an abbreviation stating which equipment was used is also shown. If the friction have been estimated, a single digit will be used.

34. C) 05F) 48/7/47G) 02/XX/03H) 60/58/53/GRT • Measured friction: • >40: Good • 39 – 36: Medium/good • 35 – 30: Medium • 29 – 26: Medium/poor • <25: Poor. • Estimated friction: • 5: Good • 4: Medium/good • 3: Medium • 2: Medium/poor • 1: Poor • 9: Unreliable* • * If unreliable is used, it is because the contamination is outside the approved range of whatever equipment is used to measure the braking action. This could either be because the contamination is too deep, or of a type that the equipment is not approved for. For example, measured friction by Grip Tester (GRT) on wet ice is considered to be unreliable and the SNOWTAM will then have the value 9 in field H).

35. C) 05F) 48/7/47G) 02/XX/03H) 60/58/53/GRT • Field H – Friction measuring equipment used • If the friction on the runway has been measured, the type of equipment used is indicated with the following abbreviations: • BRD: Brakemeter-Dynometer • GRT: Grip Tester • MUM: Mu-meter • RFT: Runway friction tester • SFH: Surface friction tester (high pressure tires) • SFL Surface friction tester (low pressure tires) • SKH Skiddometer (high pressure tires) • SKL Skiddometer (low pressure tires) • TAP Tapleymeter • Any other type of equipment will be stated in clear text.

36. MU Meter Readings • Understanding how the NOTAM system handles Braking Action NOTAMs and Surface Friction Reports (MU reports) is as important as the information they contain. This is because airports that issue MU Reports will almost never have a Braking Action NOTAMs and vice versa. Both formats are generally not used simultaneously. • It is particularly important to understand this fact since MU Reports are not a required piece of information in Pilot Briefings. Instead MU Reports are considered to be an "on request" item only. On the other hand, Braking Action NOTAMs are required to be part of any Pilot Briefing.

37. N) 47R) 47T) RWY SANDED) • Field N • Gives the conditions on the taxiways associated with the runway. The codes are the same as for the runway, but the taxiways are not divided into thirds. • Field R • Tells you whats on the apron, again, the codes are the same as for the runway. • Field T • This is a clear text-field. In this field information of significance will be entered. If there is no text in this field, the T) will not be shown on the SNOWTAM.

38. Braking Action NOTAMs • Braking Action NOTAMs are nationally distributed NOTAMs (NOTAM D's) which are issued as FAIR, POOR or NIL. • If no NOTAM is present, braking action is considered to be GOOD. • FAIR Indicates somewhat reduced braking conditions. • POOR Indicates conditions are very degraded. • NIL Indicates no friction, no braking at all.

39. Braking Action NOTAMs • Example: PNM PNM 15/33 BA POOR  • BRAKING ACTION AT PNM IS POOR….CONDITONS ARE DEGRADED.

40. MU Reports • are generated by a variety of mechanical devices authorized by the FAA to provide a numerical surface friction value for each third of a runway. They are disseminated as NOTAM D's but are considered "on request items." An air carrier will plug these values into a formula along with crosswind data and aircraft specific information to determine how best to set up the aircraft for landing on the runway with the specific degradation to surface friction reported. • "40" is the magic number. If any portion of a runway has a friction report reading of less than 40 it is considered to have less than "GOOD" braking and a MU report is issued. If all three reported values are 40 or greater no report will be disseminated.

41. Example: TVF TVF 31 ERD MU 23/34/45 • Surface Friction Values at the Thief River Falls airport on runway 31 are 23 for the first third, 34 for the middle third and 45 for the final third. ERD designates the type of equipment used to determine the report. In this example ERD indicates the equipment is an Electronic Recording Decelerometer. * • The FAA recognizes no official correlation between MU reports and Braking Action NOTAMs. The only connection made is that values less than 40 indicate some degradation to braking action

42. MU Value Braking Action • 40 or greater Good • 30 to 40 Fair • 20 to 30 Poor • 20 or less Nil

43. Braking Action • It is important that pilots understand that when an airport uses a Surface Friction Measuring Device, it is the general practice that it will not issue a Braking Action NOTAM in addition to a MU NOTAM. Because MU information is provided on request only, a pilot that does not request MU information may not be aware of a degraded braking condition at that airport. • Flight Service Controllers will let pilots know if a MU report exists upon request, but cannot officially correlate MU Reports to a specific braking action.

44. Surface Friction Measuring Equipment • BOW - BowmonkDecelerometerBRD - BrakementerDynometerERD - Electronic Recording Decelerometer • GRT - GriptesterMUM - Mark 4 Mu MeterRFT - Runway Friction Tester SFH - Surface Friction Tester (high pressure tire) SFL - Surface Friction Tester (low pressure tire) SKH - Skiddometer (high pressure tire) SKL - Skiddometer (low pressure tire) TAP - TapleyDecelerometer

45. SOURCES AND TOOLS FOR NOTAMS &NOTAM DELIVERY.

46. FLIGHT PLANNING SYSTEMSAS THE DELIVERY SOURCE • Most Flight Planning Systems are designed to automatically poll the NOTAM data base each time a flight plan is generated. • The NOTAMs will be attached to the flight plan. • If you see a NOTAM on your flight plan that doesn’t apply, please advise dispatch

47. NOTAMs • Typically, international flight plans have reams of NOTAMs. It will be the dispatcher’s responsibility and the Captain’s responsibility to ascertain that the NOTAMs supplied are being followed. • Many NOTAMs will seem superfluous ……that is, until you need that information.

48. ASHTAM • Lastly, there is a NOTAM called a ASHTAM. • The ASHTAM provides information on the status of activity of a volcano when a change in its’ activity is, or is expected to be, of operational significance.

49. ASHTAM • IN THE EVENT OF VOLCANIC ACTIVITY, THE ASHTAM PROVIDES INFORMATION ABOUT THE ASH CLOUD MOVEMENT AND LOCATION AS WELL AS THE EFFECT ON AIR ROUTES AND AFFECTED FLIGHT LEVELS. • ASHTAMs ARE EFFECTIVE FOR A 24 HOUR PERIOD.

50. ASHTAM • ASHTAMs ARE COLOR CODED TO INDICATE THE LEVEL OF ACTIVITY. • RED ALERT – ERUPTION IN PROGRESS…W/ASH CLOUD ABOVE OR EXPECTED TO BE ABOVE FL250.