Chart Supplement U.S.

FAA Pacific edition, printed page 12. Transcribed from the source legend; the printed original is available below.

Civil and joint Civil/Military airports which are open to the public are listed alphabetically by state and associated city. Where the city name is different from the airport name the city name will appear on the line above the airport name. Airports with the same associated city name will be listed alphabetically by airport name and will be separated by a dashed rule line. A solid rule line will separate all others. FAA approved helipads and seaplane landing areas associated with a land airport will be separated by a dotted line. Military airports and private–use (limited civil access) joint Military/Civil airports are listed alphabetically by state and official airport name.

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FAA Pacific edition, printed page 12. Transcribed from the source legend; the printed original is available below.

Alternate names, if any, will be shown in parentheses.

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FAA Pacific edition, printed page 12. Transcribed from the source legend; the printed original is available below.

The location identifier is a three or four character FAA code followed by a four–character ICAO code, when assigned, to airports. If two different military codes are assigned, both codes will be shown with the primary operating agency’s code listed first. These identifiers are used by ATC in lieu of the airport name in flight plans, flight strips and other written records and computer operations. Zeros will appear with a slash to differentiate them from the letter ‘O’.

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FAA Pacific edition, printed page 12. Transcribed from the source legend; the printed original is available below.

Airports within this directory are classified into two categories, Military/Federal Government and Civil airports open to the general public, plus selected private–use airports. The operating agency is shown for military, private–use and joint use airports. The operating agency is shown by an abbreviation as listed below. When an organization is a tenant, the abbreviation is enclosed in parenthesis. No classification indicates the airport is open to the general public with no military tenant.

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FAA Pacific edition, printed page 12. Transcribed from the source legend; the printed original is available below.

Airport location is expressed as distance and direction from the center of the associated city in nautical miles and cardinal points, e.g., 3 N.

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FAA Pacific edition, printed page 12–13. Transcribed from the source legend; the printed original is available below.

Hours of operation of all facilities are expressed in Coordinated Universal Time (UTC) and shown as ‘Z’ time. The directory indicates the number of hours to be subtracted from UTC to obtain local standard time and local daylight saving time UTC–5(–4DT). The symbol ‡ indicates that during periods of Daylight Saving Time (DST) effective hours will be one hour earlier than shown. In those areas where daylight saving time is not observed the (–4DT) and ‡ will not be shown. Daylight saving time is in effect from 0200 local time the second Sunday in March to 0200 local time the first Sunday in November. Canada and all U.S. Conterminous States observe daylight saving time except Arizona and Puerto Rico, and the Virgin Islands. If the state observes daylight saving time and the operating times are other than daylight saving times, the operating hours will include the dates, times and no ‡ symbol will be shown, i.e., April 15–Aug 31 0630–1700Z, Sep 1–Apr 14 0600–1700Z.

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FAA Pacific edition, printed page 13. Transcribed from the source legend; the printed original is available below.

GEOGRAPHIC POSITION OF AIRPORT—AIRPORT REFERENCE POINT (ARP)

Positions are shown as hemisphere, degrees, minutes and hundredths of a minute and represent the approximate geometric center of all usable runway surfaces.

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FAA Pacific edition, printed page 13. Transcribed from the source legend; the printed original is available below.

Charts refer to the Sectional Chart and Low and High Altitude Enroute Chart and panel on which the airport or facility is depicted. Pacific Enroute Chart will be indicated by P. Area Enroute Charts will be indicated by A. Helicopter Chart depictions will be indicated as COPTER. IFR Gulf of America West and IFR Gulf of America Central will be referenced as GOAW and GOAC.

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FAA Pacific edition, printed page 13. Transcribed from the source legend; the printed original is available below.

INSTRUMENT APPROACH PROCEDURES, AIRPORT DIAGRAMS

IAP indicates an airport for which a prescribed (Public Use) FAA Instrument Approach Procedure has been published. DIAP indicates an airport for which a prescribed DoD Instrument Approach Procedure has been published in the U.S. Terminal Procedures. See the Special Notice Section of this directory, Civil Use of Military Fields and the Aeronautical Information Manual 5–4–5 Instrument Approach Procedure Charts for additional information. AD indicates an airport for which an airport diagram has been published. Airport diagrams are located in the back of each Chart Supplement volume alphabetically by associated city and airport name.

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FAA Pacific edition, printed page 13. Transcribed from the source legend; the printed original is available below.

The airport sketch, when provided, depicts the airport and related topographical information as seen from the air and should be used in conjunction with the text. It is intended as a guide for pilots in VFR conditions. Symbology that is not self–explanatory will be reflected in the sketch legend. The airport sketch will be oriented with True North at the top.

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FAA Pacific edition, printed page 13. Transcribed from the source legend; the printed original is available below.

The highest point of an airport's usable runways measured in feet from mean sea level. When elevation is sea level it will be indicated as ‘00’. When elevation is below sea level a minus ‘−’ sign will precede the figure.

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FAA Pacific edition, printed page 13. Transcribed from the source legend; the printed original is available below.

B indicates rotating beacon is available. Rotating beacons operate sunset to sunrise unless otherwise indicated in the AIRPORT REMARKS or MILITARY REMARKS segment of the airport entry.

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FAA Pacific edition, printed page 13. Transcribed from the source legend; the printed original is available below.

Traffic Pattern Altitude (TPA)—The first figure shown is TPA above mean sea level. The second figure in parentheses is TPA above airport elevation. TPA will only be published if they differ from the recommended altitudes as described in the AIM, Traffic Patterns. Multiple TPA shall be shown as ‘TPA—See Remarks’ and detailed information shall be shown in the Airport or Military Remarks Section. Traffic pattern data for USAF bases, USN facilities, and U.S. Army airports (including those on which ACC or U.S. Army is a tenant) that deviate from standard pattern altitudes shall be shown in Military Remarks.

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FAA Pacific edition, printed page 13–14. Transcribed from the source legend; the printed original is available below.

U.S. CUSTOMS USER FEE AIRPORT—Private Aircraft operators are frequently required to pay the costs associated with customs processing.

AOE—Airport of Entry. A customs Airport of Entry where permission from U.S. Customs is not required to land. However, at least one hour advance notice of arrival is required.

LRA—Landing Rights Airport. Application for permission to land must be submitted in advance to U.S. Customs. At least one hour advance notice of arrival is required.

NOTE: Advance notice of arrival at both an AOE and LRA airport may be included in the flight plan when filed in Canada or Mexico. Where Flight Notification Service (ADCUS) is available the airport remark will indicate this service. This notice will also be treated as an application for permission to land in the case of an LRA. Although advance notice of arrival may be relayed to Customs through Mexico, Canada, and U.S. Communications facilities by flight plan, the aircraft operator is solely responsible for ensuring that Customs receives the notification. (See Customs, Immigration and Naturalization, Public Health and Agriculture Department requirements in the International Flight Information Manual for further details.)

U.S. CUSTOMS AIR AND SEA PORTS, INSPECTORS AND AGENTS

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FAA Pacific edition, printed page 14. Transcribed from the source legend; the printed original is available below.

Airports serving Department of Transportation certified carriers and certified under 14 CFR part 139 are indicated by the Class and the ARFF Index; e.g. Class I, ARFF Index A, which relates to the availability of crash, fire, rescue equipment. Class I airports can have an ARFF Index A through E, depending on the aircraft length and scheduled departures. Class II, III, and IV will always carry an Index A.

AIRPORT CLASSIFICATIONS

INDICES AND AIRCRAFT RESCUE AND FIRE FIGHTING EQUIPMENT REQUIREMENTS

> Greater Than; < Less Than; ≥ Equal or Greater Than; ≤ Equal or Less Than;

H2O–Water; DC–Dry Chemical.

NOTE: The listing of ARFF index does not necessarily assure coverage for non–air carrier operations or at other than prescribed times for air carrier. ARFF Index Ltd.—indicates ARFF coverage may or may not be available, for information contact airport manager prior to flight.

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FAA Pacific edition, printed page 14. Transcribed from the source legend; the printed original is available below.

All public use landing areas are provided NOTAM service. A NOTAM FILE identifier is shown for individual landing areas, e.g., “NOTAM FILE BNA”. See the AIM, Basic Flight Information and ATC Procedures for a detailed description of NOTAMs. Current NOTAMs are available from flight service stations at 1–800–WX–BRIEF (992–7433) or online through the FAA PilotWeb at https:// pilotweb.nas.faa.gov. Military NOTAMs are available using the Defense Internet NOTAM Service (DINS) at https://www.notams.faa.gov. Pilots flying to or from airports not available through the FAA PilotWeb or DINS can obtain assistance from Flight Service.

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FAA Pacific edition, printed page 14. Transcribed from the source legend; the printed original is available below.

All airports not inspected by FAA will be identified by the note: Not insp. This indicates that the airport information has been provided by the owner or operator of the field.

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FAA Pacific edition, printed page 14. Transcribed from the source legend; the printed original is available below.

MINIMUM OPERATIONAL NETWORK (MON) AIRPORT DESIGNATION

MON Airports have at least one VOR or ILS instrument approach procedure that can be flown without the need for GPS, WAAS, DME, NDB or RADAR. The primary purpose of the MON designation is for recovery in case of GPS outage.

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FAA Pacific edition, printed page 14–17. Transcribed from the source legend; the printed original is available below.

Runway information is shown on two lines. That information common to the entire runway is shown on the first line while information concerning the runway ends is shown on the second or following line. Runway direction, surface, length, width, weight bearing capacity, lighting, and slope, when available are shown for each runway. Multiple runways are shown with the longest runway first. Direction, length, width, and lighting are shown for sea–lanes. The full dimensions of helipads are shown, e.g., 50X150. Runway data that requires clarification will be placed in the remarks section.

RUNWAY DESIGNATION

Runways are normally numbered in relation to their magnetic orientation rounded off to the nearest 10 degrees. Parallel runways can be designated L (left)/R (right)/C (center). Runways may be designated as Ultralight or assault strips. Assault strips are shown by magnetic bearing.

RUNWAY DIMENSIONS

Runway length and width are shown in feet. Length shown is runway end to end including displaced thresholds, but excluding those areas designed as overruns.

RUNWAY SURFACE AND SURFACE TREATMENT

Runway lengths prefixed by the letter “H” indicate that the runways are hard surfaced (concrete, asphalt, or part asphalt–concrete). If the runway length is not prefixed, the surface is sod, clay, etc. The runway surface composition is indicated in parentheses after runway length as follows:

• (AFSC)—Aggregate friction seal coat
• (AM2)—Temporary metal planks coated with nonskid material
• (ASPH)—Asphalt
• (CONC)—Concrete
• (DIRT)—Dirt
• (GRVD)—Grooved

• (GRVL)—Gravel, or cinders
• (MATS)—Pierced steel planking, landing mats, membranes
• (PEM)—Part concrete, part asphalt
• (PFC)—Porous friction courses
• (PSP)—Pierced steel plank
• (RFSC)—Rubberized friction seal coat

• (SAND)—Sand
• (TURF)—Turf
• (TRTD)—Treated
• (WC)—Wire combed

RUNWAY WEIGHT BEARING CAPACITY

Runway strength data shown in this publication is derived from available information and is a realistic estimate of capability at an average level of activity. It is not intended as a maximum allowable weight or as an operating limitation. Many airport pavements are capable of supporting limited operations with gross weights in excess of the published figures. Permissible operating weights, insofar as runway strengths are concerned, are a matter of agreement between the owner and user. When desiring to operate into any airport at weights in excess of those published in the publication, users should contact the airport management for permission. Runway strength figures are shown in thousand of pounds, with the last three figures being omitted. Add 000 to figure following S, D, 2S, 2T, AUW, SWL, etc., for gross weight capacity. A blank space following the letter designator is used to indicate the runway can sustain aircraft with this type landing gear, although definite runway weight bearing capacity figures are not available, e.g., S, D. Applicable codes for typical gear configurations with S=Single, D=Dual, T=Triple and Q=Quadruple:

AUW—All up weight. Maximum weight bearing capacity for any aircraft irrespective of landing gear configuration.

SWL—Single Wheel Loading. (This includes information submitted in terms of Equivalent Single Wheel Loading (ESWL) and Single Isolated Wheel Loading).

PSI—Pounds per square inch. PSI is the actual figure expressing maximum pounds per square inch runway will support, e.g., (SWL 000/PSI 535).

Omission of weight bearing capacity indicates information unknown.

The ACN/PCN System is the ICAO standard method of reporting pavement strength for pavements with bearing strengths greater than 12,500 pounds. The Pavement Classification Number (PCN) is established by an engineering assessment of the runway. The PCN is for use in conjunction with an Aircraft Classification Number (ACN). Consult the Aircraft Flight Manual, Flight Information Handbook, or other appropriate source for ACN tables or charts. Currently, ACN data may not be available for all aircraft. If an ACN table or chart is available, the ACN can be calculated by taking into account the aircraft weight, the pavement type, and the subgrade category. For runways that have been evaluated under the ACN/PCN system, the PCN will be shown as a five–part code (e.g. PCN 80 R/B/W/T). Details of the coded format are as follows:

NOTE: ICAO adopted the ACR/PCR System as the new standard method for reporting pavement strength in July 2020. The ACR/PCR System methodology remains unchanged from the ACN/PCN system described above. The Pavement Classification Rating (PCR) remains a five-part code (e.g. PCR 460 R/B/W/T) with the number being one order of magnitude higher than PCNs. The details of the code below are not changed with PCR. ICAO has established a four year transition period during which time a PCN or a PCR may be reported. Currently Aircraft Classification Rating (ACR) data may not be available for all aircraft.

NOTE: Prior permission from the airport controlling authority is required when the ACN/ACR of the aircraft exceeds the published PCN/ PCR or aircraft tire pressure exceeds the published limits.

• (1) The PCN/PCR NUMBER—The reported PCN/PCR indicates that an aircraft with an ACN/ACR equal or less than the reported PCN/PCR can operate on the pavement subject to any limitation on the tire pressure.
• (2) The type of pavement: R — Rigid F — Flexible
• (3) The pavement subgrade category: A — High B — Medium C — Low D — Ultra–low

• (4) The maximum tire pressure authorized for the pavement: W — Unlimited, no pressure limit X — High, limited to 254 psi (1.75 MPa) Y — Medium, limited to 181 psi (1.25MPa) Z — Low, limited to 73 psi (0.50 MPa)
• (5) Pavement evaluation method: T — Technical evaluation U — By experience of aircraft using the pavement

RUNWAY LIGHTING

Lights are in operation sunset to sunrise. Lighting available by prior arrangement only or operating part of the night and/or pilot controlled lighting with specific operating hours are indicated under airport or military remarks. At USN/USMC facilities lights are available only during airport hours of operation. Since obstructions are usually lighted, obstruction lighting is not included in this code. Unlighted obstructions on or surrounding an airport will be noted in airport or military remarks. Runway lights nonstandard (NSTD) are systems for which the light fixtures are not FAA approved L–800 series: color, intensity, or spacing does not meet FAA standards. Nonstandard runway lights, VASI, or any other system not listed below will be shown in airport remarks or military service. Temporary, emergency or limited runway edge lighting such as flares, smudge pots, lanterns or portable runway lights will also be shown in airport remarks or military service. Types of lighting are shown with the runway or runway end they serve.

• NSTD—Light system fails to meet FAA standards.
• LIRL—Low Intensity Runway Lights.
• MIRL—Medium Intensity Runway Lights.
• HIRL—High Intensity Runway Lights.
• RAIL—Runway Alignment Indicator Lights.
• REIL—Runway End Identifier Lights.
• CL—Centerline Lights.
• TDZL—Touchdown Zone Lights.
• ODALS—Omni Directional Approach Lighting System.
• AF OVRN—Air Force Overrun 1000′ Standard Approach Lighting System.
• MALS—Medium Intensity Approach Lighting System.
• MALSF—Medium Intensity Approach Lighting System with Sequenced Flashing Lights.
• MALSR—Medium Intensity Approach Lighting System with Runway Alignment Indicator Lights.
• RLLS—Runway Lead–in Light System

• SALS—Short Approach Lighting System.
• SALSF—Short Approach Lighting System with Sequenced Flashing Lights.
• SSALS—Simplified Short Approach Lighting System.
• SSALF—Simplified Short Approach Lighting System with Sequenced Flashing Lights.
• SSALR—Simplified Short Approach Lighting System with Runway Alignment Indicator Lights.
• ALSAF—High Intensity Approach Lighting System with Sequenced Flashing Lights.
• ALSF1—High Intensity Approach Lighting System with Sequenced Flashing Lights, Category I, Configuration.
• ALSF2—High Intensity Approach Lighting System with Sequenced Flashing Lights, Category II, Configuration.
• SF—Sequenced Flashing Lights.
• OLS—Optical Landing System.
• WAVE–OFF.

NOTE: Civil ALSF2 may be operated as SSALR during favorable weather conditions. When runway edge lights are positioned more than 10 feet from the edge of the usable runway surface a remark will be added in the ‘Remarks’ portion of the airport entry. This is applicable to Air Force, Air National Guard and Air Force Reserve Bases, and those joint use airfields on which they are tenants.

VISUAL GLIDESLOPE INDICATORS

APAP—A system of panels, which may or may not be lighted, used for alignment of approach path.

PAPI—Precision Approach Path Indicator

PVASI—Pulsating/steady burning visual approach slope indicator, normally a single light unit projecting two colors.

SAVASI—Simplified Abbreviated Visual Approach Slope Indicator

SAVASI—Simplified Abbreviated Visual Approach Slope Indicator

TRCV—Tri–color visual approach slope indicator, normally a single light unit projecting three colors.

VASI—Visual Approach Slope Indicator

NOTE: Approach slope angle and threshold crossing height will be shown when available; i.e., –GA 3.5° TCH 37′.

Available systems will be indicated in the Service section, e.g., LGT ACTIVATE HIRL Rwy 07–25, MALSR Rwy 07, and VASI Rwy 07— 122.8.

Where the airport is not served by an instrument approach procedure and/or has an independent type system of different specification installed by the airport sponsor, descriptions of the type lights, method of control, and operating frequency will be explained in clear text. See AIM, ‘Aeronautical Lighting and Other Airport Visual Aids,’ for a detailed description of pilot control of airport lighting.

RUNWAY SLOPE

When available, runway slope data will be provided. Runway slope will be shown only when it is 0.3 percent or greater. On runways less than 8000 feet, the direction of the slope up will be indicated, e.g., 0.3% up NW. On runways 8000 feet or greater, the slope will be shown (up or down) on the runway end line, e.g., RWY 13: 0.3% up., RWY 31: Pole. Rgt tfc. 0.4% down.

PART 121/PART 380 OPERATIONS

Runway Not Available for Part 121/Part 380 Operations means the runway is not to be used by an air carrier aircraft for any air carrier operations (categorized as either a large air carrier aircraft if designed for at least 31 passenger seats or a small air carrier aircraft if designed for more than 9 passenger seats but less than 31 passenger seats, as determined by the aircraft type certificate issued by a competent civil aviation authority or equivalent foreign aviation authority).

RUNWAY END DATA

Information pertaining to the runway approach end such as approach lights, touchdown zone lights, runway end identification lights, visual glideslope indicators, displaced thresholds, controlling obstruction, and right hand traffic pattern, will be shown on the specific runway end. ‘Rgt tfc’—Right traffic indicates right turns should be made on landing and takeoff for specified runway end. Runway Visual Range shall be shown as "RVR" appended with "T" for touchdown, "M" for midpoint, and "R" for rollout; e.g., RVR-TMR.

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FAA Pacific edition, printed page 17. Transcribed from the source legend; the printed original is available below.

LAND AND HOLD–SHORT OPERATIONS (LAHSO)

LAHSO is an acronym for “Land and Hold–Short Operations” These operations include landing and holding short of an intersection runway, an intersecting taxiway, or other predetermined points on the runway other than a runway or taxiway. Measured distance represents the available landing distance on the landing runway, in feet.

Specific questions regarding these distances should be referred to the air traffic manager of the facility concerned. The Aeronautical Information Manual contains specific details on hold–short operations and markings.

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FAA Pacific edition, printed page 17. Transcribed from the source legend; the printed original is available below.

TORA—Take–off Run Available. The length of runway declared available and suitable for the ground run of an aeroplane take–off. TODA—Take–off Distance Available. The length of the take–off run available plus the length of the clearway, if provided. ASDA—Accelerate–Stop Distance Available. The length of the take–off run available plus the length of the stopway, if provided. LDA—Landing Distance Available. The length of runway which is declared available and suitable for the ground run of an aeroplane landing.

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FAA Pacific edition, printed page 17–18. Transcribed from the source legend; the printed original is available below.

Arresting gear is shown as it is located on the runway. The a–gear distance from the end of the appropriate runway (or into the overrun) is indicated in parentheses. A–Gear which has a bi–direction capability and can be utilized for emergency approach end engagement is indicated by a (B). Up to 15 minutes advance notice may be required for rigging A–Gear for approach and engagement. Airport listing may show availability of other than US Systems. This information is provided for emergency requirements only. Refer to current aircraft operating manuals for specific engagement weight and speed criteria based on aircraft structural restrictions and arresting system limitations.

Following is a list of current systems referenced in this publication identified by both Air Force and Navy terminology: BI–DIRECTIONAL CABLE (B)

The following device is used in conjunction with some aircraft arresting systems:

UNI–DIRECTIONAL CABLE

FOREIGN CABLE

UNI–DIRECTIONAL BARRIER

NOTE: Landing short of the runway threshold on a runway with a BAK–15 in the underrun is a significant hazard. The barrier in the down position still protrudes several inches above the underrun. Aircraft contact with the barrier short of the runway threshold can cause damage to the barrier and substantial damage to the aircraft.

OTHER

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FAA Pacific edition, printed page 18–21. Transcribed from the source legend; the printed original is available below.

FUEL

*(Fuel System Icing Inhibitor) **(Freeze Point) # (Corrosion Inhibitors/Lubricity Improvers) ## (Static Dissipator Additive)

NOTE: Certain automobile gasoline may be used in specific aircraft engines if a FAA supplemental type certificate has been obtained. Automobile gasoline, which is to be used in aircraft engines, will be identified as ‘MOGAS’, however, the grade/type and other octane rating will not be published.

Data shown on fuel availability represents the most recent information the publisher has been able to acquire. Because of a variety of factors, the fuel listed may not always be obtainable by transient civil pilots. Confirmation of availability of fuel should be made directly with fuel suppliers at locations where refueling is planned.

SERVICE—MILITARY

Specific military services available at the airport are listed under this general heading. Remarks applicable to any military service are shown in the individual service listing.

JET AIRCRAFT STARTING UNITS (JASU)—MILITARY

The numeral preceding the type of unit indicates the number of units available. The absence of the numeral indicates ten or more units available. If the number of units is unknown, the number one will be shown. Absence of JASU designation indicates non–availability. The following is a list of current JASU systems referenced in this publication:

USAF JASU (For variations in technical data, refer to T.O. 35–1–7.)

ELECTRICAL STARTING UNITS:

AIR STARTING UNITS

COMBINED AIR AND ELECTRICAL STARTING UNITS:

*NOTE: During combined air and electrical loads, the pneumatic circuitry takes preference and will limit the amount of electrical power available.

USN JASU

ELECTRICAL STARTING UNITS:

AIR STARTING UNITS:

COMBINED AIR AND ELECTRICAL STARTING UNITS:

OTHER JASU

ELECTRICAL STARTING UNITS (DND):

AIR STARTING UNITS (DND):

COMBINED AIR AND ELECTRICAL STARTING UNITS (DND)

ELECTRICAL STARTING UNITS (OTHER)

AIR STARTING UNITS (OTHER):

CARTRIDGE:

FUEL—MILITARY

Fuel available through US Military Base supply, DESC Into–Plane Contracts and/or reciprocal agreement is listed first and is followed by (Mil). At commercial airports where Into–Plane contracts are in place, the name of the refueling agent is shown. Military fuel should be used first if it is available. When military fuel cannot be obtained but Into–Plane contract fuel is available, Government aircraft must refuel with the contract fuel and applicable refueling agent to avoid any breach in contract terms and conditions. Fuel not available through the above is shown preceded by NC (no contract). When fuel is obtained from NC sources, local purchase procedures must be followed. The US Military Aircraft Identaplates DD Form 1896 (Jet Fuel), DD Form 1897 (Avgas) and AF Form 1245 (Avgas) are used at military installations only. The US Government Aviation Into–Plane Reimbursement (AIR) Card (currently issued by AVCARD) is the instrument to be used to obtain fuel under a DESC Into–Plane Contract and for NC purchases if the refueling agent at the commercial airport accepts the AVCARD. A current list of contract fuel locations is available online at https://cis.energy.dla.mil/ip_cis/. See legend item 14 for fuel code and description.

OXYGEN:

NOTE: Combinations of above items is used to indicate complete oxygen servicing available;

NOTE: Aircraft will be serviced with oxygen procured under military specifications only. Aircraft will not be serviced with medical oxygen.

NITROGEN:

LPNIT — Low pressure nitrogen servicing.

HPNIT — High pressure nitrogen servicing.

LHNIT — Low and high pressure nitrogen servicing.

OIL—MILITARY

US AVIATION OILS (MIL SPECS):

TRANSIENT ALERT (TRAN ALERT)—MILITARY

Tran Alert service is considered to include all services required for normal aircraft turn–around, e.g., servicing (fuel, oil, oxygen, etc.), debriefing to determine requirements for maintenance, minor maintenance, inspection and parking assistance of transient aircraft. Drag chute repack, specialized maintenance, or extensive repairs will be provided within the capabilities and priorities of the base. Delays can be anticipated after normal duty hours/holidays/weekends regardless of the hours of transient maintenance operation. Pilots should not expect aircraft to be serviced for TURN–AROUNDS during time periods when servicing or maintenance manpower is not available. In the case of airports not operated exclusively by US military, the servicing indicated by the remarks will not always be available for US military aircraft. When transient alert services are not shown, facilities are unknown. NO PRIORITY BASIS—means that transient alert services will be provided only after all the requirements for mission/tactical assigned aircraft have been accomplished.

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FAA Pacific edition, printed page 21. Transcribed from the source legend; the printed original is available below.

Remarks that indicate noise information and/or abatement measures that exist in the vicinity of the airport.

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FAA Pacific edition, printed page 21–22. Transcribed from the source legend; the printed original is available below.

The Attendance Schedule is the months, days and hours the airport is actually attended. Airport attendance does not mean watchman duties or telephone accessibility, but rather an attendant or operator on duty to provide at least minimum services (e.g., repairs, fuel, transportation).

Airport Remarks have been grouped in order of applicability. Airport remarks are limited to those items of information that are determined essential for operational use, i.e., conditions of a permanent or indefinite nature and conditions that will remain in effect for more than 30 days concerning aeronautical facilities, services, maintenance available, procedures or hazards, knowledge of which is essential for safe and efficient operation of aircraft. Information concerning permanent closing of a runway or taxiway will not be shown. A note ‘See Special Notices’ shall be applied within this remarks section when a special notice applicable to the entry is contained in the Special Notices section of this publication.

Parachute Jumping indicates parachute jumping areas associated with the airport. See Parachute Jumping Area section of this publication for additional Information.

Landing Fee indicates landing charges for private or non–revenue producing aircraft. In addition, fees may be charged for planes that remain over a couple of hours and buy no services, or at major airline terminals for all aircraft.

Note: Unless otherwise stated, remarks including runway ends refer to the runway’s approach end.

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FAA Pacific edition, printed page 22. Transcribed from the source legend; the printed original is available below.

Joint Civil/Military airports contain both Airport Remarks and Military Remarks. Military Remarks published for these airports are applicable only to the military. Military and joint Military/Civil airports contain only Military Remarks. Remarks contained in this section may not be applicable to civil users. When both sets of remarks exist, the first set is applicable to the primary operator of the airport. Remarks applicable to a tenant on the airport are shown preceded by the tenant organization, i.e., (A) (AF) (N) (ANG), etc. Military airports operate 24 hours unless otherwise specified. Airport operating hours are listed first (airport operating hours will only be listed if they are different than the airport attended hours or if the attended hours are unavailable) followed by pertinent remarks in order of applicability. Remarks will include information on restrictions, hazards, traffic pattern, noise abatement, customs/agriculture/ immigration, and miscellaneous information applicable to the Military.

Type of restrictions:

CLOSED: When designated closed, the airport is restricted from use by all aircraft unless stated otherwise. Any closure applying to specific type of aircraft or operation will be so stated. USN/USMC/USAF airports are considered closed during non–operating hours. Closed airports may be utilized during an emergency provided there is a safe landing area.

OFFICIAL BUSINESS ONLY: The airfield is closed to all transient military aircraft for obtaining routine services such as fueling, passenger drop off or pickup, practice approaches, parking, etc. The airfield may be used by aircrews and aircraft if official government business (including civilian) must be conducted on or near the airfield and prior permission is received from the airfield manager. AF OFFICIAL BUSINESS ONLY OR NAVY OFFICIAL BUSINESS ONLY: Indicates that the restriction applies only to service indicated. PRIOR PERMISSION REQUIRED (PPR): Airport is closed to transient aircraft unless approval for operation is obtained from the appropriate commander through Chief, Airfield Management or Airfield Operations Officer. Official Business or PPR does not preclude the use of US Military airports as an alternate for IFR flights. If a non–US military airport is used as a weather alternate and requires a PPR, the PPR must be requested and confirmed before the flight departs. The purpose of PPR is to control volume and flow of traffic rather than to prohibit it. Prior permission is required for all aircraft requiring transient alert service outside the published transient alert duty hours. All aircraft carrying hazardous materials must obtain prior permission as outlined in AFJI 11–204, AR 95–27, OPNAVINST 3710.7.

Note: OFFICIAL BUSINESS ONLY AND PPR restrictions are not applicable to Special Air Mission (SAM) or Special Air Resource (SPAR) aircraft providing person or persons on aboard are designated Code 6 or higher as explained in AFJMAN 11–213, AR 95–11, OPNAVINST 3722–8J. Official Business Only or PPR do not preclude the use of the airport as an alternate for IFR flights.

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FAA Pacific edition, printed page 22. Transcribed from the source legend; the printed original is available below.

The phone number of the airport manager.

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FAA Pacific edition, printed page 22–23. Transcribed from the source legend; the printed original is available below.

Weather data sources will be listed alphabetically followed by their assigned frequencies and/or telephone number and hours of operation.

ASOS—Automated Surface Observing System. Reports the same as an AWOS–3 plus precipitation identification and intensity, and freezing rain occurrence;

AWOS—Automated Weather Observing System

AWOS–A—reports altimeter setting (all other information is advisory only).

AWOS–AV—reports altimeter and visibility.

AWOS–1—reports altimeter setting, wind data and usually temperature, dew point and density altitude.

AWOS–2—reports the same as AWOS–1 plus visibility.

AWOS–3—reports the same as AWOS–1 plus visibility and cloud/ceiling data.

AWOS–3P reports the same as the AWOS–3 system, plus a precipitation identification sensor.

AWOS–3PT reports the same as the AWOS–3 system, plus precipitation identification sensor and a thunderstorm/lightning reporting capability.

AWOS–3T reports the same as AWOS–3 system and includes a thunderstorm/lightning reporting capability.

See AIM, Basic Flight Information and ATC Procedures for detailed description of Weather Data Sources.

AWOS–4—reports same as AWOS–3 system, plus precipitation occurrence, type and accumulation, freezing rain, thunderstorm and runway surface sensors.

LAWRS—Limited Aviation Weather Reporting Station where observers report cloud height, weather, obstructions to vision, temperature and dewpoint (in most cases), surface wind, altimeter and pertinent remarks.

LLWAS—indicates a Low Level Wind Shear Alert System consisting of a center field and several field perimeter anemometers.

SAWRS—identifies airports that have a Supplemental Aviation Weather Reporting Station available to pilots for current weather information.

SWSL—Supplemental Weather Service Location providing current local weather information via radio and telephone.

TDWR—indicates airports that have Terminal Doppler Weather Radar.

WSP—indicates airports that have Weather System Processor.

When the automated weather source is broadcast over an associated airport NAVAID frequency (see NAVAID line), it shall be indicated by a bold ASOS or AWOS followed by the frequency, identifier and phone number, if available.

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FAA Pacific edition, printed page 23–24. Transcribed from the source legend; the printed original is available below.

Airport terminal control facilities and radio communications associated with the airport shall be shown. When the call sign is not the same as the airport name the call sign will be shown. Frequencies shall normally be shown in ascending order with the primary frequency listed first. Frequencies will be listed, together with sectorization indicated by outbound radials, and hours of operation. Communications will be listed in sequence as follows:

Single Frequency Approach (SFA), Common Traffic Advisory Frequency (CTAF), Aeronautical Advisory Stations (UNICOM) or (AUNICOM), and Automatic Terminal Information Service (ATIS) along with their frequency is shown, where available, on the line following the heading ‘COMMUNICATIONS.’ When the CTAF and UNICOM frequencies are the same, the frequency will be shown as CTAF/UNICOM 122.8.

The FSS telephone nationwide is toll free 1–800–WX–BRIEF (1–800–992–7433). When the FSS is located on the field it will be indicated as “on arpt”. Frequencies available at the FSS will follow in descending order. Remote Communications Outlet (RCO) providing service to the airport followed by the frequency and FSS RADIO name will be shown when available. FSS’s provide information on airport conditions, radio aids and other facilities, and process flight plans. Airport Advisory Service (AAS) is provided on the CTAF by FSS’s for select non–tower airports or airports where the tower is not in operation.

(See AIM, Para 4–1–9 Traffic Advisory Practices at Airports Without Operating Control Towers or AC 90–42C.)

Aviation weather briefing service is provided by FSS specialists. Flight and weather briefing services are also available by calling the telephone numbers listed.

Remote Communications Outlet (RCO)—An unmanned air/ground communications facility that is remotely controlled and provides UHF or VHF communications capability to extend the service range of an FSS.

Civil Communications Frequencies–Civil communications frequencies used in the FSS air/ground system are operated on 122.0, 122.2, 123.6; emergency 121.5; plus receive–only on 122.1.

a. 122.2 is assigned as a common enroute frequency.

b. 123.6 is assigned as the airport advisory frequency at select non–tower locations. At airports with a tower, FSS may provide airport advisories on the tower frequency when tower is closed.

c. 122.1 is the primary receive–only frequency at VOR's.

d. Some FSS's are assigned 50 kHz frequencies in the 122–126 MHz band (eg. 122.45). Pilots using the FSS A/G system should refer to this directory or appropriate charts to determine frequencies available at the FSS or remoted facility through which they wish to communicate.

Emergency frequency 121.5 and 243.0 are available at all Flight Service Stations, most Towers, Approach Control and RADAR facilities.

Frequencies published followed by the letter ‘T’ or ‘R’, indicate that the facility will only transmit or receive respectively on that frequency. All radio aids to navigation (NAVAID) frequencies are transmit only. In cases where communications frequencies are annotated with (R) or (E), (R) indicates Radar Capability and (E) indicates Emergency Frequency.

TERMINAL SERVICES

SFA—Single Frequency Approach.

CTAF—A program designed to get all vehicles and aircraft at airports without an operating control tower on a common frequency. ATIS—A continuous broadcast of recorded non–control information in selected terminal areas.

D–ATIS—Digital ATIS provides ATIS information in text form outside the standard reception range of conventional ATIS via landline & data link communications and voice message within range of existing transmitters.

AUNICOM—Automated UNICOM is a computerized, command response system that provides automated weather, radio check capability and airport advisory information selected from an automated menu by microphone clicks.

UNICOM—A non–government air/ground radio communications facility which may provide airport information.

PTD—Pilot to Dispatcher.

APP CON—Approach Control. The symbol ® indicates radar approach control.

TOWER—Control tower.

GCA—Ground Control Approach System.

GND CON—Ground Control.

GCO—Ground Communication Outlet—An unstaffed, remotely controlled, ground/ground communications facility. Pilots at uncontrolled airports may contact ATC and FSS via VHF to a telephone connection to obtain an instrument clearance or close a VFR or IFR flight plan. They may also get an updated weather briefing prior to takeoff. Pilots will use four “key clicks” on the VHF radio to contact the appropriate ATC facility or six “key clicks” to contact the FSS. The GCO system is intended to be used only on the ground.

DEP CON—Departure Control. The symbol ® indicates radar departure control.

CLNC DEL—Clearance Delivery.

CPDLC—Controller Pilot Data Link Communication. FANS ATC data communication capability from the aircraft to the ATC Data Link system.

PDC—Pre-Departure Clearance. ACARS-based clearance delivery capability from tower to gate printer or aircraft.

PRE TAXI CLNC—Pre taxi clearance.

VFR ADVSY SVC—VFR Advisory Service. Service provided by Non–Radar Approach Control.

Advisory Service for VFR aircraft (upon a workload basis) ctc APP CON.

COMD POST—Command Post followed by the operator call sign in parenthesis.

PMSV—Pilot–to–Metro Service call sign, frequency and hours of operation, when full service is other than continuous. PMSV installations at which weather observation service is available shall be indicated, following the frequency and/or hours of operation as ‘Wx obsn svc 1900–0000Z‡’ or ‘other times’ may be used when no specific time is given. PMSV facilities manned by forecasters are considered ‘Full Service’. PMSV facilities manned by weather observers are listed as ‘Limited Service’.

OPS—Operations followed by the operator call sign in parenthesis.

CON

RANGE

FLT FLW—Flight Following

MEDIVAC

NOTE: Communication frequencies followed by the letter ‘X’ indicate frequency available on request.

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FAA Pacific edition, printed page 24. Transcribed from the source legend; the printed original is available below.

Information concerning Class B, C, and part–time D and E surface area airspace shall be published with effective times, if available.

CLASS B—Radar Sequencing and Separation Service for all aircraft in CLASS B airspace.

CLASS C—Separation between IFR and VFR aircraft and sequencing of VFR arrivals to the primary airport.

TRSA—Radar Sequencing and Separation Service for participating VFR Aircraft within a Terminal Radar Service Area.

Class C, D, and E airspace described in this publication is that airspace usually consisting of a 5 NM radius core surface area that begins at the surface and extends upward to an altitude above the airport elevation (charted in MSL for Class C and Class D). Class E surface airspace normally extends from the surface up to but not including the overlying controlled airspace.

When part–time Class C or Class D airspace defaults to Class E, the core surface area becomes Class E. This will be formatted as: AIRSPACE: CLASS C svc “times” ctc APP CON other times CLASS E:

or

AIRSPACE: CLASS D svc “times” other times CLASS E.

When a part–time Class C, Class D or Class E surface area defaults to Class G, the core surface area becomes Class G up to, but not including, the overlying controlled airspace. Normally, the overlying controlled airspace is Class E airspace beginning at either 700′ or 1200′ AGL and may be determined by consulting the relevant VFR Sectional or Terminal Area Charts. This will be formatted as: AIRSPACE: CLASS C svc “times” ctc APP CON other times CLASS G or

AIRSPACE: CLASS D svc “times” other times CLASS G or

AIRSPACE: CLASS E svc “times” other times CLASS G

NOTE: AIRSPACE SVC “TIMES” INCLUDE ALL ASSOCIATED ARRIVAL EXTENSIONS. Surface area arrival extensions for instrument approach procedures become part of the primary core surface area. These extensions may be either Class D or Class E airspace and are effective concurrent with the times of the primary core surface area. For example, when a part–time Class C, Class D or Class E surface area defaults to Class G, the associated arrival extensions will default to Class G at the same time. When a part–time Class C or Class D surface area defaults to Class E, the arrival extensions will remain in effect as Class E airspace.

NOTE: CLASS E AIRSPACE EXTENDING UPWARD FROM 700 FEET OR MORE ABOVE THE SURFACE, DESIGNATED IN CONJUNCTION WITH AN AIRPORT WITH AN APPROVED

INSTRUMENT PROCEDURE.

Class E 700′ AGL (shown as magenta vignette on sectional charts) and 1200′ AGL (blue vignette) areas are designated when necessary to provide controlled airspace for transitioning to/from the terminal and enroute environments. Unless otherwise specified, these 700′/ 1200′ AGL Class E airspace areas remain in effect continuously, regardless of airport operating hours or surface area status. These transition areas should not be confused with surface areas or arrival extensions.

(See Chapter 3, AIRSPACE, in the Aeronautical Information Manual for further details)

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FAA Pacific edition, printed page 24–25. Transcribed from the source legend; the printed original is available below.

VOR TEST FACILITY (VOT)

The VOT transmits a signal which provided users a convenient means to determine the operational status and accuracy of an aircraft VOR receiver while on the ground. Ground based VOTs and the associated frequency shall be shown when available. VOTs are also shown with identifier, frequency and referenced remarks in the VOR Receiver Check section in the back of this publication.

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FAA Pacific edition, printed page 25–28. Transcribed from the source legend; the printed original is available below.

The Airport/Facility Directory section of the Chart Supplement lists, by facility name, all Radio Aids to Navigation that appear on FAA, Aeronautical Information Services Visual or IFR Aeronautical Charts and those upon which the FAA has approved an Instrument Approach Procedure, with exception of selected TACANs. All VOR, VORTAC, TACAN and ILS equipment in the National Airspace System has an automatic monitoring and shutdown feature in the event of malfunction. Unmonitored, as used in this publication, for any navigational aid, means that monitoring personnel cannot observe the malfunction or shutdown signal. The NAVAID NOTAM file identifier will be shown as ‘NOTAM FILE IAD’ and will be listed on the Radio Aids to Navigation line. When two or more NAVAIDS are listed and the NOTAM file identifier is different from that shown on the Radio Aids to Navigation line, it will be shown with the NAVAID listing. NOTAM file identifiers for ILSs and its components (e.g., NDB (LOM) are the same as the associated airports and are not repeated. Automated Surface Observing System (ASOS) and Automated Weather Observing System (AWOS) will be shown when this service is broadcast over selected NAVAIDs.

NAVAID information is tabulated as indicated in the following sample:

Note: Those DME channel numbers with a (Y) suffix require TACAN to be placed in the ‘Y’ mode to receive distance information.

ASR/PAR—Indicates that Surveillance (ASR) or Precision (PAR) radar instrument approach minimums are published in the U.S. Terminal Procedures. Only part–time hours of operation will be shown.

RADIO CLASS DESIGNATIONS

VOR/DME/TACAN Standard Service Volume (SSV) Classifications

NOTES: Additionally, High Altitude facilities provide Low Altitude and Terminal service volume and Low Altitude facilities provide Terminal service volume. Altitudes are with respect to the station's site elevation. Coverage is not available in a cone of airspace directly above the facility. In some cases local conditions (terrain, buildings, trees, etc.) may require that the service volume be restricted. The public shall be informed of any such restriction by a remark in the NAVAID entry in this publication or by a Notice to Airmen (NOTAM).

The term VOR is, operationally, a general term covering the VHF omnidirectional bearing type of facility without regard to the fact that the power, the frequency protected service volume, the equipment configuration, and operational requirements may vary between facilities at different locations.

ILS FACILITY PERFORMANCE CLASSIFICATION CODES

Codes define the ability of an ILS to support autoland operations. The two portions of the code represent Official Category and farthest point along a Category I, II, or III approach that the Localizer meets Category III structure tolerances.

Official Category: I, II, or III; the lowest minima on published or unpublished procedures supported by the ILS.

Farthest point of satisfactory Category III Localizer performance for Category I, II, or III approaches: A – 4 NM prior to runway threshold, B – 3500 ft prior to runway threshold, C – glide angle dependent but generally 750–1000 ft prior to threshold, T – runway threshold, D – 3000 ft after runway threshold, and E – 2000 ft prior to stop end of runway.

ILS information is tabulated as indicated in the following sample:

FREQUENCY PAIRING TABLE

The following is a list of paired VOR/ILS VHF frequencies with TACAN channels.

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FAA Pacific edition, printed page 28. Transcribed from the source legend; the printed original is available below.

COMM/NAV/WEATHER REMARKS: These remarks consist of pertinent information affecting the current status of communications, NAVAIDs, weather, and in the absence of air-ground radio outlets identified in the Communications section some approach control facilities will have a clearance delivery phone number listed here.

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The legend distinguishes hard-surface, other-than-hard-surface, metal-surface, and water runways. Taxiways and parking areas have their own shading. Stopways, overruns, and blast pads use a separate pattern; they are not part of the depicted physical runway length.

Separate symbols identify a closed runway, a closed surface, a nonmovement area, and an area under construction. Match the pattern, not just its color, to the legend.

The legend shows unidirectional and bidirectional arresting gear, a jet barrier, and an Engineered Materials Arresting System (EMAS). The FAA notes that specific military arresting-gear systems such as BAK12 and MA-1A are not applicable to civil pilots; military pilots refer to the appropriate Department of Defense publications.

The illustrated threshold is displaced from the physical runway end. The FAA diagram legend measures depicted runway length from physical end to end, including any displaced thresholds, but excluding areas designated as stopways.

An open circle or polygon identifies a hot spot. Its HS number connects the location to the published hot-spot description. The Kahului exercise below pairs three of these locations with their FAA descriptions.

This symbol locates runway holding position markings on the airport diagram. The legend identifies the marking; the marking and any applicable clearance must be evaluated at the actual airport.

The legend uses a filled square for buildings and a fuel-pump symbol for self-serve fuel. The FAA directs readers to the appropriate Chart Supplement for fuel information.

The symbols distinguish tanks, obstructions, an airport beacon, runway radar reflectors, and bridges. When a control tower and rotating beacon are co-located, the beacon symbol is used and further identified as TWR.

TWR identifies a control tower. The legend shows unlit and lit wind cones, landing tees, and tetrahedrons. When a tower and rotating beacon are co-located, the beacon symbol is used with TWR.

Runway weight-bearing capacity, Pavement Classification Number (PCN), or Pavement Classification Rating (PCR) is shown as a coded expression. The FAA directs readers to the applicable Supplement/Directory for the codes. The printed example reads “RWY 14-32 PCR 560 R/B/W/T; S-75, D-185, 2D-325, 2D/2D2-110.”

The legend shows helicopter alighting-area symbols. Filled, negative versions identify landing points for helicopter procedures. Landmark features on helicopter approach insets and sketches are provided for visual reference only.

TDZE identifies touchdown-zone elevation. Runway slope is shown when the rounded value is 0.3% or greater. On runways 8,000 feet or longer, runway slope is measured to the midpoint.

The U.S. Navy Optical Landing System (OLS) is shown because its approximately seven-foot height and proximity to the runway edge may create an obstruction for some aircraft.

Airport diagram scales are variable, and true/magnetic north orientation may vary from diagram to diagram. Coordinate values are shown in one-minute or half-minute increments, further divided into six-second ticks. The legend gives positional accuracy as ±600 feet unless otherwise noted. New and revised diagrams are referenced to the World Geodetic System (WGS), noted on the diagram; they may not be compatible with local coordinates in Department of Defense Flight Information Publications for foreign locations.

Depicted runway length is physical end to physical end, including displaced thresholds, excluding stopways. A boxed D indicates that declared-distance information is available in the appropriate Chart Supplement. The airport sketch box includes the final approach course or its extension.

In this FAA illustrative sketch, the runway-end elevation is 164 feet and field elevation is 174 feet. These are separate labels; the sketch is not a current airport entry.

The example “9000 × 200” gives runway length and width in feet: 9,000 feet long and 200 feet wide.

The sketch labels the magnetic runway heading as 023° and the runway identification as 2. The heading and runway number are related but are not written at the same precision.

The outlined rectangle beyond the runway end is labeled EMAS, the Engineered Materials Arresting System. It has its own symbol and is not included in depicted runway length.

The FAA states that airport diagrams assist the movement of ground traffic at locations with complex runway/taxiway configurations. They are not intended for approach, landing, or departure operations. The legend refers revisions to FAA Order 7910.4.

METAR identifies an Aviation Routine Weather Report: an observation, rather than a forecast. SPECI identifies a special report.

KPIT identifies Pittsburgh International Airport in this FAA instructional example. Airport identifiers are location identifiers, not weather conditions.

091955Z means the observation is for the 9th day of the month at 1955 Coordinated Universal Time (UTC). Z denotes UTC.

COR identifies a corrected observation. AUTO, when present, identifies a fully automated report without human intervention.

22015G25KT means wind from 220° true at 15 knots, gusting to 25 knots. KT means knots. Forecast wind groups use the same direction, speed, and gust convention; 15005KT is from 150° true at 5 knots. A direction of VRB means variable.

3/4SM means three-quarters of a statute mile of prevailing visibility. SM denotes statute miles. Forecast examples include 5SM, 3SM, 1/2SM, 1SM, and 6SM. P6SM means more than six statute miles.

R28L/2600FT gives Runway Visual Range (RVR) for Runway 28 Left: 2,600 feet. This is a runway-specific measurement, distinct from prevailing visibility.

TSRA means thunderstorm with rain. SHRA means rain showers; +TSRA means a thunderstorm with heavy rain; -RA means light rain; -SHRA means light rain showers. HZ means haze and BR means mist. A minus sign indicates light intensity, no sign moderate intensity where applicable, and a plus sign heavy intensity.

OVC010CB means overcast at 1,000 feet above ground level with cumulonimbus clouds. FEW means few (1–2 eighths), SCT scattered (3–4 eighths), BKN broken (5–7 eighths), and OVC overcast (8 eighths). Heights are in hundreds of feet. FEW020 is few clouds at 2,000 feet; BKN020 OVC040 gives broken at 2,000 and overcast at 4,000 feet. The ceiling is the lowest broken or overcast layer, or vertical visibility into an obscuration. CB identifies cumulonimbus.

18/16 means temperature 18°C and dew point 16°C. A preceding M denotes a negative Celsius temperature.

A2992 means an altimeter setting of 29.92 inches of mercury.

RMK introduces remarks. The following groups supplement the body of the observation.

SLP045 decodes to sea-level pressure of 1004.5 hectopascals (hPa). The group encodes the last three digits, including tenths; the appropriate 9 or 10 prefix restores a plausible sea-level pressure.

T01820159 gives temperature +18.2°C and dew point +15.9°C. Each four-digit group has a sign digit (0 positive, 1 negative) followed by three digits in tenths of a degree.

TAF identifies a Terminal Aerodrome Forecast. It predicts airport weather during a stated validity period. AMD identifies an amended forecast and COR a corrected forecast when present.

091730Z means the forecast was issued on the 9th day of the month at 1730 UTC. This is the issue time, not the start of its validity.

0918/1024 means valid from 1800 UTC on the 9th through 2400 UTC on the 10th (0000 UTC on the 11th), a 30-hour period. The slash separates beginning and ending day/hour groups.

WS010/31022KT forecasts nonconvective low-level wind shear at 1,000 feet above ground level, with wind there from 310° true at 22 knots. It is separate from the surface wind group.

FM091930 introduces a new set of prevailing conditions from 1930 UTC on the 9th. FM100100 begins at 0100 UTC on the 10th, and FM101015 at 1015 UTC on the 10th. FM groups use day, hour, and minute; they are not read as hour-only groups.

TEMPO 0920/0922 forecasts temporary fluctuations between 2000 and 2200 UTC on the 9th. Each fluctuation lasts less than an hour and, in aggregate, occupies less than half of the indicated period. The following groups describe the temporary conditions.

PROB30 1004/1007 gives a 30% probability of the following conditions between 0400 and 0700 UTC on the 10th. The National Weather Service (NWS) does not use PROB groups during the first nine hours of its TAFs.

BECMG 1013/1015 indicates a change during 1300–1500 UTC on the 10th; the exact change time is not specified. The FAA example includes this group to illustrate the code. NWS TAFs do not use BECMG, although it may appear in international and military forecasts.

NSW means no significant weather, ending the previously forecast significant weather in the applicable change group. SKC means sky clear. This group belongs to the FAA’s illustrative BECMG portion; it is not an example of NWS BECMG usage.

15005KT: Wind from 150° true at 5 knots.

22015G25KT means wind from 220° true at 15 knots, gusting to 25 knots. KT means knots. Forecast wind groups use the same direction, speed, and gust convention; 15005KT is from 150° true at 5 knots. A direction of VRB means variable.

5SM: Prevailing visibility five statute miles.

3/4SM means three-quarters of a statute mile of prevailing visibility. SM denotes statute miles. Forecast examples include 5SM, 3SM, 1/2SM, 1SM, and 6SM. P6SM means more than six statute miles.

HZ: Haze.

TSRA means thunderstorm with rain. SHRA means rain showers; +TSRA means a thunderstorm with heavy rain; -RA means light rain; -SHRA means light rain showers. HZ means haze and BR means mist. A minus sign indicates light intensity, no sign moderate intensity where applicable, and a plus sign heavy intensity.

FEW020: Few clouds at 2,000 feet above ground level. A few-cloud layer is not a ceiling.

OVC010CB means overcast at 1,000 feet above ground level with cumulonimbus clouds. FEW means few (1–2 eighths), SCT scattered (3–4 eighths), BKN broken (5–7 eighths), and OVC overcast (8 eighths). Heights are in hundreds of feet. FEW020 is few clouds at 2,000 feet; BKN020 OVC040 gives broken at 2,000 and overcast at 4,000 feet. The ceiling is the lowest broken or overcast layer, or vertical visibility into an obscuration. CB identifies cumulonimbus.

30015G25KT: Wind from 300° true at 15 knots, gusting to 25 knots.

22015G25KT means wind from 220° true at 15 knots, gusting to 25 knots. KT means knots. Forecast wind groups use the same direction, speed, and gust convention; 15005KT is from 150° true at 5 knots. A direction of VRB means variable.

3SM: Prevailing visibility three statute miles.

3/4SM means three-quarters of a statute mile of prevailing visibility. SM denotes statute miles. Forecast examples include 5SM, 3SM, 1/2SM, 1SM, and 6SM. P6SM means more than six statute miles.

SHRA: Moderate rain showers.

TSRA means thunderstorm with rain. SHRA means rain showers; +TSRA means a thunderstorm with heavy rain; -RA means light rain; -SHRA means light rain showers. HZ means haze and BR means mist. A minus sign indicates light intensity, no sign moderate intensity where applicable, and a plus sign heavy intensity.

OVC015: Overcast at 1,500 feet above ground level; this is the forecast ceiling.

OVC010CB means overcast at 1,000 feet above ground level with cumulonimbus clouds. FEW means few (1–2 eighths), SCT scattered (3–4 eighths), BKN broken (5–7 eighths), and OVC overcast (8 eighths). Heights are in hundreds of feet. FEW020 is few clouds at 2,000 feet; BKN020 OVC040 gives broken at 2,000 and overcast at 4,000 feet. The ceiling is the lowest broken or overcast layer, or vertical visibility into an obscuration. CB identifies cumulonimbus.

1/2SM: Prevailing visibility one-half statute mile.

3/4SM means three-quarters of a statute mile of prevailing visibility. SM denotes statute miles. Forecast examples include 5SM, 3SM, 1/2SM, 1SM, and 6SM. P6SM means more than six statute miles.

+TSRA: Thunderstorm with heavy rain.

TSRA means thunderstorm with rain. SHRA means rain showers; +TSRA means a thunderstorm with heavy rain; -RA means light rain; -SHRA means light rain showers. HZ means haze and BR means mist. A minus sign indicates light intensity, no sign moderate intensity where applicable, and a plus sign heavy intensity.

OVC008CB: Overcast at 800 feet above ground level, with cumulonimbus clouds; the ceiling is 800 feet.

OVC010CB means overcast at 1,000 feet above ground level with cumulonimbus clouds. FEW means few (1–2 eighths), SCT scattered (3–4 eighths), BKN broken (5–7 eighths), and OVC overcast (8 eighths). Heights are in hundreds of feet. FEW020 is few clouds at 2,000 feet; BKN020 OVC040 gives broken at 2,000 and overcast at 4,000 feet. The ceiling is the lowest broken or overcast layer, or vertical visibility into an obscuration. CB identifies cumulonimbus.

FM100100: New prevailing conditions from 0100 UTC on the 10th.

FM091930 introduces a new set of prevailing conditions from 1930 UTC on the 9th. FM100100 begins at 0100 UTC on the 10th, and FM101015 at 1015 UTC on the 10th. FM groups use day, hour, and minute; they are not read as hour-only groups.

27008KT: Wind from 270° true at 8 knots.

22015G25KT means wind from 220° true at 15 knots, gusting to 25 knots. KT means knots. Forecast wind groups use the same direction, speed, and gust convention; 15005KT is from 150° true at 5 knots. A direction of VRB means variable.

BKN020 OVC040: Broken clouds at 2,000 feet and overcast at 4,000 feet above ground level. The lower broken layer establishes a 2,000-foot ceiling.

OVC010CB means overcast at 1,000 feet above ground level with cumulonimbus clouds. FEW means few (1–2 eighths), SCT scattered (3–4 eighths), BKN broken (5–7 eighths), and OVC overcast (8 eighths). Heights are in hundreds of feet. FEW020 is few clouds at 2,000 feet; BKN020 OVC040 gives broken at 2,000 and overcast at 4,000 feet. The ceiling is the lowest broken or overcast layer, or vertical visibility into an obscuration. CB identifies cumulonimbus.

1SM: Prevailing visibility one statute mile.

3/4SM means three-quarters of a statute mile of prevailing visibility. SM denotes statute miles. Forecast examples include 5SM, 3SM, 1/2SM, 1SM, and 6SM. P6SM means more than six statute miles.

-RA BR: Light rain and mist.

TSRA means thunderstorm with rain. SHRA means rain showers; +TSRA means a thunderstorm with heavy rain; -RA means light rain; -SHRA means light rain showers. HZ means haze and BR means mist. A minus sign indicates light intensity, no sign moderate intensity where applicable, and a plus sign heavy intensity.

FM101015: New prevailing conditions from 1015 UTC on the 10th.

FM091930 introduces a new set of prevailing conditions from 1930 UTC on the 9th. FM100100 begins at 0100 UTC on the 10th, and FM101015 at 1015 UTC on the 10th. FM groups use day, hour, and minute; they are not read as hour-only groups.

18005KT: Wind from 180° true at 5 knots.

22015G25KT means wind from 220° true at 15 knots, gusting to 25 knots. KT means knots. Forecast wind groups use the same direction, speed, and gust convention; 15005KT is from 150° true at 5 knots. A direction of VRB means variable.

6SM: Prevailing visibility six statute miles.

3/4SM means three-quarters of a statute mile of prevailing visibility. SM denotes statute miles. Forecast examples include 5SM, 3SM, 1/2SM, 1SM, and 6SM. P6SM means more than six statute miles.

-SHRA: Light rain showers.

TSRA means thunderstorm with rain. SHRA means rain showers; +TSRA means a thunderstorm with heavy rain; -RA means light rain; -SHRA means light rain showers. HZ means haze and BR means mist. A minus sign indicates light intensity, no sign moderate intensity where applicable, and a plus sign heavy intensity.

OVC020: Overcast at 2,000 feet above ground level; this is the forecast ceiling.

OVC010CB means overcast at 1,000 feet above ground level with cumulonimbus clouds. FEW means few (1–2 eighths), SCT scattered (3–4 eighths), BKN broken (5–7 eighths), and OVC overcast (8 eighths). Heights are in hundreds of feet. FEW020 is few clouds at 2,000 feet; BKN020 OVC040 gives broken at 2,000 and overcast at 4,000 feet. The ceiling is the lowest broken or overcast layer, or vertical visibility into an obscuration. CB identifies cumulonimbus.

P6SM: Prevailing visibility greater than six statute miles.

3/4SM means three-quarters of a statute mile of prevailing visibility. SM denotes statute miles. Forecast examples include 5SM, 3SM, 1/2SM, 1SM, and 6SM. P6SM means more than six statute miles.