ERRATA SHEET

SUBJECT: Aeronautical Information Manual (AIM), Effective February 9, 2012.

This errata sheet transmits revised pages for AIM Basic edition, effective February 9, 2012.

REMOVE PAGES DATED INSERT PAGES DATED

E of Chg−1 ................. 2/9/12 E of Chg−1 ................. 2/9/12

7−1−43 through 7−1−46 ....... 2/9/12 7−1−43 through 7−1−46 ....... 2/9/12

Note−

Due to a printer error the AIM Basic edition was bound. AIM Change 1 will reissue the entire manual

in loose−leaf format.

Attachment

2/9/12 AIM

Explanation of Changes E of Chg−1

Explanation of Changes

Basic

Effective: February 9, 2012

a. 2−1−6. Runway Status Light (RWSL) System

This change make minor editorial and system updates

b. 2−1−7. Stand−Alone Final Approach Runway

Occupancy Signal (FAROS)

This new paragraph explains the Stand−Alone Final

Approach Runway Occupancy Signal (FAROS) system.

c. 4−1−20. Transponder Operation

This change explains that transponders should be turned on

prior to moving on the airport surface - as opposed to ”as

soon as possible”.

d. 4−3−23. Use of Aircraft Lights

This change aligns the AIM guidance on the use of aircraft

lights with AC 120-74A.

e. 4−4−3. Clearance Items

This change adds language to inform pilots of what to

expect from controllers concerning clearance limits and

associated phraseology.

f. Chapter 4 Air Traffic Control, Section 7.

Operational Policy/Procedures for the Gulf of Mexico

50 NM Lateral Separation Initiative

This new section describes the Operational Policy/Procedures for the Gulf of Mexico 50 NM Lateral Separation

Initiative.

g. 5−3−7. Minimum Turning Altitude (MTA)

This new paragraph explains to pilots that the published

minimum enroute altitude (MEA) may not be sufficient for

obstacle clearance when a turn is required over a fix,

NAVAID, or waypoint, and that they need to use MTAs

when indicated.

h. 5−5−16. RNAV and RNP Operations

This change provides guidance for the definition of

“established” for RNAV and RNP operations.

i. 7−1−8. Telephone Information Briefing Service

(TIBS)

“Continuous” was deleted from the first sentence since

TIBS recordings have never been continuous. The

recording is always heard from the beginning, not joined in

progress. Content was consolidated among sub−paragraphs and changes made due to the way TIBS are

produced and a consolidation of FSS facilities outside

Alaska. Expanded information was added to indicate

where specific TIBS telephone numbers may be located.

j. 7−1−10. Inflight Weather Broadcasts

This change adds additional notes to concerning HIWAS in

relation to Weather Advisory Broadcasts by ARTCC’s and

terminal facilities and a statement to sub−paragraph b

advising pilots to contact FSS with questions about

weather different than forecasted or apparent errors in the

HIWAS broadcast. Editorial changes were also made for

clarification.

k. Entire publication.

In compliance with FAA Order 1000.36, FAA Writing

Standards, as a word of requirement, “must” is replacing

the word “shall.”

l. Entire publication.

Now that Flight Service Stations (FSS) nationwide are

using modern automated operational systems, there is no

longer a need for identifying certain sites as “automated.”

Therefore, the term has been removed from the

publication.

m. Entire publication.

Editorial/format changes were made where necessary, to

include recent organization name changes. Revision bars

were not used when changes are insignificant in nature.

2/9/12 AIM

Meteorology 7−1−43

7−1−19. Estimating Intensity of Snow or

Drizzle (Based on Visibility)

a. Light. Visibility more than 1/2 statute mile.

b. Moderate. Visibility from more than 1/4 statute mile to 1/2 statute mile.

c. Heavy. Visibility 1/4 statute mile or less.

7−1−20. Pilot Weather Reports (PIREPs)

a. FAA air traffic facilities are required to solicit

PIREPs when the following conditions are reported

or forecast: ceilings at or below 5,000 feet; visibility

at or below 5 miles (surface or aloft); thunderstorms

and related phenomena; icing of light degree or

greater; turbulence of moderate degree or greater;

wind shear and reported or forecast volcanic ash

clouds.

b. Pilots are urged to cooperate and promptly

volunteer reports of these conditions and other

atmospheric data such as: cloud bases, tops and

layers; flight visibility; precipitation; visibility

restrictions such as haze, smoke and dust; wind at

altitude; and temperature aloft.

c. PIREPs should be given to the ground facility

with which communications are established;

i.e., EFAS, FSS, ARTCC, or terminal ATC. One of

the primary duties of EFAS facilities, radio call

“FLIGHT WATCH,” is to serve as a collection point

for the exchange of PIREPs with en route aircraft.

d. If pilots are not able to make PIREPs by radio,

reporting upon landing of the inflight conditions

encountered to the nearest FSS or Weather Forecast

Office will be helpful. Some of the uses made of the

reports are:

1. The ATCT uses the reports to expedite the

flow of air traffic in the vicinity of the field and for

hazardous weather avoidance procedures.

2. The FSS uses the reports to brief other pilots,

to provide inflight advisories, and weather avoidance

information to en route aircraft.

3. The ARTCC uses the reports to expedite the

flow of en route traffic, to determine most favorable

altitudes, and to issue hazardous weather information

within the center’s area.

4. The NWS uses the reports to verify or amend

conditions contained in aviation forecast and

advisories. In some cases, pilot reports of hazardous

conditions are the triggering mechanism for the

issuance of advisories. They also use the reports for

pilot weather briefings.

5. The NWS, other government organizations,

the military, and private industry groups use PIREPs

for research activities in the study of meteorological

phenomena.

6. All air traffic facilities and the NWS forward

the reports received from pilots into the weather

distribution system to assure the information is made

available to all pilots and other interested parties.

e. The FAA, NWS, and other organizations that

enter PIREPs into the weather reporting system use

the format listed in TBL 7−1−6. Items 1 through 6 are

included in all transmitted PIREPs along with one or

more of items 7 through 13. Although the PIREP

should be as complete and concise as possible, pilots

should not be overly concerned with strict format or

phraseology. The important thing is that the

information is relayed so other pilots may benefit

from your observation. If a portion of the report needs

clarification, the ground station will request the

information. Completed PIREPs will be transmitted

to weather circuits as in the following examples:
AIM 2/9/12

7−1−44 Meteorology

TBL 7−1−6

PIREP Element Code Chart

PIREP ELEMENT PIREP CODE CONTENTS

1. 3−letter station identifier XXX Nearest weather reporting location to the reported phenomenon

2. Report type UA or UUA Routine or Urgent PIREP

3. Location /OV In relation to a VOR

4. Time /TM Coordinated Universal Time

5. Altitude /FL Essential for turbulence and icing reports

6. Type Aircraft /TP Essential for turbulence and icing reports

7. Sky cover /SK Cloud height and coverage (sky clear, few, scattered, broken, or

overcast)

8. Weather /WX Flight visibility, precipitation, restrictions to visibility, etc.

9. Temperature /TA Degrees Celsius

10. Wind /WV Direction in degrees magnetic north and speed in knots

11. Turbulence /TB See AIM paragraph 7−1−23

12. Icing /IC See AIM paragraph NO TAG

13. Remarks /RM For reporting elements not included or to clarify previously

reported items

EXAMPLE−

1. KCMH UA /OV APE 230010/TM 1516/FL085/TP

BE20/SK BKN065/WX FV03SM HZ FU/TA 20/TB LGT

NOTE−

1. One zero miles southwest of Appleton VOR; time

1516 UTC; altitude eight thousand five hundred; aircraft

type BE200; bases of the broken cloud layer is six thousand

five hundred; flight visibility 3 miles with haze and smoke;

air temperature 20 degrees Celsius; light turbulence.

EXAMPLE−

2. KCRW UV /OV KBKW 360015−KCRW/TM

1815/FL120//TP BE99/SK IMC/WX RA/TA M08 /WV

290030/TB LGT−MDT/IC LGT RIME/RM MDT MXD

ICG DURC KROA NWBND FL080−100 1750Z

NOTE−

2. From 15 miles north of Beckley VOR to Charleston VOR; time 1815 UTC; altitude 12,000 feet; type

aircraft, BE−99; in clouds; rain; temperature minus

8 Celsius; wind 290 degrees magnetic at 30 knots; light to

moderate turbulence; light rime icing during climb

northwestbound from Roanoke, VA, between 8,000 and

10,000 feet at 1750 UTC.

7−1−21. PIREPs Relating to Airframe Icing

a. The effects of ice on aircraft are cumulativethrust is reduced, drag increases, lift lessens, and

weight increases. The results are an increase in stall

speed and a deterioration of aircraft performance. In

extreme cases, 2 to 3 inches of ice can form on the

leading edge of the airfoil in less than 5 minutes. It

takes but 1/2 inch of ice to reduce the lifting power of

some aircraft by 50 percent and increases the

frictional drag by an equal percentage.

b. A pilot can expect icing when flying in visible

precipitation, such as rain or cloud droplets, and the

temperature is between +02 and −10 degrees Celsius.

When icing is detected, a pilot should do one of two

things, particularly if the aircraft is not equipped with

deicing equipment; get out of the area of

precipitation; or go to an altitude where the

temperature is above freezing. This “warmer”

altitude may not always be a lower altitude. Proper

preflight action includes obtaining information on the

freezing level and the above freezing levels in

precipitation areas. Report icing to ATC, and if

operating IFR, request new routing or altitude if icing

will be a hazard. Be sure to give the type of aircraft to

ATC when reporting icing. The following describes

how to report icing conditions.

1. Trace. Ice becomes perceptible. Rate of

accumulation slightly greater than sublimation.

Deicing/anti-icing equipment is not utilized unless

encountered for an extended period of time (over

1 hour).
2/9/12 AIM

Meteorology 7−1−45

2. Light. The rate of accumulation may create

a problem if flight is prolonged in this environment

(over 1 hour). Occasional use of deicing/anti-icing

equipment removes/prevents accumulation. It does

not present a problem if the deicing/anti-icing

equipment is used.

3. Moderate. The rate of accumulation is such

that even short encounters become potentially

hazardous and use of deicing/anti-icing equipment or

flight diversion is necessary.

4. Severe. The rate of accumulation is such that

deicing/anti-icing equipment fails to reduce or

control the hazard. Immediate flight diversion is

necessary.

EXAMPLE−

Pilot report: give aircraft identification, location,

time (UTC), intensity of type, altitude/FL, aircraft

type, indicated air speed (IAS), and outside air

temperature (OAT).

NOTE−

1. Rime ice. Rough, milky, opaque ice formed by the

instantaneous freezing of small supercooled water

droplets.

2. Clear ice. A glossy, clear, or translucent ice formed by

the relatively slow freezing of large supercooled water

droplets.

3. The OAT should be requested by the FSS or ATC if not

included in the PIREP.

7−1−22. Definitions of Inflight Icing Terms

See TBL 7−1−7, Icing Types, and TBL 7−1−8, Icing

Conditions.
AIM 2/9/12

7−1−46 Meteorology

TBL 7−1−7

Icing Types

Clear Ice See Glaze Ice.

Glaze Ice Ice, sometimes clear and smooth, but usually containing some air pockets, which results in a

lumpy translucent appearance. Glaze ice results from supercooled drops/droplets striking a

surface but not freezing rapidly on contact. Glaze ice is denser, harder, and sometimes more

transparent than rime ice. Factors, which favor glaze formation, are those that favor slow

dissipation of the heat of fusion (i.e., slight supercooling and rapid accretion). With larger

accretions, the ice shape typically includes “horns” protruding from unprotected leading edge

surfaces. It is the ice shape, rather than the clarity or color of the ice, which is most likely to

be accurately assessed from the cockpit. The terms “clear” and “glaze” have been used for

essentially the same type of ice accretion, although some reserve “clear” for thinner accretions

which lack horns and conform to the airfoil.

Intercycle Ice Ice which accumulates on a protected surface between actuation cycles of a deicing system.

Known or Observed or

Detected Ice Accretion

Actual ice observed visually to be on the aircraft by the flight crew or identified by on−board

sensors.

Mixed Ice Simultaneous appearance or a combination of rime and glaze ice characteristics. Since the

clarity, color, and shape of the ice will be a mixture of rime and glaze characteristics, accurate

identification of mixed ice from the cockpit may be difficult.

Residual Ice Ice which remains on a protected surface immediately after the actuation of a deicing system.

Rime Ice A rough, milky, opaque ice formed by the rapid freezing of supercooled drops/droplets after

they strike the aircraft. The rapid freezing results in air being trapped, giving the ice its opaque

appearance and making it porous and brittle. Rime ice typically accretes along the stagnation

line of an airfoil and is more regular in shape and conformal to the airfoil than glaze ice. It is

the ice shape, rather than the clarity or color of the ice, which is most likely to be accurately

assessed from the cockpit.

Runback Ice Ice which forms from the freezing or refreezing of water leaving protected surfaces and

running back to unprotected surfaces.

Note−

Ice types are difficult for the pilot to discern and have uncertain effects on an airplane in flight. Ice type definitions will

be included in the AIM for use in the “Remarks” section of the PIREP and for use in forecasting.