Aviation issues!?
- Thread starter Luigi
- Start date
genot
Well-Known Member
Just out of curiosity since we're discussing obscure ATIS codes, anyone know what CHINO means? I only do because after a solid month of seeing CHINO on the tail end of the ATIS I asked the tower (they didn't know). I'm only asking because CHINO is more relevant than 10th of a degree Celsius on a temp.
Luigi
Well-Known Member
Sky conditions at secondary location not available.
Also every single thing on a METAR is very relevant to me. It's a job interview, not the real world..
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T/O w/FSII
Well-Known Member
Luigi
Well-Known Member
KCVG 091652Z 34010KT 3SM OVC009 03/01 A3015 RMK AO2 SFC VIS 7 SLP212 T00330006 CHINO 36R $
Haha first time I've ever seen this, happy you brought it up. I definitely learned something new.
X-Forces
Big Black Guy
In the 121 world it is pretty straight forward. The regs (and I'm sure most OPSECS) state that an approach shall not commence unless the weather at the destination is greater then the mins, and of coarse by weather they are referring to visibility (except at some rare airports where the ceiling is controlling also).
In your example you were wondering if a reported above min VIS in the RMK section would supersede the below min VIS in the main body of the METAR. This happens quite a bit, especially in the northeast during the wintertime. More often, instead of an above min vis report in the RMK section, the tower will report the surface visibility as you are vectored or cleared for the approach.
"Fly heading 010 to intercept the localizer, maintain 2000 until established, cleared ILS/DME runway 33L, tower reports RVR 4000'"
You get this kind of thing all the time, often when the METAR or ATIS or showing a VIS at or below mins. Once you have the reported VIS, you're good to go. Now to land, of course, you still require then min FLIGHT visibility, when can only be determined by the pilots anyway.
Part 91 flying made things so much easier. You needed 0/0 to shoot an approach. Start the approach, hope you break out at the mins, land if you do, missed approach if you don't!
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PhilosopherPilot
Well-Known Member
Just to be clear, tower visibility and RVR are not the same thing. The former is visibility out of the tower cab, and the latter is visibility as reported by transmissometers.
Luigi
Well-Known Member
I do understand, and I also know that RVR is the controlling visibility when reported.
So the answer to my question is that for the purposes of making an approach, TWR visibility remarks do supersede reported visibility.
X-Forces
Big Black Guy
Now if he didn't already understand this, then there would be a lot of work to do prior to the interview!
PhilosopherPilot
Well-Known Member
Now if he didn't already understand this, then there would be a lot of work to do prior to the interview!
I didn't think he was confused. I was just clarifying.
Clint H
Just Tryin' to Get Off the Ground
Apparently, the bold part is a combination of the year of issuance followed by an assigned serial number. (Source: http://www.faa.gov/air_traffic/publications/atpubs/ntm/not0701.html)
Edit: It looks like the second sequence of numbers in the parentheses (KMIA A3477/14) is referencing an international NOTAM issued for the same information. International NOTAMs are given a serial number beginning with "A," and just to confuse things, the year of issuance is placed after the "/" instead of before as with the FDC NOTAM. (Source: http://www.faa.gov/air_traffic/publications/atpubs/ntm/not0901.html)
The final number code at the end of the NOTAM (1412011346-1505301346EST) is the effective time. The code is yymmddhhmm. In this case, the NOTAM is effective from 12/01/2014 at 13:46EST to 05/30/2015 at 13:46EST.
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