Shopping on line can be easy, simple and save you lots of money. It can also take a lot of your time, frustrate you, and result in unwanted purchases. Now the same can be said for regular high street shopping, but with the vast opportunity presented by the Internet it will pay you to spend a few minutes reading this and understanding how to better optimize your Flight Service Station shopping experience:

1. Compare - without doubt the biggest advantage that the Flight Service Station offers shoppers today is the ability to compare thousands of Flight Service Station at a time. This is a great thing, but not necessarily all the time! Too much can be daunting at times so take advantage of the great comparison sites and where possible let them do the hard work for you.

2. Research - if it has been said it will be on the internet. Ignorance is no longer a justifiable reason for buying the wrong thing. Take the time to research in detail everything that you could possible want to know about

3. Testimonials - don't know anybody that has bought a Flight Service Station? Wrong! If the Flight Service Station is good the internet will let you know. Use the Internet as a friend and get testimonials before you buy.

4. Questions - Got a question about Flight Service Station then search the Forums, FAQ's, Blogs etc. Don't be afraid to ask .....

5. Reputation - Never heard of the company selling Flight Service Station? Don't worry, no reason why you should know every company in the world, but you know someone that does! Use the internet to find out what people are saying about Flight Service Station and build up a picture of their reputation for sales, returns, customer service, delivery etc.

6. Returns - still worried that even after all of the above your Flight Service Station wont be what you want? Check out the returns policy. There is so much competition now that someone, somewhere is bound to offer the terms that you are comfortable with.

7. Feedback - happy with your Flight Service Station then let people know, after all you are depending on others people input in your buying decision, so why not give a little back.

8. Security - check for the yellow padlock on the Flight Service Station site before you buy, and the s after http:/ /i.e. https:// = a secure site

9. Contact - got a question about Flight Service Station, or want to leave a comment then check out the sites contact page. Reputable companies have them and respond.

10. Payment - ready to pay for your Flight Service Station, then use your credit card or PayPal! Be aware of companies that don't accept them, there may be genuine reasons but given the huge amount of choice you have when buying online there is no reason at all not to buy via credit card or PayPal.

A flight service station (FSS) is an air traffic facility which provides aircraft pilot briefings regarding current weather and possible hazards along the route of flight. A FSS may also give en-route communication services and visual flight rules (VFR) and search and rescue (SAR) assistance. Other responsibilities include relaying air traffic control (ATC) clearances, creating NOTAM (NOTAMs), receive instrument flight rules (IFR) flight plans and monitor navigational aids (NAVAIDs). In addition, Broadcastingers are required to notify the nearest FSS when lights are out on radio towers; this telephone call can also be made by an automated transmission system.

Contacting a flight service station The nearest FSS can be reached by telephone with the number 1-800-WX-BRIEF (992-7433) in the United States or 1-866-WX-BRIEF in Canada. Recently, changes in telephone number routing has caused calls not to be sent to the closest location.

A pilot en route may also hail a FSS using the common frequency of 122.2 Hertz (126.7 MHz in Canada) with his/her COMM (communication) radio. While this is the common frequency, some stations may use other frequencies. The latest information can be found in the Airport/Facility Directory (AFD) or sectional chart in the US and in the Canada Flight Supplement (CFS).

All flight service stations listen on standard frequencies with the aircraft emergency frequency of 121.5 MHz being the most important. This frequency is the emergency frequency that a pilot would use to give a distress call or to seek help when lost. Every station has its own discrete frequency, generally between 122.3 and 122.6 MHz, so two stations aren't picking up the same pilot. Since a flight service station may be covering a large area of land there may be one or more Remote Communications Outlets (RCO) which it monitors through land lines. An RCO may be located by itself or with a VHF omnidirectional range (VOR).

Pilots are encouraged to radio a FSS and give a Pilot Reports (PIREP). FSS flight briefers give any available PIREPs to pilots that may be traveling through the same area as the given report.

Operation of flight service stations in the USA Historically, flight service stations in the USA have been operated by the Federal Aviation Administration (FAA). In February 2005, the FAA selected Lockheed Martin to operate 58 flight service stations. In its 2006 annual report the FAA described this as the largest nonmilitary outsourcing initiative in the Federal government. FAA 2006 Annual Report As part of the privatization project, the number of FSS will decline from 58 to 20 by the end of the 2007 fiscal year. FAA 2008 Budget Summary

According to Lockheed Martin, the FSS handled more than 236,000 calls during June 2007. Lockheed Martin Flight Service website

Canadian FSS In Canada, FSS were a portion of the federal government department of transport (Transport Canada). In 1996 the air navigation system was privatized, NAV CANADA was created and the FSS went with them. The new company's vision was to centralize pre-flight services and reduce the capabilities and duties of the FS stations.

Flight Information Centres (FIC) were developed, six major efforts were conducted in southern Canada, fifteen FSS were closed, and they opened the 6 FIC's and 3 northern hubs with North Bay, Ontario becoming a FIC in 2006. The remaining flight service stations are now classified as airport advisory sites; they can provide airport advisories, vehicle control, weather observations, clearance delivery, local weather information, and some will be providing remote advisory services. These remaining stations generally have limited hours, limited personnel and are no longer responsible for flight planning of any sort. The FIC's have assumed the responsibility for any flight plans, filing, inflight alerting, flight plan closures and interpretive weather briefings. The FIC's also have large areas they are overseeing and have networks of RCO's, some of which are co-located with advisory sites. The FIC's are similar in function and scope to the Federal Aviation Administration (FAA) automated FSS system in the United States. The northern FSS (Hubs) that remain, Whitehorse, Yukon and Yellowknife, Northwest Territories are full service FSS that have the personnel, equipment, training, experience and skills to be FIC's but have yet to be officially designated. North Bay FIC is tied into the North American Aerospace Defense Command (NORAD) North Warning System (NWS) radar system, and has a vast network of 23 RCO's located across Canada's arctic coast. The 3 northern hub's also assist and oversee the "Community Airport Radio Station" (CARS) program.

Search and rescue A flight service station not only takes IFR flight plans but VFR as well. A VFR flight plan is considered by many general aviation (GA) pilots as a free insurance policy. By activating a VFR flight plan the pilot is guaranteeing for him or herself that someone will start searching for them if they don't arrive at their destination in a timely manner. FSS use a system of graduated emergency levels. When a flight plan's Estimated time of arrival comes close (within 1/2 hour), the FSS goes into the uncertainty phase, the flight plan information is rechecked, and the departure is verified. When a flight plan's calculated estimated arrival time is met and the aircraft has not landed, the FSS launch the distress phase. A communications search is started; this alerts all the possible communications sites and airports along the aircraft's planned flight route that it is late arriving at its destination and any information is requested. The FSS also contacts the military search and rescue authorities to advise that a preliminary search has begun. To receive all the information, this stage lasts one hour. If within the hour, the aircraft is located, the flight plan is amended to either close it or extend the time. If the hour passes and the aircraft has not been found, the alert phase is reached and the communications search is intensified. All possible landing sites within fuel range of the aircraft's last known position are checked. If another hour passes without result, the emergency passes from the FSS to the Search and Rescue authority.

In the case of a pilot not arriving at his or her destination and closing the flight plan, flight service will start making calls to nearby ATC and Area Control Centers (ACCs) or Air Route Traffic Control Center (ARTCC). If this turns up nothing, a call is made to any contact numbers given with the flight plan. If there is no information about a pilot's whereabouts within two hours of the scheduled arrival time, flight service will contact the Air Force Rescue Coordination Center (AFRCC) at Langley Air Force Base, Virginia. (Other facilities would be contacted if the pilot was in Alaska or Hawaii.)

The AFRCC contacts friends and relatives of the pilot asking about the pilots intentions and flying abilities. The AFRCC may make phone calls to local military, police or Civil Air Patrol units as well. If by three hours the pilot has not been located, an actual search mission is launched (weather permitting). If there is an Emergency Position-Indicating Radio Beacon (Emergency Locator Transmitter or ELT) onboard the aircraft a search mission can be drastically reduced in time.

When flying within the Air Defense Identification Zone (ADIZ) all pilots are required to file a flight plan and if flying VFR the word "defense" is added and the flight plan is referred to as a DVFR.

There are also differences between how the americans and the canadians FSS deal with the flight Plan. Americans AFSS do NOT automatically activate a VFR flight plan at the Estimated time of Departure (ETD), therefore if you forget to activate it, it will never be opened. Canadians FIC's on the other hand automatically activate VFR flight plans on the ETD even if there is no contact. So if you are a couple of hours late in taking off, it is a very good idea to call to tell them.

See also

References

A flight service station (FSS) is an air traffic facility which provides aircraft pilot briefings regarding current weather and possible hazards along the route of flight. A FSS may also give en-route communication services and visual flight rules (VFR) and search and rescue (SAR) assistance. Other responsibilities include relaying air traffic control (ATC) clearances, creating NOTAM (NOTAMs), receive instrument flight rules (IFR) flight plans and monitor navigational aids (NAVAIDs). In addition, Broadcastingers are required to notify the nearest FSS when lights are out on radio towers; this telephone call can also be made by an automated transmission system.

Contacting a flight service station The nearest FSS can be reached by telephone with the number 1-800-WX-BRIEF (992-7433) in the United States or 1-866-WX-BRIEF in Canada. Recently, changes in telephone number routing has caused calls not to be sent to the closest location.

A pilot en route may also hail a FSS using the common frequency of 122.2 Hertz (126.7 MHz in Canada) with his/her COMM (communication) radio. While this is the common frequency, some stations may use other frequencies. The latest information can be found in the Airport/Facility Directory (AFD) or sectional chart in the US and in the Canada Flight Supplement (CFS).

All flight service stations listen on standard frequencies with the aircraft emergency frequency of 121.5 MHz being the most important. This frequency is the emergency frequency that a pilot would use to give a distress call or to seek help when lost. Every station has its own discrete frequency, generally between 122.3 and 122.6 MHz, so two stations aren't picking up the same pilot. Since a flight service station may be covering a large area of land there may be one or more Remote Communications Outlets (RCO) which it monitors through land lines. An RCO may be located by itself or with a VHF omnidirectional range (VOR).

Pilots are encouraged to radio a FSS and give a Pilot Reports (PIREP). FSS flight briefers give any available PIREPs to pilots that may be traveling through the same area as the given report.

Operation of flight service stations in the USA Historically, flight service stations in the USA have been operated by the Federal Aviation Administration (FAA). In February 2005, the FAA selected Lockheed Martin to operate 58 flight service stations. In its 2006 annual report the FAA described this as the largest nonmilitary outsourcing initiative in the Federal government. FAA 2006 Annual Report As part of the privatization project, the number of FSS will decline from 58 to 20 by the end of the 2007 fiscal year. FAA 2008 Budget Summary

According to Lockheed Martin, the FSS handled more than 236,000 calls during June 2007. Lockheed Martin Flight Service website

Canadian FSS In Canada, FSS were a portion of the federal government department of transport (Transport Canada). In 1996 the air navigation system was privatized, NAV CANADA was created and the FSS went with them. The new company's vision was to centralize pre-flight services and reduce the capabilities and duties of the FS stations.

Flight Information Centres (FIC) were developed, six major efforts were conducted in southern Canada, fifteen FSS were closed, and they opened the 6 FIC's and 3 northern hubs with North Bay, Ontario becoming a FIC in 2006. The remaining flight service stations are now classified as airport advisory sites; they can provide airport advisories, vehicle control, weather observations, clearance delivery, local weather information, and some will be providing remote advisory services. These remaining stations generally have limited hours, limited personnel and are no longer responsible for flight planning of any sort. The FIC's have assumed the responsibility for any flight plans, filing, inflight alerting, flight plan closures and interpretive weather briefings. The FIC's also have large areas they are overseeing and have networks of RCO's, some of which are co-located with advisory sites. The FIC's are similar in function and scope to the Federal Aviation Administration (FAA) automated FSS system in the United States. The northern FSS (Hubs) that remain, Whitehorse, Yukon and Yellowknife, Northwest Territories are full service FSS that have the personnel, equipment, training, experience and skills to be FIC's but have yet to be officially designated. North Bay FIC is tied into the North American Aerospace Defense Command (NORAD) North Warning System (NWS) radar system, and has a vast network of 23 RCO's located across Canada's arctic coast. The 3 northern hub's also assist and oversee the "Community Airport Radio Station" (CARS) program.

Search and rescue A flight service station not only takes IFR flight plans but VFR as well. A VFR flight plan is considered by many general aviation (GA) pilots as a free insurance policy. By activating a VFR flight plan the pilot is guaranteeing for him or herself that someone will start searching for them if they don't arrive at their destination in a timely manner. FSS use a system of graduated emergency levels. When a flight plan's Estimated time of arrival comes close (within 1/2 hour), the FSS goes into the uncertainty phase, the flight plan information is rechecked, and the departure is verified. When a flight plan's calculated estimated arrival time is met and the aircraft has not landed, the FSS launch the distress phase. A communications search is started; this alerts all the possible communications sites and airports along the aircraft's planned flight route that it is late arriving at its destination and any information is requested. The FSS also contacts the military search and rescue authorities to advise that a preliminary search has begun. To receive all the information, this stage lasts one hour. If within the hour, the aircraft is located, the flight plan is amended to either close it or extend the time. If the hour passes and the aircraft has not been found, the alert phase is reached and the communications search is intensified. All possible landing sites within fuel range of the aircraft's last known position are checked. If another hour passes without result, the emergency passes from the FSS to the Search and Rescue authority.

In the case of a pilot not arriving at his or her destination and closing the flight plan, flight service will start making calls to nearby ATC and Area Control Centers (ACCs) or Air Route Traffic Control Center (ARTCC). If this turns up nothing, a call is made to any contact numbers given with the flight plan. If there is no information about a pilot's whereabouts within two hours of the scheduled arrival time, flight service will contact the Air Force Rescue Coordination Center (AFRCC) at Langley Air Force Base, Virginia. (Other facilities would be contacted if the pilot was in Alaska or Hawaii.)

The AFRCC contacts friends and relatives of the pilot asking about the pilots intentions and flying abilities. The AFRCC may make phone calls to local military, police or Civil Air Patrol units as well. If by three hours the pilot has not been located, an actual search mission is launched (weather permitting). If there is an Emergency Position-Indicating Radio Beacon (Emergency Locator Transmitter or ELT) onboard the aircraft a search mission can be drastically reduced in time.

When flying within the Air Defense Identification Zone (ADIZ) all pilots are required to file a flight plan and if flying VFR the word "defense" is added and the flight plan is referred to as a DVFR.

There are also differences between how the americans and the canadians FSS deal with the flight Plan. Americans AFSS do NOT automatically activate a VFR flight plan at the Estimated time of Departure (ETD), therefore if you forget to activate it, it will never be opened. Canadians FIC's on the other hand automatically activate VFR flight plans on the ETD even if there is no contact. So if you are a couple of hours late in taking off, it is a very good idea to call to tell them.

See also

References



 

Flight Service Station



 
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