1. Introduction to the AFSS
St. Petersburg Automated
Flight Service Station
Welcome to an Introduction to the Automated Flight Service Station. I represent the St. Petersburg Automated Flight Service Station, which of course is like other 61 throughout the country. I am here to explain what Flight Service does, how we can help you, the services we provide and most importantly how you can help us do a better job for you. As you may know our number of specialist is decreasing each day as funding continues to be an issue. We have gone from 3800 specialist 3 to 4 years ago to around 3000 today and close to 40 percent of those are at or near retirement age.

2. Weather Briefer’s Position
This is the pilot weather briefer's console at the Flight Service Station. It consist of a keyboard, Data monitor, lower screen, and Graphics monitor to the right. The phone system is on the left and at some locations, we have charts to assist us in locating a particular area. This is the heart of our business, we have one of the largest flight plan areas in Florida and support most of the largest schools, Emory Riddle, Com-Air, FIT and Flight Safety International.

3. This is a view of the FSS from the back to the front on the east side of the Operations room. The people to the left are our In-flight specialist and the ones on the far right are the briefer. On the other side of the room, we have two rows of weather briefing positions. We have a total of 22 weather briefing positions plus Flight Data, Notam, and Broadcast positions. There are 4 Inflight positions, but currently we only use two.

4. Types of Weather Briefings
Standard
(Within 2 Hours)
Abbreviated
(Supplement / Specific weather request)
There are Three types of Weather Briefings. These are, the Standard which is the mostly widely used within 2 hours of departure, An Abbreviated for updated or specific data and finally the Outlook Weather Briefing for when your departure is beyond 6 hours. It’s important to request the appropriate briefing for your intended flight. To request a “Standard Weather Briefing” when the proposed departure is in excess of 24 hours is of no real value for you.
Outlook
(Beyond 6 hours: Will not include NOTAMS)

5. BACKGROUND INFORMATION
Type of Flight (International / IFR / VFR)
Aircraft Identification (Last name if unavailable)
Type of Aircraft
Departure Airport
Estimated Time of Departure
Altitude(s) Requested for Winds Aloft
Route of Flight and Destination Airport
Estimated Time Enroute
Now, the items listed, is the most important information you can provide us in the initial contact in order for us to give you data relative to your flight.
State the type of briefing you would like followed by these items in the order in which you see them listed;
Type of flight (IFR / VFR) If it’s an international flight, stress International otherwise we utilize a domestic format for our flight plan information.
2. Aircraft identification, if you do not know your aircraft identification for that day then please advise the briefer that you’ll gladly give them your last name.
3. Type of aircraft; many of you are in different phases of your training so it’s important for the briefing to have an idea of how he/she will tailor your briefing for your needs.
4. Departure airport. The one we all love to hear is that “I’m departing from here” (?). We have yet to figure out where here is. The other common statement is that we’re departing from “Executive” and of course we have several executive airports throughout the state.
5. Estimated departure time.
6. Altitudes; this of course is important so the briefer can provide you with the appropriate winds aloft for the routing.
7. Route of flight and the destination airport.
8. Estimated time Enroute.
By providing these basic 9 elements on each and every call this will expedite the way in which we serve you and provide the data that is customized for your needs. If you are requesting an abbreviated briefing, then the only additional thing I would emphasis is to also include the time of any earlier brief. If you plan to file a flight plan, then it’s always best to file, which will provide for the complete background data. If your not sure which altitude you would like until after the briefing then comment that the altitude may change based on the forecasted winds you’ll receive in the briefing.
Just to give you an example of how a request for a briefing should be conducted and the background information to be given, you could say the following: This is Skyhawk N7218J, I would like a VFR weather briefing from Orlando Executive to Gainesville, departing at 1900Z (or 3 p.m.. local, if you are not comfortable with converting to Zulu). Requesting winds for 3 and 6 thousand, will be going over Ocala with 1.5 enroute. By doing this, you have given me the background information I need to give you a weather briefing. If there could be any confusion as to destination, make sure you give us the state. I once gave a learjet pilot a briefing to Rochester NY and he said that’s nice, but I am going to Rochester, MN.

6. BACKGROUND INFORMATION
Type of Flight (International / IFR / VFR)
Now, we’ll take a moment and walk through each of 9 items we just reviewed. This is to help you better understand the importance why the briefer requires this basic information.
VFR / IFR: Will immediately set the tone of the briefing and indicated to the briefer whether he/she will have to provide a VNR (VFR Flight Not Recommended) statement based on the adverse weather conditions and whether or not it is necessary to complete the briefing.

7. BACKGROUND INFORMATION
Aircraft Identification
The aircraft registration or pilots name; This is how the station in general gets it’s count and how we keep our jobs supporting you. This is not only important for the briefing, but becomes part of historical data that is maintained should a history retrieval be required.

8. BACKGROUND INFORMATION
Type of Aircraft
The type of aircraft allows for the briefer to begin to determine how he/she will be tailoring your briefing.

9. BACKGROUND INFORMATION
Departure Airport
“K” Only required for International
Departure point; The foundation of where the weather and data is going to begin. Places such as “I’m departing Here in a half an hour” or “I’m at executive going to Vero Beach” leave the briefer puzzled, now having to question you and delaying the efficiency in which he/she can assist you and move onto another call.

10. BACKGROUND INFORMATION
Estimated Time of Departure
Estimated time of departure should be provided in “Zulu / UTC” whenever possible. Many times a student will call around 3:00 am and state that he/she is departing tomorrow around 1600Z, when in reality they mean they’re departing today. Think a moment, review your flight plan or your proposal and be prepared to ask the proper questions. Just as you would for a radio contact, you want to be asking the right questions so that you get the responses you expect.

11. BACKGROUND INFORMATION
Altitude(s) Requested for Winds Aloft
Altitude; allows for the briefing to provide the appropriate winds aloft for your routing. As stated previously, should you file the flight plan and you’re not sure at which altitude you prefer then comment that you like to review several forecasted winds prior to the completion of the filing.

12. BACKGROUND INFORMATION
Route of Flight & Destination Airport
Route of flight and destination; allows the briefer to begin formulating the weather in his/her head so they may summarize the data in a clear and concise manner making it easier for you to comprehend. This also provides the data in which the briefer is responsible to provide NOTAMs.

13. BACKGROUND INFORMATION
Estimated Time Enroute
Estimated time Enroute; Without this the briefer isn’t able to provide you with the most current forecasted weather. The briefer must provide you with forecasted weather 1 hour prior and through 1 hour after your estimated time of arrival.
When giving more than one flight plan, it’s only necessary to provide the changes; for example the proposed time, altitude, destination and time enroute.

14. “K” Is required
Stress: Always provide the briefer information at the initial contact if it’s going to be international flight so that the briefer may configure the flight plan form in that format. This format requires some minor changes in the he/she obtains the data for the flight plan. It is best when dealing with international, even for those well versed with international flight, it is best to follow the briefer prompts to help eliminate confusion.

15. Elements of a Standard Brief
Adverse conditions
Synopsis
VNR (VFR NOT RECOMMENDED)
Current Weather (including Radar and Pilot Reports
Departure Enroute / Destination Forecast
Winds Aloft
Notices to Airmen and ATC Traffic Delays
A Standard Weather Briefing will always include the following:
Adverse conditions - starting with the worst kind, Tornado Watches, Severe Thunderstorm Areas, Hurricanes, etc.. When giving you information on weather advisories, we should give you a summary of the locations, i.e.. Southern third of GA and northern third of FL, including the Panhandle, rather than saying: From SAV to 40NE ORL to CTY to 50 SW CEW to 50 W CEW to 50 SW ABY to SAV, however both ways are acceptable.
Synopsis - What is causing the weather, fronts, Low or High pressure areas, Wind Flow patterns, etc..
Current Weather - When departure time is within two hours. (Including radar and pilot reports)
Forecast - this will include the Departure station, Enroute, both Area Forecast and Terminal forecast along route will be used to give clear picture of weather, and Destination. If no Terminal forecast available, Area Forecast will be used, along with closest Terminal.
Winds Aloft Forecast - May include more that one forecast period, so this is why we need your ETE. and finally,
Notice to Airmen, and Any Known ATC Traffic Delays.
Upon request – MTRs / MOAs / Class II NOTAMS / Approximate density altitude / General information, US Customs, SAR, ATC services & rules / LORAN-C NOTAMs / GPS RAIM and other assistance as required.

16. Abbreviated Briefing
Updates will include any changes since your last acquired briefing
Limited to the requested information only (Adverse conditions will always be included)
Abbreviated Briefing
Requested information Only
(However,Adverse conditions should always be given unless you specify you have them)
Updates will be any changes since time of last briefing, so we need to know when that was.

17. Outlook Briefing
Proposed departure is six hours or more from time of briefing
No current weather, NOTAMS or winds aloft unless requested
An Outlook Briefing will consist of Forecasted Positions of Fronts, Pressure Areas and Terminal and Area Forecast
A good time to call for the next morning outlook would be after 18Z or 1 pm Standard time or 2 pm EDT and for a flight that will take all day would be at 00Z or 7 pm Standard time or 8 pm ETD. We get the new terminal forecast at these times. The area forecast come out an hour later, but cover only a 12 hour period with a 6 hour categorical outlook.
No current weather, NOTAMS or Winds Aloft Forecast are provided unless requested and even then some elements may not be available such as winds aloft beyond 18Z the next day.

18. Review & Helpful Hints State type of briefing requested
Background information required
When filing, follow flight plan or ask for guidance
Specify which Executive or International airport
Ask to slow down if going too fast
Hold questions till the end (unless there is something you don’t understand)
Review: Always give complete background information. Try to follow flight plan order, but if you do not recall the order or have a flight plan, say so, we can assist you by prompting you in the order in which we need. Specify which Executive or International airport you will be departing from or going to. Also, if there is a possibility of an error in destination, give the state. More than once has a briefer been told by a pilot that he was going somewhere and began to obtain a briefing totally different than expected, for example; A pilot that said he was going from TPA to Rochester and we sent him up the east coast to Rochester, NY, realizing half way when reaching Charleston, SC that the pilot had meant Rochester, MN. Do not hesitate to ask for the briefer to slow down if they are going to fast, or at the very beginning emphasis that you are a student and you would like us to go slowly. We get into a routine with many briefings being duplicated and begin a tendency of being very fast not realizing it. So please don’t hesitate to ask us to slow down, we would much rather provide you the information clearly the first time than have to repeat it, mind you, we don’t mind repeating something that isn’t clear and you’re not sure of what we’re telling you. When possible, hold all questions until the end of the brief unless there is something you missed and would forget to ask if the briefing was to continue.

19. Telephone Information Briefing Service (TIBS)
TPA / PIE
DAB
MCO / ORL 2-13
MLB / VRB 2-14
Winds Aloft
MCO Class B
SRQ Class C
TPA Class B 2-18
DAB Class B 2-19
Mac Dill AFB 2-20
MTRs 2-21
Shuttle Info 2-22
Hurricane
Special Events 2-24
Sun n’ Fun
One other service we have available at St. Petersburg is our Telephone Information Briefing System; (TIBS) for short. Most all Flight Service Stations have this service. Maybe not in this format or this numbering system as you see here. You will have to listen to their directory of services to find out what TIBS are available.
As you can see by this slide, we have recordings for Tampa / St. Petersburg, Daytona, Orlando, Melbourne / Vero Beach. As you will hear when you listen to one of the area recordings, it will give you a summary of the area. It will include the Current and Forecast weather for the main location and a general summary of the other stations within that area. Then it will tell you to switch to 215 for the winds aloft forecast. The winds aloft forecast are for JAX, PIE, MLB and MIA. These forecast are updated at 6 am, again at 2 P.M. and 5 P.M.. All the recordings are suspended at 9:45 P.M. until the next morning.
One other recording we have and it gets a lot of use during the hurricane season is the Tropical Weather Outlook, (223). This done about 3 times a day also during the hurricane and will contain any hazardous weather within 500 miles of FL coast that is moving or could move in this direction. When a hurricane forms, all updates are recorded as they are issued by the National Weather Service.
Another recording that is updated monthly is the events (224). It includes pilot seminars, special fly-ins, etc.. Shuttle info (222) provides information that is known for launches and launch recoveries. In the light of security, launch information has now been limited to 4 hour windows and not as conclusive as it once was.

20. In-Flight Position
This is a picture of our the In-flight console at St Petersburg. As you can see, it contains many frequencies that we monitor, a total of 31. When calling St Petersburg Radio, please advise us of the frequency that you are using, pay close attention to the dramatization in the next slide providing an example of proper phraseology that should be used by pilot and controller. Since we have duplicate common frequencies, 122.2, and 123.6, it is also necessary to advise of your location when using these as well. If you are using and listening to a VOR state which one are you listening to and insure to turn the NAV receiver VOLUME UP. Florida, unlike the mountainous areas throughout the eastern and western US has an abundance of what are called discrete frequencies. These discrete frequencies should be used whenever possible, for two reasons; one it provides clearer communications with less interference, and second it doesn’t disturb other Flight Service Stations or ATC facilities that may me monitoring the same frequency within their area.
St. Petersburg AFFS Frequencies
VORs: Emergency Common Discrete
PIE: HIWAS / PIE: *
ORL: HIWAS PIE PIE PIE:
VRB: HIWAS VRB VRB TIX:
OMN: MLB Ft Drum OMN: 122.4
SRQ: ORL VRB:
LAL: MLB: 122.6
MLB: ORL: *
ORL:
Airport Advisory Frequencies BKV:
PIE: CTAF SEF:
PIE: Ground PGD:
SPG: Ground
VORs: 7 / Local: 3 / Common: 4 / Discrete: 11 / Emerg: 6
HIWAS: Specialist will only respond to Emergencies
Total Frequencies: 31 
* Designated High Altitude / However may be used for any altitude

21. Usually, during the daylight hours, we split Inflight into two positions. One is primarily for the flight schools on the East coast utilizing discrete frequencies and the other position takes the rest of the frequencies. Please listen closely to the example of the contact you’ll hear at this time.
Clear, concise exchange of dialog. This is what ATC communications is all about. The type of aircraft, complete registration, ATC facility that the pilot is calling and frequency in which the pilot was listening too was all provided in the initial contact. This made is very simple for the briefer to locate among the various frequencies that he/she is monitoring. The subsequent contact became abbreviated and and identified where the aircraft was and what the pilot was requesting. The briefer provided information pertinent to the pilots request and ended the contact.
Avoid calling “Any Radio”, you’ll find most times no one will answer. Many times we hear this from commercial carriers at high altitude and unless we know where he’s at we’re unable to respond anyhow.
If you have had a change of aircraft other than what you originally filed, give us the old identification first, then tell us you want to change aircraft identification and state what the new registration is. We will then do a quick review to insure all corresponding data is correct.
As stated earlier, take a moment to think out what your objective is and how you wish to communicate it using the proper phraseology. By doing this you will enhance your communication skills along with knowing exactly what to expect from the controller by communicating what the controller is expecting to hear from you.

22. PIE AFSS Frequencies VORs: Emergency Common Discrete
PIE: HIWAS / VHF PIE: *
ORL: HIWAS PIE PIE PIE:
VRB: HIWAS VRB VRB TIX:
OMN: MLB Ft Drum OMN: 122.4
SRQ: ORL VRB:
LAL: MLB: 122.6
MLB: UHF ORL: *
PIE ORL:
Airport Advisory Frequencies VRB BKV:
PIE: CTAF MLB SEF:
PIE: Ground ORL PGD:
SPG: Ground
VORs: 7 / Local: 3 / Common: 4 VHF / 4 UHF / Discrete: 11 / Emerg: 6
HIWAS: Specialist will only respond to Emergencies
Total Frequencies: 35
* Designated High Altitude / However may be used for any altitude
As I have mentioned before, we have a lot of In-flight frequencies, 35 to be exact. Here is a list of what frequencies we have.
REMEMBER, WE DO NOT INTERRUPT THE HIWAS EXCEPT FOR AN EMERGENCY. Do not call us on the PIE, ORL, VRB outlets except in an Emergency, otherwise we will not respond. We are not allowed to interrupt the frequency other than in the case of an emergency. When you are transmitting on MHz and listening over anyone of those 3 frequencies, technically you are not interrupting the HIWAS. It’s only when we answer you over one of those 3, so that’s why it’s important to use only in the case of an emergency. As I also stated earlier, it is much more preferred and enhanced communications if you use discrete whenever possible, a good example of utilizing a VOR, would be calling for an IFR clearance over the Lakeland VOR on the ground, or a VFR flight plan closure after landing at Lakeland.

23. In-Flight Responsibilities
Open and Close Flight Plans
Weather updates
Airfile Flight Plans
Pilot Reports
When in Doubt Call Flight Service
Keep in mind the responsibilities of the in-flight position is Opening and Closing Flight Plans, Weather Updates, Airfile Flight Plans and after 10:00 pm we’re providing Airport Advisory Service at St Petersburg Airport as well. Please be patient, sometimes we are listening to more than one frequency and cannot get to you. But we will answer your call as soon as possible. Controllers use different techniques, some will not transmit on all the frequencies all the time, while others will so that you may know that he/she is talking to others. If 3 to 5 minutes pass without any response after the initial call then I would recommend attempting to re-establish communications
We don’t always solicit pilot reports, we encourage pilots to pass pilot reports any time so that we may put them into the system and other pilots can know what the actual weather is in the area.
Conditions that require us to solicit pilots reports are:
When ceilings are below or is forecasted to be below 5,000
Visibility's below or is forecasted to be below 5 miles
Thunderstorms (currently occurring or forecast to occur, of course in Florida,. this anytime between May 15th and Oct 15.
Turbulence is forecasted or reported by other aircraft.
Icing is either forecasted or reported by other aircraft.
Wind shear is forecasted or reported.

24. In-Flight Review & Helpful Hints
Use complete registration on initial call
Give frequency and approximate location
Using VOR, transmit and receive over VOR frequency
When changing aircraft, give old aircraft numbers first
Avoid “any radio”
Let’s take a moment and review some of the helpful hints we have provided to help improve communications between you the pilot and ATC.
Use the complete registration number on initial call
Provide frequency and approximate position, especially if you are using one of the common frequencies.
If using a VOR; transmit and receive over VOR frequency, (Insure Nav Volume up.) Do Not use designated HIWAS Outlets
If you have had a change of aircraft other than what you originally filed, give us the old identification first, then tell us you want to change aircraft identification and state what the new registration is. We will then do a quick review to insure all corresponding data is correct.
Please avoid “Any Radio” unless you are lost or need immediate assistance.

25. Flight Data Responsibilities
Search and Rescue
Advise Customs
Amend Flight Plans
Flight Plan Fast Files
Pass Military Arrivals and Departures
Enter Weather
Our Flight Data position has many different responsibilities, however the important areas of responsibility associated with pilots is Search & Rescue.
Search and Rescue requires the specialist to call the flight school or FBO and begin a communications search to try an locate the pilot at fundamental level 30 minutes after the estimated time of arrival. If this is unsuccessful the communications search is extended to surrounding areas and notification is sent to the facility responsible for the departure, where data is obtained to begin a more extensive search. Many times the search is escalated to what is known as a ALNOT, only to find that the pilot had failed to cancel the flight plan and tucked the aircraft away in a hanger. This causes a significant waist of resources and by regulation may be charged to the pilot. Please ensure that proper flight planning is conducted to provide ample time to arrive and if unable to complete the flight in the designated time to extend your ETA via radio. By the way, I don’t want to alarm any of you, but we do not look for the pilot, we look for the aircraft. If we find it and it is in good shape, we figure the pilot is ok too.
Advising Customs is the pilots responsibility, but on aircraft arriving into this country we advise US Customs of the arrival to help insure that the pilot and aircraft are met by the inspectors.
The flight Data person is responsible for correcting or amending any flight plans should an error be made on the initial filling. This is why you may receive a “Full Route Clearance” when requesting your clearance and don’t really understand what the reason may be. If the specialist did not fix your flight plan it would not be available through the appropriate center or approach control when you were ready to depart.
Copy Fast file flight plans; this is where it’s important to include all the appropriate information to complete the flight plan and a valid point of contact that the specialist may call should he/she have any questions. We have had “Fast Files” with no registration #, type of aircraft, proposed departure times and of course associated with anyone of these items no way to contact the individual to get a clarification.
There are several other duties associated with this position, but not really relative to this instruction.

26. Flight Data Helpful Hints
Always Close Flight Plans. If you see you will be late, extend ETE with FSS
Talk Slowly When Using Fast File. Allow At Least an Hour Before ETD. Include a Call Back Number
Helpful hints,
Always close your flight plan. If you are not sure in-flight got your closure, call on the phone.
When recording a flight plan on the fast file, talk slowly and allow at least one half hour before ETD. This is especially true during the last quarter of the hour since this is the time we are copying the weather. Also include a local call back number when using fast file. This is in case we have a question about your flight plan.

27. Clearance Delivery Clearance Delivery (800) 225-5028
Clearance request: No more than 20 minutes from ETD
Give departure runway and time
Don’t ask for weather brief
Don’t file flight plan on clearance line
When calling for a clearance please utilize our “Clearance Delivery” line dedicated for nothing but clearances. Try to call no more than minutes before your departure. The information we require is your aircraft registration, the airport in which you are departing, your destination, the runway that you’ll be using and how soon you can get airborne after receiving your clearance. This will assist us in obtaining your clearance from the appropriate facility.
Please do not ask for a weather briefing on this line, this position has no graphics capabilities to support those request, and when weather is wide spread IFR, usuallly many pilots are looking for clearances as well. We do not use this to file a flight plans either.
Clearance Delivery (800)

28. Service
This is what we’re here for. By you following these simple steps as outlined it will help in the obtain the best briefing possible. Never hesitate to ask a question and should not get the answer your expect ask for further assistance by asking to speak to a supervisor.
On behalf of the FAA / the St Petersburg Flight Service Station and our specialist throughout the country we are glad to serve you and provide you the best possible service to ensure that you conduct a safe and enjoyable flight.