Regulation (EU) No 923/2012
(a) Flight information service shall be provided by the appropriate air traffic services units to all aircraft which are likely to be affected by the information and which are:
(1) provided with air traffic control service; or
(2) otherwise known to the relevant air traffic services units.
(b) The reception of flight information service does not relieve the pilot-in-command of an aircraft of any responsibilities and the pilot-in-command shall make the final decision regarding any suggested alteration of flight plan.
(c) Where air traffic services units provide both flight information service and air traffic control service, the provision of air traffic control service shall have precedence over the provision of flight information service whenever the provision of air traffic control service so requires.
SERA.9005 Scope of flight information service
Regulation (EU) 2020/469
(a) Flight information service shall include the provision of pertinent:
(1) SIGMET and AIRMET information;
(2) information concerning pre-eruption volcanic activity, volcanic eruptions and volcanic ash clouds;
(3) information concerning the release into the atmosphere of radioactive materials or toxic chemicals;
(4) information on changes in the availability of radio navigation services;
(5) information on changes in condition of aerodromes and associated facilities, including information on the state of the aerodrome movement areas when they are affected by snow, ice or significant depth of water;
(6) information on unmanned free balloons;
(7) information on abnormal aircraft configuration and condition;
(8) any other information likely to affect safety.
(b) Flight information service provided to flights shall include, in addition to that outlined in (a), the provision of information concerning:
(1) weather conditions reported or forecast at departure, destination and alternate aerodromes;
(2) collision hazards, to aircraft operating in airspace Classes C, D, E, F and G;
(3) for flight over water areas, in so far as practicable and when requested by a pilot, any available information such as radio call sign, position, true track, speed, etc. of surface vessels in the area; and
(4) messages, including clearances, received from other air traffic services units to relay to aircraft.
(c) Flight information service provided to VFR flights shall include, in addition to that outlined in (a), the provision of available information concerning traffic and weather conditions along the route of flight that are likely to make operation under the visual flight rules impracticable.
(d) AFIS provided to flights shall include, in addition to relevant items outlined in points (a) and (b), the provision of the information concerning:
(1) collision hazards with aircraft, vehicles and persons operating on the manoeuvring area;
(2) the runway-in-use.
GM1 SERA.9005(a)(8) Scope of flight information service
ED Decision 2020/007/R
INFORMATION ON SPACE WEATHER
When available, information on space weather phenomena that have an impact on high-frequency radio communications, communications via satellite, GNSS-based navigation and surveillance systems, and/or pose a radiation risk to aircraft occupants at flight levels within the area of responsibility of the ATS unit should be transmitted to the affected aircraft.
GM1 SERA.9005(b)(1) Scope of flight information service
ED Decision 2016/023/R
INFORMATION RELATED TO WEATHER CONDITIONS AT DEPARTURE, DESTINATION, AND ALTERNATE AERODROMES
Pilots normally obtain information on the weather conditions from the appropriate office before the flight. When available, outstanding or safety-relevant information is normally provided by radio communication within 60 minutes from the aerodrome of destination unless the information has been made available through other means.
GM1 SERA.9005(b)(2) Scope of flight information service
ED Decision 2013/013/R
INFORMATION RELATED TO COLLISION HAZARDS
Information relating to collision hazards includes only known activities that constitute risks to the aircraft concerned. The availability of such information to air traffic services may sometimes be incomplete (e.g. limitations in radar or radio coverage, optional radio contact by pilots, limitations in the accuracy of reported information by pilots, or unconfirmed level of information) and, therefore, air traffic services cannot assume responsibility for its issuance at all times or for its accuracy.
SERA.9010 Automatic terminal information service (ATIS)
Regulation (EU) 2020/469
(a) Use of the ATIS messages in directed request/reply transmissions
(1) When requested by the pilot, the applicable ATIS message(s) shall be transmitted by the appropriate air traffic services unit.
(2) Whenever Voice-ATIS and/or D-ATIS is provided:
(i) aircraft shall acknowledge receipt of the information upon establishing communication with the ATS unit providing approach control service, the aerodrome control tower or Aerodrome Flight Information Service (AFIS), as appropriate; and
(ii) the appropriate air traffic services unit shall, when replying to an aircraft acknowledging receipt of an ATIS message or, in the case of arriving aircraft, at such other time as may be prescribed by the competent authority, provide the aircraft with the current altimeter setting.
(3) Information contained in a current ATIS, the receipt of which has been acknowledged by the aircraft concerned, need not be included in a directed transmission to the aircraft, with the exception of the altimeter setting, which shall be provided in accordance with (2).
(4) If an aircraft acknowledges receipt of an ATIS that is no longer current, the ATS unit shall without delay take one of the following actions:
(i) communicate to the aircraft any element of information which has to be updated;
(ii) instruct the aircraft to obtain the current ATIS information.
(b) ATIS for arriving and departing aircraft
ATIS messages containing both arrival and departure information shall contain the following elements of information in the order listed:
(1) name of aerodrome;
(2) arrival and/or departure indicator;
(3) contract type, if communication is via D-ATIS;
(4) designator;
(5) time of observation, if appropriate;
(6) type of approach(es) to be expected;
(7) the runway(s) in use; status of arresting system constituting a potential hazard, if any;
(8) significant runway surface conditions and, if appropriate, braking action;
(9) holding delay, if appropriate;
(10) transition level, if applicable;
(11) other essential operational information;
(12) surface wind direction (in degrees magnetic) and speed, including significant variations and, if surface wind sensors related specifically to the sections of runway(s) in use are available and the information is required by aircraft operators, the indication of the runway and the section of the runway to which the information refers;
(13) visibility and, when applicable, RVR11 These elements are replaced by the term ‘CAVOK’ when the following conditions occur simultaneously at the time of observation: (a) visibility: 10 km or more, and the lowest visibility not reported; (b) no cloud of operational significance; and (c) no weather of significance to aviation. and, if visibility/RVR sensors related specifically to the sections of runway(s) in use are available and the information is required by operators, the indication of the runway and the section of the runway to which the information refers;
(14) present weather1;
(15) cloud below 1 500 m (5 000 ft) or below the highest minimum sector altitude, whichever is greater; cumulonimbus; if the sky is obscured, vertical visibility when available1;
(16) air temperature;
(17) dew point temperature;
(18) altimeter setting(s);
(19) any available information on significant meteorological phenomena in the approach and climb-out areas including wind shear, and information on recent weather of operational significance;
(20) trend forecast, when available; and
(21) specific ATIS instructions.
(c) ATIS for arriving aircraft
ATIS messages containing arrival information only shall contain the following elements of information in the order listed:
(1) name of aerodrome;
(2) arrival indicator;
(3) contract type, if communication is via D-ATIS;
(4) designator;
(5) time of observation, if appropriate;
(6) type of approach(es) to be expected;
(7) main landing runway(s); status of arresting system constituting a potential hazard, if any;
(8) significant runway surface conditions and, if appropriate, braking action;
(9) holding delay, if appropriate;
(10) transition level, if applicable;
(11) other essential operational information;
(12) surface wind direction (in degrees magnetic) and speed, including significant variations and, if surface wind sensors related specifically to the sections of runway(s) in use are available and the information is required by aircraft operators, the indication of the runway and the section of the runway to which the information refers;
(13) visibility and, when applicable, RVR1 and, if visibility/RVR sensors related specifically to the sections of runway(s) in use are available and the information is required by operators, the indication of the runway and the section of the runway to which the information refers;
(14) present weather12 These elements are replaced by the term ‘CAVOK’ when the following conditions occur simultaneously at the time of observation: (a) visibility: 10 km or more, and the lowest visibility not reported; (b) no cloud of operational significance; and (c) no weather of significance to aviation.;
(15) cloud below 1 500 m (5 000 ft) or below the highest minimum sector altitude, whichever is greater; cumulonimbus; if the sky is obscured, vertical visibility when available1;
(16) air temperature;
(17) dew point temperature;
(18) altimeter setting(s);
(19) any available information on significant meteorological phenomena in the approach area including wind shear, and information on recent weather of operational significance;
(20) trend forecast, when available; and
(21) specific ATIS instructions.
(d) ATIS for departing aircraft
ATIS messages containing departure information only shall contain the following elements of information in the order listed:
(1) name of aerodrome;
(2) departure indicator;
(3) contract type, if communication is via D-ATIS;
(4) designator;
(5) time of observation, if appropriate;
(6) runway(s) to be used for take-off; status of arresting system constituting a potential hazard, if any;
(7) significant surface conditions of runway(s) to be used for take-off and, if appropriate, braking action;
(8) departure delay, if appropriate;
(9) transition level, if applicable;
(10) other essential operational information;
(11) surface wind direction (in degrees magnetic) and speed, including significant variations and, if surface wind sensors related specifically to the sections of runway(s) in use are available and the information is required by aircraft operators, the indication of the runway and the section of the runway to which the information refers;
(12) visibility and, when applicable RVR1 and, if visibility/RVR sensors related specifically to the sections of runway(s) in use are available and the information is required by operators, the indication of the runway and the section of the runway to which the information refers;
(13) present weather1;
(14) cloud below 1 500 m (5 000 ft) or below the highest minimum sector altitude, whichever is greater; cumulonimbus; if the sky is obscured, vertical visibility when available13 These elements are replaced by the term ‘CAVOK’ when the following conditions occur simultaneously at the time of observation: (a) visibility: 10 km or more, and the lowest visibility not reported; (b) no cloud of operational significance; and (c) no weather of significance to aviation.;
(15) air temperature;
(16) dew point temperature;
(17) altimeter setting(s);
(18) any available information on significant meteorological phenomena in the climb-out area including wind shear;
(19) trend forecast, when available; and
(20) specific ATIS instructions.