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10.4 Procedures for Weather Deviations and Other Contingencies in Oceanic Controlled Airspace
10.4.1 When the pilot initiates communications with ATC, rapid response may be obtained by stating “WEATHER DEVIATION REQUIRED” to indicate priority is desired on the frequency and for ATC response.
10.4.2 The pilot still retains the option of initiating the communications using the urgency call “PAN. PAN” three times to alert all listening parties of a special handling condition which will receive ATC priority for issuance of a clearance or assistance.
10.4.3 ATC will:
10.4.3.1 Approve the deviation, or
10.4.3.2 Provide vertical separation and then approve the deviation, or
10.4.3.3 If ATC is unable to establish vertical separation, ATC shall advise the pilot that standard separation cannot be applied; provide essential traffic information for all affected aircraft, to the extent practicable; and if possible, suggest a course of action. ATC may suggest that the pilot climb or descend to a contingency altitude (1,000 feet above or below that assigned if operating above FL 290; 500 feet above or below that assigned if operating at or below FL 290).
PHRASEOLOGY.
STANDARD SEPARATION NOT AVAILABLE; DEVIATE AT PILOT’S DISCRETION; SUGGEST CLIMB (or descent) TO (appropriate altitude); TRAFFIC (position and altitude); REPORT DEVIATION COMPLETE.
10.4.4 The pilot will follow the ATC advisory altitude when approximately 10 NM from track as well as execute the procedures detailed in para-graph 10.4.5.
10.4.5 If contact cannot be established or a revised ATC clearance or advisory is not available and deviation from track is required, the pilot shall take the following actions:
10.4.5.1 If possible, deviate away from an organized track or route system.
10.4.5.2 Broadcast aircraft position and intentions on the frequency in use, as well as on frequency
121.5 MHz at suitable intervals stating: flight identification (operator call sign), flight level, track code or ATS route designator, and extent of deviation expected.
10.4.5.3 Watch for conflicting traffic both visually and by reference to the Traffic Alert and Collision Avoidance System (TCAS), if equipped.
10.4.5.4 Turn on aircraft exterior lights.
10.4.5.5 Deviations of less than 10 NM or operations within COMPOSITE (NOPAC and CEPAC) Air-space, should REMAIN at ASSIGNED altitude. Otherwise, when the aircraft is approximately 10 NM from track, initiate an altitude change based upon the following criteria:

TBL GEN 3.5.5
Route Centerline/Track  Deviations >10 NM  Altitude Change 
East 000 . 1790M  Left Right  Descend 300 Feet Climb 300 Feet 
West 180.3590M  Left Right  Climb 300 Feet Descend 300 Feet 
Pilot Memory Slogan: “East right up, West right down.” 

10.4.5.6 When returning to track, be at the assigned flight level when the aircraft is within approximately 10 NM of centerline.
10.4.5.7
If contact was not established prior to deviating, continue to attempt to contact ATC to obtain a clearance. If contact was established, continue to keep ATC advised of intentions and obtain essential traffic information.

11.
Notifications Required From Operators

11.1 Preflight briefing and flight documentation services provided by AFSSs do not require prior notification.
11.2 Preflight briefing and flight documentation services provided by a National Weather Service Office (or contract office) are available upon request for long.range international flights for which meteorological data packages are prepared for the pilot.in.command.Briefing times should be coordi-nated between the local representative and the local meteorological office.
11.3
Flight Service Stations do not normally have the capability to prepare meteorological data packages for a preflight briefing.

12.
Weather Observing Systems and Operating Procedures

For surface wind readings, most meteorological reporting stations have a direct reading, 3.cup anemometer wind system for which a 1.minute mean wind speed and direction (based on true north) is taken. Some stations also have a continuous wind speed recorder which is used in determining the gustiness of the wind.
13. Runway Visual Range (RVR)
There are currently two configurations of the RVR, commonly identified as Taskers and New Generation RVR. The Taskers use transmissometer technology. The New Generation RVRs use forward scatter technology and are currently being deployed to replace the existing Taskers.
13.1 RVR values are measured by transmissometers mounted on 14.foot towers along the runway. A full RVR system consists of:
13.1.1 A transmissometer projector and related items.
13.1.2 A transmissometer receiver (detector) and related items.
13.1.3 An analog recorder.
　
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