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7.2 Prior to taxiing for take-off, aircraft shall be advised of the following elements of information, in the order listed, with the exception of such elements which it is known the aircraft has already received:
a)  the runway to be used;
b)  the current surface wind direction and speed, including significant variations;
c)  the QNH altimeter setting and, either on a regular basis in accordance with local arrangements or if so requested by the aircraft, the QFE altimeter setting;
d)  the air temperature for the runway to be used, in the case of turbine-engined aircraft;
e)  the current visibility representative of the direction of take-off and initial climb, if less than 10 km, or, when provided, the current RVR value(s) for the runway to be used;
f)  the correct time.
7.3 Prior to take-off aircraft shall be advised of:
a)  any significant changes in the surface wind direction and speed, the air temperature, and the visibility or RVR value(s) given in accordance with 7.2;
b)  significant meteorological conditions in the take-off and climb-out area, except when it is known that the information has already been received by the aircraft.
Note.— Significant meteorological conditions in this context include the occurrence or expected occurrence of cumulonimbus or thunderstorm, moderate or severe turbulence, wind shear, hail, moderate or severe icing, severe squall line, freezing precipitation, severe mountain waves, sand storm, dust storm, blowing snow, tornado or waterspout in the take-off and climb-out area.
7.4 Prior to entering the traffic circuit an aircraft shall be provided with the following elements of information, in the order listed, with the exception of such elements which it is known the aircraft has already received:
a)  the runway to be used;
b)  the mean surface wind direction and speed and significant variations therefrom;
c)  the QNH altimeter setting and, either on a regular basis in accordance with local arrangements or, if so requested by the aircraft, the QFE altimeter setting.
7.5 When operating under visual meteorological conditions, it is the responsibility of the pilot-in-command of an aircraft to avoid collision with other aircraft. However, due to the restricted space on and around manoeuvring areas, it is often essential that traffic information be issued to aid the pilot-in-command of an aircraft to avoid collision.
7.6 Essential local traffic shall be considered to consist of any aircraft, vehicle or personnel on or near the manoeuvring area or traffic operating in the vicinity of the aerodrome, which may constitute a hazard to the aircraft concerned.

7.7 Information on essential local traffic shall be issued either directly or through the unit providing approach control service when, in the judgment of the aerodrome controller, such information is necessary in the interests of safety, or when requested by aircraft.
7.8 Essential local traffic shall be so described as to facilitate recognition.
7.9 Aerodrome controllers shall, whenever practicable, advise aircraft of the expected occurrence of hazards caused by turbulent wake.
Note.— Occurrence of turbulent wake hazards cannot be accurately predicted and aerodrome controllers cannot assume responsibility for the issuance of advice on such hazards at all times, nor for its accuracy. Information on hazards due to wake vortices is contained in the Air Traffic Services Planning Manual (Doc 9426), Part II, Section 5.
7.10 In issuing clearances or instructions, air traffic controllers should take into account the hazards caused by jet blast and propeller slipstream to taxiing aircraft, to aircraft taking off or landing, particularly when intersecting runways are being used, and to vehicles and personnel operating on the aerodrome.
Note.— Jet blast and propeller slipstream can produce localized wind velocities of sufficient strength to cause damage to other aircraft, vehicles and personnel operating within the affected area.
　
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