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Aer Rodrom Me Meteo S Orologi Study Gr Ical Obs AMOFSG/9-IP/8 20/9/11 AERODROME METEOROLOGICAL OBSERVATION AND FORECAST STUDY GROUP (AMOFSG) NINTH MEETING Montréal, 26 to 30 September 2011 Agenda Item 5: Observing and forecasting at the aerodrome and in the terminal area 5.1: Observations AUTO METAR SYSTEM AT CIVIL AIRPORTS IN THE NETHERLANDS: DESCRIPTION AND EXPERIENCES (Presented by Jan Sondij) SUMMARY This paper provides an overview of the AUTO METAR system used in the Netherlands. The system includes the entire technical infrastructure used for the automated generation of all meteorological aeronautical observation reports including baack-up systems and procedures. It also includes the supervision of all issued reports by a remote meteorologist who can provide additional information to ATC. Experiences of the performance and acceptance by ATC of the AUTO METAR system are reported. The process of how this was achieved is presented as well as lessons learned. 1. INTRODUCTION 1.1 The eighth meeting of the Aerodrome Meteorological Observation and Forecast Study Group (AMOFSG/8) led to the formation of an ad-hoc group tasked with reviewing the options for the future reporting of present weather in fully automated weather reports. More background on automated weather observations is provided in this information paper. 1.2 This information paper describes the so-called AUTO METAR system at civil airports in the Netherlands. The process of introduction and approval as well as experiences are presented. Some highlights are reported below. Details are given in the appended document entitled AUTO METAR System at Civil Airports in the Netherlands: Description and Experiences by Wauben and Sondij. (49 pages) AMOFSG.9.IP.008.5.en.docx AMOFSG/9-IP/8 - 2 - 1.3 Since 15 March 2011, the AUTO METAR system has been operational 24/7 at Rotterdam-The Hague Airport (EHRD). This was the final step of the introduction of the AUTO METAR system at civil airports, military airbases and off-shore structures in the Netherlands, although further improvements to the AUTO METAR system itself are planned for the near future. Professional meteorological observers are currently employed by KNMI only for carrying out aeronautical observations at Amsterdam Airport Schiphol (EHAM). The added value of the observer with respect to the capacity of the Mainport Schiphol makes their presence undisputable for the moment. 1.4 The rationale for introducing the AUTO METAR system is cost savings as local MET offices and local observing staff at airports are no longer required. The current state-of-the-art of observation techniques and technology is such that it is possible to provide an automated observation of good quality if specific measures are taken into account. At the same time, the AUTO METAR system facilitates the possibility to acquire meteorological information from airbases that are closed and unmanned during weekends and from off-shore structures on the North Sea so that a denser, both temporal and spatial, network of aeronautical meteorological observations becomes available to users. 2. DESCRIPTION OF THE AUTO METAR SYSTEM 2.1 The term “AUTO METAR system” is used to denote the entire system used for the automated production of all meteorological aeronautical reports, of which the AUTO METAR is one. The system does not only designate the sensors, the associated technical infrastructure for data acquisition, data processing and data dissemination in suitable formats, but also includes: back-up sensors, systems and procedures; remote monitoring by meteorologists and service staff; communication with users covering daily briefings, intermediate updates and handling of sensor or system maintenance or malfunction; and provisions for local points of contact for the verification of the local meteorological situation. The AUTO METAR system also includes the documentation, the procedures and the service level agreement with ATC. 2.2 It is important to note that the content of the observation reports itself can differ between airports or between states, e. g. an AUTO METAR that contains pressure, wind direction and wind speed, air temperature and dew point only versus an AUTO METAR that contains visibility, clouds, weather and TREND as well. The AUTO METAR system used at civil airports in the Netherlands always contains the full set of parameters although not all weather phenomena and descriptors are included due to limitations of automated observations. 2.3 There are different “flavours” of the AUTO METAR system used in the Netherlands. At off-shore structures, the system has no redundancy and generates only the AUTO METAR every half- hour which is disseminated without human interaction. At civil airports, the AUTO METAR system includes back-up sensors, system redundancy and back-up procedures; AUTO METAR reports (as well as auto local routine and auto special reports which are generated); and all reports are disseminated after verification and complementation remotely by a meteorologist. 2.4 Although the individual components of the AUTO METAR system have proven reliable, redundancy has been taken into account in the set-up used at civil airports and airbases. This includes measures ranging from back-up sensors using independent components of the observation infrastructure to redundant server systems. The set-up used at Rotterdam-The Hague Airport only has single points of failure for visibility and runway visible range, which needs to be assessed in the touchdown zone of the runway in use, and clouds due to the availability of a single sensor for these parameters. In case visibility information at touchdown is not available, it may be possible to approach the runway from the other side which has its own visibility sensor for instrument precision approach and landing operations. - 3 - AMOFSG/9-IP/8 Alternatively, the remote aviation meteorologist, using available information including images of video cameras and or consulting of ATC staff, can advise whether visual flight rules conditions are applicable or not. 2.5 The AUTO METAR system produces meteorological observation reports that meet ICAO requirements and includes coding issues such as: UP (unknown precipitation); TS (lightning); NCD (no clouds detected); and CB/TCU (convective clouds). During the evaluation of the AUTO METAR system various complaints of users were related to the lack of representativeness of automated visibility and cloud observations. The situation experienced by local users conflicted with the observations reported by the AUTO METAR system or the latter showed a large delay. It should be noted that these user complaints were partly related to the unfamiliarity of ATC staff with the details of the measurement systems and internationally agreed observation principles. The measurements principles and data processing algorithms have been documented and the characteristics of the automated results have been provided to users. In some cases, the situation could be improved; for example, by using a so-called marked discontinuity criteria in the averaging of visibility and also the criteria for issuing an auto local special report, such as the delay after reporting an improvement of the situation, have been redefined by mutual agreement. 2.6 The handling and reporting of missing, incomplete or incorrect sensor information has been facilitated and agreed with the users. Missing or incomplete information is indicated in the meteorological reports either by an invalid entry in the corresponding group or by adding a suitable remark. Incorrect or missing sensor information can be overruled orally by the aviation meteorologist, which is logged in the shift reports and voice recorded by ATC and KNMI. 3. EXPERIENCE WITH THE AUTO METAR SYSTEM 3.1 The time between the introduction of the AUTO METAR system and the acceptance by ATC has been used to acquire experience with the AUTO METAR system, its performance and characteristics. In this period changes have been made to the AUTO METAR system, including the documentation, communication and procedures used. Several assessments have been performed, both by KNMI and ATC, which provided useful information on pending issues. Sometimes it turned out that the technical items identified by KNMI were not essential issues for users; instead, users had a need for additional information or service from KNMI. The assessments also gave recommendations that have either been solved or are under investigation with the parties involved. 3.2 Several technical improvements are currently under investigation. However, the usage and usefulness of all the elements contained in the (auto) local routine and (auto) special reports are also being investigated. Issues are, for example: which elements are actually used; whether parameters other than wind and visibility should be runway dependent; which elements should differ for the separate arrival and departure reports that are issued at Amsterdam Airport Schiphol; and whether it is necessary to include a TREND in the auto local routine and auto local special reports. 3.3 The introduction and acceptance of the AUTO METAR system in the Netherlands was a difficult process. Several factors influenced this process, such as the emotions of staff involved; the perception that the system is operated without technical supervision and without monitoring by a meteorologist at a remote location with the possibility to provide additional information; unfamiliarity with the added value of a local observer and characteristics of automated weather observation products; and lack of experience with similar systems and the impact on operations and safety. The auto local routine and auto local special reports turned out to be the most crucial parts of the acceptance process. Open discussions between the parties involved clarified the key issues of the (AUTO) METAR system AMOFSG/9-IP/8 - 4 - and were beneficial to the acceptance of the AUTO METAR system and its quality. One key issue was that ATC and KNMI agreed on a pro-active role of the aviation meteorologist in case of significant deviations from the expected or perceived meteorological situations or for specific events. 4. ACTION BY THE AMOFSG 4.1 The AMOFSG is invited to note the contents of this information paper.
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