DOCSLIB.ORG

Central Region Technical Attachment 92-11 Using New Technology To

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Central Region Technical Attachment 92-11 Using New Technology To /Ou)%-c<v^A cU-i CRH SSD MAY 1992 CENTRAL REGION TECHNICAL ATTACHMENT 92-11 USING NEW TECHNOLOGY TO LOCATE AND FORECAST THE MOVEMENT OF A FRONT IN THE MESOSCALE MICHAEL K. HOLZINGER NATIONAL WEATHER SERVICE FORECAST OFFICE DENVER, COLORADO 1. INTRODUCTION The National Weather Service (NWS) is testing much of the future technology in an operational environment at the Weather Service Forecast Office (WSFO) in Denver, Colorado. The Denver AWIPS Risk Reduction and Requirements Evaluation (DARRRE II) workstat­ ion at the WSFO gives forecasters the ability to analyze mesosc- ale features in much more detail and make local forecasts with more precision than was possible a few years ago. WSFO Denver conducted an experimental project, called the En­ hanced Terminal Forecast (EFT) program, between January and November, 1991 (NWS 1990; NWS 1991). In place of standard avia­ tion terminal forecasts, EFT forecasts were issued for the three terminals in the Denver metropolitan area. These are Stapleton International Airport (DEN), Centennial Airport (APA), and Jefferson County Airport (BJC) (Fig. 1A). Compared to conven­ tional terminal forecasts, the EFT had a slightly different format, slightly different amendment criteria, disallowed the use of terms "chance" and "slight chance" during the first three hours, and attempted to nail down weather changes to the nearest 15 minutes during the first three hours. Perhaps, the best opportunity to attempt forecasts to the nearest 15 minutes along the Front Range is provided by warm season wind shifts, either gust fronts or frontal. Warm season wind shifts can often be spotted on Doppler radar an hour or more before they reach DEN. The forecaster can then track and time the wind shift, while providing accurate warning to the airport well in advance of the event. Clear air wind shifts can be tracked in the summer, due to the high sensitivity of the Doppler radar and because of the presence of airborne scatterers (usually flying insects). This paper provides an example of how the EFT forecaster used the new technology to provide updated EFT's for DEN during a time period characterized by significant wind shifts. 'V 7932 -cax, timmx . ' ■ CR TA 92-11 MAY 1992 2 . DATA SOURCES Mile High Radar (MHR) is the Doppler radar being used by WSFO Denver. It is similar to the WSR-88D radars currently being deployed by the NWS. Other technologies used in this case (available to Denver forecasters via the DARRRE II workstation) were the experimental mesonet and surface analyses from the Local Analysis and Prediction System (LAPS) model (McGinley 1989; McGinley et al. 1991). The mesonet consists of 22 automated surface observation stations that report data every five minutes. LAPS utilizes all available surface observations, satellite data, profiler data, and radar data to produce surface analyses of several variables every hour. These analyses have recently been made available on the workstation on an experimental basis. The LAPS domain consists of all of central and eastern Colorado plus a small part of Wyoming, Nebraska, and Kansas. MHR is located about 10 miles (16 km) northeast of DEN. Figures 1 through 6 are pictures of workstation displays from MHR (eleva­ tion angle 1.2 degrees) and other data for a radius of approxi­ mately 75 miles (121 km) around MHR. One of the mesonet stations (AUR) is located at DEN. Mountains just west of Denver show up as ground clutter. Each figure is accompanied by a schematic (Figs. 1A-6A) which depicts the front as a dashed line. 3. ANALYSIS AND FORECAST On 26 June 1991, a front moved through DEN three times, twice as a cold front, and once as a warm front. There were no signifi­ cant clouds associated with the front all day. Winds were the only concern to the EFT forecaster. The first frontal passage (cold front) occurred at 1000 UTC (0400 MDT), and had only a weak wind shift associated with it. MHR was not operating until near midday (1800 UTC). At midday, the mesonet and MHR showed that the front had become stationary about 15 to 20 (24 to 32 km) miles southeast of DEN. Figure 1 (MHR reflectivity and mesonet) at 2130 UTC shows the front had not moved much from its midday location. The front could be clearly identified, both on reflectivity (fine line) and on velocity (sharp line defining winds toward and winds away from the radar). The front extended northeast to southwest, east and south of Denver. The new EFT issued at 2137 UTC 26 June 1991 (forecast A in Fig. 7) reflected the forecaster's belief that the front would move north again as a warm front. An estimate of the arrival time of the warm front at DEN was 0300 UTC 27 June 1991. 2 CR TA 92-11 MAY 1992 The main thing that concerned the forecaster at this point was the possibility of low level wind shear (LLWS), especially if the front advanced northward as expected (Badner 1979) . The mesonet showed strong south to southwest winds at 15-20 knots (8 to 10 m/s) with gusts up to 33 knots (17 m/s) south of the front, while winds north of the front were from the north at 12-15 knots (6 to 8 m/s) gusting to 17-20 knots (9 to 10 m/s). Horizontal sus­ tained wind shear across the front was about 25-30 knots (13 to 15 m/s)—stronger using wind gusts. Doppler velocities were similar. The forecaster then used an application of the workstation called "Read Cursor" to determine the depth of the frontal boundary. The "Read Cursor" application, among other things, enables the forecaster to find the height above ground of the center of the radar beam at any spot on the MHR display. In this case the forecaster found a spot on the velocity display north of MHR where the radar beam penetrated the frontal boundary aloft, shown by a sudden shift in wind direction. By interpolating between that point and the front at the surface, the forecaster concluded that the frontal boundary over DEN was about 1000 feet AGL. This meant that there was a potential for strong LLWS below 2000 feet, and the forecaster added the remark "LLWS" to the terminal forecast. There were no reports of significant LLWS at DEN from pilots. However, at 2220 UTC there was a pilot report 14 miles south southeast of DEN of +/- 10 knots (5 m/s) of wind shear at 500 feet AGL (Fig. 7). Several LAPS parameters were compared to mesonet, surface obser­ vations, and MHR data. For instance, LAPS winds did a consis­ tently good job of identifying the location of the front, while other parameters, such as LAPS dew points had varying degrees of success. Figure 2 at 2200 UTC shows that there were some prob­ lems at this particular time with attempting to use LAPS dew poi­ nts (overlaid on MHR velocity and the mesonet). For example, mesonet stations at BYE and LTN did not agree with the LAPS analysis. However, LAPS winds at 2200 UTC did a very good job of locating the front, especially in the Denver area. This wind analysis is shown in Fig. 3 along with the Doppler velocity and mesonet data. At 2235 UTC, the front could be seen on MHR as a sharp boundary advancing northward toward DEN. At this time, the forecaster used the "Distance/Speed of Motion" application (a simple linear extrapolation routine) on the workstation to time the front, and updated the forecast at 2237 UTC (forecast B - Fig. 7) to indi­ cate a warm frontal passage (WFP) at 0000 UTC 27 June 1991. 3 CR TA 92-11 MAY 1992 The observations (Fig. 7) show the front going through DEN at 2348 UTC, as indicated by a strong wind shift. The terminal forecast issued over an hour earlier was within 15 minutes of being correct. The forecaster used MHR, the mesonet, and obser­ vations from Centennial Airport to forecast the expected winds behind the front. He then kept the Stapleton tower informed periodically by phone of the progress of the front. A written terminal forecast amendment isn't always sufficient! With the warm air finally over DEN, the high temperature came late — 91°F at 0100 UTC (1900 MDT). This was a day that challenged the public forecaster as well as the aviation forecaster. Another attempt to correlate LAPS dew points with the frontal boundary was done at 0000 UTC. Figure 4 depicts the Doppler velocity, LAPS dew points, and mesonet data. It can be seen here that the dew point analysis at this time correlated better with observations. Figure 5 shows Doppler velocity and mesonet data at 0035 UTC, at which time the front had stalled again just north of DEN. The eastern end of the front was no longer easily located by MHR or other data. A regular EFT forecast update was issued at 0037 UTC (Forecast C — Fig. 7) in which the forecaster anticipated that the front would weaken by 0300 UTC and no longer affect DEN. However, at 0120 UTC the front was moving south again as a cold front. The forecaster again used the "Distance/Speed of Motion" application to time the front southward through DEN (this time as a cold front). An amended forecast (forecast D — Fig. 7), placed the cold frontal passage (CFP) through DEN at 0145 UTC. As with the previous frontal passage, the forecaster called the tower to warn them of the expected wind shift. The phone call was even more important due to the short warning time. As shown by the observations (Fig.
Load more

Recommended publications
  • The Effect of Ownship Information and Nexrad Resolution on Pilot Decision Making in the Use of a Cockpit Weather Information Display
    NASA/CR-2001-210845 The Effect of Ownship Information and NexRad Resolution on Pilot Decision Making in the Use of a Cockpit Weather Information Display Paul F. Novacek, Malcolm A. Burgess, Michael L. Heck, and Alan F. Stokes RTI International, Hampton, Virginia December 2001 The NASA STI Program Office ... in Profile Since its founding, NASA has been dedicated to CONFERENCE PUBLICATION. Collected the advancement of aeronautics and space science. The NASA Scientific and Technical papers from scientific and technical conferences, symposia, seminars, or other Information (STI) Program Office plays a key meetings sponsored or co sponsored by part in helping NASA maintain this important NASA. role. SPECIAL PUBLICATION. Scientific, The NASA STI Program Office is operated by technical, or historical information from Langley Research Center, the lead center for NASA's scientific and technical information. The NASA programs, projects, and missions, often concerned with subjects having NASA STI Program Office provides access to the substantial public interest. NASA STI Database, the largest collection of aeronautical and space science STI in the world. The Program Office is also NASA's institutional TECHNICAL TRANSLATION. English language translations of foreign scientific mechanism for disseminating the results of its and technical material pertinent to NASA's research and development activities. These mission. results are published by NASA in the NASA STI Report Series, which includes the following report types: Specialized services that complement the STI Program Office's diverse offerings include TECHNICAL PUBLICATION. Reports of creating custom thesauri, building customized completed research or a major significant databases, organizing and publishing research phase of research that present the results of results ..
    [Show full text]
  • Delta Pilots' Scheduling Reference Handbook
    Delta Pilots’ Scheduling Reference Handbook Prepared by the Delta MEC Scheduling Committee Revision 8 | October 2020 UPDATES Updated October 2020: • New contact information for the MEC Scheduling Committee • Reorganized entire document into sequential subject matter chapters • Added Table of Contents to each chapter • Added examples of common scenarios to When Have You Been Contacted? • Clarified references to eight-hour uninterrupted sleep opportunity • Deleted references to Special Incentive Lines (SIL) • Clarified references to ACARS notification of reroutes • Added references to ARCOS • Added references to ACARS notification of FDP extension • Updated information on fatigue calls and the Fitness Review Board • Incorporated information from recent Flight Time Duty Time Updates and Scheduling Alerts • Moved iCrew User Guide from Appendix to separate file in AeroDocs Contents Introduction 1 Can They Do That to Me? 2 When Have You Been Contacted? 4 You Have to Tell Someone 7 Timeline of Scheduling Events 9 Monthly Bidding Process 11 Regular Line Adjustment Process 18 Pilot Change Schedule (PCS), Slip Requests and Pay 19 Reserve 45 Reroute and Recovery Obligations 65 Flight and Duty Time Limits and Rest Requirements 73 Fatigue and the Fitness Review Board 103 Vacation 105 Training 115 Sick Leave 118 Staffing, Vacancies, and Surpluses 124 Odds and Ends 139 Airport Longitude Table 153 Appendix I: FAR 117 & IROPS Information 160 Appendix II: FAR 117 Quick Reference Guide (QRG) 169 Appendix III: FAR Part 117 – An In-Depth Discussion 177 Introduction The Scheduling Reference Handbook has been developed by the MEC Scheduling Committee to provide the line pilot with a quick and easy reference to various scheduling, FAR, and Pilot Working Agreement (PWA) rules and processes.
    [Show full text]
  • ACARS Aeronautical Radio, Inc
    Introducing ACARS Aeronautical Radio, Inc. (commonly known as: "ARINC") maintains a huge VHF and HF voice network throughout the United States and overseas to provide operational radio communications for the aircraft industry. In the early eighties they developed an addressable, digital data link for commercial and business jets and their respective companies known as ACARS. ACARS stands for Aircraft Communications Addressing and Reporting System. It was produced to reduce the flight crew's work-load by using modern computer technology to exchange many routine reports and messages. This improves the safety and efficiency of modern air travel. ACARS uses the AM mode because the same airborne VHF radio is often also used for voice communications. Burst transmissions are used with a limit of 220 ■ ACARS FREQUENCIES characters per message. Transmissions often last less than one second! MHz Function Therefore when monitoring ACARS it is important to leave your receiver's 131.550 Primary USA/Canada squelch off. To monitor ACARS transmissions you will need a VHF scanner or 130.025 Secondary USA receiver capable of tuning the VHF (AM) aircraft band 118 to 136 MHz. 129.125 Tertiary USA 131.725 Primary Europe ACARS messages are very structured. Each position in the message has a 131.450 Primary Japan specific function. The very common Q0 Link Test is shown as an example below. 131.475 Private Air Canada Address Field Message Label Downlink Block Identifier ■ ACARS DECODERS .N9009U Q01 5400UA1750 Message Sequence Number Carrier & Flight Number There are nearly one hundred "standard" ACARS message formats plus a virtually unlimited number of airline specific company formatted message types.
    [Show full text]
  • Range Line Surveys
    United States Power Squadrons Nautical Program Standard Operating Procedures This document describes the nautical cooperative charting programs. Included with each program description is a discussion on the program’s purpose and its reporting frequency. Suggested preparations and materials for conducting the program are presented so you will be well prepared for the survey. The requirements for conducting a survey are described in detail. After the survey is completed you will want to complete the appropriate form and worksheets that make submitting a report a rewarding experience. All reports that show an error to a chart shall be submitted to the controlling agency. Coast Pilot updates and depth surveys are to be submitted to NOAA through their Discrepancy Reporting system. Problems with Aids to Navigation should be reported to the Coast Guard. All reports should be submitted to the Cooperative Charting Committee using the submittal form on the Cooperative Charting website. The data for the report is to be provided on the appropriate form which will be uploaded along with any pictures, chartlets or other associated documents. A member of the Cooperative Charting Committee will review the submitted reports and assign the appropriate number of credits if approved. If errors are found or the information is incomplete the submitter will be advised via email of what actions are needed to gain acceptance. The programs and the total credits for each report are described in below: Reports to NOS Discrepancy Report/Nautical Item 50 Coast Pilot
    [Show full text]
  • PIREPS the NWS Uses Pilot Reports (PIREPS) in Our Forecast Process Everyday
    Why Should Weather Concern You? Local IFR Ceiling and Visibility Climatology Weather has a tremendous impact on flights, particu- The following charts provide a brief overview of when IFR larly during the takeoff and landing phases. A specific conditions occur at the three airports our office provides example: aircraft are sensitive to variations in wind TAF service for. Based on hourly observations from 1973- direction and speed during these phases, as is air traffic 2003, we calculated the percentage of time that IFR ceil- control which may have to adjust approach/departure ings or visibilities occurred within 10 days of the first of flight paths based on the winds. Hazardous weather has each month. This was done for two times per day, 09 and been attributed as a cause to 3 out of every 10 fatal air- 21 UTC, representative of the early morning and the late craft accidents, including thunderstorms, icing, and IFR afternoon. Two things are clear: 1) IFR conditions are more conditions. In fact, one study found that 63% of weather likely in the winter months, December through February. related fatal accidents were caused by low ceilings and 2) There is a secondary peak in low visibilities during the visibilities. early morning centered on September 1st. How We Use Your PIREPS The NWS uses pilot reports (PIREPS) in our forecast process everyday. Also, a variety of commercial jets transmit continuous temperature, moisture, and wind data during their ascent and descent phases via ACARS (Aircraft Communications Addressing and Reporting System). Your pilot report of weather conditions aloft help us locate areas of enhanced low level wind shear which we incorporate into our TAFs, or where tempera- tures aloft may deviate from what we expected which can impact precipitation type during the winter time, among many other things.
    [Show full text]
  • NASA Turbulence Technologies In-Service Evaluation: Delta Air Lines Report-Out
    NASA/CR-2007-214616 NASA Turbulence Technologies In-Service Evaluation: Delta Air Lines Report-Out Christian Amaral, Captain Steve Dickson, and Bill Watts Delta Air Lines, Inc. Atlanta, Georgia Under NASA Contract NND06AE46P April 2007 NASA STI Program ... in Profile Since its founding, NASA has been • CONFERENCE PUBLICATION. Collected dedicated to the advancement of aeronautics and papers from scientific and technical space science. The NASA scientific and technical conferences, symposia, seminars, or other information (STI) program plays a key part in meetings sponsored or cosponsored by helping NASA maintain this important role. NASA. The NASA STI program is operated under • SPECIAL PUBLICATION. Scientific, the auspices of the Agency Chief Information technical, or historical information from Officer. It collects, organizes, provides for archiving, and disseminates NASA’s STI. The NASA programs, projects, and missions, NASA STI program provides access to the NASA often concerned with subjects having Aeronautics and Space Database and its public substantial public interest. interface, the NASA Technical Report Server, thus providing one of the largest collections of • TECHNICAL TRANSLATION. English- aeronautical and space science STI in the world. language translations of foreign scientific Results are published in both non-NASA channels and technical material pertinent to and by NASA in the NASA STI Report Series, NASA’s mission. which includes the following report types: Specialized services also include creating • TECHNICAL PUBLICATION. Reports custom thesauri, building customized databases, of completed research or a major significant and organizing and publishing research results. phase of research that present the results of NASA programs and include extensive data For more information about the NASA or theoretical analysis.
    [Show full text]
  • Aviation Hazards (In 3 Parts) Talking Points, Notes and Extras (Extensive List of Links)
    Aviation Hazards (in 3 Parts) Talking Points, Notes and Extras (Extensive List of Links) Part 1 – Aviation Hazards: Page 1 Title/Welcome/Intro Page. Artwork: “Airborne Trailblazer” by Ms. Lane E. Wallace Page 2 Overall Objectives of the Aviation Hazards development plan – all three parts. Page 3 The six(plus) categories that will be covered in the entire module. Page 4 The specific objectives of Part 1. Page 5 William Henry Dines…famous meteorologist of the late 19th through early 20th century. Developed the Pressure Tube (Dines) Anemometer. Did much of his best and most renown work on upper air meteorology – involving kites, (later) balloons and meteorographs (starting in 1901). His meteorographs where famous for being small, lightweight (2oz.) and economical. Member of the Royal Meteorological Society from 1881 until his death in 1928 (president from 1901 through 1902). The “difficulties” he refers to are with regard to both pilot and (forecast) meteorologist – and were: Wind, fog, and clouds. These and other “difficulties” will be addressed throughout the rest of this session. Page 6 (Plus 3) Aviation Weather Center (AWC) – A NOAA/NWS National Support Center that disseminates consistent, timely and accurate weather information for the world airspace system. Disseminates In-flight advisories (AIRMETs, SIGMETs) and provides a portal to much aviation data, such as Aviation Digital Data Service(ADDS). An AIRMET (AIRman's METeorological Information) advises of weather potentially hazardous to all aircraft but that does not meet SIGMET criteria. SIGMETS (Significant Meteorological Information) are issued and amended to warn pilots of weather conditions that are potentially hazardous to all size aircraft and all pilots, such as severe icing or severe turbulence.
    [Show full text]
  • Information Contained in a METAR Example METAR Codes
    METAR METAR is a format for reporting weather information. A METAR weather report is predominantly used by pilots in fulfillment of a part of a pre-flight weather briefing, and by meteorologists, who use aggregated METAR information to assist in weather forecasting. Raw METAR is the most common format in the world for the transmission of observational weather data. [citation needed] It is highly standardized through the International Civil Aviation Organization (ICAO), which allows it to be understood throughout most of the world. Information contained in a METAR A typical METAR contains data for the temperature, dew point, wind speed and direction, precipitation, cloud cover and heights, visibility, and barometric pressure. A METAR may also contain information on precipitation amounts, lightning, and other information that would be of interest to pilots or meteorologists such as a pilot report or PIREP, colour states and runway visual range (RVR). In addition, a short period forecast called a TRED may be added at the end of the METAR covering likely changes in weather conditions in the two hours following the observation. These are in the same format as a Terminal Aerodrome Forecast (TAF). The complement to METARs, reporting forecast weather rather than current weather, are TAFs. METARs and TAFs are used in VOLMET broadcasts. Example METAR codes International METAR codes The following is an example METAR from Burgas Airport in Burgas, Bulgaria. It was taken on 4 February 2005 at 16:00 Coordinated Universal Time (UTC). METAR LBBG 041600Z 12003MPS 310V290 1400 R04/P1500 R22/P1500U +S BK022 OVC050 M04/M07 Q1020 OSIG 9949//91= • METAR indicates that the following is a standard hourly observation.
    [Show full text]
  • Pilot Report
    PILOT REPORT The twin-turbine 429 lifts off the ground Bell 429 Specifications and Performance “wings level” and just slightly nose up. Goal Actual Max takeoff weight 7,000 lb 7,000 lb Empty weight 4,300 lb 4,410 lb Useful load 2,700 lb 2,590 lb Max cruise speed w. skids 142 kt 150 kt (mtow, SL, ISA) Max speed (Vne) n/a 155 kt Long-range cruise speed n/a 130 kt Max operating altitude 20,000 ft 20,000 ft Hover out of ground effect 9,300 ft 11,280 ft (mtow, TOP, ISA) Hover in ground effect 12,000 ft 14,130 ft (mtow, ISA) Range 350 nm 368 nm (mtow, SL, ISA) U E I L U Endurance with IFR reserve A E 2.25 hr 2.26 hr B (mtow, SL, ISA) S E V Y Direct operating costs : S $667 $664 O (Fuel $3/gal, labor $75/hr) T O H P Price $3.95 million* $4.865 million** delayed certification of the 429 *Goal price when 429 announced at Heli-Expo in February 2005. ** Actual/current price in 2007 dollars. Bell Helicopter plans to announce a revised price after has been a talking point for the model receives its type certificate. the last year or so. We wanted to hit the mark with this aircraft–to with room for two patients on 427’s 102-cu-ft cabin. Regarding under-promise and over-deliver– stretchers and two attendants. price, Marshall said, “The 429’s Bell 429 and I think the only area we Company executives looked to price is just slightly higher than missed was the schedule.
    [Show full text]
  • Soaring Forecasts: Digging for Data at NWS Web Sites by Dan Shoemaker, NWS Fort Worth, TX
    December 2003 National Weather Service Volume 2, Number 3 Soaring Forecasts: Digging For Data at NWS Web Sites by Dan Shoemaker, NWS Fort Worth, TX The National Weather Service (NWS) sphere alone work to keep their refuge from In this Issue: serves a broad base of aviation users that the everyday world aloft. include soaring pilots. The main sources The soaring community is extensive. Soaring Forecasts: of information are TAFs, from Weather One estimate puts the number around Digging For Data Forecast Offices “WFOs”, numerous 20,000 pilots flying sailplanes, hang gliders, products from the Aviation Weather Cen- and paragliders. As a group, these pilots have at NWS Web Sites ter “AWC” and the computer generated had to hone good meteorological sense to Surface Analysis 1 guidance from the National Centers for maximize their soaring experience. It’s worth Environmental Prediction “NCEP”. noting that sailplanes have soared past the Specific NWS Forecast for soaring are tropopause, and hang gliders and paragliders Volcanic Ash: mainly throughout the southwestern por- have reached altitudes above 18,000 ft. Hang Significant Aviation tion of the US. But but we’ll discuss gliders and paragliders routinely make Hazard 5 weather products and information that unpowered cross country trips of more than assist making soaring forecast for other 100 miles. The current hang glider cross locations, as savvy, resourceful soaring pi- country record is over 400 miles. All by tap- lots, hangliders, and paragliders enjoy im- ping the resources of the free air without a mensely the thrill of letting the atmo- powered assist after release.
    [Show full text]
  • Weather in the Cockpit: Priorities, Sources, Delivery, and Needs in the Next Generation Air Transportation System
    DOT/FAA/AM-12/7 Office of Aerospace Medicine Washington, DC 20591 Weather in the Cockpit: Priorities, Sources, Delivery, and Needs in the Next Generation Air Transportation System Roger W. Schvaneveldt and Russell J. Branaghan Arizona State University Mesa, AZ 85212 John Lamonica Lamonica Aviation Tucson, AZ 85718 Dennis B. Beringer FAA Civil Aerospace Medical Institute P.O. Box 25082 Oklahoma City, OK 73125 July 2012 Final Report NOTICE This document is disseminated under the sponsorship of the U.S. Department of Transportation in the interest of information exchange. The United States Government assumes no liability for the contents thereof. ___________ This publication and all Office of Aerospace Medicine technical reports are available in full-text from the Civil Aerospace Medical Institute’s publications website: www.faa.gov/go/oamtechreports Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. DOT/FAA/AM-12/7 4. Title and Subtitle 5. Report Date Weather in the cockpit: Priorities, Sources, Delivery, and Needs in the July 2012 Next Generation Air Transportation System 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. Schvaneveldt RW,1 Branaghan RJ,1 Lamonica J,2 Beringer, DB3 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) 1 Arizona State University, Mesa, AZ 85212 2 11. Contract or Grant No. Lamonica Aviation, Tucson, AZ 85718 3 FAA Civil Aerospace Medical Institute, P.O. Box 25082 Oklahoma City, OK 73125 12. Sponsoring Agency name and Address 13. Type of Report and Period Covered Office of Aerospace Medicine Federal Aviation Administration 800 Independence Ave., S.W.
    [Show full text]
  • Upper-Air Observations
    NONRESIDENT TRAINING COURSE April 1999 Aerographer's Mate Module 2—Miscellaneous Observations and Codes NAVEDTRA 14270 DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited. Although the words “he,” “him,” and “his” are used sparingly in this course to enhance communication, they are not intended to be gender driven or to affront or discriminate against anyone. DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited. PREFACE By enrolling in this self-study course, you have demonstrated a desire to improve yourself and the Navy. Remember, however, this self-study course is only one part of the total Navy training program. Practical experience, schools, selected reading, and your desire to succeed are also necessary to successfully round out a fully meaningful training program. THE COURSE: This self-study course is organized into subject matter areas, each containing learning objectives to help you determine what you should learn along with text and illustrations to help you understand the information. The subject matter reflects day-to-day requirements and experiences of personnel in the rating or skill area. It also reflects guidance provided by Enlisted Community Managers (ECMs) and other senior personnel, technical references, instructions, etc., and either the occupational or naval standards, which are listed in the Manual of Navy Enlisted Manpower Personnel Classifications and Occupational Standards, NAVPERS 18068. THE QUESTIONS: The questions that appear in this course are designed to help you understand the material in the text. VALUE: In completing this course, you will improve your military and professional knowledge. Importantly, it can also help you study for the Navy-wide advancement in rate examination.
    [Show full text]