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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. -
NORWAY LOCAL SINGLE SKY IMPLEMENTATION Level2020 1 - Implementation Overview
LSSIP 2020 - NORWAY LOCAL SINGLE SKY IMPLEMENTATION Level2020 1 - Implementation Overview Document Title LSSIP Year 2020 for Norway Info Centre Reference 20/12/22/79 Date of Edition 07/04/2021 LSSIP Focal Point Peder BJORNESET - [email protected] Luftfartstilsynet (CAA-Norway) LSSIP Contact Person Luca DELL’ORTO – [email protected] EUROCONTROL/NMD/INF/PAS LSSIP Support Team [email protected] Status Released Intended for EUROCONTROL Stakeholders Available in https://www.eurocontrol.int/service/local-single-sky-implementation- monitoring Reference Documents LSSIP Documents https://www.eurocontrol.int/service/local-single-sky-implementation- monitoring Master Plan Level 3 – Plan https://www.eurocontrol.int/publication/european-atm-master-plan- Edition 2020 implementation-plan-level-3 Master Plan Level 3 – Report https://www.eurocontrol.int/publication/european-atm-master-plan- Year 2020 implementation-report-level-3 European ATM Portal https://www.atmmasterplan.eu/ STATFOR Forecasts https://www.eurocontrol.int/statfor National AIP https://avinor.no/en/ais/aipnorway/ FAB Performance Plan https://www.nefab.eu/docs# LSSIP Year 2020 Norway Released Issue APPROVAL SHEET The following authorities have approved all parts of the LSSIP Year 2020 document and the signatures confirm the correctness of the reported information and reflect the commitment to implement the actions laid down in the European ATM Master Plan Level 3 (Implementation View) – Edition 2020. Stakeholder / Name Position Signature and date Organisation -
TCAS II) by Personnel Involved in the Implementation and Operation of TCAS II
Preface This booklet provides the background for a better understanding of the Traffic Alert and Collision Avoidance System (TCAS II) by personnel involved in the implementation and operation of TCAS II. This booklet is an update of the TCAS II Version 7.0 manual published in 2000 by the Federal Aviation Administration (FAA). It describes changes to the CAS logic introduced by Version 7.1 and updates the information on requirements for use of TCAS II and operational experience. Version 7.1 logic changes will improve TCAS Resolution Advisory (RA) sense reversal logic in vertical chase situations. In addition all “Adjust Vertical Speed, Adjust” RAs are converted to “Level-Off, Level-Off” RAs to make it more clear that a reduction in vertical rate is required. The Minimum Operational Performance Standards (MOPS) for TCAS II Version 7.1 were approved in June 2008 and Version 7.1 units are expected to be operating by 2010-2011. Version 6.04a and 7.0 units are also expected to continue operating for the foreseeable future where authorized. 2 Preface................................................................................................................................. 2 The TCAS Solution............................................................................................................. 5 Early Collision Avoidance Systems................................................................................ 5 TCAS II Development .................................................................................................... 6 Initial -
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 .. -
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. -
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. -
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 -
FSF ALAR Briefing Note 3.2 -- Altitude Deviations
Flight Safety Foundation Approach-and-landing Accident Reduction Tool Kit FSF ALAR Briefing Note 3.2 — Altitude Deviations Altitude deviations may result in substantial loss of aircraft • The pilot-system interface: vertical separation or horizontal separation, which could cause – Altimeter setting, use of autopilot, monitoring of a midair collision. instruments and displays; or, Maneuvers to avoid other aircraft often result in injuries to • The pilot-controller interface: passengers, flight crewmembers and, particularly, to cabin crewmembers. – Communication loop (i.e., the confirmation/ correction process). Statistical Data Altitude deviations occur usually as the result of one or more of the following conditions: An analysis by the U.S. Federal Aviation Administration (FAA) and by USAir (now US Airways) of altitude-deviation events1 • The controller assigns an incorrect altitude or reassigns showed that: a flight level after the pilot was cleared to an altitude; • Approximately 70 percent of altitude deviations were the • Pilot-controller communication breakdown — mainly result of a breakdown in pilot-controller communication; readback/hearback errors such as the following: and, – Controller transmits an incorrect altitude, the pilot • Nearly 40 percent of altitude deviations resulted when does not read back the altitude and the controller does air traffic control (ATC) assigned 10,000 feet and the not challenge the absence of a readback; flight crew set 11,000 feet in the selected-altitude – Pilot reads back an incorrect altitude, but the window, or when ATC assigned 11,000 feet and the flight controller does not hear the erroneous readback and crew set 10,000 feet in the selected-altitude window. does not correct the pilot’s readback; or, Defining Altitude Deviations – Pilot accepts an altitude clearance intended for another aircraft (confusion of call signs); An altitude deviation is a deviation from the assigned altitude • Pilot receives, understands and reads back the correct (or flight level) equal to or greater than 300 feet. -
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. -
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. -
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. -
Chapter: 2. En Route Operations
Chapter 2 En Route Operations Introduction The en route phase of flight is defined as that segment of flight from the termination point of a departure procedure to the origination point of an arrival procedure. The procedures employed in the en route phase of flight are governed by a set of specific flight standards established by 14 CFR [Figure 2-1], FAA Order 8260.3, and related publications. These standards establish courses to be flown, obstacle clearance criteria, minimum altitudes, navigation performance, and communications requirements. 2-1 fly along the centerline when on a Federal airway or, on routes other than Federal airways, along the direct course between NAVAIDs or fixes defining the route. The regulation allows maneuvering to pass well clear of other air traffic or, if in visual meteorogical conditions (VMC), to clear the flightpath both before and during climb or descent. Airways Airway routing occurs along pre-defined pathways called airways. [Figure 2-2] Airways can be thought of as three- dimensional highways for aircraft. In most land areas of the world, aircraft are required to fly airways between the departure and destination airports. The rules governing airway routing, Standard Instrument Departures (SID) and Standard Terminal Arrival (STAR), are published flight procedures that cover altitude, airspeed, and requirements for entering and leaving the airway. Most airways are eight nautical miles (14 kilometers) wide, and the airway Figure 2-1. Code of Federal Regulations, Title 14 Aeronautics and Space. flight levels keep aircraft separated by at least 500 vertical En Route Navigation feet from aircraft on the flight level above and below when operating under VFR.