Transcript Document

Blue Skies
What’s up with MET
Getting the Head out of the Clouds
“Demisting” the MET
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CAA Met responsibilities (ICAO Met Authority and CAR Part 174)
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Part 174 Organisations
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ICAO compliance
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NZ OPMET (Operational Meteorological Information)
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Met Review (August 2007)
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Changes - 5 November 2008
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Some Surprises and Some Key Facts
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MetFlight-GA
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METAR AUTO
CAA Responsibilities
Meteorological Authority (ICAO)
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Ensure ICAO Annex 3 (Meteorological Services for International Air
Navigation) provisions are carried out in NZ for all international flight
operations. This includes compliance with all Standard and
Recommended Practices (SARPs) to the extent possible and
practicable (CAA policy). A difference is only filed if there is a sound
reason to do so.
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Annex 3 SARPs are based on consultation with 190 member States
(countries/territories) plus user organisations such as IATA, IFALPA,
IAOPA, IFATCA.
CAA Responsibilities
Civil Aviation Rules - Part 174
(Aviation Meteorological Service Organisations)
• Conducts entry audits of organisations seeking full or partial Part
174 certification.
• Issues certificates for any period up to 5 years, and subsequently
conducts audits as considered appropriate (this may range from
spot audits to audits at annual or 2-yearly intervals).
• The granting of a certificate indicates CAA is satisfied the
organisation concerned is competent to provide the
meteorological services for the service categories specified in the
organisation’s certificate.
Part 174 Certificated Organisations
• A Part 174 organisation is required to provide an Exposition
which sets out how it will meet the requirements of the Rule.
This will include details of personnel, facilities and products that
it will provide to support the service categories listed in the
organisation’s certificate.
• The particular personnel, facilities and products are not
specified by the CAA.
Part 174 Certificated Organisations in NZ
Certificated Service Categories
• MetService
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Forecasts (production and supply of aviation forecasts)
Information dissemination (collection and dissemination of aviation Met Info)
Briefing service (supply of Aviation Met info by person and/or system)
Reporting service (provision and supply of observational information)
Meteorological watch service (forecast watch and issue of SIGMET)
Climatology service (supply of historical info for aviation purposes)
• Airways NZ
– Information dissemination service (as above)
– Reporting service (as above but restricted to METAR/SPECI)
ICAO Compliance
NZ Operational Meteorological (OPMET) Information
(METAR, SPECI, TAF, SIGMET, VAA)
• TAF, METAR, SPECI - NZAA, NZWN, NZCH only
(these are the only NZ international aerodromes specified by ICAO
at which ICAO Met services must be provided)
• SIGMET - NZ FIR (NZZC) and Auckland Oceanic FIR NZZO
• Volcanic Ash Advisory - Wellington VAAC area (Eq to 60S,
160E - 140W)
NZ Domestic OPMET & Other Domestic Aviation
Weather Information
(METAR, SPECI, TAF, ARFOR, ROFOR etc)
• Certificated Part 174 organisations are free to provide aviation
weather information in any format they wish, and to issue the
information at times and for validity periods of their choice.
• A Part 174 organisation does not have to provide the aviation
weather services for which it is certificated, it is really just “licensed”
to do so. However, any services it provides must be compliant with
its Exposition.
• Compliance with WMO/ICAO codes is only required if these are
used. However, local differences are permitted and do not require
CAA approval or the filing of differences with ICAO.
• Any local differences are determined by the Part 174 organisation
in consultation with users, and must be promulgated in AIP NZ.
August 2007
Time to take the pulse
• Amendments to ICAO Annex 3 are implemented every 3 years.
Latest amendments split between 7 Nov 07 and 5 Nov 08.
• Opportunity taken to review NZ differences (mainly OPMET at
NZAA, NZWN & NZCH).
• Also took the opportunity to get some feedback from the
industry on impact of applying ICAO compliance to domestic
OPMET (METAR, SPECI, TAF).
Action and Reaction
• Discussion paper on CAA website August 2007.
• Presentations made to various groups including AIA.
• Lots of responses (airlines, industry groups, pilots).
• Mixed feedback (some for, against, not sure, not interested).
• But, main conclusion, ICAO compliance at NZAA, NZWN, NZCH
generally ok.
So, what will happen on 5 November 2008
OPMET (METAR, SPECI, TAF)
• NZAA, NZWN, NZCH
– Full Annex 3 compliance (CAA Decision as the ICAO Met
Authority)
– Visibility 10KM or more indicated by “9999”, no cloud above
5,000ft or the minimum sector altitude, whichever is the higher,
and use of CAVOK when appropriate.
– 24 Hr TAF for domestic and international operators and Auckland
VOLMET. No domestic TAF.
And Domestically
• Domestic OPMET (METAR, SPECI, TAF) No change to current
arrangement, except at NZAA, NZWN, NZCH (MetService decision)
– Vis and Cloud continue to be reported without restrictions, and
CAVOK not used.
• Review the situation after one year’s experience with full compliance at
NZAA, NZWN, NZCH.
• If review indicates no significant issues, consider extending Annex 3
compliance to domestic aerodromes that are not subject to any special
operating conditions (eg QN, MC, WF, MF, HK). But industry will be
consulted, and any decision will be made by MetService and Airways
NZ. CAA is not responsible for domestic OPMET.
Some surprises
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Responses to the discussion paper revealed that MET is not well
understood by some pilots.
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Confusion over what is available, where to get it, how to use it and how
to correctly interpret it.
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Some pilots only using METAR or BWR for planning.
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Poor understanding and limited use of ARFOR. Also, limited use of
radar, satellite pix and surface weather maps.
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Conclusion - some education (and re-education) the order of the day.
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Vector articles, MET pages on the CAA website, AvKiwi (2009),
presentations to groups like today.
Some key facts
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METAR, SPECI and TAF
– Applicable only to the area within 8 km radius of the aerodrome reference point
(extended to 16 km if “Vicinity (VC)” is mentioned). Imagine a cylinder over the
aerodrome. METAR, SPECI & TAF provides “at the aerodrome” information.
– Don’t forget “earth curvature” - the horizon is only ~12 km away (at the height vis
measurement is made near sea level). Therefore, fog and very low cloud will not be
observed beyond about 12-16 km.
– ATS landing and takeoff reports (ATIS/TWR) are the official landing/takeoff reports.
– METAR, SPECI and TAF are largely intended for pre-flight planning.
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Beyond the area covered by a METAR/SPECI/TAF
– Other weather information should be used (eg ARFOR, Wx radar, Satpix, surface
wx charts, AWS reports, farmer brown etc).
More key facts
• Where did the 8 and 16 km come from ?
– It’s the international Met standard. Used for SPECI and aerodrome
minima criteria.
– Part 91: VFR Vis minima within a control zone is 5 km and in
uncontrolled 8km (night).
– AC 61-3: Navigation solo flights are not to be undertaken unless
the forecasts are at least 2000 foot ceiling and 16 km visibility.
Keith’s Ezy Wx Guide
GA - VFR
When to Use
Pre-flight
In-flight
Type of
Information
Aviation Wx Product
Coverage/Comments
Warnings
SIGMET
NZ FIR (NZZC). For details of hazardous weather
Initial Big picture
NZ weather situation, Surface Wx charts (latest
and forecast), radar & satellite pix
To get the big picture and assess an
initial VFR go/no go
Aerodrome
TAF, METAR, SPECI, SPAR*, AWS*, BWR*
Departure, destination & alternate aerodromes
En-route planning
ARFOR (flights up to 10,000ft)
Intended route/flight plus any planned alternate
routes
Hazardous
weather and
aerodrome update
SIGMET, Amended TAF, METAR/SPECI, SPAR*,
BWR*
Update of pre-flight information.
Hazardous weather and destination and alternate
aerodromes.
GA - IFR
When to Use
Pre-flight
In-flight
Type of
Information
Aviation Wx Product
Coverage/Comments
Warnings
SIGMET
NZ FIR (NZZC). For details of hazardous weather
Initial Big picture
NZ weather situation, Surface Wx charts (latest
and forecast), radar & satellite pix
To get the big picture
Aerodrome
TAF, METAR, SPECI, SPAR*, AWS*, BWR*
Departure, destination & alternate aerodromes
En-route planning
ARFOR (flights up to 10,000ft)
ROFOR (flights abiove 10,000ft)
Intended route/flight plus any planned alternate
routes
Hazardous
weather and
aerodrome update
SIGMET, Amended TAF, METAR/SPECI, SPAR*,
BWR*
Update of pre-flight information.
Hazardous weather and destination and alternate
aerodromes.
* To supplement METAR/SPECI reports, or as a substitute in the absence of METAR/SPECI from the aerodrome(s) concerned.
MetFlight-GA
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It’s free to private pilots, training organisations and recreational groups
(gliding, ballooning etc) and CAA staff can access it if they wish.
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4,310 pilots and organisations currently signed up for access.
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Has a ton of information for ground studies and for flight planning (VFR
& IFR up to 10,000ft).
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Info available includes:
– Wx situation, ARFOR (17 areas), TAF (32 aerodromes), METAR/SPECI (26
aerodromes), SIGMET (NZZC FIR), Wx radar (5 radars), AWS (23
locations), satellite pix (NZ & Tasman sea), surface weather charts (actual
and forecast situation), connection to Airways NZ IFIS (for NOTAM and
flight plan filing).
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Developed by pilots for pilots and is sponsored by the CAA.
METAR AUTO
METAR from Automatic Weather Stations (AWS)
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This is a MetService initiative.
– CAA has given it the nod because it is compliant with MetService’s Part 174
certification and Exposition.
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MetService is doing this because;
– ICAO now approve the use of AWS during operational hours (previously
only during non-operational hours). 1,200 aerodromes in the US now have
METAR AUTO.
– AWS technology has improved greatly over past few years.
– Information is available to forecasters every minute, 24/7.
– METAR AUTO is provided every 30 mins (ICAO recommendation) 24/7,
winter, summer and during wet or fine weather. No need for SPECI.
– AWS can be installed at unattended aerodromes.
– The AWS are very reliable, but do have some limitations. However, these
are outweighed by the benefits. This is why METAR AUTO must be used
together with other weather information (eg ARFOR, TAF, SIGMET) to get
the complete picture for flight planning).
– AWS don’t take annual leave, sick leave, suffer early morning hangovers or
go on strike.
Wind, Temperature, Dew Point and QNH
 Wind - cup and vane type anemometer or new ultrasonic
sensor (mounted 10m above ground)
 Temp & dew point - measured electronically mounted in a
standard “Stevenson” screen (1.25 m above ground)
 QNH - electronic barometer that utilises 3 independent
pressure sensors to ensure accuracy and provide redundancy
Cloud Sensors and algorithms
 Vaisala laser ceilometers (meteorological industry standard)
 Uses internationally-recognised US National Weather Service
State of Sky algorithm
 Precise CLOUD BASE measurements
 CLOUD LAYERS and COVER determined from cloud ‘hits’ over
sensor during 30 minute period, double-weighted for latest 10
mins
 Many comparisons show good correlation
between human and machine observations
Visibility Sensors and algorithms
 Vaisala sensors measure MOR
 Infrared forward scatter technique (ie measures amount of light
scattering by air particles - much research proves this is valid)
 Air parcel is sampled for clarity/transparency of the air
 Data averaged over 10 minutes
 Spot measurements, at representative locations on aerodrome
Meteorological Optical Range (MOR)
Meteorological visibility (by day) and meteorological
visibility at night are defined as the greatest
distance at which a black object of suitable dimensions
(located on the ground) can be seen and recognized when
observed against the horizon sky during daylight or could
be seen and recognized during the night if the general
illumination were raised to the normal daylight level
(WMO/ICAO)
Present Weather Sensors and algorithms
 Vaisala sensors (combines visibility sensor and a precipitation
detector)
 Proprietary algorithm combines precipitation detection, visibility and
temperature measurements
 Information is averaged over 15 minutes prior to METAR. Weather
detected during previous 15 minutes (ie back to the last METAR) is
coded as “recent” weather using the qualifier “RE”.
Thunderstorms
 MetService operates a national Lightning Detection Network
(10 sensors around the country - KT, AK, GS, NP, MS, MK, CH, DN,
MO, Whataroa, South Is West Coast )
 The sensors identify and locate individual lightning strokes with
considerable precision within NZ and beyond
 Thunderstorm (TS) is added to METAR AUTO present weather if
detected within 8km of aerodrome reference point
 Reported as VCTS if between 8 and 16km
 Recent TS is also reported (RETS)
METAR NZPP 230000Z AUTO 33014G28KT 2200NDV SHRA VCTS FEW016
SCT026 BKN036 10/07 Q0994
Lightning Detection
METAR AUTO Rollout
Location Id
Aerodrome
Implementation Date
NR
WB
KK
WR
TG
RO
GS
PP
NS
HK
NV
Napier
Woodbourne
Kerikeri
Whangarei
Tauranga
Rotorua
Gisborne
Paraparaumu
Nelson
Hokitika
Invercargill
Implemented
UK
AP
NP
Pukaki
Taupo
New Plymouth
20 November 2008
HN
WK
WU
PM
WS
TU
WF
QN
MF
OU
DN
MO
Hamilton
Whakatane
Wanganui
Palmerston North
Westport
Timaru
Wanaka
Queenstown
Milford Sound
Oamaru
Dunedin
Manapouri
1 July 2009
MS
KT
CI
Masterton
Kaitaia
Chatham Is
1 December 2009
How do you recognise an Aviation AWS (METAR AUTO)
Airways METAR
NZPM:
METAR 090300Z 11003KT 060V170 30KM VCSH FEW020 SCT032 BKN045 06/02
Q1010 RMK SH TO NTH
Aviation AWS METAR AUTO
NZPP:
METAR 090300Z AUTO 19014KT 160V230 51KMNDV // BKN033/// 07/01 Q1013
AWS METAR (some have cloud and vis sensors but are older type AWS)
NZDNA: (AUTOMATIC WEATHER STATION REPORT)
METAR 090300Z AUTO 25008KT 55KMNDV // SCT031/// BKN055/// 05/02 Q1018
NZGCE: (AUTOMATIC WEATHER STATION REPORT)
METAR 090300Z AUTO 00000KT // ///////// 05/00
That’s all folks