Aviation Weather Services

Hi Readers: Aviation Weather Services promolgated by the FAA, the NWS, and NASA are best described by and necessarily involve the actual flight, local or x-c, VFR and IFR flight plans; beginning with flight planning, and leading to en route flight, and terminating with descent and approach to land. In addition, the Weather Services provide an assist to the Controllers in preparing for the duties in which they are charged. Even local flights must be considered in terms of current weather - often pilots on local flights are caught in a sudden change of weather from VFR to IFR, as many of the aircraft accidents reveal.
Weather is a 24-hour phenomenom, in constant change of its elements and phases. In 20 minutes a cloud ceiling may ascend or descend 2,000 feet, precipitation can change from rain to ice, and visibilities can become obscured or obliterated.
Since most weather services are tied to a specific phase of flight, let's plan a VFR x-c flight. Without getting into the details, we would either file a flightplan with AFSS/FSS by telephone using TIBS (Telephone Information Briefing Service), a recording of the destination current weather, or talking with a weather specialist concerning the destination current and forecasted weather (1-800-WxBrief- toll free). This is a Preflight Briefing to help the pilot determine a "go" or "no go" decision. Or, if you are computer-oriented, you may file a flight plan with DUATS(Direct User Access Terminal System) - toll free, and get alpha-numeric preflight weather data and file a domestic VFR or IFR flight plan.
We might use, in conjunction with our flight plan or separately, METAR (Aviation routine weather report) or an FA(an area forecast), if advantageous.
After takeoff, we are considered in an en route phase of flight and can utilize several services to our advantage.
Lest we forget, we can still communicate with AFSS/FSS on a common frquency of 122.2 or a discrete frequency for an individual station to file, activate, close, or change a flight plan; request an IFR clearance, contact ATCT/ARTCC for control; file position reports, pass PIREPS (Pilot weather reports); request status of Special Use Airspace; and request assistance in an inflight emergency.
Normally, we might use EFAS (En Route Flight Advisory Service) for nonroutine weather needs in flight or TWEB ( Transcribed Weather Broadcasts) for the routine weather needs in flight. Inflight advisories include SIGMET (Significant Meteorological Information), Convective SIGMETs, AIRMETs (Airmen Meteorological Information), FAs (Area Forecasts) , Winds Aloft Forecasts (176 locations in 48 States), and PIREPs (Reports by pilots of weather conditions in flight).
Descending from en route flight to approach and landing at our destination we might use any number of weather advisories, primarily that concerning the weather at the destination airport or terminal such as FA, LLWAS (Low level wind shear alert system), PIREPs, TAF(Terminal Area Forecast), and WW (Severe Weather Watch). And, of course, our continued communications, depending on VFR or IFR, with ARTCC, TRACON ( Terminal Radar Approach Control), ATCT, and following with GT (Ground Control) to the very end of our flight.
ATCT and TRACON both use air/ground communications, visual signals, and other devices to provide ATC services to aircraft operating in the vicinity of an airport. ATC services authorizes aircraft to land or takeoff at the airport controlled by the tower or to transit the Class D airspace area regardless of flight plan or weather conditions. A tower may also provide approach control services.
To put the aviation weather services in perspective, the pilot must deal with ARTCC, ATCT, and TRACON (as spelled out in AC 00-45F) with respect to their flight plan to effect location and positive control of the aircraft. TRACONs manage the airspace 10 to 400 miles outside of selected airports and below 13,000 feet. They also coordinate spacing as aircraft approach and depart airports. Terminal Controllers are knowlegeable of current weather conditions and are prepared to advise pilots of hazardous weather conditions within a 150 nm sector or area. Tower operators are certified to act as official weather observers.
The December 2007 aircraft Accident Accounting is in process.
Thanks for listening. R.S.

Temporary Flight Restrictions

Hi Readers: When you buy a bottle of 80-proof liquor, do you really know what you are getting? Yes, it would be alcohol. Distillers say that in "colonel times", if liquor were put on gunpowder and it burned, that it was "proved" or "proof" that alcohol was really in the liquor. Thus, the formula: 1/2 of 1% of each unit of liquor = the alcohol in it. 1/2 of 1% x 80 proof = 40% alcohol. 100 proof would contain 50% alcohol. Now for an important and appropo topic:

In view of the many airshows across the country and the numerous fires concentrated in one area in California, and the NASA space operations, this is probably a good time to discuss Temporary Flight Restrictions (TFR). Okay, so what is a TFR and why is it so important?
There are many reasons, as given by FAA, for the TFRs: 1. To protect persons and property from an existing or iminent hazard associated with an incident on the surface when the presence of low flying aircraft would magnify, alter, spread or compound that hazard. 2. Provide a safe environment for the operation of disaster relief aircraft. 3. Prevent an unsafe congestion of sightseeing aircraft above an incident or event which may generate a high degree of public interest. 4. Protect declared national disasters for humanitarian reasons in the state of Hawaii. 5. Protect the President, Vice President, or other public figures of the U.S. 6. Provide a safe environment for Space Agency operations. Aerial Demonstrations and major Sporting Events are included in this classification.
You can imagine the importance of the TFR with respect to the California fires, concentrated from San Diego to Santa Barbara and into the most populated areas of Los Angeles, involving air drop operations and movement of firefighters by helicopter. You can see that no other flight activity be allowed during this time, into, around, or out of the area. The visit of the President on Thursday, 10-25-07, to view the area, makes a TFR all the more important.
How are we advised of the TFRs - by Notices To Airmen (NOTAMs) that are issued almost daily. Infact, the NOTAM system was designed to disseminate time-critical aeronautical information of either a temporary nature or not sufficiently known in advance to permit publication on charts or other operational publications.
NOTAM information is aeronautical information that could affect a pilot's decision to make a flight; such as airport or runway closures; changes in the status of navigational aids; ILS's; radar service availability; and other information essential to planned en route, terminal, or landing operations.
NOTAM information is transmitted using standard contractions to reduce transmission time. The information is classified by categories: NOTAM D (distant), NOTAM L (local), and Flight Data Center (FDC), Each of these NOTAM categories are important to the pilot, depending on the nature of the reason for the NOTAM. NOTAMs are a study in themselves, covering many categories and operational complications.
One of the requirements of a proposed flight is checking the appropriate NOTAMs, normally through an automated Flight Service Station (AFSS), a local FSS, or any navigational facility, or perhaps an organization such as AOPA or Others accepting Flight Plan Filings. It is recommended that pilots consult a FSS briefer to discuss recent and current NOTAMs before filing a flight plan.
Thanks for listening. R.S.

Bits and Pieces

Hi Readers: The current cost of 100LL aviation fuel is $4.52/gal and Jet A fuel is $4.27/gal.

FAA is now pushing pilots to upgrade their electronics to include ADS-B, Automatic Dependent Surveillance - Broadcast for the future. Although the target date for full operation is the year 2020, it will take a while and some dollars.

As if we didn't have enough advertising in our lives, I learned from AVWEB, an aviation information source, that the AD - AIR company in London is selling 5-acre inflatable ads that lay across the landscape to be seen from the air by passengers of Airlines in flight. Atlanta, Denver, and Los Angeles Intl airports are target possibilities. I wish them luck in finding a 5-acre lot near Los Ageles Intl. What will we think of next?

BRS, Ballistic Recovery Systems, Inc., manufacturers of whole aircraft parachute systems (such as installed on the Sirius airplane), seatbelts and airbags for automobiles, etc. is now advertising their products for the Cessna 172/182 airplanes, and Experimental and Sports airplanes. Cessna will have the equipment installed in the Skycatcher airplane. The product, a ballistic type charge, has been available for some time, with a deployment speed from 138 mph to over 200 mph, and at an estimated cost from $2,608 to $17,881. This could be a boon for GA safety if all goes well.

GA aircraft accidents show that even high-time Commercial and Air Transport pilots need knowledge and training in selecting and analyzing Weather Services reports in connection with their flight planning. The desired X-C flight level, or changes in flight level, direct flight and alternate routes, below clouds or over-the-top flight, cloud ceilings ahead, hazardous weather en route and at destination, and en route accounts of destination weather are some of the important needs revealed. Avoiding precipitation areas and icing levels are a must in the X-C flight planning. The leading contributing factor in GA accidents is the weather, and takeoff is really only the beginning of the flight plan.

Thanks for listening. R.S.

July 2007 Aircraft Accident Statistics

Hi Readers: The NTSB (National Transportation Safety Board) reported 114 total aircraft accidents/incidents for July 2007, 35 of which were fatal accidents, resulting in 347 fatalities - counting the Sao Paulo Airbus A320 in Brazil. Locations were: U.S. - 112, Mexico - 2, and one each for Brazil, Ireland, and Switzerland. The Brazil accident is still under investigation, with the help of the NTSB. There were 7 agriculture accidents, two Careless P-51 accidents, 2 runway incursions by the Airlines in New York and Ft. Lauderdale, Fla. To add to the gruesome picture, two helicopters collided in Phoenix, Arizona, killing four in each helicopter, and a Part 135 accident near ketchican, Alaska, - a bad weather encounter, killing 5 tourists.

Yes, a record worse than June 2007. I don't have the flying hours for June, but I expect the GA accident record has inched upward a bit. There are reasons for these accidents that almost grab you by the arm - shoddy flying, inattention in flight, and inadequate flight planning - and this is without the investigations, and doesn't cover the runway incursions. We can and must do better! RS.

NOTAMS

Hi Readers: Before we get started today - Did you know that the Morse Code was considered the first digital code and was the forerunner of the ASCII - the American Standard Code for Information Exchange based on the English alphabet. ASCII codes represent text in computers, communications equipment, and other devices that work with text. Look at your computer keyboard and you'll see the code.

Now continuing - Notices To Airmen are time-critical aeronautical information of a temporary nature or not sufficiently known in advance to permit publication on aeronautical charts. Such information could affect a pilot's decision to conduct or abort a flight. Look at any airport or facility on a Sectional chart (I'm sure you can find one) - this is the type of information that could change from day to day that might affect your flight plans. It could be an airport or runway closure; a change in the status of a navigational aid, or instrument landing system, or radar service, or other information essential to planned en route, terminal, or landing operations.

NOTAM information is transmitted throughout the Air Traffic and FSS (Flight Service System) network, using standard contractions to reduce transmission times. In Chapter 5 of the FARs, Air Traffic Procedures - Table 5-1-1-, you'll find the list of contractions used in the NOTAMS. There are some 288 contractions, some readily identifiable by glance, some not. There are three categories of NOTAMS, D - for Distant, L - for Local, and FDC - for Flight Data Center information. The categories are in detail with notes. Difficult reading - yes. However, I recommend that all pilots take the time to read and digest Chapter 5 at their leisure, prior to making x-c flights, particularly instrument flights, and get a good understanding of how the system works.

NOTAM D information is disseminated for all navigational facilities that are part of the National Airspace System. The complete file of all information is maintained in a computer database at the Weather Message Switching Center located in Atlanta, GA. The categories of information are distributed automatically via Service A Telecommunications Systems. FSS have access to the entire database.

To get NOTAM D en route and destination information you must contact your FSS and request all flight plan information needed from the the available air traffic facilities.

NOTAM L is basically local airport information, such as taxiway closures, personnel and equipment near the runways, airport lighting aids, et cetera, which you can get by contacting Ground Control or the local Tower.

The FDC (Flight Data Center) NOTAMS contain regulatory information such as amendments to instrument approach procedures, and other current information which are not yet published on charts. These NOTAMS are distributed from the national FDC in Washington D.C. and are kept on the files of FSS until published or cancelled.

The currency of a NOTAM is very important, and the pilot should keep abreast of the en route and destination changes by contacting the FSS's along the way. Once NOTAM information is published, the information is no longer provided to the FSSs, particularly for weather briefings, unless requested by the pilot.

In summary, pilots should be concerned with the D and L NOTAMS for x-c flight, paying strict attention to items pertaining to their flight plans, prior to filing those plans. In fact, there are any number of NOTAM contractions of the total that might apply, such as en route advisory service changes, minimum en route altitudes, radar coverages, ATIS services, airport lighting, air traffic control changes, adverse weather changes, ad infinitum.

As a pilot, I've always thought the NOTAM system was unduly complicated and cumbersome. The pilot has enough to do with just the flight planning; yet he must keep track of what is current and any changes that have been made during his en route flight and on to his destination. The system places these responsibilities on the pilot alone. However, I'll be the first person to say that I don't have a better plan. Maybe you do.

I must again emphasize the importance of NOTAM information for the pilot's flight planning, and, of course, the importance of filing a flight plan. And it's good to remember that the only information transmitted to the destination FSS will be your aircraft ID, type, destination, and estimated time en route. That means that all other information required for the flight must be obtained and processed by the pilot-in-command. The pilot has always been considered as responsible for the safety of the flight. And as a final note, he must not forget to close his flight plan. RS.