The CAA is co-ordinating an aviation MET symposium on 31 August 2017 (0830 - 1630) in Wellington. The objective is better co-ordinate and collaborate aviation MET efforts in New Zealand to ensure what is done, and what is developed, is optimal, responsive, and sustainable.
If you have not already done so, please advise us if you would like to take part. A good cross-section of people have registered their interest - but more is better!
The symposium will cover:
Regulatory (including Part 174 and AC 174)
Facilitation of services
|International meteorological (MET) system developments and progress||
ICAO METP background (summary only; focusing on impact NZ and adjacent regions
Data centric direction of change
|MetService overview and current product review||
Brief outline of recent MetService developments including GSM and VAAC/VAAS
Resilience programme WN/AK
Review of existing products (which ones are still required) (brief outline here only then a panel discussion later in the day
New surveillance system
Comms changes – AMHS, IP, D-VOLMET
Developing airport MET requirements
Collaborative development systems
Future MET requirements
|RPAS and other new tech||
Uplinking to IPad, EFBs etc
|Establishing clear base-line MET||
Situation and shortcomings
New contract arrangements
Funding strategy and direction
Parallel Panel discussion
Review of existing MET products and benefits
Ideas on new MET products and benefits
Parallel Panel discussion
Review of existing MET products
Ideas on new MET products
|Report Back||From Panel discussions|
Issues - identified
Actions - allocated
|Future Meeting structure||
MET Panel Updates
(IAVW system) – from June 2017 Tokyo involving both WMO and ICAO METP
The launches and deployment of the Himawari-8 and GOES-16 geostationary satellites together with the existing Meteosat Second Generation platform and the roll-out of the Copernicus satellite constellation are enabling significant advances in the science and global availability of satellite-derived volcanic ash products.
Rolls-Royce have recently issued a notice regarding its RB211 and Trent engine providing volcanic ash dose rates that can be accepted:
Engines exposed to a cumulative volcanic ash dose of 14.4 g s/m3 or lower, between actual volcanic ash concentrations of 0.2 to 4 mg/m3 should not lead to a significant reduction in engine related flight safety margins (e.g. 2 hours at 2 mg/m3).
Along with significant advances in modelling VA trajectories, it is likely that international work will proceed on the next generation of volcanic ash advisory products, most likely providing spatial and temporal ash density information.
The consensus of experts at the meetings was that the aviation colour code should be removed from the current atmosphere focused volcanic ash advisory and restricted to the volcano focused Volcano Observatory Notice to Aviation (VONA). Similarly, the elevation of the VONA to a recommended practice in ICAO Annex 3 was supported.
Work has also started in finding a routine way in which pilots can easily report no-ash during volcanic events, and on easily identifying re-suspended ash in the various advisory messages.
Sulphur dioxide (SO2)
From June 2017 in Tokyo involving both WMO and ICAO METP
Renewed work has begun on developing a warning system for SO2 clouds that can be co-existent with volcanic ash cloud, separated, or emitted in a gas only eruption.
SO2 can have a negative effect on the performance and health of crewmembers and passengers. It can also cause hot corrosion in engines, window crazing and other economic effects.
The World Health Organization (WHO) sets maximum exposure guidelines, but not all States support these guidelines. Further, existing guidelines are intended for ground level and do not consider the issue at altitude or within the aircraft.
Work is required in defining the warning product system with relation to the various cabin air-management systems and acceptable dose rates for people.
(pivotal support to GNSS based PBN/TBO operations and HF communication)
The completed draft Standards and Recommended practices (SARPs) under ICAO Annex 3, and consequential amendments, to establish the ICAO global space weather information service, have been accepted by ICAO and are currently out for final comment by States.
The WMO is shortly to start the capability and capacity assessment of States wishing to provide space weather data within the global space weather system. New Zealand will not have a role in the system other than ensuring operators are able to receive the various types of warnings.
IWXXM and SWIM
The gradual movement from product centric MET information to data centric information provision continues with new recommendations being introduced in Annex 3 soon. This will allow for the provision of IWXXM (XML/GML code forms) versions of standard MET products such as TAF and METAR in parallel with the traditional alpha-numeric versions for the time being. All of these changes fit within the overall movement to the system wise information management approach as part of the ICAO GANP.
Graphical GA Weather Product
CAA continues to work with MetService in the development of a graphical low level significant weather product that would consolidate the current ARFOR information into a graphical low level significant weather forecast over the whole country up to 10,000ft.
CAA continues to work with MetService as they implement their alternate aviation MET production site in Auckland. Aviation MET production shifts from their new production centre are underway, although this is not easily transparent to the user should they be interested.