An Update on the FAA s EDR Reporting Program

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The Need for Automated Turbulence Reports. Turbulence can be an exceptionally element and spatially restricted wonders

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Slide 1

An Update on the FAA's EDR Reporting Program Larry Cornman National Center for Atmospheric Research

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The Need for Automated Turbulence Reports Turbulence can be an extremely rapid and spatially restricted wonders – subsequently the requirement for constant estimations. Pilot reports are dangerous in that they are subjective measures of the flying machine reaction to the turbulence – not quantitative measures of the air.

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In situ Turbulence Measurement and Reporting System Goal: To expand/supplant subjective PIREPs with goal and exact turbulence estimations. Highlights: Atmospheric turbulence metric: swirl dispersal rate (EDR). EDR can be scaled into air ship turbulence reaction metric (RMS-g). Embraced as ICAO Standard

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EDR versus RMS-g? EDR is a measure of the turbulent condition of the air. RMS-g is the reaction of a given air ship – at a given flight condition – to the turbulence. Both are legitimate amounts, the issue is what is the fitting/best utilization of them?

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EDR versus RMS-g? Announcing EDR from an air ship requires no extra data. Announcing RMS-g from an air ship requires data on flying machine sort, elevation, weight, and velocity.

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EDR versus RMS-g? Forecasters, models, researchers need EDR. Pilots would presumably need RMS-g. ATC, Dispatch: Since they are conversing with various clients at once, do they need air ship particular, or air ship free measure? Upkeep would need top g.

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EDR versus RMS-g? Given learning of air ship sort, velocity, elevation and weight, EDR can be changed over into RMS-g with adequate exactness.

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Conversion Between EDR and RMS-g: Illustrated with Data from NASA B-757 Aircraft 2407 one-minute examples Measured RMS-g Median middle r=0.94 m=0.98 EDR-anticipated RMS-g top r=0.95 m=1.03 Peak

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EDR versus RMS-g? FAA/NCAR position is: Use EDR as the revealing metric for air-ground, air-air, and ground-air. On the off chance that a given client needs RMS-g, change over EDR at their area.

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Increase in Spatial/transient Coverage: UAL EDR Reports Compared to pireps 1.3 million EDR reports/month from 100 or so air ship - contrasted with 55k pireps from all flying machine. 737 757 737 + 757

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EDR on Experimental ADDS Display contains EDR reports, pireps, GTG. Film circles, cross-areas, and so on…

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Major Upcoming Activities SWA usage in CY06/07. Status: preparatory programming has been conveyed to Honeywell, who is doing coordination and testing. SWA Route Structure

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GTG Status GTG1/ADDS Example GTG1 On "Operational ADDS" since March 2003 CAT above FL200 Based on RUC 13/20 Forecasts out to 12 hrs GTG2 On "Test ADDS" since Nov 2004 Improved turbulence diagnostics "Feline" above FL100 Based on RUC 13/20 Forecasts out to 12 hrs Textual portrayal Includes UAL in situ EDR estimations above FL200 GTG2/EDR GTG2/PIREPS

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Future Airline Participation Discussions continuous with Delta Airlines. Talks started with Northwest Airlines. Future work is dependent upon proceeded with FAA financing…

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Other Issues Cost/Optimization Since turbulence can be exceptionally limited and transiently powerful, having however many estimations (even invalid) as could be allowed is imperative. In any case, this must be adjusted by cost contemplations. Occasion based detailing is a fractional, however not ideal, arrangement (what occurred between the occasions?)

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Other Issues, cont'd Resolving the EDR versus RMS-g issue and worldwide harmonization: ICAO standard is EDR. TAMDAR utilizes EDR. Will all US bearers utilize EDR? AMDAR does not utilize EDR.