NASA Technical Reports Server (NTRS) 20000110191: Reducing Aviation Weather-Related Accidents Through High-Fidelity Weather Information Distribution and Presentation

13 Pages·1 MB·English

by  NASA Technical Reports Server (NTRS)

ICAS 2000 CONGRESS
REDUCING AVIATION WEATHER-RELATED
ACCIDENTS THROUGH HIGH-FIDELITY WEATHER
INFORMATION DISTRIBUTION AND PRESENTATION
H. Paul Stough, III, Daniel B. Shafer, and Philip R. Schaffner
NASA Langley Research Center, Hampton, VA USA
and
Konstantinos S. Martzaklis
NASA Glenn Research Center, Cleveland, OH USA
Keywords: Aviation. Weather, Cockpit Systems
Abstract 33% of commercial air carrier accidents and in
27% of general aviation accidents. A
In February 1997, tile U.S. President
continuing area of need is the collection,
announced a national goal to reduce the fatal
processing, distribution, and presentation of
accident rate jbr aviation by 80% within ten
timely and accurate weather information to the
years. The National Aeronautics and Space
flight deck, air traffic control, and aircraft
Administration established the Aviation Safety
operation centers for both strategic and tactical
Program to develop technologies needed to
decision making.
meet this aggressive goal. Because weather has
With the present system, pilots can have
been ident!f_ed as a causal factor in
difficulty obtaining weather information in a
approximately 30% of all aviation accidents, a
timely manner, assimilating that information
project was established for the development of
into a clear mental picture, developing a good
technologies that will provide accurate, timely
understanding of changing weather trends, and
and intuitive information to pilots, di,watchetw,
making rapid and accurate decisions concerning
and air traffic controllers to enable the
route, while simultaneously managing cockpit
detection and avoi&mce of atmo,wheric
activity and controlling the airplane. A flight
hazztrds. This project addresses the weather
crew that lacks a complete awareness of the
inforlmttion needs of general corporate,
weather situation may encounter adverse
regional, and transport aircraft operators. An
weather or may have difficulty making alternate
overview and status of research and
route decisions. Airline Operations Centers
development efforts for high-fidelity weather
(AOC), dispatchers, Flight Service Stations
in_brtmttion distribution and presentation is
(FSS), and air traffic controllers (ATC) would
discussed with emphasis on weather infornuttion
also benefit from more timely weather
in the cockpit.
information that they could disseminate to the
flight crew as well as could use to assist the
1 Introduction
crew in making decisions such as those
The National Aeronautics and Space associated with route changes.
Administration (NASA) has a rich history of In the early 1990's, a Cockpit Weather
conducting research to address aviation-related Information (CWIN) system was developed and
safety and operating challenges. Although there evaluated by a NASA-industry team to examine
the benefits of combining and presenting
has been significant research over the past
twenty years related to weather hazards such as various types of weather information obtained
icing, turbulence, lightning and wind shear, through multiple data link sources to aid crews
weather is still identified as a causal factor in with effective flight management [I and 2].
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Stough, Sharer, Schaffner, Matzaklis
Piloted simulation studies and flight evaluations In April 1997, the U.S. National Aviation
on a transport aircraft demonstrated the ability Weather Program Council issued a strategic
of cockpit graphical weather information to plan [3] aimed at providing improved
enhance efficiency, safety, and situation information and tools needed to enable aviation
awareness. Building on this experience and personnel to make sound and safe decisions
utilizing advances in forecasting, data regarding weather hazards. This plan was
processing, transmission, and display followed by the definition of National Aviation
technologies, NASA is working to accelerate Weather Initiatives [4]. Research identified for
the development and implementation of such NASA includes multi-functional color cockpit
aviation weather information systems. displays of weather hazards: cockpit oriented
weather products; flight information services
and communications systems; quantification of
2 Background
hazards; and satellite-based, ground-based, and
In February 1997, the U.S. President announced aircraft-mounted forward-looking technologies
a national goal to reduce the fatal accident rate for hazard sensing.
for aviation by 80% within ten years. A NASA- NASA established the Aviation Safety
sponsored Aviation Safety Investment Strategy Program (AvSP) to develop technology
Team (ASIST) defined research needs and the
products needed to help the Federal Aviation
relative priority of each based on technology Administration (FAA) and the aviation industry
readiness and potential impact on safety. The meet the President's safety challenge. NASA's
ASIST participants identified weather accident role is to pursue, jointly with industry, those
prevention as a key area to be addressed and difficult-to-achieve and high technical risk
prioritized research and development projects which industry cannot pursue alone
investment areas (Fig. 1). At the top of the list because of a lack of facilities, technical
were data dissemination and crew/dispatch/air
expertise, and research capital. NASA will
traffic control monitoring, presentation, and
develop aircraft system and subsystem
decision aids. Weather product generation and prototypes and evaluate them in an appropriate
advanced aviation meteorology were also environment. NASA will work with, and rely
among the top priorities. on, industry and FAA partners to implement the
technologies.
Priority Investment Area
1 Data Dissemination
3 Weather-Related Accidents
2 Crew/Dispatch/ATC Monitoring,
Presentation, and Decision Aids
Huettner [5] has traced the history of transport
3 Icing Hazard Solutions aircraft safety improvement. The U.S. accounts
4 iTraining for about half of the world's air travel but has
5 Weather Product Generation only accounted for 8 percent of fatalities on
airlines around the world since 1990. Matthews
6 Advanced Aviation Meteorology
[6] observes that most of our current large jet
7 Turbulence Hazard Solutions
fleet will continue to be with us for a long time,
8 Advanced Technology Vision
and Tactical Sensors/Systems and improvements to aviation safety will not
9 Near Term Tactical come from radically new aircraft as much as
Sensors/System from technological changes within the aviation
10 Strategic Wake Vortex infrastructure. Huettner sees the information
Information
technology revolution as offering the next
11 Hazard Characterization
opportunity for major reductions in accident
12 Runway Contamination rates. He also observes that aviation weather is
the one major variable that is not within the
Figure 1. ASIST weather research priorities
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R REDUCING AVIATION WEATHER-RELATED ACCIDENTS THROUGH
HIGH-FIDELITY WEATHER INFORMATION DISTRIBUTION AND
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control of technology or aviation system addressed by a Weather Information
planners. In his view, the optimal weather Communications (WINCOMM) element.
information system would tell us only what we
need to know, allow us to go as close to Weather
hazardous weather as we could for maximum Products
efficiency of flight, and yet not subject the
aircraft or its passengers to conditions that
AWIN WlNCOMM AWIN
would be hazardous or undesirable. The end
Enhanced Communications Operator
objective would be real-time strategic and Weather Networks and Support
tactical weather information that could be used Products Data Links
to separate aircraft from hazardous weather in
Figure 2. Weather information system elements
the same way we separate aircraft from aircraft
today. These system elements can be further
An Aircraft Owners and Pilots Association
subdivided as shown in Fig. 3. The Enhanced
Air Safety Foundation study [7] has indicated Weather Products area (indicated by light
that 27% of general aviation (GA) accidents shaded or yellow boxes) is seen to encompass
involve adverse weather conditions. information from both onboard sensors and
Furthermore, 30% of these weather-related
ground-based weather systems that provide
accidents resulted in fatalities; that is, one out of
strategic and tactical information to users. The
every twelve GA accidents was a fatal weather- Operator Support area (indicated by dark shaded
related accident. Continued visual flight rules or blue boxes) is seen to include the user-system
(VFR) operation into instrument meteorological interface, the method of information
conditions (IMC) was the deadliest of all types
presentation, and decision aids. WINCOMM
of weather-related accidents, as 82% resulted in
includes the data links and supporting networks
fatalities. Poor pilot judgment was cited as a connecting the elements. More than just weather
key factor in most GA weather-related information is needed by operators during the
accidents. Ritchie [8] notes that, "Deteriorating decision process. This includes aircraft
weather conditions are frequently the cause of capabilities, operator capabilities, and
changes in flight objectives. The pilot needs to information on flight-path-relevant terrain,
know quickly where the weather is better and obstacles, air space, and traffic. Ultimately, the
what to do to get there." timeliness, accuracy and intuitiveness of
weather information need to support decisions
4 Aviation Weather Information Systems that result in safe and efficient actions.
At its simplest, an aviation weather information IAircraft Capabilities
system (Fig. 2) consists of weather products, a User Capabilities
means for distributing the products to the users,
and a means for presenting the information to O.+U°A
the users. Data-link weather information
systems are intended to provide information for
longer-term strategic planning and to augment
onboard sensors such as weather radar and
lightning detectors that are used as short-term
decision aids. Within the AvSP, weather
products and information presentation are being Figure 3. AWIN system components
addressed by an Aviation Weather Information
(AWIN) element and distribution is being AWIN must use an approach that
addresses the overall airspace system. Solutions
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Stough, Sharer, Schaffner, Matzaklis
must provide connectivity among the flight main needs for cockpit weather information
crew, ATC, dispatchers, and weather providers systems can be addressed through developments
(Fig. 4). For GA, the dispatcher may be a fixed for transport and GA airplanes. Business
base operator (FBOt _r corporate flight aircraft needs were shown to be very similar to
operations office, and _ weather provider may those of transport aircraft. Commuter aircraft
be a FSS or a contracted ,:ather provider. For needs combined those of both transport and GA
regional and air carrier operations, the dispatch aircraft.
and weather provider functions may be Georgia Tech Research Institute has
combined in an AOC. NASA efforts are performed a study for NASA to establish
focusing on national weather information weather information needs by category of user
systems for GA and on worldwide systems for and phase of flight in support of both strategic
transport aircraft. and tactical decisions. This study included
weather phenomena and their impact on
aviation, an analysis of weather information
needs for each of twelve flight phases, and an
assessment of existing weather products to
support each flight phase. National
Transportation Safety Board reports for
weather-related accidents were examined to
identify deficiencies in existing weather
products. Requirements, including content,
geographic and spatial coverage, and timely
availability, were compared to weather
information available from current sources. The
Figure 4. Weather information exchange
study also defined aviation weather sensor
Initially, user-centered requirements for capabilities and needs for hazard avoidance.
AWIN weather products, systems and
components are being established. Existing 4.1 Enhanced Weather Products
and in-development weather information-related
The Enhanced Weather Products component has
technologies and new concepts are being
the objective of developing new and derivative
examined.
weather products, complementing existing
A market penetration study [9] has
weather sources with in situ and remote sensing
projected that cockpit weather systems will
capability where needed, to provide necessary
achieve maximum market penetration levels
information at appropriate temporal and spatial
within the next 25 years and will achieve 50%
resolution for both tactical and strategic
of these levels within the next 8 to 11 years.
decision making. NASA will be contributing to
Results indicated that cockpit weather systems
the development of objective standards for
are a viable product concept with strong
describing weather conditions, preferably based
business cases in the transport, commuter, and
on measurements from sensing systems, and the
business markets. In the GA and rotorcraft
means to integrate them into weather
market segments, the business cases were
information products to facilitate sound decision
sensitive to variations in cost and savings
making. Aircraft-mounted, forward-looking
estimates. However, improved safety alone was
technologies for weather hazard detection and
found to be sufficient motivation for the GA and
remote satellite-based and ground-based sensor
rotorcraft segments to adopt the technology.
technologies are being explored. Sensor
The features deemed as necessary for the market
systems currently in use or under development
success of cockpit weather information systems
for the detection and avoidance of weather
were identified for each market segment. The
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REDUCING
AVIATION WEATHER-RELATED ACCIDENTS THROUGH
HIGH-FIDEIATY WEATHER INFORMATION DISTRIBUTION AND
PRESENTATION
hazards, including turbulence and icing, are communications and information technologies
being investigated. Current emphasis is on the to enable the high quality and timely
development of enhanced weather radar and dissemination of aviation weather information
automated weather reporting from aircraft. to all relevant users on the aviation information
The FAA, through its Aviation Weather network, addressing both airborne and ground-
Research Program, is working to reduce based users. Key considerations are national
weather-related accidents and incidents and to and worldwide connectivity and cross-platform
reduce the impact of weather on system capacity operations (i.e., transports, cargo carriers,
and efficiency. Research teams have been regional airlines, and general aviation). This
established to develop improvements in specific element will also develop advanced
areas of weather sensing, modeling and communications architectures, supported by
forecasting. An Aviation Digital Data Service communications network system modeling, and
(ADDS) has been implemented on the internet will support appropriate standards definition to
to provide end users access to weather products enable the efficient implementation of advanced
and the results of the applied research. Users weather products.
will be able to acquire route-specific graphics of The National Aviation Weather Program
key variables such as icing, turbulence, clouds, Council has targeted development of data-link
and thunderstorms. ADDS is envisioned as capabilities to disseminate weather observations
becoming a primary source of information for within 5 minutes of availability, and analyses
cockpit weather displays. NASA is and forecasts within 15 minutes of availability,
coordinating with the FAA to utilize these in order to facilitate hazardous weather
enhanced weather products for AWIN systems avoidance. To support the early demonstration
and to provide guidance for structuring the of AWIN prototype systems addressing both
presentation of the weather products, especially domestic and worldwide weather data
in the cockpit. dissemination, existing data links such as very
The Naval Research Lab is being high frequency (VHF), Aircraft
sponsored by NASA, the FAA, and the U.S. Communications Addressing and Reporting
Navy to improve the ability to forecast near- System (ACARS), and satellite communication
coastal ceiling and visibility conditions. The will be utilized. The capabilities of existing and
Navy's Coupled Ocean-Atmosphere Mesoscale enhanced communications systems are being
Prediction System (COAMPS) is being used assessed to determine if they can handle the
because it has a high horizontal resolution. needs of the new weather products. These
After improvements have been implemented derivative communications technologies will be
and tested, ceiling and visibility products will be deployed during the 2001-2002 timeframe.
sent to the National Weather Service (NWS) Next-generation communications system
and FAA facilities in the Southern California architectures will be investigated and the most
region to evaluate their effectiveness. The promising of these will be demonstrated in the
knowledge gained and the techniques developed 2004 timeframe.
should be applicable to the next-generation, Lockheed Martin, in partnership with
operational NWS mesoscale model which will Aviation Concepts, conducted a study for
likely have horizontal resolution and physics NASA to determine the requirements for
that are similar to those of the current ground-to-air data communications needed to
COAMPS. support present and future aviation weather
products in the U.S. The study noted that a
4.2 Weather Information Communications number of commercial providers already
subscribe to government-provided weather data
The Weather Information Communications
sources and provide flight planning services to
(WINCOMM) element will develop advanced
the aviation community. It is expected that
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Stough, Shafer, Schaffner, Matzaklis
future ground-to-air communications will be including addressable air-to-ground return links
dominated by various forms of data link. In the for the collection of weather information from
near term, the current systems will be airborne sensors.
augmented with digital information via VHF
Data Link (VDL). The study noted that 4.3 Operator Support
advances in internet technology, small powerful
Research in the Operator Support area will
handheld portable computers, and cell phone
enhance weather situation awareness through
approval for aviation applications could cause
the development of advanced weather
many aviation weather products currently
presentations and decision-making aids (Fig. 5).
accessible by phone, fax or the internet to
Advanced weather presentations will provide
become "in-flight" weather products.
information in an intuitive format that is
Communication system architectures that
temporally and spatially relevant to the users
can provide for the collection and dissemination
and their environment. Weather related
of aviation weather information and distribution
decisions will be facilitated through the
of advanced weather products to the various
development of "intelligent agents" that assist
aviation platform classes, with the potential for
operators in formulating appropriate, safe, and
implementation by 2007, have been studied.
The movement of aeronautical data efficient actions in both a strategic and tactical
environment.
communications to use the International Civil
Aviation Organization (ICAO) standard
Aeronautical Telecommunication Network
(ATN) greatly simplifies the technical details of
the communication system architecture for
AWIN. With the ATN, messages are delivered
regardless of the communication link used. The
specific link need only provide the required
communication performance for the application.
The implementation of ATN, however, may be
inadequate to provide a significant level of
weather data dissemination by 2007. Also, ATN
compliant equipment may prove too expensive
for some user classes, such as low-end GA. Figure 5. Operator Support components
Development of low-cost Flight
Operator Support will develop adaptive,
Information Services (FIS) systems, which
re-configurable presentations, advanced
provide advisory rather than safety-critical
interface technologies, and decision-making
information, can take advantage of commercial
aids coupled with a human-centered systems
communications distribution systems rather than
design approach. This methodology considers
protected-spectrum government-owned systems.
the capabilities and limitations of operators and
Costs can be reduced further through use of
helps to minimize the role of human error as a
open system standards. Standardization is
significant contributing factor in weather related
needed, especially for data compression, so that
aviation accidents.
graphical weather products can be displayed on
To make the best use of emerging
avionics from more than one supplier. Hence,
technologies, weather information system
the communications system architecture being
defined for AWIN at the 2007 timeframe will be requirements must be defined in terms of the
user's operational needs. Furthermore, the
a hybrid of ATN and non-ATN systems,
perceived operational needs of operators will be
ground-based and satellite-based weather
tempered with the operational information
information broadcast and two-way systems
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R REI)[ ('l NG AVIATION _'EATHER-REI,ATED ACCIDENTS THROUGH
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required to execute a particular task safely and knowledge-based precursors to accidents where
efficiently. To this end, NASA has teamed with the pilot and/or the aircraft may not be capable
the FAA Civil Aero-Medical Institute in of safely penetrating adverse weather
determining the information requirements conditions.
relative to specific operational tasks for the Evaluation of AWIN systems and user
various phases of flight. Huettner [5] notes "we interfaces are being performed to avoid
must know what decisions will be made and by increased workload and the creation of new
whom. What information will be needed and causes of accidents. Operator Support will be
who will have to communicate with whom to considering such innovative technologies as
make decisions. Then we must know if wearable computing coupled with voice
decisions can be made unilaterally or whether recognition as a means of achieving both the
negotiation is necessary. Successful negotiation human error and flight deck integration
depends on knowing the goals, intentions, and challenges. The Team will leverage existing
constraints (safety, economy, passenger technology development efforts of industry and
convenience) of the other parties; the level and other federal agencies in providing these
types of uncertainty induced by weather and innovative solutions.
actual versus planned action; the mutual trust of
the parties involved; and the risk and workload 5 Cooperative Research
tolerance of the parties."
The FAA Air Traffic Services To accelerate development and implementation
of aviation weather information systems, NASA
organizations in a 1993 report defined their
has initiated cost-sharing projects with industry
operational weather requirements [10]. Twenty-
teams. Through these projects, the various
one high-level needs covering the collection,
disciplines involved in weather information
dissemination, and display of weather
information were identified. The diverse U.S. systems meteorology, communications,
information management, human factors, and
pilot user groups provide an added challenge in
system integration - are being brought together
the implementation of AWIN systems. There
in pre-competitive cooperative efforts.
are over 600,000 active pilots in the United
States and over 200,000 active civil aircraft
(comprising approximately 192,000 GA aircraft 5.1 Transport System-
and 8,000 air carrier aircraft). Furthermore,
A team led by Honeywell International is
about 2,000 new aircraft are added each year.
developing a Weather Information Network
To contribute to an improvement in safety in the
(WINN) that provides graphical weather
near future, retrofit issues and the ease of
information to the cockpit of commercial
introducing new weather information
airliners flying anywhere in the world. The
technologies onto the flight deck are of primary network includes airborne displays, airborne
concern. Installed and portable weather display
and ground-based servers, and multiple
technologies will be evaluated and displays will
providers of weather products and data link
be formatted to meet the needs of the specific
services. Since its inception in 1998,
user groups. evaluations have been performed with systems
Weather display capabilities are being
installed in a Citation business jet and in a
combined with moving map navigation systems
United Airlines B-777 full flight simulator (Fig.
to enable route-specific weather presentations.
6). System architecture, software, pilot
Route planning and re-planning tools are being interface, and communication links issues are
developed tbr avoiding adverse weather in the
being addressed. An open architecture has been
most advantageous manner. Ultimately, AWIN
adopted to accommodate any kind of data link
systems should provide users with ready access
technology. Both a satellite-based link and a
to the information needed to eliminate weather-
terrestrial VHF/UHF telephone link have been
ICA065iP.7
Stough, Shat_'r. Schaffnrr, Xlatzaklis
evaluated. Several different types of weather
information can be overlaid or viewed
individually. The current user interface
employs dynamic soft buttons enabling
activation of each of the functions with three
button pushes or less. The latest version of the
WINN system will be evaluated aboard a NASA
B-757 transport research airplane beginning in
August 2000. An in-service evaluation with a
major airline using a laptop computer for the
{+4W Itl_-4 tI4_ZI# MWt;m
WINN system display is also planned for this
year.
Figure 7. Boeing AWIN display
During the fall of 1999, a team led by
Rockwell Collins conducted tests near
Johannesburg, South Africa, that demonstrated
the feasibility of delivering weather information
to aircraft in flight through a low-cost
antenna/receiver combination (Fig. 8) designed
to receive data broadcast from Satellite-Digital
Audio Radio Services (S-DARS) satellites. The
WorldSpace AfriStar satellite was used to
transmit the data. WorldSpace is the first
satellite company to provide geostationary
satellites with the capability to broadcast high-
Figure 6. WINN display in B-777 simulator
speed digital data for reception using simple
patch antennas. Traditionally, a more
A team led by Boeing has developed a
expensive, beam-steered antenna solution has
complete weather information system with
weather sources, terrestrial networks, and been required for airborne information transfer
through satellites to ensure continuous beam
ground-to-air SATCOM communications. Text
pointing to the satellite. Cost of a beam-steered
and graphical weather information is broadcast
via a COMSAT Aero-H International Maritime antenna alone has rendered such equipment
inaccessible to a large segment of the aviation
Satellite channel for display on a laptop
community. Weather graphics broadcast at
computer onboard the airplane. Coverage is
64kbits/second were received by a GA airplane
provided along U.S., North Pacific, and West
equipped with a non-steered, flat patch antenna.
Pacific routes. Color weather graphics include
Information was displayed on a laptop computer
composite radar mosaics (Fig. 7), lightning
onboard the airplane. Continuous error-free
strike data, wind data, satellite images, and
forecasts. In-service evaluations of this system data reception was achieved during normal
have been conducted on a FedEx MD-I1, a aircraft maneuvers performed during takeoff',
cruise and landing operations, including bank
USAF C-135C, and a NC-21A transport flying
angles up to 45 degrees. Beginning in
stateside and overseas flights. Results of crew
December 2000, NASA, Rockwell Collins,
surveys will be used to guide improvements to
American Airlines, WorldSpace, Jeppesen, and
weather information systems.
the National Center for Atmospheric Research
(NCAR) will evaluate a similar system for
transport aircraft flying North Pacific routes
from the U.S. to Tokyo and Hong Kong. Future
ICA065iP.8
R 3)1 ('IN(; AVIATION WEATHER-REI,ATED ACCIDENTS THROUGH
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plans include evaluation of a dual frequency- system, based on knowledge acquired from
band system thaL would allow signal reception weather experts and pilots, will enhance the
from both U.S. af',t international satellite displayed radar information by characterizing
providers allowing op_,:ation in both domestic storms in terms relevant to pilots. A prototype
U.S. and international airspace. system that combines in situ and up-linked
weather radar images will be evaluated on the
NASA B-757 beginning in August 2000.
UplinkedNEXRAD
Figure 8 (a). Rockwell Collins patch antenna
On-board WxR
Figure 9. Rockwell EWxR display
The Honeywell Technology Center is
developing a decision aid that enables
Figure 8 (b). S-DARS receiver
dispatchers to optimize the route of flight of an
airliner while avoiding adverse weather.
Rockwell is developing an enhanced on-
Weather data and perception of weather hazards
board weather information system that will
are being integrated into four-dimensional route
monitor both airborne and ground-based radar
optimization software that factors in the
images and provide automatic storm analysis.
required time of arrival. User-centered
The system, called Enhanced Weather Radar
interfaces to this optimization algorithm for
(EWxR), integrates information from the
pilots and dispatchers are being developed (Fig.
onboard X-Band weather radar with up-linked
10). Evaluations by dispatchers and pilots have
ground weather radar information and displays
demonstrated a high level of performance and
it to the crew properly oriented to aircraft
have identified functions and features required
heading (Fig. 9). Weather radar storm tracking
for a dispatcher's weather information system.
algorithms that estimate the speed, direction,
The decision tool is being expanded to include
and cloud-top height of storm cells have been
more weather information relevant to
demonstrated. A "weather agent" is being
dispatchers (i.e., terminal weather information)
developed with the ability to autonomously
and to improve the graphical user interface
control an on-board weather radar and analyze
based on initial evaluations. The resulting
weather radar images for hazardous features.
decision tool will be integrated into an existing
Control of the radar by the weather agent will
occur between normal radar scans and will not dispatcher station at an AOC for a field
evaluation of the decision tool and comparison
interfere with the pilot's control of the radar;
to baseline capabilities. Ultimately, this work
however, the agent will be able to detect
will be integrated with airborne AWIN systems
potential hazards and bring them to the attention
of the pilot when necessary. Another expert
ICA065iP.9
Stough, Sharer, Schaffner, Matzaklis
to address _.,_ues of collaborative decision-
making with weather information.
.I-- =:J__.1lento" j ,..e_l
_mn
Figure 10. Honeywell route optimization
Figure 11. NCAR high resolution display
interface
of cloud heights over the South Pacific Ocean
NCAR has developed automated
algorithms that process satellite weather data to 5.2 General Aviation Systems
provide a timely summary of weather hazards to In May 1998, the FAA issued a policy statement
airline dispatchers, ATC, and the flight crews of advocating the rapid implementation of Flight
en route aircraft in oceanic and remote areas Information Services Data Link (FISDL) and
(Fig. I1). The weather products, developed development of electronic pilot reporting of in
specifically for use by non-meteorologists and situ weather conditions for GA. In July 1999,
for dissemination to aircraft via existing data the FAA selected ARNAV and Honeywell
links, are generated in high-resolution, low- International to implement FISDL as a data-
resolution, and character graphic formats to linked weather-in-the-cockpit capability for GA
accommodate a complete spectrum of display aircraft beginning in early 2000. Basic text
and data link capabilities. From May through weather information will be broadcast free of
November 2000, United Airlines will conduct
charge to users. Graphical products such as
an operational evaluation of the delivery of weather radar mosaics may be provided on a fee
convective weather products to B747-400 basis. NASA is working with the FAA and
aircraft operating from the United States to industry to develop guidelines for the display of
Australia and New Zealand. Initially, weather weather information which will ensure that the
products will be presented in the cockpit in the introduction of FISDL in the cockpit enables
form of character graphics to achieve an early safer and more efficient flight operations
operating capability with current infrastructure without introducing hazardous and misleading
and aircraft equipage. The ARINC ACARS information. Ongoing cooperative efforts with
will serve as the data link to en route aircraft.
both ARNAV and Honeywell will expand on
initial FISDL capabilities by developing and
validating more advanced weather products and
display capabilities.
Honeywell International leads a team in
the development of an affordable, open
architecture VDL mode 2-based weather and
FIS broadcast, reception, and display system for
GA. Various display devices, including
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