1. AFS Weather Research Update
FAA Flight Standards
Future Flight Technologies and Procedures Branch
Summer FPAW 2018
FPAW
John Steventon: Future Flight Technologies and Procedures Branch
18 July, 2018

2. Aviation Weather Research Flight Standards
Technical Committee Representative Group (TCRG)
Members:
AFS, AIR, ANG, ARM, AAM, etc….
Current Research Projects
Terminal Area Icing Weather Information for NextGen (TAIWIN)
High Ice Water Content (HIWC)
Real Time Mesoscale Analysis (RTMA)
Identification of Research Requirements: Aviation Safety (AVS): AVS is responsible for the application and development of aviation safety regulations and standards. To fulfill this responsibility, AVS identifies and develops research requirements as needed to provide technical guidance and data.
TCRG:
Once a requirement is identified by a sponsor, it is then submitted by the sponsoring S/O TCRG representative(s) through the appropriate TCRG(s). Each TCRG has a particular area of technical responsibility. The TCRGs are a central point for collecting all of the requirements in their specific technical discipline. TCRGs strengthen the content of requirements; ensure there is no duplication between requirements within the TCRG or with those of other TCRGs; and foster continued development of requirements through the sharing of information.
Composition of TCRGs
TCRGs are FAA-only teams that facilitate technical communication within their discipline and support identification and development of AVS research requirements. In general, if there is an FAA-recognized team responsible for a technical topic, that team may be recognized by the AVS RED Group as fulfilling the functions of the TCRG for that particular technical topic.
Multiple perspectives must be represented in and considered by each TCRG. These perspectives include:
• In-depth knowledge of the regulations and policy within the technical area, including knowledge of future regulation and policy needs and plans
• In-depth knowledge of the technical discipline, e.g., icing, nondestructive inspection, terminal area operations, aviation human factors, NAS operations, software systems etc.
• In-depth knowledge of ongoing research in the technical area, along with knowledge of how best to produce and implement research products
TCRGs may include members representing the following organizations:
• Office of Accident Investigation and Prevention (AVP)
• Aircraft Certification Service (AIR)
• Office of Aerospace Medicine (AAM)
• Flight Standards Service (AFS)
• Air Traffic Oversight Office (AOV)
• Office of Rulemaking (ARM)
• Office of Quality, Integration, and Executive Services (AQS)
• Aviation Weather Division (ANG-C6)
• Human Factors Division (ANG-C1)
• R&D Integration Division (ANG-C2)
• Aviation Research Division (ANG-E2)
• Civil Aerospace Medical Institute (AAM-500, AAM-600)
Aviation Safety R&D Prioritization Process
- Purpose of AVS Research
- Support of Performing Organizations
- AVS R&D Life Cycle Model
- FAA RE&D Budget Process
Prioritization Process Phases
- Phase 1: Technical Evaluation
- Phase 2: Budget Programming
Development of Cost Estimates:
Portfolio Budget Programming:
- Phase 3: Final Review and Approval
TAIWIN: Terminal Area Icing Weather Information for NextGen
- FAA released new aircraft icing regulations on November 4, 2014.
- Portion of Part 25 aircraft, addressing supercooled large drop (SLD), mixed phase, and ice crystal icing conditions.
TAIWIN addresses only SLD
HIWC: High Ice Water Content Study of Deep Convective Clouds:
collaborative research project to collect atmospheric data to support engineering issues related to the failure of commercial aircraft jet engines in convective clouds and a variety of scientific issues related to the microphysical properties and structure of deep convective clouds. The aviation sector has compiled information on more than 100 weather-related engine power-loss events and concluded that they are due to flight through areas of high ice water content (HIWC) associated with deep convective clouds. Flight into high ice concentrations has also resulted in failures of air data probes, most notably aircraft pitot probes. As a result, an industry-led working group, the Engine Harmonization Working Group (EHWG),
recommended the collection of an in situ data set to characterize the microphysical properties of these clouds, to be used to provide guidance to manufacturers and to substantiate the new Title 14 Code of Federal Regulations Part 33 Appendix D engine icing certification envelope for HIWC ice crystal conditions.
RTMA
Background.
a. Failure of Automated Temperature Sensors. Automated weather observation systems provide surface weather reports at many airports in the United States. Systems such as the automated surface observing system (ASOS) or Automated Weather Observing System (AWOS) have reliably provided surface weather reports at airports for over 28 years. Occasionally, the sensors on these automated systems have been known to fail. The majority of the failures have been related to temperature sensors. Many airports utilize human weather observers to either back up or augment automated weather systems. However, at airports without a human weather observer to back up or augment an automated system, the lack of temperature reports due to failed sensors has led to delays, diversions, and cancellations in air carrier operations.
Alternative Reports of Surface Temperature. In response to the issue of missing surface temperature reports, the FAA solicited the assistance of the NWS in developing an alternative report of surface temperature that certificate holders, pilots, and aircraft dispatchers could easily use. The NWS responded by developing an RTMA surface temperature report which provides a simple hourly report of surface temperature at an airport every hour, 24 hours a day. RTMA surface temperature reports are now available at approximately CFR part 139 airports at which air carrier operations could be conducted.
An RTMA Satisfies the Regulatory Requirements for Surface Temperature at the Airport of Operation. These surface temperature reports are provided by the NWS; therefore, they fall under the category of “Weather Reports Prepared by the NWS.” A certificate holder does not require additional operations specification (OpSpec) authorization to use an RTMA.
This is the quick down and dirty of flight standards weather research to suport AVS.
FY 2018 Top 5 Hazards:
1. TRAFFIC ADVISORIES / SAFETY ALERTS
Air traffic control not issuing traffic advisories and/or safety alerts where required.
2. ALTITUDE COMPLIANCE
Aircraft operating at unexpected or unintended altitude.
3. WRONG SURFACE LANDINGS
Aircraft landing on the wrong runway or on a taxiway.
4. PILOT REPORT (PIREP) SOLICITATION/DISSEMINATION
Air traffic control not meeting the requirement to solicit and/or disseminate PIREP information.
5. OPERATIONAL RISK MANAGEMENT (COORDINATION)
NAS status or interruption information not formally coordinated with impacted parties.