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7-1-50 Meteorology
FIG 7-1-17
Warning Boxes
(b) LLWAS was fielded in 1988 at 110airports
across the nation. Many of these systems have
been replaced by new TDWR and WSP technology.
Eventually all LLWAS systems will be phased out;
however, 39 airports will be upgraded to the
LLWAS-NE (Network Expansion) system, which
employs the very latest software and sensor
technology. The new LLWAS-NE systems will not
only provide the controller with wind shear warnings
and alerts, including wind shear/microburst detection
at the airport wind sensor location, but will also
provide the location of the hazards relative to the
airport runway(s). It will also have the flexibility and
capability to grow with the airport as new runways are
built. As many as 32 sensors, strategically located
around the airport and in relationship to its runway
configuration, can be accommodated by the
LLWAS-NE network.
3. Terminal Doppler Weather Radar
(TDWR).
(a) TDWRs are being deployed at 45locations
across the U.S. Optimum locations for TDWRs
are 8 to 12 miles off of the airport proper, and
designed to look at the airspace around and over the
airport to detect microbursts, gust fronts, wind shifts
and precipitation intensities. TDWR products advise
the controller of wind shear and microburst events
impacting all runways and the areas 1/2 mile on either
side of the extended centerline of the runways out to
3 miles on final approach and 2 miles out on
departure.
(FIG 7-1-17 is a theoretical view of the warning
boxes, including the runway, that the software uses in
determining the location(s) of wind shear or
microbursts). These warnings are displayed (as
depicted in the examples in subparagraph 5) on the
RBDT.
(b) It is very important to understand what
TDWR does NOT DO:
(1) ItDOES NOT warn of wind shear
outside of the alert boxes (on the arrival and departure
ends of the runways);
(2) ItDOES NOT detect wind shear that is
NOT a microburst or a gust front;
(3) ItDOES NOT detect gusty or cross
wind conditions; and
(4) It DOES NOT detect turbulence.
However, research and development is continuing on
these systems. Future improvements may include
such areas as storm motion (movement), improved
2/14/08 AIM
Meteorology 7-1-51
gust front detection, storm growth and decay,
microburst prediction, and turbulence detection.
(c) TDWR also provides a geographical
situation display (GSD) for supervisors and traffic
management specialists for planning purposes. The
GSD displays (in color) 6 levels of weather
(precipitation), gust fronts and predicted storm
movement(s). This data is used by the tower
supervisor(s), traffic management specialists and
controllers to plan for runway changes and
arrival/departure route changes in order to both
reduce aircraft delays and increase airport capacity.
4. Weather System Processor (WSP).
(a) The WSP provides the controller, supervisor,
traffic management specialist, and ultimately the
pilot, with the same products as the terminal doppler
weather radar (TDWR) at a fraction of the cost of a
TDWR. This is accomplished by utilizing new
technologies to access the weather channel capabilities
of the existing ASR-9 radar located on or near the
airport, thus eliminating the requirements for a
separate radar location, land acquisition, support
facilities and the associated communication landlines
and expenses.
(b) The WSP utilizes the same RBDT display
as the TDWR and LLWAS, and, just like TDWR, also
has a GSD for planning purposes by supervisors,
traffic management specialists and controllers. The
WSP GSD emulates the TDWR display, i.e., it also
depicts 6 levels of precipitation, gust fronts and
predicted storm movement, and like the TDWR GSD,
is used to plan for runway changes and arrival/departure
route changes in order to reduce aircraft delays
and to increase airport capacity.
(c) This system is currently under development
and is operating in a developmental test status
at the Albuquerque, New Mexico, airport. When
fielded, the WSP is expected to be installed at
34airports across the nation, substantially increasing
the safety of the American flying public.
5. Operational aspects of LLWAS, TDWR
and WSP.
To demonstrate how this data is used by both the
controller and the pilot, 3 ribbon display examples
and their explanations are presented:
(a) MICROBURST ALERTS
EXAMPLEThis
is what the controller sees on his/her ribbon display
in the tower cab.
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