曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
(LLWAS)
a) The LLWAS provides wind data and software
processes to detect the presence of hazardous wind
shear and microbursts in the vicinity of an airport.
Wind sensors, mounted on poles sometimes as high
as 150 feet, are (ideally) located 2,000 - 3,500 feet,
but not more than 5,000 feet, from the centerline of
the runway. (See FIG GEN 3.5-11.)
b) The LLWAS was fielded in 1988 at 110 airports
across the nation. Many of these systems have been
replaced by new terminal doppler weather radar
(TDWR) and weather systems processor (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.
30 AUG 07
AIP
United States of America
GEN 3.5-47
15 MAR 07
Federal Aviation Administration Nineteenth Edition
FIG GEN 3.5-12
25.6.1.5 Terminal Doppler Weather Radar
(TDWR)
a) TDWRs are being deployed at 45 locations
across the U.S. Optimum locations for TDWRs are
8to 12 miles from 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 and to
a distance of 3 miles on final approach and 2 miles on
departure. FIG GEN 3.5-12 is a theoretical view of
the runway and the warning boxes that the software
uses to determine the location(s) of wind shear or
microbursts. These warnings are displayed (as
depicted in the examples in subparagraph e) on the
ribbon display terminal located in the tower cabs.
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.
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
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 reduce aircraft delays and increase airport
capacity.
25.6.1.6 Weather Systems 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 at a fraction of the cost. 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.
30 AUG 07
AIP
United States of America
GEN 3.5-48
15 MAR 07
Nineteenth Edition Federal Aviation Administration
b) The WSP utilizes the same RBDT display as the
TDWR and LLWAS, and, like the TDWR, 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
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