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 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 34 airports across the nation, substantially increasing the safety of flying.
25.6.1.7 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
EXAMPLE.
This is what the controller sees on his/her ribbon display in the tower cab.
27A MBA 35K. 2MF 250 20
NOTE.
(See FIG GEN 3.5.14 to see how the TDWR/WSP determines the microburst location).
This is what the controller will say when issuing the alert.
PHRASEOLOGY.
RUNWAY 27 ARRIVAL, MICROBURST ALERT, 35 KT LOSS 2 MILE FINAL, THRESHOLD WINDS 250 AT 20.
In plain language, the controller is telling the pilot that on approach to runway 27, there is a microburst alert on the approach lane to the runway, and to anticipate or expect a 35.knot loss of airspeed at approximately 2 miles out on final approach (where the aircraft will first encounter the phenomena). With that information, the aircrew is forewarned, and should be prepared to apply wind shear/microburst escape procedures should they decide to continue the approach. Additionally, the surface winds at the airport for landing runway 27 are reported as 250 degrees at 20 knots.
NOTE.
Threshold wind is at pilot’s request or as deemed appropriate by the controller.
b) WIND SHEAR ALERTS
EXAMPLE.
This is what the controller sees on his/her ribbon display in the tower cab.
27A WSA 20K. 3MF 200 15
NOTE.
(See FIG GEN 3.5.15 to see how the TDWR/WSP determines the wind shear location).
This is what the controller will say when issuing the alert.
PHRASEOLOGY.
RUNWAY 27 ARRIVAL, WIND SHEAR ALERT, 20 KT LOSS 3 MILE FINAL, THRESHOLD WINDS 200 AT 15.
In plain language, the controller is advising the aircraft arriving on runway 27 that at 3 miles out the pilot should expect to encounter a wind shear condition that will decrease airspeed by 20 knots and possibly the aircraft will encounter turbulence. Additionally, the airport surface winds for landing runway 27 are reported as 200 degrees at 15 knots.
NOTE.
Threshold wind is at pilot’s request or as deemed appropriate by the controller.
FIG GEN 3.5.14 FIG GEN 3.5.15 FIG GEN 3.5.16
c) MULTIPLE WIND SHEAR ALERTS
EXAMPLE.
This is what the controller sees on his/her ribbon display in the tower cab.
27A WSA 20K+ RWY 250 20
27D WSA 20K+ RWY 250 20
NOTE.
(See FIG GEN 3.5.16 to see how the TDWR/WSP determines the gust front/wind shear location).
This is what the controller will say when issuing the alert.
PHRASEOLOGY.
MULTIPLE WIND SHEAR ALERTS.
RUNWAY 27 ARRIVAL, WIND SHEAR ALERT, 20 KT
GAIN ON RUNWAY;
RUNWAY 27 DEPARTURE, WIND SHEAR ALERT, 20 KT
GAIN ON RUNWAY, WINDS 250 AT 20.
EXAMPLE.
In this example, the controller is advising arriving and departing aircraft that they could encounter a wind shear condition right on the runway due to a gust front (significant change of wind direction) with the possibility of a 20 knot gain in airspeed associated with the gust front. Additionally, the airport surface winds (for the runway in use) are reported as 250 degrees at 20 knots.
25.6.1.8 The Terminal Weather Information for Pilots System (TWIP)
a) With the increase in the quantity and quality of terminal weather information available through TDWR, the next step is to provide this information directly to pilots rather than relying on voice communications from ATC. The National Airspace System has long been in need of a means of delivering terminal weather information to the cockpit more efficiently in terms of both speed and accuracy to enhance pilot awareness of weather hazards and to reduce air traffic controller workload. With the TWIP capability, terminal weather information, both alphanumerically and graphically, is now available directly to the cockpit on a test basis at 9 locations.
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