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Sunset Heights, Orem, UT
Wednesday
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From Monday, Nov. 30 through Friday, Dec. 4, the National Weather Service (NWS) in Little Rock will observe Winter Weather Awareness Week for 2020.

Beginning immediately for this winter weather season (e.g. winter of 2020 -2021), the National Weather Service Office in North Little Rock has changed its winter storm warning criteria for snow to 4 inches

of snowfall or more per winter weather event. It also has the discretion to issue a winter storm warning for snow for snowfall amounts as low as 2 inches if the snow is expected to create significant travel hazards, and in collaboration with other NWS offices that issue forecasts for Arkansas (e.g. NWS Offices in Shreveport, LA, Jackson, MS, Memphis, TN, and Tulsa, OK). Winter storm warning criteria for sleet and ice accumulations remain unchanged.

A winter storm warning for ice is 1/4 inch or more of ice accumulation.

A winter storm warning for sleet is 1/2 inch or more of sleet accumulation.

For Winter Weather Awareness Week, the following safety topics will be highlighted:

Monday: Outlook for the Upcoming Winter - Provides a general outlook for the temperature and precipitation expectations expected from December - February across Arkansas this winter season.

Tuesday: Winter Precipitation Types - Highlights the different types of wintry precipitation that are possible across the state and what weather conditions typically cause these different types of wintry weather.

Wednesday: Winter Weather Watches, Warnings and Advisories - The NWS will describe what it means when it issues winter weather watches, warnings, and advisories this winter. It has adjusted the criteria for issuing winter storm warnings for snow, and there is a new warning: the snow squall warning.

Thursday: Winter Weather Safety Rules - The NWS will talk about what you can do to prepare for winter storms, and offer tips and strategies to help keep you and your family safe at home, or while you're travelling across Arkansas this winter.

Friday: The Cold of Winter - The NWS will be talking more about winter weather safety... but focusing strictly on cold weather versus staying safe in times of frozen precipitation. Even without snow and ice, cold air temperatures can lead to exposure dangers for you and your home if you're not properly prepared.

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Winter Weather Awareness Week Nov. 30-Dec. 4

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From Monday, Nov. 30 through Friday, Dec. 4, the National Weather Service (NWS) in Little Rock will observe Winter Weather Awareness Week for 2020. Beginning immediately for this winter weather season (e.g. winter of 2020 -2021), the National Weather Service Office in North Little Rock has changed its winter storm warning criteria for snow to 4 inches of snowfall or more per winter weather event.

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knowledge of available and relevant weather produce

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knowledge of available and relevant weather produce

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Meteorological and aviation information is provided by continuously recorded transcribed meteorological broadcasting (tweb), pilot's automatic telephone response service (patwas) and telephone information briefing service (TIBS). Complete weather information can be obtained by telephone or by visiting the nearest FAA flight service station (FSS) or designated NOAA weather service office. Information can also be obtained from private commercial suppliers.
https://www.weather.gov/epz/pilots_guide

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Check the plane, check the flight status of the aircraft.

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as a pilot, you must be able to effectively assess your own abi;ities and limitation when market decision. the cartificates and ratings your hold provide the most basic criteria dor the decisions.

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Get information about your flight.you should preparation on the weather information that pertains specifically to your trip. you need to supply the detai;s of your plan to a briefer or to obtain data tailored to your flight.

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The real-time status of the flight is unavailable. It may have been delayed, cancelled, or the real-time status may not yet be available if the flight is international. Contact airline for more information.

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US National Weather Summary | WeatherCentral.com

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US national weather summary and forecast.

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The AWC "Standard Briefing" page is informational in nature and is designed to assist pilots and aircrews for flight planning and familiarization. It may be used in conjunction with other pre-flight information sources needed to satisfy all the requirements of 14 CFR 91.103 and is not to be considered as a sole source of information to meet all pre-flight action. Pilots can receive a complete preflight briefing from a Flight Service Station (1-800-WXBRIEF) or online via DUATS.

Adverse Conditions

CONVECTIVE

SIGNIFICANT METEOROLOGICAL INFORMATION (SIGMETs)

G-AIRMETs (IFR Conditions, Moderate Icing, Moderate Turbulence)

Synopsis

Current Conditions

En Route Forecast

Destination Forecast

Winds and Temps Aloft (FB)

Aviation Notices

ATC Delays

Additional Information

Miscellaneous Aviation Weather Products

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The AWC "Standard Briefing" page is informational in nature and is designed to assist pilots and aircrews for flight planning and familiarization. It may be used in conjunction with other pre-flight information sources needed to satisfy all the requirements of 14 CFR 91.103 and is not to be considered as a sole source of information to meet all pre-flight action.

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Aeronautical Information Manual - AIM - Meteorology

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Section 1. Meteorology National Weather Service Aviation Weather Service Program Weather service to aviation is a joint effort of the N...

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inflight weather information  flight no change

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inflight weather information  flight no change

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In-flight weather advisories are forecasts that advise en-route aircraft of the development of potentially hazardous weather.

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Article Information

Category:

General

Content source:

SKYbrary

Content control:

SKYbrary

A nominated weather alternate is an integral part of the flight plan for practically all flights conducted under IFR (IFR). In reality, only a very small percentage of these flights actually terminate with a diversion to the weather alternate. Appropriate fuel management during this infrequently encountered phase of flight is critical to an acceptable outcome.

The principle threat to safe operations is delaying the diversion decision.

Secondary threats include:

being unprepared to carry out the diversion,

use of an inappropriate flight profile during the diversion,

pilot induced delays at alternate, and

failure to declare a fuel emergency when appropriate.

In the worst possible circumstances, a combination of any of these threats could lead to fuel exhaustion prior to landing at the alternate aerodrome.

Minimum Diversion or Reserve Fuel is the sum of the Alternate Fuel and the Final Reserve Fuel. Except where allowed by specific criteria published in the Company Operations Manual, regulations direct that diversion to weather alternate is to be initiated not later than the point in time at which the fuel remaining is equal to the flight plan Reserve Fuel. Delaying the diversion decision beyond this point to where the fuel remaining is actually less than Reserve Fuel is contrary to regulations and will result in a situation where some of the Final Reserve Fuel must be consumed before the aircraft reaches the nominated alternate aerodrome. By definition, this is an emergency situation.

Similarily, being unprepared for the diversion, not following the appropriate flight profile or any pilot induced delays will all negatively impact on the fuel remaining. Alternate fuel is calculated using specific speeds, cost index, routing and altitude criteria. Failure to adhere to these criteria whilst enroute to the alternate aerodrome is likely to result in burning fuel in excess of the amount anticipated by the flight plan.

Reserve or Minimum Diversion fuel is, in general, clearly indicated on the operational flight plan. By definition, it is the minimum amount of fuel legally required to be available at the missed approach point for the landing runway at the destination aerodrome. The operations manual may allow for some of the Reserve fuel to be consumed at destination when weather, traffic and airport facilities allow the pilot to consider that the landing at destination is assured. If landing at destination is not assured and fuel will be depleated to Reserve fuel prior to the approach, a diversion should be initiated without delay. The following actions can help to mitigate delays, excess fuel consumption and the significant workload associated with a diversion.

Under provisions of an ammendment to ICAO SARPS effective November 2012, pilots can declare a state of "Minimum Fuel" to Air Traffic Control. This is not a declaration of a fuel emergency but it is a means of clearly identifying the fact that any delay could result in the inability to land with Final Reserve fuel.

If in a hold in the vicinity of the destination aerodrome, pilots must plan to leave the hold with sufficient fuel to proceed by a realistic routing to commence the approach, conduct the approach and still have Reserve fuel remaining at the missed approach point. If the expected further clearance time (EFCT) for leaving the hold does not allow for this profile, a revised EFCT must be requested. If, at the revised further clearance time, approach clearance is not available, a diversion must be initiated.

If the potential for a diversion is high, the pilots should be fully prepared for that eventuality prior to commencing the approach at destination. This includes programming the FMS where applicable, reviewing the appropriate charts, obtaining alternate weather and reviewing the flight profile to be flown in the event the diversion becomes necessary. A briefing regarding intentions in the event of a missed approach should be conducted to ensure that both pilots are fully aware of the intended flight profile.

If fuel is critical and the potential for a missed approach high, Air Traffic Services should be pre-advised of the pilot's intentions in the event of a missed approach - as an example, "in the event of a missed approach, (callsign) requesting clearance to (alternate) via (routing) at (altitude)".

The diversion should be flown using the diversion criteria of cost index, speed, routing and altitude as prescribed by the operations manual or operational flight plan.

Workload management during the diversion is critical and pilots should be fully ready to conduct the approach at the alternate aerodrome without inducing any delays.

If it becomes apparent that total fuel remaining will reach Final Reserve fuel prior to landing at alterate, PAN PAN-fuel should be broadcast to ATS.

If fuel remaining reaches Final Reserve while still airborne, MAYDAY-fuel should be declared.

Typical Scenarios

The pilot of an A320 with legal fuel remaining commenced the ILS approach to RW27 at Bristol in rapidly deteriorating weather. A diversion plan had not been discussed nor had Air Traffic Services been advised of the crew's intentions in the event of a missed approach. At minimums, the aircraft was still in Instrument Meteorological Conditions (IMC) and the published missed approach was carried out with a return to the hold over the aerodrome. The crew spent a total eight minutes in the hold discussing their course of action and when they requested a clearance to Luton, their filed alternate, they were almost 500kg below the flight plan Reserve fuel requirements. Enroute to Luton, the crew was advised that there was likely to be a five to ten minute delay inbound to Luton and was given a holding clearance. The hold was accepted but, shortly after entering the hold, the captain elected to declare a MAYDAY-fuel emergency. The aircraft was given priority for landing and touched down in Luton without further incident. Total fuel remaining at touchdown was 860kg.

Contributory Factors

Pilots are often reluctant to commit to a diversion until any possibility of landing at the intended destination has been negated. This can lead to delays in the diversion decision and can, potentially, compromise Reserve fuel.

In cirumstances of severe weather at destination, it is possible that many aircraft could be diverting at the same time. This can potentially overwhelm the capactity of the diversion aerodrome(s) and result in delays. Fuel management and appropriate declaration of fuel emergency becomes particularly important under these circumstances.

Related Articles

Further Reading

EASA

ATSB

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Fuel - Diversion to Weather Alternate - SKYbrary Aviation Safety

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Article Information Category: General Content source: SKYbrary Content control: SKYbrary A nominated weather alternate is an integral part of the flight plan for practically all flights conducted under IFR (IFR). In reality, only a very small percentage of these flights actually terminate with a diversion to the weather alternate.

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With 39 alert types, 36 air description values, 77 precipitation descriptors, and 36 temperature descriptors, the service offers very granular weather information, not leaving a chance to drive in an unprepared way.

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Advanced Weather Data & Information| Autonomous Cars | HERE

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With 39 alert types, 36 air description values, 77 precipitation descriptors, and 36 temperature descriptors, the service offers very granular weather information, not leaving a chance to drive in an unprepared way.

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Federal Aviation Administration (FAA), DOT.

Notice of final decision.

This action sets forth the final determination by the FAA to discontinue the Hazardous Inflight Weather Advisory Service (HIWAS).

This action begins January 8, 2020.

Jeff Black, Flight Service, Federal Aviation Administration, 800 Independence Avenue SW, Washington, DC 20591; telephone: (202) 267-6500.

Background

Hazardous Inflight Weather Advisory Service (HIWAS) is a continuous broadcast of weather advisories over a limited nationwide network of VORs that provide pilots with meteorological information relating to hazardous weather. Since the early 1980s, the broadcast, available in various locations of the contiguous United States (CONUS) allows pilots to access hazardous weather information while inflight without going through a Flight Service specialist.

With the advent of the internet and other technology, the demand for inflight services from Flight Service specialists has declined. Staffing was 3,000+ specialists in more than 300 facilities during the early 1980s and now consists of three hub facilities. In 2018, radio contacts dropped to less than 900 per day from an average of 10,000 radio contacts per day.

Demand for inflight services has diminished since the inception of HIWAS while access has never been greater, which indicates that pilots are migrating to other means of obtaining inflight weather advisories. Multiple sources are available that provide access to weather and aeronautical information to pilots in the cockpit, often presented in a graphical format, making it easier to visualize what is going on along the route of flight. Pilots are no longer limited to only contacting a Flight Service specialist in order to adhere to 14 CFR 91.103, numerous options are available to them to help maintain awareness of hazardous weather advisories along their route of flight.

On July 23, 2018, the FAA published a notice of proposal to discontinue HIWAS in the CONUS.

Discussions of Comments

The FAA received 27 comments on the proposed agency action. The following summary identifies the issues raised from all the commenters to our initial proposal but does not restate each comment received. Thirteen (13) comments either supported the initiative or were neutral towards the FAA's proposal. Three (3) comments did not apply as they referred to HIWAS in Alaska, which does not exist. Of the remaining comments, a number of them focused on technology and the inability of pilots to obtain weather from alternate sources such as Electronic Start Printed Page 67337 Flight Bags (EFB), Flight Information Services-Broadcast (FIS-B), or similar digital products. Commenters cited costs, aging aircraft, and lack of infrastructure as reasons to retain the broadcast.

FAA air traffic controllers (ATC) will continue to advise pilots of hazardous weather that may affect operations within 150 nautical miles of their sector or area of jurisdiction. Hazardous weather information includes Airmen's Meteorological Information (AIRMET), Significant Meteorological Information (SIGMET), Convective SIGMET (WST), Urgent Pilot Reports (UUA), and Center Weather Advisories (CWA). ATC will also direct pilots to contact a Flight Service Specialist through an air-to-ground radio frequency if they need additional information.

A number of commenters, including the Aircraft Owners and Pilots Association (AOPA), cited safety concerns with the removal of this service because pilots may unexpectedly encounter hazardous weather and have no other means to obtain the information. In addition, AOPA surveys indicated that a small segment of pilots rely on HIWAS to satisfy their need for adverse weather information while en route. The FAA instituted FIS-B as a replacement for this legacy system that provides a range of aeronautical information products and often in a graphical format, which is not available via HIWAS. For pilots who choose not to equip their aircraft with this new technology, as noted earlier, a Flight Service Specialist is still available over a radio outlet.

A Safety Risk Management Panel was held on February 26, 2019 to review this proposal and address the concerns raised by stakeholders.[] The panel consisted of representatives throughout the FAA and industry, including AOPA. The panel reviewed all comments noted above and the participants were unanimous in their opinion that removing the legacy service would not add any additional risk to the National Airspace System.

To the extent that AOPA expressed concerns that FAA should update its guidance material to address the discontinuance of HIWAS, the FAA notes that all FAA documents, exams, and orders will be updated to reflect this change. The FAA published articles and safety team emails to inform pilots of this change and will issue Notices to Airmen (NOTAMs) for every outlet where the service is to be discontinued prior to removal from the charts and other publications.

Final Decision

In accordance with the above, the FAA will discontinue the Hazardous Inflight Weather Advisory Service in the contiguous United States, effective January 8, 2020.

As part of FAA efforts to modernize and streamline service delivery, the agency will discontinue the Hazardous Inflight Weather Advisory Service. The FAA will issue Notices to Airmen (NOTAM) and conduct outreach to inform pilots that the service is no longer available.

Steven Villanueva,

Flight Service Director, Federal Aviation Administration.

[FR Doc. 2019-26386 Filed 12-6-19; 8:45 am]

BILLING CODE 4910-13-P

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government federal register executive rulings notices

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Discontinuation of Hazardous Inflight Weather Advisory Service (HIWAS) in the Contiguous United States

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Federal Aviation Administration (FAA), DOT. Notice of final decision. This action sets forth the final determination by the FAA to discontinue the Hazardous Inflight Weather Advisory Service (HIWAS). This action begins January 8, 2020. Jeff Black, Flight Service, Federal Aviation Administration, 800 Independence Avenue SW, Washington, DC 20591; telephone: (202) 267-6500.