A publication of the National Air Traffic Controllers Association
Issue link: http://natca.uberflip.com/i/568433
on final or 6000 feet and airborne on takeoff. § Add that to constant wind changes and runways that seem to be whole counties apart, and you can see how the Denver a rea has its own unique issues. o The TRACON and Tower work hard to overcome the issues they have and we will be able to help them. o This will be the first RECAT Phase II site and being able to customize the categories to their traffic is what will mak e RECAT successful there. · Most of Thursday and Friday was spent on the phone (the majority of it waiting for someone to answer) with E2 trying to fix travel issues WEATHER: Matt Tucker (ZTL) is the Weather Article 48 Representative for NATCA. Below is Mr. Tucker's update to the membership for this week. · CDM Weather Evaluation Team (WET) o The team met at MIT/LL last week to review the Automated version of the CCFP (CDM Convective Forecast Planning Guidance) and the CAWS (Collabo rative aviation weather statement). The first order of business was a preliminary briefing on the Suitability Assessment being conducted by the Tech Center. Some of the comments on where improvements need to be made are: § More focused of areas based on N AS impact § More quality control and consistency § Better lead times § Amending instead of canceling and issuing a new CAWS (shows trending) § Needs to be incorporated into the TSD o Impact can be subjective so many of the forecasters are still learn ing the true meaning of impact to the NAS o The Automated CCFP is using the operational HRRR (high resolution rapid refresh) convention model which is at least two iterations behind the experimental HRRR which many users have access to and can see the di fference. The reason for using the operational HRRR in the CCFP is that the experimental HRRR is unreliable in its availability since it is not on the operation system. For more information see the website http://r uc.noaa.gov/hrrr / The CCFP has a number of experimental versions running at the Aviation Weather Center to see if including some of the other available models will give a better resolution and reliability. o Much discussion was held on how to proceed for next convective season as CAWS production will stop the end of October and restart March 1st. The team agreed to refocus the CAWS into its original concept of being a supplement to the CCFP. This means that it will focus on areas that are more impactful o n the NAS and look for areas either building or decaying more rapidly or slowly than forecasted by automation. This will also cover areas the automation may not picked up due to rules in the automation for coverage and intensity. · The TFM Weather Portal which resides on the AWC website was discussed due to an upcoming re - hosting of the website and lockdown of configuration