W O R L D M E T E O R O L O G I C A L O R G A N I Z A T I O N

COMMISSION FOR AERONAUTICAL METEOROLOGY

Working Group on the Provision of Meteorological Information Required by Civil Aviation (PROMET)

GENEVA, SWITZERLAND

22-26 October 2001

FINAL REPORT

1. OPENING OF THE SESSION (agenda item 1)

The meeting of the Commission for Aeronautical Meteorology (CAeM) Working Group on the Provision of Meteorological Information Required by Civil Aviation (PROMET), was opened by the chairman, Mr M. Edward (South Africa), at 10.00 a.m. on Monday, 22 October 2001 in the Headquarters of the WMO Secretariat, Geneva, Switzerland.

Mr Edwards invited Mr E. A. Mukolwe, the Director Co-ordinator for the Scientific and Technical Programmes who represented the Secretary-General of WMO, Professor G. O. Obasi, to address the meeting.

Mr Mukolwe welcomed PROMET members on behalf of the Secretary-General, and said that he was pleased to see an excellent representation of WMO Members at this meeting, certainly a reflection of their interest about aeronautical meteorology. Mr Mukolwe particularly welcome the Representatives of ICAO and ASECNA and aviation user Organisations, IATA and IFALPA, whose contributions to discussions on the agenda for the meeting were essential to the successful work of PROMET. He said that closer contacts with the aviation community were the best way to enhance services to aviation and to ensure that users' needs were met.

Mr Mukolwe highlighted major milestones reached in implementing the World Area Forecast System (WAFS) since the last meeting of the Group in 1997. These included the installation 214 WAFS satellite broadcast terminals in 156 countries, the semi-automated production of significant weather (SIGWX) forecasts and the successful transmission trial of BUFR coded SIGWX messages and the increased accuracy, timeliness and frequency of WAFS data. Other WAFS achievements included the full transfer of responsibilities from most Regional Area Forecasts Centres to the relevant World Area Forecast Centre (WAFCs). Mr Mukolwe pointed out that, with the implementation of the WAFS transition plan in WMO Region I, by the first half of 2002, the two WAFCs were expected to take full responsibility for the production of WAFS forecasts. Mr Mukolwe welcomed suggestions from the Group on how the World Weather Watch Programme should continue to provide further support to the WAFS.

Mr Mukolwe highlighted two remaining obstacles that needed to be removed for fully reaching the WAFS final phase, namely the capability of meteorological service providers to decode the GRIB and BUFR coded WAFS products and produce relevant charts locally and the installation of WAFS satellite terminals by all Members. Furthermore, he pointed out that relevant provisions should be developed by ICAO in collaboration with WMO to amend ICAO Annex 3 / WMO Technical Regulations {C.3.1] accordingly. He said that the valuable contribution of the Group to reaching the WAFS final phase would be most welcome. In this regard, comments from the Group on proposed Amendments to the ICAO / WMO regulatory material would be most welcomed.

Mr Mukolwe noted that the highest priority of the aeronautical meteorology programme was training which was a vital task to be undertaken for the advent of the final phase of The WAFS. He pointed out that training should aim at enabling operational staff to produce WAFS charts locally from GRIB and BUFR coded messages and to meet the requirements of other aviation users for tailored products developed from WAFS and other NWP outputs. He said that was pleased to see that 22 training events were attended by more than 650 participants since the last session of PROMET in 1997. He pointed out however that funding still remained a problem

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and he encouraged the Group to provide guidance on how best training should be conducted taking into account this difficulty.

Mr Mukolwe highlighted important aspects of the provision of meteorological service to air navigation that included the issue of automated observations at aerodrome and automated upper air observations from aircraft. In this regard, he said that he was looking forward to the contribution of the Group to the excellent work being carried out by the WMO AMDAR Panel in implementing the AMDAR programme that started in 1998. With regard to the aeronautical meteorological codes, the automation of METAR and the development and implementation of a global TAF verification system would no doubt contribute to the enhanced quality of aeronautical meteorological service.

Mr Mukolwe pointed out that the introduction of quality systems and management in the Technical Regulations as part of Amendment 72 applicable on 1 November 2001 was a topical issue that the WMO Council discussed at length in June 2001. He indicated that quality systems and management were very sensitive issues that merited particular attention by the Group and noted with great interest the proposal made to establish a PROMET sub-group to closely study this issue and to report to the next CAeM session in September 2002.

Mr Mukolwe said major advances had been made in implementing the current 5LTP for the Aeronautical Meteorology Programme. He noted that a draft proposal for its Six Long Term Plan was presented to this meeting for comments and suggestions. He said that he was looking forward to feedback from the Group to refine the draft before its presentation to the CAeM Advisory Group Meeting that will be convened in early 2002.

Mr Mukolwe noted that the next WMO CAeM / ICAO Meteorology Divisional Meeting would be held in Montreal, Canada, next September, and that the previous such Conjoint meeting was held more than 11 years ago in September 1990. Mr Mukolwe highlighted one of two important agenda items for the Conjoint meeting submitted for information to the Group related to institutional changes and trends in the provision of meteorological service to international air navigation and the restructuring of ICAO Annex 3 / WMO Technical Regulations [C.3.1]. Although these items were only presented to meeting for information, he draw the particular attention of the Group to the topical issues of commercialisation and privatisation of aeronautical meteorological services that would be discussed under this item. He said that the future of aeronautical meteorological services could be dependent on the outcome of discussions on this Item.

Mr Mukolwe concluded his welcoming address by again welcoming participants not only to the WMO Secretariat but also to the beautiful city of Geneva. He wished all participants an enjoyable stay in Geneva and a profitable and productive meeting and a safe journey home. Mr M. Edwards thanked Mr Mukolwe for his statement and asked him to convey to the Secretary-General the gratitude and thanks from the Group.

Mr M. Edwards said that an article of the business section of the Johannesburg newspaper, "The Star", dated 20 October 2001 stated that the "Free-skies" policy of the South African Development Community (SADC) region was expected to result in an unprecedented growth in commercial aviation activities in Southern Africa. This was in contrast to the situation being experienced in the rest of the world where there had been a marked temporary decline in the number of passengers, a reduction in flights and down-scaling of airlines, a re-scheduling of

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new aircraft deliveries resulting in pay-off for personnel and the collapse of highly respected international airlines. Therefore aviation in general was experiencing a very gloomy and turbulent period.

Mr Edwards said that it was therefore not surprising that, particularly with more and more aeronautical meteorological providers opting to introduce cost-recovery in line with Article 15 of the Chicago Convention, more airline executives and even users were questioning the need for aeronautical meteorological services. He said that the Group was able to successfully defend the need for aeronautical meteorological services. Nevertheless, it was important that the Group members continuously ask themselves whether they were doing all they could do and whether they were doing it well. Mr Edwards said that, with regard to safety, he believed that there were areas that could be improved. He also believed that the Group had an essential role to play in the implementation of CNS/ATM Programme of ICAO.

Other questions that should be asked were whether providers of aeronautical meteorological service were giving value for money and whether there were better ways of providing the service. Mr Edwards said that the Group was mandated by CAeM to carry out certain tasks on its behalf and that it was important that the Group look critically at what had been achieved and what still needed to be done. At the same time, it was important for the Group to identify tasks and make recommendations on how these tasks should be achieved.

Mr Edwards concluded his opening remarks by saying that he was fully aware that the Group members were carrying out their work on behalf of CAeM in addition to heavy national responsibilities. He said that this was not only noted but also highly appreciated.

The list of participants is shown as Annex I.

2. ORGANISATION OF THE SESSION

2.1 Adoption of the Agenda

The working group adopted its agenda for the session. The Agenda is shown in Annex II

2.2 Working arrangements

The working group approved working arrangements and various organisational aspects necessary for the efficient conduct of the session.

3. IMPLEMENTATION AND OPERATION OF THE WORLD AREA FORECAST SYSTEM (WAFS) (agenda item 3)

3.1 Current State of Implementation of the WAFS (agenda item 3.1)

3.1.1 The meeting began its discussions by considering four documents on the state of implementation of the World Area Forecast System (WAFS) submitted by the London and Washington World Area Forecasts Centres (WAFCs).

Implementation of the International Satellite Communications System (ISCS)

3.1.2 The United States (US) Group member informed the meeting about the current status of implementation of the International Satellite Communications System (ISCS)

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and plans developed to enhance and improve the system. In this regard, the group noted with satisfaction that 126 satellite broadcast terminals were operational in 64 countries. The group was informed that the current ISCS contract would expire at the end of September 2003, and that the system would be upgraded to increase bandwidth and data handling capabilities. This upgrade would require on site replacement of the MEMOTEC interface equipment and the inclusion in the new ISCS contract TCP/IP capability and options for additional enhancements to further improve the system. Following the demise of the primary contractor on the STAR4 workstation in August 2001, the meeting was informed that the U.S. entered into an agreement with Global Science and Technology (GST) Incorporated, to provide maintenance and repair of existing workstations on a cost reimbursable basis. It was indicated that letters were sent to STAR4 owners in 2000 informing them of these arrangements.

3.1.3 Off-the-shelf workstation provider candidates were being examined for the replacement of the current STAR4 workstations. Considering the future need for workstations to produce charts locally from GRIB and BUFR coded data, migration to a new workstation would likely begin over the next two to three years. The group noted with interest that the US and other donors would assist with funding for these workstations and that the US would provide funding for training on the binary BUFR code prior to the introduction of the new workstation around 2004

A question was asked whether a certification procedure for the new workstation replacement would be put in place and the US Group member responded that a certification procedure for the new workstation providers would be deployed but beyond these vendors no certification was envisaged. The Group member from UK informed the Group that in the UK they were well aware to this problem and that a set of criteria was developed that SADIS equipment manufacturers should meet. The Group was informed that this set of criteria was provided to the US for possible use in that country.

Harmonisation of WAFS SIGWX products (UK, USA)

The Group expressed its satisfaction about the number of excellent documents prepared for this meeting and congratulated the UK and US Group members for the excellent work that they were carrying out to progress the advent of the final phase of the WAFS. The Group noted with satisfaction the harmonisation of WAFS products being carried out by the two WAFCs.

The meeting welcomed the efforts made by the London and Washington WAFCs to harmonise their products that included significant weather (SIGWX) charts background, the display of meteorological information and chart label boxes. Regarding chart background, the WAFCs adopted a set of rules to represent lines of latitude / longitude and their values near the poles, the crossing of these lines and the location of cities on maps. Agreements were also reached to harmonise the display of surface frontal positions, the height of maximum convection tops, volcano symbol and the display of the clear air turbulence (CAT) area box.

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A set of joint proposals from the two WAFCs concerning the representation of jet streams line style, jet heights, stacked jets, wind change bars and the representation of a large volume of the atmosphere where wind speeds were above 80 knots on SIGWX charts were also presented at the meeting. The meeting noted that these proposals took into account feedback obtained from IATA and reflected earlier proposals made at the seventh ICAO WAFS Study Group Meeting held in the US in September 1999. Furthermore, the two WAFCs agreed to maintain consistency between GRIB data used in the flight management systems of aircraft, and the forecast jet streams provided on the SIGWX charts. In this regard, the WAFCs agreed not to modify the position or strength of the jet streams in such a way that would make them inconsistent with the GRIB data

A question was asked if the harmonisation of these products was consistent with current provisions contained in the Technical Regulations [C.3.1]. It was indicated that, when implemented, both the format of the SIGWX charts produced and the meteorology contained in these charts would be the same for both WAFCs. The SIGWX charts harmonisation was being carried out in consultation with IATA. The UK Group member indicated that all the proposed changes to harmonise the physical WAFS SIGWX content had been implemented with the exception of jet stream representation which was subject to further consultation with IATA. It was pointed out that the choice for representation of cites had been decided in consultation with IATA to avoid any confusion and to minimise non-essential information on charts.

WAFCs backup procedures for the two WAFCs

The meeting was pleased to note that the two WAFCs had agreed on counter measures to be taken by each WAFC to provide reliable back-up services in the case of a breakdown of one of the WAFCs. Measures that could affect six key operational areas were agreed upon, namely NWP computers, post processing systems, significant weather production, message switches, satellite systems and a complete outage of a WAFC.

With regard to the concern expressed regarding some aspects of back up procedures, it was indicated that it was very unlikely that a situation would exist when one WAFC would have to fully transfer its operation to the other WAFC because internal back up procedures for each WAFC existed. It was reported that the back up tests planned for November 2001 would now take place sometime in the near future. The Group was informed that there would neither be additional costs nor any impact on user operation for the implementation of the back up procedures. With regard to labelling products generated during back up, it was indicated that information on where the products were coming from would be specified.

With regard to the vertical extent of 80kt wind, the Group was informed that IATA would look at the proposal similar to the example jointly presented by the two WAFCs and provide comments following the forthcoming IATA working group meeting. The IATA Representative pointed out that, in accordance with the current provisions of the Technical Regulations [C.3.1], the proposal concerning the change bar indicators made the indicators applicable to the speeds not to the heights of the jets.

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3.2 Progress towards the final phase of the WAFS

The Group was informed that the purpose of the document jointly prepared by the two WAFCs was to have a clear understanding of what was meant by the phrase "final phase of the WAFS". Four documents were discussed under this item that included a joint WAFC view of the final phase of the WAFS, the transfer of SIGWX responsibilities from RAFCs to WAFCs. Other issues included training in the use of GRIB and BUFR coded WAFS products, progress report on the work carried out by the ICAO WAFS Study Group (WAFSSG), WAFS implementation in Asia and the Pacific Regions and volcanic ash.

It was indicated that two main changes from the current WAFS service provision compared to the final phase would be the ways products would be disseminated and the way these products would be formatted for the WAFS satellite broadcasts. The Group discussed at length the issue of the provision of medium level significant weather (SWM) forecasts. The Group was reminded that current ICAO WMO regulations stipulated that the SWM was produced on limited areas only subject to Regional Air Navigation agreement. It was indicated that, during the final phase of the WAFS, only the required SWM would be made available through the WAFS satellite broadcasts in BUFR coded format and that charts would have to be produced locally like any other WAFS charts. It was pointed out that the need for SWM in the Asia Pacific and Africa Regions could be raised again in their respective ICAO Planning and Implementation Regional Group meetings. The Representative of IFALPA informed the meeting that, as a matter of policy for his Organisation, the provision of SWM worldwide was a requirement. With regard to the cessation of the WAFS satellite broadcasts charts, the ICAO Representative informed that meeting that an Amendment proposal to ICAO Annex 3 / WMO technical Regulations [C.3.1] would be submitted to the conjoint CAeM / Meteorology Divisional Meeting in September 2002 for consideration. Furthermore, following the conjoint meeting, ICAO would consult States and Members before formal approval of the Amendment by the ICAO Council and the WMO Executive Council with applicability date in 2004.

The issue of quality control of the WAFC charts was raised. The two WAFCs reassured the Group that the two WAFCs performed quality control of all elements generated and that nearly half of time spent on preparing WAFS products was devoted to ensuring that the products were readable. In a reply to a question regarding where the borders of the two WAFCs areas of responsibility when SIGWX were no longer generated would lie, it was indicated that a decision regarding this co-ordination aspect between the WAFCs had not yet been taken.

Joint WAFC view of the final phase of the WAFS

The meeting was aware that it had been agreed that, with the advent of the final phase of WAFS, each WAFC would provide global gridded wind and temperature data in GRIB coded format and required SIGWX forecasts from FL100 - 630 in BUFR coded format. Users would produce the wind and temperature charts and SIGWX high and medium (SWH and SWM) charts from these digital data sets. As a result of this, there would be a great saving on satellite bandwidth, and therefore a saving on bandwidth leasing costs was well as on transmission time. One expected issue that would require resources was the production of the SWM forecasts (FL 100 – 240) that would require additional meteorological information such as areas of icing. During the final WAFS phase, each WAFC would produce SIGWX forecasts for approximately ½ of the globe. Co-ordination would take place along common boundaries. Forecaster quality assurance for SWH would continue to be the same as today while that for SWM would be limited to certain geographical

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areas. Forecasts from the two WAFCs would be combined into two global BUFR files that would be available on both the ISCS and SADIS. Since SWH forecasts would be produced for only ½ of globe by each WAFC, this process would also result in resource savings for each WAFC. Nevertheless, this would not be achieved without significant efforts by the WAFCs to ensure that the necessary workstations and software were installed and operational, to provide risk reduction training, consultation and accountability. The WAFS GRIB, BUFR and OPMET information would continue to be transmitted on the WAFS satellite broadcasts and possibly by alternate means of data distribution if approved by ICAO. For the latter, a password protected File Transfer Protocol (FTP) server or Internet site could be implemented.

The two WAFCs identified few foreseen problem areas for reaching the WAFS final phase. In this regard, in order to meet the need for harmonized content and depiction of graphical products, each Member would need to obtain depiction software to generate “standard” charts. This would require stringent specifications to be supplied to all workstation manufacturers and software providers. Furthermore, training on chart production from GRIB and BUFR files should be arranged before the cessation of production and transmission of T4 products to ensure that Members were able to produce chart from the GRIB and BUFR files. Possible future requirements identified by the two WAFCs included the development and identification of priorities of an inventory of future expansion of WAFC responsibilities. In this regard, it was pointed out that users and commercial aeronautical meteorological service providers in the U.S. had recently indicated a need for information for more vertical levels.

Transfer of SIGWX responsibilities from the RAFCs to the WAFC Washington

The Group considered the meteorological requirements for the final phase of the WAFS that include, among others, globally automated production of SIGWX forecasts for the high and medium levels, and their transmission in BUFR coded format by the WAFCs. The US Group member informed the meeting that the Aviation Weather Centre(AWC) in Kansas City, began generating objective forecasts of SWH over the global domain in 1997 and that enhancement of these algorithms had been regularly implemented since then. Nevertheless, it was indicated that SIGWX fields were still below user expectations and less than the operationally desirable accuracy of forecasts indicated in Attachment E to WMO Technical Regulations [C.3.1]. As a result, AWC forecasters must override objective forecasts to ensure that the quality of SIGWX products remained high.

It was indicated that, based on positive results of the assessments of tests of

SIGWX charts made in the ICAO CAR/SAM and ASIA/PAC Regions by WAFC Washington, as of 1 March 2001, all operational production responsibilities for SWH A, B1, F, H, I, and J, previously carried out by Brasilia, Buenos Aires, Melbourne, Wellington, Tokyo and Washington RAFCs had been transferred to the Washington WAFC.

Training in the Use of BUFR and GRIB codes

The UK Group member suggested that the most straightforward way to accomplish the task of ensuring that all Members had the capability of using the GRIB and BUFR coded WAFS products would be through the ICAO regions. In this regard, London WAFC highlighted tasks to be carried out by WAFCs to phase out T.4 charts. It was pointed out that a considerable effort had already been made in the Asia/Pacific Regions and that ICAO regional working groups had been set up in Europe, Africa and the Middle-East with their terms of reference defined.

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A methodology was suggested on how to migrate from T.4 charts to BUFR and GRIB codes formatted SIGWX and wind and temperature forecasts. Three aspects were highlighted, namely the assessment of needs, the fulfilment of these needs and the assessment of compliance at the end of work. The assessment of needs was addressed by means of a questionnaire sent to all SADIS user States in Europe and Africa. The aim would be to ascertain which Members operate SADIS, give details of software used to retrieve and display the SADIS broadcasts information, indicate the level of use of GRIB and BUFR codes and perhaps the number of airlines and air traffic control (ATC) customers that received WAFS data in each country. In Europe, UK, Switzerland, Bulgaria and the Russian Federation were asked to assist in collecting replies while the UK, ASECNA, Senegal and Kenya would do the same in Africa. Furthermore, publicity in the London WAFC Newsletter and the annual UK/WMO Aviation Forecasting Seminar would be used to ensure the maximum level of co-operation with Members. A similar scheme would be put in place in the Middle East.

From the questionnaire, two categories of SADIS users were expected to emerge with most users indicating that they would use an “off the shelf” software package to decode both GRIB and BUFR. The others would develop their own software to carry out this task. It was suggested that the training and support needed by each of the two categories of users would be quite different.

For the first category of SADIS users, the software supplied would need to be checked to ensure that it had the capability of providing a flexible display facility in order to facilitate the full and proper use of the GRIB and BUFR codes. Furthermore, training would be required to ensure that the software was understood and could be used in an operational environment. The meeting noted with interest that in this regard, the UK had developed a brief set of criteria as a minimum requirement for WAFS data display sent to workstation manufacturers for comments. The UK Group member informed the Group that six software vendors who met established functionality had been identified and that they would be able to provide the required assistance to Members using SADIS. It was pointed out that less than 10 replies to a survey indicated that these Members would develop their own software to decode the BUFR coded WAFS products. The results of an assessment on how this requirement had been met by each set of software available was expected to be placed on the SADIS web-site.

Members should ensure that operational staff were trained to create standard WAFS charts from GRIB and BUFR code formatted files by organising a series of training seminars. The meeting noted with interest that, as indicated earlier, the Met Office was already organising the annual Aviation Forecasting Seminar in Reading, co-sponsored with WMO. The meeting noted with satisfaction that the seminar held in 2000 was devoted to the use of GRIB decoding software and was highly successful. The Met Office repeated the process in 2001 and, in the future, plans would be to devote additional time to the use of the BUFR decoding software during the seminar as the software would become more widely available. It was suggested that additional training seminars on BUFR could commence during 2002, continue through at least the first part of 2003 with the Met Office providing experts as appropriate. The UK Group member informed the Group that the Met Office had already informed ICAO that they offer training on the software to Members. However, it was pointed out that support to participants to enable them to attend such training events remained to be found and that such support was particularly needed for participants from the Asia, the Pacific and African Regions.

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The second category of users would be those using their own software for decoding and displaying GRIB and BUFR. Training and technical assistance required by this category would be somewhat different. It was suggested that assistance and software provision would be dealt with on an individual basis with basic software being made available from the UK. It was expected that this process would begin in the second half of 2001 once these users had been identified.

Among additional actions identified by London WAFC to achieve a full operational GRIB and BUFR utilisation by Members, was the need to ensure that the assessment processes described above were put in place and that all Members requiring training were trained accordingly. In addition, an acceptance scheme would also need to be put in place so that Members would provide information regarding their capability for using these codes upon completion of the training process.

Progress report on the work carried out by the WAFS Study Group ICAO

The Meeting heard a report on the main issues addressed by the ICAO World Area Forecast Study Group (WAFSSG) to progress the implementation of the WAFS. These included among others, WAFS related provisions contained in Amendment 72 to ICAO Annex 3 / WMO Technical Regulations [C.3.1] applicable from 1 November 2001. Detailed information on these issues would be found under this meeting agenda item 8.2 – Amendment 72 to Annex 3 / Technical Regulations [C.3.1].

The ICAO Representative also reported that the WAFSSG meeting held in UK in May 2001 made a proposal to amend Annex 3/Technical Regulations [C.3.1] to reflect the transition to the final phase of the WAFS. This proposal would be part of Amendment 73 to ICAO Annex 3/ WMO Technical Regulations [C.3.1] that the Secretariat would submit for consideration by the conjoint 12th Session of the WMO CAeM / ICAO MET Divisional Meeting planned to be held in Montreal, Canada, in September 2002.

It was reported that the WAFSSG meeting held in the UK in May 2001 made a proposal to amend Annex 3 /Technical Regulations [C.3.1] to reflect the transition to the final phase of WAFS. Two main items were covered by the Amendment proposal, namely the phasing out of all RAFCs through the deletion of all references to these Centres and the replacement of all charts by GRIB and BUFR coded products. This proposal would be part of Amendment 73 to ICAO Annex 3 / WMO Technical Regulations [C.3.1] that would be submitted for consideration by the conjoint 12th Session of the WMO CAeM / ICAO Meteorological meeting planned to be held in Montreal, Canada, in September 2002.

As requested by ICAO, Group members provided comments and suggestions related to the attached amendment proposal developed by the ICAO WAFSSG. The issue of decoding WAFS GRIB and BUFR data into WAFS charts to ensure the uniformity and standardisation of flight documentation and the recommended practices for telecommunication facilities used to supply WAFS products by the ICAO aeronautical fixed services were questioned by some Group members. Concerns were expressed regarding the draft recommended practice 11.1.4 proposed to be part of Amendment 73 concerning the telecommunication facilities to be used for the supply of WAFS products. It was pointed out that the proposed wording was not in accordance with the already existing practice and that if the draft proposal were adopted other alternative means of service delivery would be excluded and only the ICAO aeronautical fixed service (AFS) would be used to supply WAFS products. Furthermore, the draft proposal meant that meteorological service providers who would utilised other means than the AFS would not be able to include the existing

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system to recover associated airline charges. As a result, Members who would not implement this future ICAO recommendation could have additional difficulties in obtaining quality certification as recommended by ICAO Annex 3. It was indicated that other alternative systems were cheaper and more efficient than the AFS. Similarly, regarding the draft recommended practice 3.4.7 relating to use of output products from the WAFS for the preparation of flight documentation if approved, the practice could prevent meteorological service providers from including in airline charges the costs for other products used for the preparation of flight documentation. In reply to these concerns, the ICAO Representative pointed out that the amendment would not change the current situation since Annex 3 provisions indicated that other telecommunications facilities than AFS could only be used subject to Regional Air Navigation agreement. In this regard all the ICAO regional plans without exception, indicated the AFS was the telecommunication facility to be used for the supply of WAFS products. Moreover, it would be impossible to include a reference to a non-aeronautical telecommunication facility in an ICAO Annex.

With regard to the concerns expressed above, the Secretariat pointed out that, in accordance with working arrangements between ICAO and WMO, ICAO was responsible for the determination of aeronautical requirements. It was indicated that the concerns expressed by some members of the Group would have more weight if they were expressed during the review process when ICAO would consult ICAO Contracting States / WMO Members for review of the amendment proposal. Furthermore, it was suggested that since the proposal would be presented at the Conjoint CAeM / Meteorology Divisional Meeting, that forum offered additional opportunity to express their views.

WAFS operation in New Zealand and the Southwest Pacific

The meeting heard a report from the Group member from New Zealand (NZ) describing the status of implementation of the WAFS in NZ and the Southwest Pacific Regions. The meeting was pleased to note that, as reported earlier, the Wellington RAFC as well as two other Pacific / Asia RAFCs, Melbourne and Tokyo closed on 1 st

March 2001. The meeting noted with interest that former RAFC Wellington Area of Responsibility services were being provided under commercial or bilateral arrangements between MetService NZ and Members in Pacific Region and that the former Wellington RAFC was renamed Wellington Aviation Weather Centre.

The supply of WAFS products to NZ were found to be generally reliable and the forecasts of a high quality. It was indicated that the BUFR coded WAFS data would be utilised on an operational basis as soon as few remaining technical issues had been resolved.

With regard to the implementation of the WAFS in the Southwest Pacific, the costs of Very Small Aperture Terminal (VSAT) equipment and communications were reported to represent major difficulties for Meteorological Services in that region. Consequently, many countries had opted to use the Emergency Managers' Weather Information Network (EMWIN) terminals to obtain real time information. However EMWIN did not include standard WAFS products but provided minimum US aviation model information and some meteorological bulletins retrieved from the GTS. It was reported that EMWIN broadcasts were received via GOES10 satellite and that the cost of EMWIN terminal equipment was much cheaper and more affordable to Members than the VSAT terminal equipment. It was pointed out that new generation satellites could not support EMWIN which would deprive a large number of countries in the Southwest Pacific of the minimum aviation information currently available. However, Fiji and Vanuatu were operating VSATs.

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A number of suggestions to improve WAFS implementation in the region included the introduction of better quality control mechanism for OPMET data disseminated by WAFS satellite broadcasts to get rid of occasional corrupted OPMET disseminated by these satellites broadcasts. Regarding the corrupted OPMET data the UK delegate pointed out that OPMET data were only transmitted as received but that plans were that the quality control of OPMET would be provided in the future by the SADIS Gateway Facility. With regard to real time feedback, it was pointed out that such a procedure would be very difficult to implement and perhaps administrative messages should be transmitted informing users about potential problems with the data broadcast. The Group member from the UK indicated that the current BUFR code was mature enough and that the current version should be considered as the final version for SWH. The issue of using WAFS data to develop tailored products was raised. The ICAO representative indicated that the costs of value added products were born by the user at the national level. The NZ Group member indicated that in NZ there were no such air navigation service charges and all the air navigation service were provided on a contractual basis with users. A proposal was made to introduce feedback mechanism between Meteorological Watch Offices and WAFCs to address, in particular, possible SIGWX forecast amendments to remove inconsistencies near SWH boundaries. It was further proposed to finalize the routine operational dissemination of BUFR coded SIGWX forecasts and re-examine the deadline for issuing SWH to meet the needs of long haul flights. In anticipation of the replacement of current satellite used by EMWIN, the needs for WAFS information in the Southwest Pacific Region should be addressed, as only a few countries had access to ISCS broadcasts.

Recent development of WAFS affecting the Asia and Pacific Regions

The Hong Kong, China Group member also reported on recent progress made in the implementation of the final phase of the WAFS in the Asia and Pacific Regions. He discussed areas of improvement and highlighted future work that needed to be undertaken to ensure a smooth transition to the WAFS final phase.

Progress made in three areas was highlighted. These were WAFS satellite broadcasts reception, the dissemination of WAFS products to users and the hand-over of RAFCs responsibilities to the relevant WAFC. It was reported that the majority of Members in the two regions had installed VSAT equipment to receive satellite broadcasts from SADIS, ISCS/2 or from both. For Members that did not have VSAT equipment, arrangements had been made to receive WAFS products from other Members in the regions via the Internet. The Group discussed the use of the Internet as a back up tool for WAFS products at length. It was pointed out that this could be done on the condition that users should incur no additional costs. However, it was indicated that the full operational use of the Internet to support aviation had to wait for the development of an ICAO Internet policy. With regard the use of FTP/IP to access WAFS products a member pointed out that only already authorised ISCS / SADIS users would be able to use that option. In addition to the conventional means of WAFS products delivery to users and the delivery of WAFS products electronically via computer systems, the Aviation Meteorological Information Dissemination System (AMIDS) operated by the Hong Kong Observatory (HKO) allowed registered airline users to access WAFS products and other aviation meteorological information.

It was pointed out that the results of a survey conducted in the Asia Pacific Regions during February to April 2001 to assess the operational effectiveness of the WAFS indicated that the WAFS was providing benefits to the aviation industry. The results of the survey also identified a number of improvement areas that needed to

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be addressed. These included the extension of lead - time of SIGWX charts broadcasts and SIGWX forecast validity to cover 24 hours to support long haul aircraft flights from Asia to Europe. Another need was the issuance by the Washington WAFC of a new SIGWX chart with the same coverage, scale and map projection as the Mercator projection Northern Pacific SIGWX chart previously issued by RAFC Tokyo to support trans-Pacific flights. Other areas of improvement highlighted included the global content of the WAFS satellite broadcasts and mutual back-up procedures between the two WAFCs already addressed under Item 3.1. In this regard, it was indicated that the inclusion in both the SADIS and ISCS/2 satellite broadcasts of all WAFS products was almost complete.

The need for an additional WAFS SWM extending from Japan and Eastern China across Southeast Asia to Australia and NZ was highlighted. Although results from a survey conducted in 2000 showed a need for such a SWM chart, it was indicated that an IATA observer at the ICAO regional sub-group meeting held in July 2001 stated that IATA had no requirement for SWM in the Asia and Pacific regions.

It was suggested that it would likely take two to three years to achieve the final phase of WAFS because considerable planning, co-ordination and training still needed to be undertaken in the Asia and Pacific Regions. It was pointed that a number of Members did not have the capability to receive GRIB formatted wind/temperature products and to convert these into charts. Furthermore, the survey conducted in early 2001 indicated that it would take a number of years before Members in the two regions would have acquired the capability to convert locally BUFR coded SIGWX messages into graphical products on an operational basis. Therefore, software, assistance and training were required to ensure that all Members had the ability to convert GRIB and BUFR coded messages into graphical products on an operational basis. Close co-ordination between ICAO, WMO, the WAFCs and Members would be required to achieve a smooth transition to the final phase of WAFS by 2004.

3.3 Volcanic ash

3.3.1 The meeting noted with interest the progress made in implementing the ICAO International Airways Volcano Watch (IAVW), and the main activities undertaken by the ICAO Volcanic Ash Warnings Study Group (VAWSG). The meeting noted with satisfaction the publication of the Handbook on the International Airways Volcano Watch, (ICAO Doc 9766), in 2000, the Manual on Volcanic Ash, Radioactive Material and Toxic Chemical Clouds (ICAO Doc 9691) in 2001, and the publication of the second edition of the World Map of Volcanoes and Principal Aeronautical Features. The meeting was informed that a feasibility test for routing of NOTAMs for volcanic activity / ASHTAMs from selected CAR/SAM NOTAM Offices (NOFs) to the Washington VAAC was successfully conducted using a dummy WMO header. A more extensive successful test was carried out in July for selected NOFs in all regions sending test NOTAM/ASHTAMs to all nine VAACs, the WAFCs and the SADIS uplink station. Concern was expressed about the consequences of the change to the specifications for IR channels on the next series of US GOES satellites, as one of the techniques for determining ash “cloud” from water/ice cloud using Channels 4-5 split-window techniques would no longer be available over large areas of the globe. The Group was informed about on-going research in this field and encouraged further research of alternative techniques for using the available IR channels. The Group was informed that the US NOAA Satellite Branch and the AWC in Kansas City were also conducting research in the field. Furthermore, the Group was informed that the METEOSAT Second Generation would have more channels available to detect volcanic ash.

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4. AUTOMATED METEOROLOGICAL OBSERVATIONS

4.1 Automated meteorological observing systems at aerodromes

Discussions on this item related to a progress report on the work carried out by the ICAO Aerodrome Meteorological Observing System (AMOS) Study Group (AMOSSG), a report by the PROMET Task Team on Meteorological Observing Arrangements at Aerodromes, the implementation of AUTO METAR and a proposed definition criteria for cumulonimbus and towering cumulus both submitted by Meteo-France.

Progress report on the work carried out by the AMOS Study Group

The ICAO Representative reported on progress achieved by the ICAO AMOSSG in addressing a number of issues related to automated meteorological observations systems at aerodromes. The meeting was pleased to note that two meetings had so far been convened and that a third meeting was planned to be held in January 2002. During previous AMOSSG meetings a thorough review of Chapter 4 of Annex 3 /Technical Regulations [C.3.1] - Meteorological Observations and Reports, was undertaken. A final review of this Chapter and the development of a draft proposal to amend Annex 3 accordingly, would be completed by next January. The final draft would subsequently be presented to the conjoint Twelfth CAeM session / ICAO Meteorology Divisional Meeting to be held in September 2002. The updated provisions, when approved, would be part of Amendment 73 to ICAO Annex 3/WMO Technical Regulations [C.3.1] applicable in November 2004. As a result of the information provided by ICAO regarding the proposal to introduce prevailing visibility as part of Amendment 73 to ICAO Annex 3 / WMO Technical regulations [C.3.1], some Group members expressed concern at the limitation of prevailing visibility in a case of large aerodromes where several sensors were located far from the observer point and when the visibility was changing. It was further indicated that prevailing visibility as applied in North America could not be appropriate. The ICAO Representative said that the introduction of North American prevailing visibility concept was conditional on consultation that would be carried out with Contracting States and was still in the draft stage. The Group was informed that the last ICAO METG meeting expressed the desire to continue to keep the current provision for reporting visibility. Regarding a suggestion for the development of two versions of prevailing visibility, the Representative of IATA indicated that IATA was opposed to the introduction of more than one concept of prevailing visibility.

Definition of objective criteria for Cumulonimbus (CB) and towering cumulus (TCU) (France)

The Group member from France informed the meeting about progress made by Meteo-France to develop a thunderstorm product to help air traffic controllers anticipate aircraft deviations. Cumulonimbus (CB) and towering Cumulus (TCU) were used to identify convective weather. By defining objective criteria for the reporting the CB and TCU in local reports and METAR messages, a user-oriented and ready-to-use product based on radar data was proposed.

The meeting noted examples of links between radar reflectivity and the behaviour of aircraft crews facing hazardous convective weather. The behaviour of aircraft crew was reported to be linked to a number of factors including radar reflectivity as a storm intensity parameter was shown to be the most important parameter taken into account for aircraft deviations or penetrations of convective weather. Aircraft avoided the areas where radar reflectivity was higher than 44 dBZ and entered the

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convective weather in areas where such reflectivity was between 32 and 44 dBZ. Statistical tests showed that, apart from aircraft-related variables, other parameters that explained aircraft deviations were the range to destination, convective weather coverage and type, movement and speed of the convective cell.

It was indicated that the method had also a nowcasting aspect and contributed to running the convective model and helped in the establishing the TREND part of the METAR. The Group noted with interest that this method dealt with the avoidance of areas where reflectivity could be detected by in-board radar. However, the Group recognised that this method was unable to identify turbulence in clear air and that the threshold proposed could be lowered if the detection of young developing cells was targeted. The US Group member informed the mmeting that a project conducted in the US to provide CB and TCU detection and integrating their growth and dissipation had become operational in September 2001 following certification by the NWS and the FAA as an operational product.

The Group thanked France for submitting the document to this meeting and endorsed the principle of the method and decided to keep the issue under review of any further progress which could be made. Furthermore, the Group decided to address the following proposal to CIMO in order to have an in depth look at the thresholds and priorities.

a) Consider the following objective criteria based on radar data for the definition of CB and TCU to be reported to aeronautical users:« In order to indicate the presence of CB or TCU in the vicinity or at an aerodrome when no human meteorological observer is on duty but weather radar information is available, the following indications should be reported:

Convective activity level 1 (TCU) : above 30 dBZ; and,Convective activity level 2 (CB) : above 41 dBZ. »;

b) Comparisons be conducted between human reports of observed TCU/CB and radar reflectivities in Member countries and that a survey be conducted by CAeM accordingly .

It was pointed out that if the proposal was adopted and included in relevant ICAO/WMO regulatory material, the current concept of « vicinity of an aerodrome » would be better defined to ensure that meteorologists take into account the adopted criteria when radar information was collected within this vicinity.

Implementation of AUTO METARs at Météo-France

The Group member from France presented a report on the introduction by Météo-France of automated observations reported in the METAR code form (AUTO METAR) to provide regular observations even without the presence of human observers. It was pointed out that information contained in the AUTO part of the METAR had not yet been recognized by ICAO as fully meeting aeronautical requirements and therefore were provided to meet national needs only. However, it was indicated that the use of automated observations for aviation purposes were already a familiar and proven practice, and that the techniques used for making these observations were evolving. It was further indicated that Météo-France had so far implemented the AUTO METARs at only one airport of intermediate size, and that it would be progressively extended to other aerodromes either partially or entirely.

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Information was provided about the equipment used to generate the AUTO-METAR as well as the conventional parameters measured automatically that included wind, temperature, pressure, RVR, visibility, current weather and cloud layers. Only types of present weather that included DZ, RA, SN, SHRA, SHSN, FZRA, FZDZ, FG, FZFG, BCFG and BR were automatically measured. With regard to recent weather phenomena only REDZ, REFZDZ, REFZRA, RESHRA and RESHSN were automated. It was indicated that since the sensors observed present weather phenomena only at their own locations, the current present weather coded in an AUTO METAR would not be able to observe weather phenomena in the vicinity of the aerodrome. Furthermore, at present, it was not possible to identify convective cloud layers and the TREND part and recent weather phenomena were not encoded in an AUTO METAR. Nevertheless, with access to AUTO METAR in real time and to other information such as radar and satellite images, neighbouring observations, a meteorological forecaster was able to produce and monitor aerodrome forecasts in the TAF code form and to modify these if necessary. It was pointed out that the implementation of AUTO METAR had made it possible to increase the number of TAFs produced and monitored.

It was again emphasised that current AUTO METAR did not fulfil all the requirements of a comprehensive METAR provided in the standard and recommendation practices of WMO Technical Regulations [C.3.1]. However, they were reported to have undeniable advantages in terms of performance, continuity and uniformity of measurements, which made them very useful when continuous human presence was not possible.

It was suggested that both ICAO and WMO should be prepared to consider the advantages shown by automated observations and coding in terms of consistency and availability of such atomated information. It was pointed out that users should be made aware of the limitations of the system and that, in this regard, the document presented was perfectly transparent. It was also noted that France notified ICAO regarding the use of AUTO-METAR in order to inform users in accordance with the regulations. In reply to a question about quality control of the information provided in AUTO METAR, it was indicated that there was no difference in quality control between the normal METAR and the AUTO METAR. It was pointed that both local topography and climatology features should be taken into account in the choice of the site of the measurements and in the interpretation of the data. Again, users should be made aware of these limitations.

The Group was informed about the experience of Canada in using a network of 50 automated instruments on an operational basis that provided continuously METARs and SPECIs quality controlled and able to suppress any sensor that failed. The importance of educating the users regarding automated systems was highlighted. In this regard, it was indicated that users should be aware of the capabilities, limitations and costs of the systems. It was pointed out that, in Canada, the availability of the meteorological information from automated systems was found to be better than for manned observations. A help desk was established with staff knowledgeable in maintenance and the reliability of the information permanently monitored. The Group was informed about some operational difficulties encountered by Kenya in using automated systems on an operational basis. A suggestion was made that Kenya should approach the equipment manufacturer to try to resolve these technical problems.

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Progress report of PROMET Task Team on Meteorological Observing Arrangements at Aerodromes

The meeting was informed that following the establishment of PROMET in 1999, a Task Team was set up to provide advice on meteorological observing arrangements at aerodromes, the monitoring of development in observing techniques that included the automation of observations to meet stated aeronautical requirements. In order to progress its work, a questionnaire was developed by a Task Team aimed at obtaining information on the way the provisions of the WMO Technical Regulations [C.3.1] were implemented by Members. The questionnaire was also aimed at obtaining information on the use of observation systems such as satellite pictures, weather radar and lightning detection systems. Additional information expected from replies to the questionnaire related to the status of the automation of observations and the support needed by Members to automate observations. The results of the questionnaires were expected to be available during the beginning of 2002.

Implementation of the Aircraft Meteorological Data Relay (AMDAR) Programme

4.2.1 Three reports were discussed under this agenda item, namely the implementation of the WMO AMDAR Programme and two related issues that included the work carried out by the ICAO Meteorological Information Data Link Study Group (METLINKSG) and a report on AMDAR collection in Hong Kong, China. 4.2.2 It was recalled that the AMDAR Panel was formally established in March 1998 with the goal to enhance the upper air component of the Composite Observing System of the World Weather Watch. This was to be achieved through co-operation among Members in the acquisition, exchange and quality control of meteorological observations from aircraft using automated reporting systems. The AMDAR work programme focused on four high priority projects, namely co-ordination of national and regional programmes, improvement of data exchange and quality control, and the two pilot projects on Southern Africa and the Middle East.

The meeting was informed that, to help facilitate the work of the Panel, a Technical Co-ordinator was appointed and started his work, kindly hosted by the Met Office in April 1999. An AMDAR Trust Fund was established to assist in funding AMDAR activities through Members annual voluntary contributions and a consultant on data exchange and quality control was hired in April 2000. In order to ensure the continuity of the successful WMO Aircraft to Satellite Data Relay (ASDAR) Programme, the Panel had taken over responsibility for the operational ASDAR programme from the WMO Operating Consortium of ASDAR Participants. Questions were asked about the future of the ASDAR Programme, it was indicated that currently 11 aircraft fitted ASDAR units were providing high quality and timely ASDAR reports in data sparse areas of the world and that the Programme would continue for only another year or two before its termination.

Co-ordination of national and regional programmes

The meeting was informed that the aim of Co-ordination of national and regional programmes was to encourage and assist countries wishing to establish AMDAR programmes and to help co-ordinate the development of cost effective regional programmes through co-operation and mutual support. Successful operational AMDAR Programmes existed in Australasia, the US and Europe. The EUMETNET AMDAR (E-AMDAR) Programme included the Netherlands, UK, France, Germany, Sweden, Portugal, Spain and Finland. Developing AMDAR Programmes

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were underway in Southern Africa and in the Middle East and AMDAR programmes were being implemented in Canada, Hong-Kong, China. Japan was planning to implement an AMDAR operational Programme and the US with technical assistance from the Panel was considering the establishment of targeted AMDAR observation programme for the Caribbean, Gulf of Mexico and Central America. Chile and Morocco were also considering to implement AMDAR Programmes and contacts with the Russian Federation, Singapore, Malaysia and the Republic of Korea had indicated interest for the possible development of AMDAR Programmes.

Improvement of data exchange and quality control

The meeting noted with interest that AMDAR data volume distributed per day through the GTS had increased rapidly in recent years from a maximum of approximately 50,000 observations per day in February 1998 to over 100,000 observations per day in 2001. This figure included 1200 ASDAR observations per day. It was pointed out however that there were many countries that did not know that AMDAR data were available on the GTS and that there was a need for AMDAR data to be made available for operational use in a timely manner to all users. The Panel was addressing these two issues by providing information on the WMO AMDAR Programme to Members and by developing new bulletin headers on small geographical areas to enable each Member to select only AMDAR bulletins of immediate interest to users.

It was reported that, a consultant, Mr D. Painting (UK), had prepared an AMDAR Reference Manual that was reviewed and endorsed by the Panel in September 2001. The Manual was expected to be published in the near future. This Manual contained a description of AMDAR systems, observation requirements, the science behind the measurements, error sources, downlink message details, communication systems, ground-based processing, coding for the GTS, data management, quality control and system performance monitoring.

It was indicated that a number of countries had considered the use of AMDAR observations as a partial replacement for radiosonde soundings because of the large cost benefit that would result in doing so. However, all countries had so far decided that they were not prepared to make any network design changes until humidity data was available routinely from AMDAR observations. Nevertheless, it was reported that the Executive Council session in June 2001 was pleased to note that AMDAR had proved to be a very cost effective data source that responded to the needs of WMO programmes and brought benefits to end-users

It was pointed out that the costs incurred from an operational AMDAR programme related mainly to AMDAR data communication costs and that the costs per AMDAR observation varied from 1 to 11 US cents with the median being 4 cents. A fully automated AMDAR profile of temperature, wind, turbulence and possibly humidity up to cruise levels at 200 hPa typically consisting of up to 30 observations would cost around $1.20 compared to at least US $ 300 for a conventional GPS radiosonde sounding. The meeting further noted with interest that at two soundings per day, an annual AMDAR programme would cost less than US $1000 and that an AMDAR profile every 3 hours would cost about US $7000 per year against about $220,000 for GPS-based radiosonde soundings. However, the current main advantages of radiosonde soundings were the availability of humidity data on an operational basis not provided by current AMDAR systems and the possibility of obtaining data from higher levels of the atmosphere whereas AMDAR systems would only provide data up to aircraft cruise levels of about 39,000 feet.

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The AMDAR Panel was discussing a number of important AMDAR issues including the inclusion of a measure of humidity through water vapour measurements and a measure of atmospheric turbulence in AMDAR bulletins. In a reply to a query about recurrent cost of humidity sensor on board aircraft after certification of the system, it was indicated that there were no such recurrent costs. Although humidity sensors were still at the development stage, a measure of turbulence called Eddy Dissipation Rate (EDR) had been adopted by ICAO and WMO. EDR was included in Amendment 72 WMO Technical Regulations [C.3.1] applicable on 1 November 2001.

The Group was informed that the Panel, was co-ordinating the development of a single universal functional specification for onboard software that would combine the existing AMDAR and aviation industry specifications for use on aircraft for down linking AMDAR data. The software package would be made available free for possible installation on air carriers.

Progress report on the work carried out by the ICAO METLINK Study Group

The meeting noted with interest a report from the ICAO Representative on progress made in developing provision for automated air reporting from aircraft in a data link environment with the assistance of the ICAO METLINKSG. In this regard, it was pointed out that the aeronautical requirements only make reference to meteorological information included in Automatic Dependent Surveillance (ADS) reports and that reports from other automated systems, such as the AMDAR systems, were not aeronautical requirements. The meeting noted with interest that meteorological specifications to be used in air-ground data-link applications had been developed over the past few years. Specifications related to local routine and special reports, reports in the METAR/SPECI code forms, aerodrome forecasts in the TAF code form and SIGMET/AIRMET messages had been completed and relevant templates included in Annex 3/Technical Regulations [C.3.1] as part of Amendment 72 applicable 1 November 2001.

The ICAO Representative indicated that additional issues being addressed included new turbulence products derived from the EDR index for operational use and the validation of the EDR index. The Group was informed that EDR validation was included in a long term plan established by the US and Australia and the results of this validation would not be part of the proposal for Amendment 73 to Annex 3 / Technical Regulations [C.3.1]. The quality control of the ADS MET DATA would be dealt with by the WAFSSG. These issues included meteorological parameters to be included in the ADS meteorological data block and the study of quality assurance of meteorological information included in ADS reports. The METLINSG developed specifications to be used in air-ground data-link applications and specifications (templates) to be used in special air-reports, tropical cyclone and volcanic ash advisories; wind shear warnings, and aerodrome warnings. These specifications and templates were presented in the form of an amendment proposal to Annex 3 / Technical Regulations [C.3.1] for comments and suggestions by the meeting. The meeting noted with interest that the final draft version of the proposal would be presented for review to the planned conjoint CAeM/Meteorology Divisional Meeting to be in 2002. If approved, the amended provisions would form part of Amendment 73 to ICAO Annex 3/WMO Technical Regulations [C.3.1] applicable in November 2004.

AMDAR data collection in Hong Kong, China

The Group member from Hong Kong, China reported on recent progress made in the collection of AMDAR ascent and descent data at the Hong Kong International Airport (HKIA). Hong Kong, China started the implementation of an

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AMDAR programme in September 2000 with a view to increase the number of upper-air observations in its vicinity. This programme was implemented with the kind assistance of the Australian Bureau of Meteorology and the US National Oceanic and Atmospheric Administration (NOAA) using Qantas 747 aircraft and a number of US aircraft making AMDAR ascent / descent observations at HKIA. Over 200 such AMDAR reports were being received per day. Preparation was underway for trials with a Cathay Pacific Airways (CPA) Airbus using the ARINC620 reporting software to support the Hong Kong Observatory (HKO) AMDAR programme. Subject to the results of this trial and the availability of financial resources, the next step would be to enlist more aircraft from local airlines to join the AMDAR programme.

AMDAR reports were routinely decoded and compiled into wind and temperature profiles for reference by HKO forecasters and routinely ingested into the HKO regional NWP model. Work was underway to evaluate the impact of the AMDAR reports on model output. In this regard, comparisons between the AMDAR temperature and wind profiles and temperature and wind profiles obtained from radiosonde ascents showed reasonable agreement particularly over the lowest 100 hPa (3,000 ft). The availability of AMDAR temperature profiles with a higher temporal resolution was expected to supplement the radiosonde ascent profiles for the detection and warning of low-level windshear, low level jets and turbulence for HKIA. The vertical windshear derived from AMDAR wind profiles was being evaluated to see whether it could contribute to the issuance of SIGMET information on upper-level clear air turbulence (CAT) in the Hong Kong Flight Information Region.

5. PREPARATION FOR THE NEXT CAeM/ICAO DIVISIONAL MEETING IN 2002

The Group was aware that the twelfth session of CAeM would be held along side the conjoint CAeM / ICAO Meteorology Divisional Meeting to be convened in Montreal, Canada from 9 to 27 September 2002. The draft Provisional Agenda and its Explanatory Memorandum for this session of CAeM were presented to the meeting for comments and suggestions. The Group was reminded that these documents would be subsequently submitted to the next CAeM Advisory Working Group meeting planned to be held in early 2002 for its consideration and endorsement. The draft Provisional Agenda for the conjoint CAeM / ICAO Meteorology Divisional Meeting was also presented to this meeting for information since ICAO had already circulated this draft to all ICAO Contracting States and WMO Members on behalf of both Organisations in March 2001.

6. AERONAUTICAL METEOROLOGICAL CODES

6.1 Issues considered under this agenda item included information provided to the group regarding the consequential changes to the aeronautical meteorological codes stemming from the introduction of Amendment 72 to the Technical Regulations [C.3.1] applicable on 1 November 2001 and development regarding the definition of precipitation intensity. Two other important issues discussed included TAF verification, AUTO METAR and the development of a new standard form for presenting meteorological forecasts to support aerodrome operations.

6.2 It was reported that consequential changes to the aeronautical meteorological codes stemming from the introduction of Amendment 72 in the Technical Regulations [C.3.1] was approved by CBS in November 2000 and by the Executive Council in June 2001. Major changes to the METAR/SPECI codes, TAF and ARFOR code forms were particularly highlighted. With the introduction of Amendment 72, it was

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pointed out that the ARFOR code was no longer an aeronautical meteorological requirement. As a result of the approval of these changes to the codes, the meeting noted with satisfaction that the Manual on Codes, Volume II I.1 Part A, (WMO-No. 306), and the publication – Aerodrome Reports and Forecasts, a User’s Handbook to the Codes, (WMO-No. 782), were updated accordingly and distributed to Members.

The proposal by the CBS session held in 2000 for a phased approach to migrate from the alphanumeric codes including the aeronautical meteorological codes to the Binary Universal Form of Representation of meteorological data (BUFR) and the Character Form for the Representation and Exchange of data (CREX) was noted. The group noted with interest that the BUFR and CREX codes were universal and flexible and could be easily expanded to satisfy all observational requirements including national needs for specific data exchange. CREX offered direct human readability and BUFR provided for condensation (packing) of the data and allowed the coding of quality flags and associated values. It was indicated that these codes were self-descriptive, flexible and expandable. These advantages were fundamental in light of the fast evolution of science and technology which needed representation forms for new data types. The meeting was pleased to note that already Amendment 72 to Technical Regulations [C.3.1] on 1 November 2001 provided for WAFS SIGWX forecasts dissemination in BUFR coded format that would ultimately replace the current T.4 SIGWX Charts. The meeting noted however that the use of the BUFR code would require adequate communication links to support binary data and that members would need more time before being able to receive such data and a far longer period to be able to encode meteorological observations in BUFR.

In reply to a query about the format of aeronautical meteorological codes when observations would be coded in BUFR, the ICAO Representative indicated that the next AMOSSG meeting would address the METAR / SPECI and TAF formats and the result of work of the would be reviewed and presented to the Conjoint CAeM / Meteorology Divisional Meeting in September 2002.

It was pointed that the CBS session agreed in 2000 to the following milestones that would lead to a plan for the migration from the alphanumeric codes to the BUFR and CREX codes:

(a) As from November 2002, in a voluntary and experimental manner, some data producers, may transmit in real time observations in BUFR or CREX and also in traditional alphanumerical codes, if requested by voluntary experimental users; and

(b) CBS-Ext. (2002) would review the migration process and consider a detailed plan for the elimination of all traditional WMO Code forms and retaining only Table Driven Codes, FM 94 BUFR and FM 95 CREX.

The meeting noted with interest that the CBS recognized that the provision of and support for encoding and decoding software for BUFR and CREX were an indispensable part of any successful migration plan that included information dissemination, training, software distribution and possible assistance to Members in implementing these codes.

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Other code related issues including guidelines for the determination of precipitation intensity

The meeting was informed about the results of the work of the CBS Expert Team on Requirements and Representation of Data from Automatic Weather Stations (ET/AWS). The meeting noted that ET/AWS reviewed the tables of required variables and their characteristics and felt that these tables provided functional specifications for the BUFR and CREX codes to support present and future automatic weather station applications. The ET/AWS concluded that both the BUFR and CREX codes were technically fully compliant for use by automated weather stations. Several remarks concerning the functional specifications for table driven BUFR and CREX codes to support weather and future automatic weather applications were proposed and would be addressed to CIMO for clarification. These included the minimum reported resolution of surface pressure, wind speed, horizontal and vertical profiles, precipitation intensity, obstruction slant and MOR and gust definition. The Group was informed that a number of studies about snow and liquid water content were conducted and would help in providing more precision for the definition of precipitation intensity.

It was noted that the CBS session in 2000 invited CIMO to keep the new code tables under review in light of newly emerging opportunities for the modification or improvement of the corresponding measurement techniques.

The Group recalled that its last meeting concluded that precipitation intensity criteria developed by CIMO still needed to be developed further as part of its future work programme. Elements that needed to be further addressed included the selection of elements for precipitation intensities, i.e, the grouping of rain and showers, mixed rain and snow and the absence of intensity for hail and ice-pellets and it was felt that visibility should be considered in combination with precipitation intensity. In line with the wishes of the last PROMET meeting, the president of CAeM sent a letter to the CBS and CIMO Presidents in January 2001 seeking their assistance in establishing appropriate definitions for precipitation intensity suitable for aeronautical meteorological use.

In reply to the letter from the President of CAeM, the results of the CIMO Working Group on Surface Measurements meeting held in August 2001 were presented to this PROMET meeting. It was pointed out that the Expert Meeting on the Requirements and Representation of Data from Automatic Weather Stations that met in April 1999 concluded that subjective terms such as light, moderate and heavy were typical for human observations, but not for automatic or instrument measurements. The meeting further concluded that in the codes the observations should be represented by quantitative values only. The CIMO group expressed the view that any modification to the alpha-numerical codes like SYNOP and METAR should not be pursued since, with the planned migration to the binary BUFR code, sufficient opportunities for reporting of all types of quantitative data would be available. As a result, maintaining any definition for light, moderate and heavy in the case of automatic measurements would not be appropriate. The ICAO, IATA and IFATCA Representatives pointed out that the position of users was to stick to the three categories of intensity, light, moderate and heavy that they considered satisfactory. It was reported that the Expert Meeting on Rainfall Intensity Measurements held in April 2001 developed requirements for rainfall intensity measurements expressed in quantitative terms.

CIMO was of the opinion that the definitions of subjective precipitation intensity and weather phenomena suitable for aeronautical meteorological use

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should be regarded as user specific requirements and that CIMO could not be responsible for such definitions but would only provide assistance on this matter. It was pointed out that, although the use of variables, such as visibility, could be a beneficial tool for manual estimates of precipitation intensity, these indirectly related variables should not be used in any definitions of precipitation intensity.

In conclusion, CIMO pointed out that previous expert meetings clearly stated that automatic measurements should produce quantitative values only, and that additional definitions of subjective terms were not appropriate. Nevertheless, since the alphanumerical codes were still in use, there was still a need for such definitions. Therefore, with the understanding that the current definitions were guidelines only, these guidelines could be extended to: mixed precipitation of rain and snow: The same as for snow (since the ratio

rain/snow is not subject to any measurement, a simple choice should be made)

hail: The same as for rain ice-pellets: The same as for snow freezing phenomena: The same as for the non-freezing phenomena.

Report on non observable parameters in AUTO METAR

The Group member from France highlighted the difficulty of reporting the cloud group in AUTO METAR since the automation of cloud observations with current available instruments did not meet the current observation requirements. It was pointed out that no information about cloud types was available from the AUTO METAR. Therefore, the requirement to determine CB and TCU types in normal METAR were not met by AUTO METAR. Current cloud amount was obtained from ceilometer measurements. It was further pointed out that NSC had different meaning in AUTO METAR and in METAR. As a result of the difficulty in determining the cloud types, the current AUTO METAR could be misleading to users who were not aware of this limitation.

A number of options considered as alternative solutions to the problem of coding convective clouds were proposed by the Group member from France. One of these solutions was to always replace the cloud group by a solidi. However, this solution would deprive users of an important aeronautical parameter. The other solution would be to report the group but to warn the user that CB and TCU could not be detected by the instrument. One way of warning the users could be by introducing a specific key to that effect in the AUTO METAR.

The Group congratulated Meteo-France for the excellent documents presented to the Group and for the results so for achieved in addressing various aspects of coding automated observations.

The possibility of coupling automated observing systems with remote sensing systems, i.e. lighting detectors with automated observation systems to facilitate the detection and reporting of convective clouds was discussed. In this regard it was pointed out that research was being carried out in the US to find how to complement in situ automated systems with remote sensing systems. The Group spent quite some time discussing possible solutions to the reporting of convective clouds in AUTO METAR. The Group welcomed the work already carried out by Meteo-France and encouraged the continued work on the subject. The Group supported a suggestion that Meteo-France consider presenting an updated document to relevant CIMO and CBS expert teams with a view to progress the work further.

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TAF Verification

It was reported that a TAF Verification Expert Team comprising Messrs Ted Williams (Australia), Henry Stanski (Canada), Dirk Heizenreder (Germany), Sava Cernava (ICAO) and Captain John Rankin (IATA) in accordance with the terms of reference established by the Eleventh CAeM session held in 1999 was established under the auspices of the CAeM TREND Working Group. The Expert Team worked by correspondence in close collaboration with the Chairman of TREND, Dr H. Puempel (Austria), and drafted a preliminary report taking into account both the aviation industry and aeronautical meteorological provider reporting requirements. The PROMET meeting was informed that the Expert Team presented a preliminary report to the TREND Working Group meeting held in Hong-Kong, China, in October 2000.

The Group thanked the Expert Team on TAF verification for preparing this excellent report. It was noted that the Expert Team had been user focused. It was highlighted that the problem of formulation of the TAF was topical and could be ambiguous with regard to different interpretation that the users and providers could make. The objective of TAF verification was to provide guidance to the users on all aspects of preparation of TAF including climate, instruments, topography local criteria and special operational criteria. Users were focused on economy and safety and the TAF verification objective was to provide the best products to these users. The system should be flexible to either criterion to take into account specific airfields. The meeting strongly supported the suggestion made by the Group member from Austria, Chairman of TREND, to provide one agreed method internationally standardised and tested within a pilot project where one or two countries would take the lead. The Group considered that it would be unrealistic to ask all countries to develop a TAF verification system however it was indicated that this should not exclude any national initiative.

Finally, the Groups agreed to establish two pilot projects on TAF verification for parameters such as weather affecting minima, wind, cloud height and visibility. One project would be conducted with France taking the lead and comprising The Netherlands, UK, Switzerland, Germany, the Russian Federation, Kenya, Ireland and ASECNA. The other pilot project would be conducted with Australia taking the lead and comprising NZ and South Africa. The offer to participate in the two pilot projects by various Group members was conditional to future confirmation. The expert from the US indicated that he would consult with the FAA and enquire about their possible participation to this project and would then inform the Group of the results of this consultation. The Group discussed how to test the method proposed by the TAF Verification Expert Team and many suggestions were made, ranging from centralised sites, such as the WAFCs, to Members willing and able to perform that task.

The Group agreed that results of the pilot projects would first be made available to the meteorological providers. The IATA Representative indicated that her Organisation would be interested in the results of the pilot projects and that the IATA MET Group would be the best forum to discuss these results. It was indicated that the results of the pilot projects would be presented to the next CAeM Session in September 2002.

Aerodrome forecast verification at Météo-France

A TAF verification method developed by Météo-France and tested on French meteorological stations was presented at the Meeting. Two methods for evaluating TAF performance were tested that included the TAF Interactive Production System)

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(TIPS) called “weighted method” developed under an EUMETNET project and another method developed by Météo-France. In the “weighted method” a probabilistic interpretation of the messages was made in which each change group was attached to a weight that related to the probability of occurrence of the forecast phenomena. A basic forecast weight of 100% was reduced by the weights of the change groups if any. The scores evaluated with this method reflected the quality of the forecasts but also depended on the use of change groups. The results were not easy to interpret particularly for measuring the skill of forecasting “rare” or local phenomena such as fog and thunderstorm usually forecast through TEMPO or PROB indicators.

In the method developed by Météo-France, monthly scores were established for all French aeronautical meteorological stations where TAFs were prepared. Forecasts were considered successful when either the basic forecast or one of the alternate forecasts among the change groups was confirmed by the observation. In order to avoid the disadvantage of the “weighted method”, a technique to verify the relevance of the forecast compared with the observation was used. This method was reported to lessen forecaster’s errors but did not provide information about the change group used

Global TAF quality was evaluated by comparison with METAR and persistency. It was reported that comparison with METAR hourly observations was made by splitting TAF’s forecasts into hourly forecasts. Each hourly forecast was described with a basic forecast possibly completed with one or more alternate forecasts (BECMG, FM, TEMPO, PROBxx, PROBxx TEMPO).

Performance indicators used by Météo-France were the percentages of forecasts success that met the operational desirable accuracy of forecasts contained in Attachment E of WMO Technical Regulations [C.3.1] for visibility, cloud base, surface wind speed and direction. The assessment of the added value of the TAF was made by comparing TAF scores with persistence scores, defined as the last METAR observation available when the TAF was issued.

Future work was expected to determine the frequency of use of the various change and probability groups. In this regard, control of forecasts with change groups was split into three kinds of forecasts, namely the deterministic forecasts for the main forecasts, the temporarily forecasts (TEMPO) and the probabilistic forecasts with separate criteria established for each type of forecast.

It was concluded that the involvement of Members in TAF verification and estimates of TAF performance were becoming increasingly frequent and that the definition of some comprehensive and consistent methods appeared to be useful. It was suggested that ICAO and WMO take advantage of the fine-tuning of one of the most appropriate methods for some global TAF verification programme and that CAeM should initiate some studies that would benefit both aeronautical users and national Meteorological Services. It was further suggested that the operational desirable accuracy of forecasts as contained in Attachment E to WMO Technical Regulations [C.3.1] should be improved to take into account seasonal and climatic variations. In this regard, the Secretariat informed the meeting that a WMO letter dated 12 January 2001 (16.355/WA/AN/IAMD) concerning this matter was addressed to ICAO.

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Development of a standard for presenting the forecasts of meteorological parameters for planning the aerodrome operations and capacity

A report was presented on the on-going work of the European Air Navigation Planning Group (EANPG) Project Team on meteorological parameters and in and around airports (PT/METAOP) related to the Aerodrome Capacity Meteorological Forecast (ACMET). In this regard, the timely notice of changing meteorological conditions was seen as a vital operational requirement of the air traffic services (ATS) The most important parameters for such forecasts were identified as being the wind and conditions that required the onset or termination of Low Visibility Procedures (LVP) that involved visibility and/or RVR and / or cloud height.

The development of ACMET was intended to provide clearer and more relevant meteorological forecast information for the purpose of supporting Air Traffic Management (ATM) decisions. In order to ensure close co-ordination with all ICAO groups interested in this topic, representatives from MET, ATS/ATM, and the users were involved in the Project Team. It was agreed that meteorological parameters that should be included in the ACMET were the wind, visibility, cloud ceiling, winter conditions and thunderstorms. RVR was specified as a required parameter, but in the absence of RVR forecasts it was agreed to include visibility forecast information. As all the information specified for inclusion in ACMET was available in the aerodrome forecast TAF code form, the TAF was used as a basis for ACMET. The use of the TAF was reported to provide a significant benefit by avoiding the imposition of an additional workload on the forecasters and additional cost for assigning new staff to aeronautical meteorological offices.

It was recognised that, further development of ACMET could require the forecasts of meteorological parameter not available in the TAF code form and that change criteria for cloud height in the TAF did not coincide with that for CAT II/III runways. In view of this, a need for amendment to the TAF change criteria for cloud height in Annex 3 / Technical Regulations [C.3.1] was highlighted to bring these criteria in line with the cloud height criteria for CAT II/III runways. It was indicated that a close relationship between ACMET and current alert procedures used at airports had been recognised. However, ACMET seemed to present more comprehensive, efficient and standard products for ATS staff.

With regard to further development of ACMET, it was indicated that the next stage would be the presentation of the forecast to operational ATS units via a TAF extraction software. A test of the system should take place in Europe between November 2001 and February 2002. Using the TAF as the lead for ACMET was considered to be the first step in the development of ACMET. Proposals to deal with the operational requirements for very short-range forecasts that would influence airport operations were included in the future work programme of the EANPG Project Team.

New meteorological forecast report (Belgium)

The Group member from Belgium presented a report on a new form of aeronautical meteorological forecast developed by Belgocontrol that could be used in the future development of the European ACMET described earlier. It was indicated that TREND forecast, TAF, forecast for take-off and warnings could be derived from this forecast in a manual or automatic manner and visualised on screens at airports.

The forecast included conventional meteorological parameters, change and time indicators, forecast validity period, forecast updates and criteria for amendment or additional forecast update. An outlook to T + 72 provided information about risks

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and/or duration of freezing weather, freezing precipitation, snow and other risks. Criteria for amendment or earlier update of the forecast were identical to those for the amendment of a TAF. It was concluded that the new type of forecast format would be an improvement for the operational use of the forecasts because it would contain more detailed information than current operational forecasts.

7. TRAININGReport on training activities submitted by the Secretariat

7.1 The meeting noted with satisfaction that during the last four years, twenty-two training events had been conducted in aeronautical meteorology or with aeronautical meteorology components. However, only four of these events were fully funded from the regular Aeronautical Meteorology budget with the remaining events organised by Members and sponsored by WMO or with WMO providing major support at other organisations’ training events. In all, more than 650 participants attended these training events.

The meeting noted with interest that, the TREND meeting in 2000 discussed the need for a strategic plan for training, and in particular, the Group provided guidance on innovative low-cost solutions to meet the increasing needs for training. The following aspects of training were particularly addressed:

(a) Training material should be made available in electronic form as identified and considered useful and of good quality by TREND members;

(b) Support should be given to regional and / or specialised training exercises;

(c) New training requirements such as quality assurance, customer interfaces should be analysed; and;

(d) User training and web-based methods of information delivery.

In order to back up the training process, the Group noted with satisfaction that, as a result of the redesign of the AMP Web page, a large volume of training material was posted on the AMP Web site and the following guidance material was developed or updated and published: (a) The Guide on Aeronautical Meteorological Services Cost Recovery WMO -No.

904, distributed in 1999:

(b) Copies of the booklet on "the Application of Numerical Weather Prediction Products in Aviation and Dissemination through Satellite and Terrestrial Means" developed by the Met Office from the proceedings of previous annual UK/WMO seminars were distributed to all participants at these seminars, and globally to all WMO Regional Meteorological Training Centres;

(c) WMO Technical Note No 195, - Methods of Interpreting Numerical Weather Prediction Output for Aeronautical Meteorology, WMO-No. 770 in 1999;

(d) Guide to Practices for Meteorological Offices Serving Aviation, WMO No 732 (currently being updated).

(e) The publication – Aerodrome Reports and Forecasts, a User’s Handbook to the Codes (WMO-No. 782) in 2001.

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The meeting noted the results of a survey conducted by the Secretariat in February 1999 regarding the availability of aeronautical meteorology information on Member's Web sites linked to the WMO home page. It was reported that 68 Members representing 37% of total WMO membership had Web sites. The result also showed that 9 Members provided some aeronautical meteorology information free of charge on their web sites and that 3 Members were posting full aeronautical meteorological information on their web sites.

The meeting noted with interest the results of another Secretariat survey conducted in July 2000 that focused on how the costs for aeronautical meteorological service were recovered from the aviation industry. The results of the survey were also intended to evaluate the impacts of training so far conducted by WMO in the implementation of cost recovery mechanism in Member countries. The following summarized the results of the survey compiled from replies provided by 103 countries::

(a) 60 countries were recovering meteorological costs from aviation;

(b) 45 countries indicated that they had attended one of the WMO cost recovery seminars and that 9 of these countries had implemented cost recovery following attendance of the WMO cost recovery seminars, 18 countries were planning to recover these costs and 2 decided not to recover such costs;

(c) Aeronautical meteorological costs represented 28.7% of the national annual budgets of national Meteorological Services (NMSs) while associated expenditures represented 36% of the annual budgets.

(d) 78% of NMSs were the designated Meteorological Authorities in their countries and 87% the providers of service to aviation.

The Secretariat thanked all Members and Organisations for their support and collaboration in conducting training events during this PROMET inter-session period. The major contribution of the UK and the US, France, ICAO and ASECNA were particularly highlighted. The contributions of Members who hosted training events were also recognized. The UK Group member confirmed the commitment of his country to continue the UK / WMO annual seminar, to provide training on BUFR and GRIB codes in collaboration with ICAO and to make available a Met Office staff for future training events on cost recovery.

It was pointed out that training would be needed in two topical areas, namely nowcasting and quality system and management, that should be major aspects of training for the next PROMET inter session. The way training would be conducted should be innovative and should include on the job training and the participation of users such as ATS and pilots. The Representative of IFALPA highlighted the lack of understanding between pilots and forecasters and suggested that perhaps IATA Manuals should be put on the Web so that forecasters could be aware how users were utilising aeronautical meteorological products.

Training in Aeronautical meteorology at Météo-France

The Group member from France submitted a report on aeronautical meteorology training at the Météo-France training school, “Ecole Nationale de la Météorologie” (ENM) located in Toulouse. ENM offered training courses for Météo-France staff, for various trainees from foreign NMSs and for a number of user groups. Detailed information was given regarding courses for French operational

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meteorological technicians, meteorologists and management staff, courses for gliding and pilot licensing, information on course enrolment procedures, training fees and didactic material used. Information was also provided on courses offered on aeronautical meteorology and aeronautical meteorological sensors opened to foreign students. A training catalogue describing the courses offered was published each year and information about all aspects of training conducted by ENM was found on the web site http://www.enm.meteo.fr

It was indicated that, to meet the training needs of users, courses could be set up as a result of bi-lateral contracts to train non professional meteorologists tasked with the preparation and use of aeronautical meteorological products. These non-professional meteorologists could be subsidiary observers posted on some French aerodromes and members of the French Federation for Gliding. Occasionally, tailored training courses could also be arranged to address specific requirements from French or foreign institutions.

8. REGULATORY AND GUIDANCE MATERIAL RELATED TO THE PROVISION OF METEOROLOGICAL SERVICES TO AVIATION

8.1 Restructuring ICAO Annex 3/WMO Technical Regulations

8.1.1 The ICAO Representative informed the meeting that in 2000, ICAO conducted a study on the structure and content of Annex 3 — Meteorological Service for International Air Navigation. Since the content of the WMO Technical Regulations [C.3.1], Volume II, WMO-No 49, was identical mutatis mutandis to ICAO Annex 3 and any proposals to restructure Annex 3 would therefore affect the WMO Technical Regulations [C.3.1], the feasibility study was closely co-ordinated with WMO.

The study proposed that Annex 3 should be devised in two separate parts. One part would contain material of fundamental regulatory nature and permanence and the other part would contain detailed regulatory and technical material. The meeting was further informed that based on this study, the principle for restructuring these documents by separating cores Standards and Recommended Practices from detailed technical specifications was agreed by both ICAO and WMO. The ICAO Representative indicated that the ICAO general Assembly had recently passed a resolution that provided for stable core material in Annexes and a set of technical material appended to these Annexes. It was pointed out that procedure for amending the regulatory material would remain as for the current Annexes. The Meeting was informed that the draft restructuring of Annex 3 would be proposed as an agenda item for the planned conjoint CAeM / Meteorology Divisional Meeting that would be convened in September 2002.

8.2 Amendment 72 to Annex 3/WMO Technical Regulations

8.2.1 The ICAO Representative described the work undertaken by his Organisation with assistance by relevant ICAO Study Groups to develop and / or update the provisions contained in Amendment 72 to ICAO Annex 3 in close co-ordination with WMO. Two important new elements included in Amendment 72 were the introduction of quality system for the provision of meteorological information to aviation and the need for Members to comply with the WMO requirements for qualification and training of meteorological personnel providing service for international air navigation. It was reported that on 7 March 2001, the ICAO Council adopted Amendment 72 to Annex 3 with applicability date 1 November 2001 and that the WMO Executive Council session approved this Amendment on 15 June 2001.

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In a reply to a question to why templates were included in the Annex 3 / WMO Technical Regulations [C.3.1], it was indicated that these templates were requirements developed for METLINK application of the ATN. It was further indicated that with the future migration from alphanumeric codes to the BUFR code, these templates would be very useful for specifying how to display the information.

8.3 Recent update of the Appendix - Model Charts and Forms of Technical Regulations [C.3.3]

8.3.1 The Group was aware that, as for previous Amendments to ICAO Annex 3, alignments of WMO Technical Regulations [C.3.1] with Annex 3 and consequential changes to Model Charts and Forms of WMO Technical Regulations [C.3.3] had to be prepared to reflect any new or revised aeronautical meteorological requirements. In this regard, the meeting was informed that draft consequential changes to the Appendix - Model Charts and Forms of Technical Regulations [C.3.3] were prepared by the Secretariat. These changes related to editorial corrections and new symbols for "Mountain Obscuration", "widespread strong surface winds", radiation materials and an amended symbol for "freezing precipitation", introduced in Model SN – Sheet of notation, and Model SWL (Examples 1 and 2). These were subsequently endorsed by the chairman of PROMET on behalf of this Working Group, followed by approval by the President of CAeM in February 2001 on behalf of the Commission. The fast track approval process was used to enable the ICAO Council to endorse these consequential changes in March 2001. The President of WMO approved the consequential changes to the Model Charts and Forms on behalf of the Executive Council followed by endorsement of Amendment 72 by the ICAO Council session in June 2001.

Implementation of quality systems and management

The Group discussed three reports relating to quality systems and management, namely a report submitted by the Secretariat and two reports from the Group members from NZ and France sharing their experiences with the Group regarding the introduction of quality systems and management in their respective Meteorological Services.

As already indicated under item 8.2, an important new provision of Amendment 72 adopted by ICAO and WMO for implementation on 1 November 2001 was the requirement in the form of a recommendation for the Meteorological Authority to establish and implement a quality system for the provision of meteorological service for international air navigation. The implementation of this provision should be in conformity with the ISO 9000 series of quality system standards.

It was pointed out that, although a number of NMSs had already successfully introduced quality system as part of their routine operations, ICAO and WMO opted for a cautious phased introduction of quality system in their regulatory material as recommended practices instead of standards. The main reason for this phased approach was that Meteorological Authorities, particularly those in developing countries, would not be ready to comply with such standards by the time of entry into force of Amendment 72 on 1 November 2001. The meeting was informed that, in this regard, the fifty third session of the Executive Council held in June 2001 pointed out that any mandatory implementation of ISO 9000 quality assurance would lead to significant costs to national Meteorological Services (NMSs). Furthermore, the Council stated that mandatory implementation of ISO 9000 quality assurance could increase the gap between developed and developing countries. The Council

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suggested that a study highlighting both the positive and negatives aspects of quality assurance be conducted in Member countries already using the ISO 9000 series of quality assurance with a view to sharing experience with other Members on this matter.

The Group noted that the Secretariat had proposed to set up a small group of experts to prepare a report on the positive and negative aspects of quality assurance to be submitted to the CAeM Advisory Group to be convened in early 2002. The Group agreed to the request of the Secretariat and designated a Task Team on Quality (TTQ) with the mandate to develop objectives, expected results, milestones, means and as well as to highlight difficulties that could be encountered, the costs for implementing such systems and the advantages of the systems. The TTQ would be facilitated by Mr M. Edwards. The Group agreed that the deadline for nominating members for the TTQ should be 15 November 2001. The Group further agreed that the deadline for submitting an interim report on the work of TTQ to the Chairman of PROMET would be 1 February 2002. This Group would, in particular, highlight the benefits on implementing of quality assurance systems and difficulties that could arise with such implementation.

New Zealand Quality System in operation

The meeting was informed that, in July 1992, the NZ Meteorological Service that was under various Government Departments, was transformed into a State Owned Enterprise (SOE) to operate on a fully commercial basis and renamed "The Meteorological Service of New Zealand Limited" (MetService). Public weather services were provided under a fully competitive contract with the government. The ISO 9000 framework was used as a practical mean of developing the quality system in NZ that involved a large number of the staff directly.

With the establishment of the SOE, it was recognized that a commitment to quality, standards, training and skill development was required in a commercially driven organisation. The implementation of the system involved, among other things, learning about quality system techniques, methodologies and standards, selecting a consultant to guide the process, conducting internal seminars to inform management and staff, review of existing processes and documentation. Internal auditors were trained and the system audited and performance measurements determined. Full re-certification was required after a period of 3 years. ongoing running of the system was incorporated into the routine working of the organisation. Higher level '"internal corporate audits" were also carried out. In addition to the initial set-up costs of the system, there were ongoing costs associated with maintaining external certification costing approximately $US 3500 per year.

Among other benefits, the implementation of quality system enabled the Company to be confident that the service was delivered to client specifications on time and with efficient use of resources. The system helped the overall efficiency of the organisation, standards of performance and responsibilities were clearly identified and the waste of resources was reduced or eliminated. Moreover, the quality system provided clarity of focus for managers and staff and enhanced teamwork towards clear objectives. The system provided performance indicators and the audits provided a process for constant review. During discussions, the Group was informed that the implementation of quality system in one organization collapsed in that organization because of re-organization. The Group member from NZ replied that the NZ government decided that NZ MetService should operate under a quality system and that the transition did not create such problems.

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In summary, it was emphasized that purchasing an "off the shelf" or a "plug and play" quality system would unlikely be successful and any quality model must be interpreted or adapted for each particular business or service. The organisation itself needed to develop the system accordingly. It was concluded that there were definite and clearly identifiable advantages in adopting a quality system however the system needed to run for a while before benefits really start to flow. The Group member from NZ concluded his presentation of the implementation of quality system and management in his country by offering to help any country that would like to implement such a system.

Implementation of quality system at Météo-France

The Group member from France informed the Group of activities being pursued to implement quality system based on the ISO 9000 standard series at Météo-France. It was reported that Météo-France had been involved in the development of a quality system since 1996 and that getting the ISO 9000 certification had become necessary because of a growing demand from many professional users. The necessary steps followed to implement a quality system were highlighted. It was indicated that determining the processes involved, the objectives to be achieved as well as the certification of the service were important elements of the quality system.

With regard to quality system implementation costs at Météo-France, the Group noted with interest that the implementation process including audit amounted to a minimum of 2 million EUROS to which should be added staff costs. The total costs for all quality processes were said to be around 8 millions of EUROS. The point was made that aeronautical users would be charged only for the fair share of the aeronautical meteorological service use of the implementation of quality process for core activities. The amount to be charged and included in air navigation charges was estimated to be about 2 million EUROS.

Tasks that ICAO and WMO were asked to address included desirable thresholds of forecast accuracy for various regions of the world as well as thresholds for desirable accuracy of measurements and levels of operational priorities in case of emergency.

The Group member from France informed the meeting that France had provided an expert on quality control to address quality issues in CBS and that specific requests for assistance would be considered. The ASECNA Representative indicated that his Organisation started implementing quality system in 1998 and that ASECNA was interested in exchanging experience with France. It was pointed out by the Group member from France that support could be provided within limited available resources. In reply to a query about efforts deployed by ICAO and WMO to implement ISO 9000 series, it was pointed out that the WMO Executive Council recognised quality system as an important issue for WMO in general. It was further indicated that a review and assessment of the situation for the whole Organisation were being undertaken by the Secretariat. Information was being compiled for consideration by the next Executive Council sessions. The Group was informed that about 96 countries had already developed quality system standards and that an analysis would be made to see how to assist in certifying the remaining countries. As a start for implementing quality system for WMO programmes, it was indicated that the Aeronautical Meteorology Programme would likely be chosen. Following the presentation of the implementation of quality system at Météo-France and at NZ MetService, the difference in costs for implementing the system in the two Meteorological Services was highlighted. It was explained that the very large

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difference in staff involved and therefore of activities being conducted by each Service could explain the noted differences.

ICAO plans for current quality system recommended practices

The ICAO Representative informed the meeting that since quality management had become increasingly important in view of the outsourcing and privatisation of meteorological services and associated safety consideration, ICAO had introduced a new task in its work programme that included, among other issues, the upgrade of the quality recommended practices to standards. The meeting was informed that a study on this issue would be presented for consideration by the planned Conjoint CAeM / Meteorology Divisional Meeting in 2002

9. GUIDANCE MATERIAL ON AERONAUTICAL METEOROLOGICAL PRACTICES

Guide to Practices for Meteorological Offices Serving Aviation (WMO-No.732)

The Secretariat presented a report regarding new and updated publications and on-going development of new material related to aeronautical meteorology. The meeting recalled that the tenth session of CAeM held in 1994 decided that the Guide to Practices for Meteorological Offices Serving Aviation (WMO-No. 732) should be updated. The update of the Guide was expected to reflect Amendments 69 to 72 to WMO Technical Regulations [C.3.1]. Early in 2001, under the leadership of the President of the CAeM, Dr N. Gordon, consultation to update the Guide was initiated by the Secretariat. From the outset, it was agreed that the review and update of the Guide should be undertaken on a voluntary basis since no funding was available to contract a consultant to carry out the task. The structure of the Guide agreed on including a new Chapter on the topical issue of quality assurance of meteorological service to be provided for international air navigation. The work was divided among Dr. Gordon (NZ), Mr J. Goas (France), the president and vice-president of CAeM, the Chairmen of PROMET and TREND, Mr M. Edwards (South Africa) and Dr H. Puempel (Austria), and the Secretariat. Input was also received from S. Lau (Hong Kong, China), Mr J. Wairoto (Kenya) and N. Halsey (UK).

Members of the Group were requested to review the document and provide comments and suggestions to the Secretariat accordingly before the 15 November 2001.

Other Guidance Material Related to Aeronautical Meteorology

Information on published documents and documents only completed or being developed since the last session of PROMET was provided to the Group. Most of these documents contributed to supporting the aeronautical meteorology training activities. A number of draft documents being prepared by CAeM members were presented to the group for comments and suggestions for improvement.

The meeting noted with satisfaction that the TREND Working Group updated the WMO Technical Note No. 195 - Method of Interpreting Numerical Weather Prediction Output for Aeronautical Meteorology (WMO-No. 770) in 1999 and that the Spanish and French versions of the Technical Note were published in the second half of 2000. In 1999 the Guide on Aeronautical Meteorological Services Cost Recovery (WMO - No. 904) was published in English, French, Spanish and Russian. As requested under Item 7 – Training, following the approval of Amendment 72 by the WMO Executive Council in June 2001, the Secretariat updated the document

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Aerodrome Reports and Forecasts - A User’s Handbook to the Codes (WMO-No. 782). The English edition of this document was distributed to all WMO Members in August 2001 and other language versions were expected to be available for distribution to Members shortly.

Compendium on Tropical Meteorology

PROMET was aware that CAeM-IX expressed the need for training pilots from mid latitude on tropical meteorology. In this regard, the PROMET session held in 1992 agreed to set up a sub-group to prepare a guidance material for training on tropical meteorology in the form of a Compendium. Based on the work carried out by the former Chairman of PROMET, Mr J. Dear (Australia), and on input from several experts from various meteorological services, the CAeM session in 1999 felt that every effort should be made to finalise and publish this Compendium as quickly as possible. As a result of this, in 1999 the Secretariat requested the assistance of Professor T.N. Krishnamurti of the Florida State University in Tallahassee, Florida, USA, to review the draft and to prepare the remaining material of the Compendium. Professor Krishnamurti completed his work and submitted the draft document to the Secretariat in November 2000. Following a thorough review of the draft, the Compendium was ready for publication in 2002 subject to the availability of funds.

Booklet on Aviation and the Environment

The great emphasis placed on the impact of aviation on the environment is one of the matters that led CAeM to establish the CAeM TREND Working Group. In 1999, Thirteenth Congress approved funds for the development of a booklet on the impact of aviation on the environment that would focus on authoritative assessments of the effects of engine emissions on the atmosphere.

Work started on the preparation of the Booklet in early 2001 with the Special Report on Aviation and the Global Atmosphere published by the Intergovernmental Panel on Climate Change (IPCC) forming the main reference material for the Booklet. The Chairman of TREND, Dr Herbert Puempel, Mr Nelson Sabogal, Senior Scientific Affairs Officer at the Ozone Secretariat of the United Nations Environment Programme (UNEP), in Nairobi, Kenya, and the WMO Secretariat prepared a draft Booklet based on the IPCC Special Report. It was pointed out that the TREND Working Group was the CAeM group responsible for the development of the Booklet. The Secretariat would pass on to the TREND group general comments on the draft that PROMET members could after this meeting.

The AMDAR Reference Manual

In view of the increasing role of AMDAR systems for the provision of upper air meteorological observations in support of the WWW Global Observing System (WWW GOS), the need to provide consistent and authoritative information and advice to WMO Members was seen as a pressing requirement by the AMDAR Panel. In order to address this need, a draft AMDAR Reference Manual was prepared by Mr. D. Painting. This Manual was considered a first and important step in the provision of such AMDAR authoritative information to Members. The Manual provided a comprehensive technical description of AMDAR, ranging from sensor systems and their characteristics to the final output observational products. The Manual comprised two parts. The main part summarized all material covered by the document whereas the technical material was included in a series of six self-

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contained appendices that were expected to be up-dated from time to time as the technology improved. It was reported that the AMDAR Panel meeting approved the Manual in September 2001 and that funds permitting this AMDAR Reference Manual was expected to be published during 2002. MET Syllabi for Aeronautical Personnel

A draft Syllabi for pilots and ATC personnel developed by ICAO was presented for comments to the meeting. It was pointed out that, in accordance with the Working Arrangements between ICAO and WMO (ICAO Doc 7475), WMO was responsible for specifying the requirements for meteorological knowledge of meteorological personnel while the specifications for meteorological knowledge required by aeronautical personnel were developed by ICAO.

In view of the importance of having up-to-date Syllabi to training schools, ICAO reviewed the meteorological content of the Syllabi for pilots and ATC personnel and circulated the draft for comment to WMO and IATA. The ICAO representative indicated that, in order to speed up the publication, as a temporary solution, ICAO planned to publish the meteorological content of the Syllabi in a stand-alone document since the update of the other parts of the Syllabi was expected to take some considerable time.

The Group agreed that the Syllabi was useful and should be published as soon as possible. The Group provided a number of suggestions to improve the draft Syllabi that the ICAO Representative agreed to consider for inclusion in this Draft. Some Group members indicated that they would need to consult with relevant entities in their countries and that any further comments would be sent to ICAO after consultation. The Group agreed that further comments on the Syllabi should be submitted to ICAO by the end of November 2001. A suggestion was made by aviation users to harmonize the content of the draft Syllabi with the IATA Joint Aviation Regulation. The ICAO Representative indicated that the Syllabi should be considered as a guidance material that interested parties could use as a basis for developing their own material.

10. LIAISON WITH OTHER WMO BODIES AND AVIATION USERS

The meeting was pleased to note the support provided by CBS and CIMO Expert Team meetings tasked with code representation, observations and forecast accuracy’s, AMDAR data calibration techniques as well as functional specifications for present and future automated weather stations applications. The meeting welcomed the active involvement of CAeM members and the AMDAR Technical Co-ordinator (TC) in the work of CBS and CIMO through various Expert Teams. The meeting noted with interest the involvement of CAeM in the work of the Inter Programme Task Team on Future WMO Information Systems and the participation of the TC at meetings of the Co-ordination Group of the Committee on the Operational WWW System Evaluation for the North Atlantic (COSNA).

CAeM was interested in the implementation of the Commission for Atmospheric Science (CAS) World Weather Research Programme (WWRP) project on aircraft in-flight icing and through this project closer co-operation between CAS and CAeM would be established. Moreover, the new potential for routine humidity measurements from aircraft would also be addressed as a crosscutting issue involving a number of WMO bodies including CAeM, CBS, CIMO and WCRP and the AMDAR Panel.

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Intense co-operation between WMO and ICAO and ASECNA was being pursued through their mutual participation at relevant ICAO, ASECNA and WMO meetings. These meetings related to various ICAO study groups, ASECNA training events and meetings of various WMO bodies. It was pointed out that one of high priority goals of the Aeronautical Meteorology Programme Fifth Long Term Plan was fostering closer contacts and co-operation with the aviation community to explore and implement opportunities to provide enhanced services that respond to aviation need. In this regard, co-operation between WMO and aviation users or their representative Organisations (IATA, IAOPA, IFALPA) was enhanced through active participation of users at ICAO and WMO activities including this meetings of PROMET and sessions of the CAeM.

A joint ICAO WMO letter sent to ICAO Contracting States and WMO Members in September 2000 asked Members and States to enhance co-operation at the national level to ensure that the provision of meteorological service would continue to contribute effectively towards the safety, regularity and efficiency of international air navigation. As a result of the exchange of letters between IATA and WMO in December 2000, the two Organisations agreed to maintain contacts to address relevant issues of concern to either party in particular the recovery of costs from the airline industry. In this regard, each Organisation had designated a focal point to consult and address these issues.

Cost recovery of meteorological services for aviation

The Rapporteur of the PROMET Task Team H (PTTH) on Meteorological Costs, Mr D. Lambergeon, (France), highlighted the results of the ICAO Global Conference on the Economics of Airports and Air Navigation Services held in June 2000 in Montreal and the results of the work of the EUROCONTROL Task Force on Meteorological Costs. In view of the possible global implications of the work of the EUROCONTROL Task Force on the current global cost recovery practices and meteorological cost issues, the Vice-President of CAeM, Mr J. Goas (Franc) represented WMO at this Task Force meetings.

The Rapporteur of PTTH provided background information that lead to the development and publication of the ICAO Manual on Air Navigation Services Economics (Doc 9161/3) and the WMO Guide on Aeronautical Meteorology Services Cost Recovery (WMO-No. 904). Regarding the ICAO global Conference on Air Navigation Services Economics held in June 2000, the group noted with satisfaction that the Conference agreed to retain the essence of existing guidance on meteorological cost recovery contained in ICAO Doc 9161/3. The meeting noted with interest that, in agreeing to keep the substance of current meteorological cost provisions, the Conference also agreed to the following three important issues that should be addressed by both users and providers of aeronautical meteorological service:

(i) Encourage a partnership involving, IATA, ICAO and WMO to enhance more transparency in the identification of the meteorological costs;

(ii) Further encourage designated Meteorological Authorities, meteorological service providers to co-operate more closely with IATA and the aviation industry in the establishment of meteorological costs to be recovered under Annex 3; and,

(iii) Requested ICAO, in the planned review of ICAO Doc 9161/3, to expand the guidance on cost allocation between en route, approach control and

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aerodrome control to reflect recent developments in air navigation services organisation and charging practices.

The meeting welcomed the WMO Secretariat survey on aeronautical meteorological costs conducted in July 2000 already presented under agenda item 7 and noted with satisfaction that the results of the survey were circulated to Members in January 2001. It was pointed out that the results of the survey showed that there was a diversity of solutions adopted by Members regarding the recovery of aeronautical meteorological costs.

The meeting was informed that the EUROCONTROL Task Force had reached conclusions and made recommendations that were submitted to the EUROCONTROL Enlarged Committee with a comment indicating that IATA and IOPA considered that these recommendations were irrelevant. It was pointed out that the results of the work of this Task Force could impact on discussions on meteorological costs between aeronautical meteorological service users and providers in a wider context.

The Group thanked the Rapporteur of PTTH for informing the Group about the results of the meetings of the Task Force and noted with interest its conclusions and recommendations. The Group further noted with interest the information provided by the Rapporteur related to on-going discussions within the European Commission regarding the issue of the provision of air navigation services including aeronautical meteorological service. Information was provided to the Group about tendencies on the user side to watch on a more detailed manner what constituted the cost of meteorological service to aviation.

The IATA Representative indicated that core costs represented a major problem to her Organisation because of the lack of transparency. Furthermore, IATA considered that the sharing of core costs among all core service users was not fair and that the core services did not have much input to aircraft operations. In addition, it was indicated that the aviation industry was providing valuable meteorological observations that had costs value and that could have balanced other core costs. In this regard, it was also pointed out that the basic meteorological systems under the WMO World Weather Watch Programme were essential to aeronautical meteorological services.

The Rapporteur of PTTH said that there were some indications that the European Commission was considering the issue of the provision of air navigation services including aeronautical meteorological service and the rules related to the manner in which these services would be delivered within the European Economic Area. The Web site address that provided information on these issues could be found at: singlesky-cadie-eu.pdf http://europa.eu.int. The following issues, among others, were being considered for inclusion into European regulations:

Mandatory separation between the role of Met service provider and the role of MET Authority;

Recognition of the fact that meteorological service to aviation could well be provided according to the competition rules of the private sector;

Recognition of the fact that a meteorological service provider from an European country was fully entitled to operate in another European country;

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Obligation for cost transparency based upon the mandatory use of European accounting rules; with annual published accounts and external audit; and,

The recognition of the fact that service providers were entitled to charge the full cost of the service provided, including financial costs, overheads and capital allowance, plus some profit.

The Group agreed that the issues highlighted by the Rapporteur of PTTH regarding the manner in which Air Navigation Services including aeronautical meteorological service could evolve in the European economic area warranted serious consideration by the Group. The Group agreed that the situation should be closely monitored and that relevant WMO and ICAO bodies should be informed accordingly.

During the discussion on the results of the work of the EUROCONTROL Task Team, the Group member from Kazakhstan informed the meeting that a number of countries in region of Commonwealth of Independent States (CIS) had asked the Russian Federation to collect proposals on how to apply the recovery of aeronautical meteorological costs and provide co-ordination in the establishment of a collective cost recovery scheme. In this regard, the Group was asked to provide assistance on this matter. A suggestion was made that perhaps a training seminar should be organised for participants of the countries involved in this collective action.

The PROMET sub-group Task Team on cost recovery was encouraged as provided for by its terms of reference, to continue to monitor the on-going development regarding, in particular, the European Union Single Sky Initiative and any further action that could be undertaken in relation to MET costs.

11. WMO LONG-TERM PLAN FOR AERONAUTICAL METEOROLOGY

11.1 The meeting was aware that every four years, Congress considers and adopts a Long Term Plan (LTP) for all WMO Programmes covering the next 10 years with more details for the first four years. The meeting noted with satisfaction the achievements of the Commission in implementing the 5 LTP for the Aeronautical Meteorology Programme since January 2000. The meeting noted with interest the work undertaken by the Executive Council and the EC Working group on Long Term Plan and the Task Team on the WMO structure, in close co-ordination with the Presidents of Technical Commissions, to lay down the ground for the preparation of the 6LTP. It noted with satisfaction the draft version of the WMO vision, the set of desired outcomes and strategies and associated goals developed by the EC Working Group on LTP. It noted with interest its recommendation that the present WMO structure should be used as a basis for drafting the 6LTP and the need to give greater emphasis to the protection of life and property, climate change and impacts and the provision of services for the socio-economic benefits of people. The meeting noted with interest that the draft 6LTP was endorsed by the Fifty-third session of the Executive Council in June 2001.

The meeting expressed its appreciation for the particularly active role being played by the President of the CAeM, Dr N. Gordon, in the work of the EC Working Group on LTP. In this regard, the meeting noted with satisfaction that the President of the Commission served as the representative of the presidents of Technical Com-missions at the 6LTP session held in March 2001. The meeting was informed that the draft 6LTP endorsed by EC was being used as a basis for planning the pro-

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grammes of Technical Commissions and Regional Associations. The CAeM Advis-ory Group meeting that would be held early in 2002 would use the draft 6LTP as a basis for planning the Aeronautical Meteorology Programme. The work of the Advis-ory Group would subsequently be submitted to the twelfth Session of CAeM to be held in Montreal, Canada, in September 2002. Following endorsement by the CAeM session, the draft 6LTP proposal for the Aeronautical Meteorology Programme would be submitted for consideration by Fourteenth Congress in 2003.

During the discussion on the Long Term Plan, it was proposed to replace "educating the customers" by "mutual information process" in order to take into account the active role that the customer could play in defining the device of the products that fitted their needs. It was pointed out that there was a need for understanding cost recovery related problems on both sides. With regard to core costs, the IATA Representative indicated that her Organisation wished that the contribution of the airline industry, i.e. to the provision of data to the meteorological community should be taken into account when the data was used for non-aeronautical purposes. It was indicated however that the communication costs for data provided by the airlines were generally charged to the meteorological service providers on a commercial basis.

Suggestions were made that the topical issue of quality control and the need to develop meteorological systems and services for the ICAO CNS/ATM including nowcasting as a task to be included in the Six Long term Plan for the Aeronautical Meteorological Programme. The Group concurred that the two suggestions warranted consideration for inclusion in the Six Long-Term draft.

12. ANY OTHER BUSINES

Two presentations delivered under this item included a report by the Group member from Australia on a method of verification of aviation significant weather forecasts and a report by the Group member from The Netherlands on an investigation into low level turbulence caused by buildings at Schippol Airport, in the Netherlands.

13. CLOSURE OF THE SESSION

After the customary exchange of courtesies, the Chairman closed the meeting at 12h32 on Friday 26 October 2001.

_____________________

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ANNEX I

WORLD METEOROLOGICAL ORGANIZATION______________________________

COMMISSION FOR AERONAUTICAL METEOROLOGY

WORKING GROUP ON THE PROVISION OF METEOROLOGICAL INFORMATION REQUIRED BY CIVIL

AVIATION (PROMET)

GENEVA, 22-26 OCTOBER 2001

CAeM/PROMET/Doc. INF. 1, REV.2

(25.X.2001)__________

ENGLISH only

PROVISIONAL LIST OF PARTICIPANTS

Chairman:

South Africa (core member) Mr Mike EDWARDSSouth African Weather BureauPrivate Bag X097PRETORIA 0001South Africa

Tel: 27.11.390.3756Fax: 27.11.970.3419E-mail: edwards@weathersa.co.za

Representatives:

Australia (core member) Mr David THOMASBureau of MeteorologyGPO Box 1289KMELBOURNE, VictoriaAustralia 3001

Tel: 61.3.9669.4033Fax: 61.3.9662 1223E-mail: david.thomas@bom.gov.au

Austria Dr Herbert PUEMPELInnsbruck Aeronautical Met ServiceAustrocontrolP.O. Box 976026 INNSBRUCKAustria

Tel : 43.5.17.03.4660Fax : 43.5.17.03.4646E-mail : herbert.puempel@austrocontrol.at OR acg.messe@eunet.at (mobile)

Belgium Mr Bart NICOLAIBelgocontrol – Service Météo

ANNEX I, P. 2Aéroport de Bruxelles National7th floorB – 1930 ZAVENTEMBelgium

Tel: 32.2.206.28.14Fax: 32.2.206.28.09E-mail: Bart_Nicolai@belgocontrol.be

MrJos LETENAir Staff BelgiumEversestraat Blok 1VSP/REQ/AIRC2-21140 BRUSSELSBelgium

Tel: 32.2.701.14.11Fax: 32.2.701.39.78E-mail: letenj@baf.mil.be

Brazil (core member) Mr Tetuo KITAMURAAv. General Justo 160Santos Dumont Airport20021-340 RIO DE JANEIROBrazil

Tel: 55.21.381.462.84Fax: 55.21.381.462.83E-mail: dmet@depv.gov.br

Mr Adahil F. GUSMÃORAFC Brasília, Cindacta ISHIS/QI05 Área EspecialNo. 12 – CEP 71.615.50055610-400 BRASÍLIA DFBrazil

Tel: 55.61.365.10.66Fax: 55.61.365.1134E-mail: adahil@space.com

Canada Mr Michael CROWEMeteorological Services of Canada373 Sussex Dr. OTTAWACanada K1S 1S4

Tel: 1.613.995.4976Fax: 1.613.992.4288E-mail: michael.crowe@ec.gc.ca

China (core expert) Ms Jianhua ZHOUMeteorological Division, Air Traffic ManagementNorth China Regional Administration of CAACP.O. 2272 ShiliheChaoyang DistrictBEIJING 100021China

ANNEX I, P. 3Tel: 86.10.6734.6207Fax: 86.10.6731.8477E-mail: qxc@atmb.cnt.cn

Egypt Mr Mohamed Z. MOHAMEDDirector, International Organizations andConferences DepartmentEgyptian Meteorological AuthorityKoubry El-QuobbaP.O. Box 11784CAIROEgypt

Tel: 202.684.98.60Fax:202.684.98.57E-mail

Mr Mohamed S. MOHAMEDDeputy, Cairo Airport Forecasting CentreCAIROEgypt

Tel: 202.415.73.48Fax:202.415.72.38E-mail

Finland Mr Martti MÄKELÄFinish Meteorological InstituteHead, Aeronautical Weather ServicesSouthern FinlandLentäjäntie 1.C01530 VANTAAFinland

Tel: 358.9.6151.3800Fax: 358.9.821.513E-mail: martti.makela@fmi.fi

France Mr Denis LAMBERGEONChef, Département des Missions AéronautiquesMétéo-FranceD21/Aéro1, quai Branly75340 PARIS Cedex 07France

Tel: 33.1.45.56.74.94Fax: 33.1.45.56.70.05E-mail: denis.lambergeon@meteo.fr

Mr Jean-Marie CARRIEREChef, Division Prévisions aéronautiquesMétéo-FranceDPREVI/Aéro42, avenue G. Coriolis31057 TOULOUSE CedexFrance

Tel: 33.5.61.07.82.37

ANNEX I, P. 4Fax: 33.5.61.97.82.09E-mail: jmc@meteo.fr

Mrs Frédérique MARTINIIngénieur, Département des Missions AéronautiquesMétéo-FranceD21/Aéro1, quai Branly75340 PARIS Cedex 07

Tel: 33.1.45.56.70.37Fax: 33.1.45.56.70.05E-mail: frederique.martini@meteo.fr

Germany Mr Klaus STURMDeutscher WetterdienstZemtralamtFrankfurter Strasse 135D-63067 OFFENBACHGermany

Tel: 49.69.8062.2897Fax: 49.69.8062.2014E-mail: klaus.sturm@dwd.de

Hong Kong, China Mr SHUN Chi-MingHong Kong Observatory134A Nathan RoadKowloonHONG KONG, China

Tel: 852.2926.8435Fax: 852.2375.2645E-mail: cmshun@hko.gov.hk

Ireland Mr David MURPHYHead, Aviation Services DivisionMet ÉireannShannon AirportSHANNON, Co. ClareIreland

Tel/Fax: 353.61.471.542E-mail: david.murphy@met.ie

Islamic Republic of Iran Mrs Sahar TAJBAKSHIslamic Republic of Iran Meteorological Organization (IRIMO)P.O. Box 13185-461TEHRANIslamic Republic of Iran

Tel: 98.21.229.1719Fax: - E-mail: sahar_taj@yahoo.com

Japan Mr Hiroshi ISHIHARASection Chief, Aeronautical Meteorology OfficeJapan Meteorological Agency

ANNEX I, P. 51-3-4, OtemachiChiyoda-kuTOKYO 100-8122Japan

Tel: 81.3.3212.8968Fax: 81.3.3212.8968E-mail: ishihara@met.kishou.go.jp

Kazakstan Mr Kamil KAMALETDINOVKazhydromet32 pr. AbayaALMATY 480072Kazakstan

Tel: 008.3272.62.46.05Fax: 008.3272.62.46.05, 62.87.12E-mail: kamaletdinov@nursat.kz

Kenya Mr Joshua G. WAIROTOKenya Meteorological DepartmentDagoretti Corner, Ngong RoadP.O. Box 30259NAIROBIKenya

Tel: 254.2.567.880Fax: 254.2.576.955E-mail: joshua.wairoto@meteo.go.ke

Latvia Mrs Alla ZilinaHead, Forecasting DepartmentLHMA165, Maskavas St. RIGA LV-1019Latvia

Tel: 371.703.2600Fax: 371.714.5154E-mail: avio.fcst@meteo.lv

Netherlands Mr Wil C.M. VAN DIJKOperational Observations DivisionRoyal Netherlands Meteorological InstituteP.O. Box 2013730 AE DE BILTThe Netherlands

Tel: 31.30.220.63.24Fax: 31.30.221.04.07E-mail: dijkvanw@knmi.nl

New Zealand Mr James TRAVERSMeteorological Service of New ZealandP.O. Box 7226015 WELLINGTONNew Zealand

Tel: 64.4.470.0731

ANNEX I, P. 6Fax:64.4.470.0801E-mail: travers@met.co.nz

Dr Neil D. GORDONPresident CAeMMeteorological Service of New ZealandP.O. Box 7226015 WELLINGTONNew Zealand

Tel: 64.4.470.0762Fax:64.4.499.1942E-mail: neil.gordon@met.co.nz

Portugal Mr Alberto MONTEIROIntituto de MeteorologiaRua C, Aeroporto1700 LISBOAPortugal

Tel: 21.840.20.22Fax: 21.847.43.33E-mail: alberto.monteiro@meteo.pt

Republic of Korea Mr Yong-Han LIMAeronautical Meteorology DivisionKorea Meteorological Administration460-18, Shindaebang-dong, Tongjak-guSEOUL 156-7210Republic of Korea

Tel: 82.2.842.2162Fax: 82.3.842.2161E-mail: yonghan@kma.go.kr

Russian Federation Mrs M.V. PETROVAGeneral DirectorRozhydromet's MeteoagencyNovovagankovsky Street123242 MOSCOWRussian Federation

Tel: 007.095.255.50.75Fax: 007.095.255.50.75E-mail: meteoag@mskw.mecom.ru

Ms N.I. ZHAROVADeputy ChiefAviation Weather DepartmentRozhydromet's MeteoagencyNovovagankovsky Street123242 MOSCOWRussian Federation

Tel: 007.095.255.24.20Fax: 007.095.255.24.95E-mail: aviaag@mcc.mecom.ru

Switzerland Mr Didier ULRICH

ANNEX I, P. 7Chef du Cente Météorologique de GenèveMétéoSuisse7 bis avenue de la Paix1211 GENEVE 2

Tel: 41.22.716.28.33Fax: 41.22.716.28.29E-mail: didier.ulrich@meteosuisse.ch

Ukraine Mrs Ganna I. DUDENKONational Centre for Aeronautical MeteorologyBorispol Airport08307 KIEVUkraine

Tel: 003.804.4296.7783Fax: 003.804.4296.7293E-mail: -

Mrs Nellya N. SCHERBINA (interpreter)National Centre for Aeronautical MeteorologyBorispol Airport08307 KIEVUkraine

Tel: 003.804.4296.7783Fax: 003.804.4296.7293E-mail: -

United Kingdom Mr Neil HALSEYMet OfficeRoom SG9, Sutton HouseLondon Road BRACKNELL, Berkshire RG12 2SZUnited Kingdom

Tel: 44.1344.856.268Fax: 44.1344.854.156E-mail: neil.halsey@metoffice.com

United States Mr Ron OLSONNOAA7220 NW 101st TerraceKANSAS CITY, Missouri 64153United States

Tel: 001.816.584.7239Fax: 001.816.880.0650E-mail: ronald.olson@noaa.gov

International Organizations:

ASECNA Mr Louis FINKE-FICTIMEASECNA75, rue de la Boétie75008 PARISFrance

Tel: 33.1.44.95.07.19

ANNEX I, P. 8Fax: 33.1. 42.25.73.11E-mail: finkelou@asecna.org

IATA Ms Aino LAAKSONENChief MeteorologistOperations Control/International RelationsFinnair Oyj, OHM/62FIN-01053 FINNAIRFinland

Tel: 358.9.818.5628Fax: 358.9.818.6700E-mail: aino.laaksonen@finnair.com

ICAO Mr Olli TURPEINENMeteorology SectionICAO999 University StreetMONTREAL, QuebecCanada H3C 5H7

Tel: 1.514.954.8219Fax: 1.514.954.6759E-mail: oturpeinen@icao.int

IFALPA Captain Jan ROZEMADomaine Le Grand DucF-06210 MANDELIEU LA NAPOULEFrance

Tel: 33.493.49.27.05Fax: 33.493.93.49.66E-mail: janrozema2@cs.com

WMO AMDAR TechnicalCo-ordinator

WMO Secretariat

Mr Jeff STICKLANDAMDAR Technical Co-ordinatorThe Met OfficeBeaufort ParkSouth RoadEasthampsteadWOKINGHAM, Berkshire RG40 3DNUnited Kingdom

Tel : 44.1344.855.018Fax : 44.1344.855.897E-mail : jeff.stickland@metoffice.com

Mr Eduard I. SARUKHANIANActing DirectorWorld Weather Watch Applications Department7 Bis Avenue de la PaixCP 23001211 GENEVASwitzerland

Tel: 41 22 730 82.21Fax: 41 22 730 8021E-mail: sarukhan@www.wmo.ch

ANNEX I, P. 9Mr N. Tata DIALLOChief, Aeronautical Meteorology UnitWorld Weather Watch Applications Department7 Bis Avenue de la PaixCP 23001211 GENEVASwitzerland

Tel: 41 22 730 8283Fax: 41 22 730 8021E-mail: ntdiallo@www.wmo.ch Diallo_n@gateway.wmo.ch

Mr Saad BENARAFAScientific OfficerAeronautical Meteorology UnitWorld Weather Watch Applications Department7 Bis Avenue de la PaixCP 23001211 GENEVASwitzerland

Tel: 41 22 730 84.08Fax: 41 22 730 8021E-mail: benerafa_s@gateway.wmo.ch

ANNEX II

WORLD METEOROLOGICAL ORGANIZATION____________________

COMMISSION FOR AERONAUTICAL METEOROLOGY

WORKING GROUP ON THE PROVISION OF METEOROLOGICAL INFORMATION REQUIRED BY CIVIL

AVIATION (PROMET)

GENEVA, 22-26 OCTOBER 2001

CAeM/PROMET/Doc. 2.1(1)

(26.II.2001)__________

ITEM 2.1

ENGLISH only

PROVISIONAL AGENDA

1. OPENING OF THE SESSION

2. ORGANIZATION OF THE SESSION

2.1 Adoption of the agenda2.2 Working arrangements

3. IMPLEMENTATION AND OPERATION OF THE WORLD AREA FORECAST SYSTEM (WAFS)

3.1 Current state of implementation of the WAFS3.2 Progress towards the final phase of the WAFS3.3 Volcanic ash

4. AUTOMATED METEOROLOGICAL OBSERVATIONS

4.1 Automated meteorological observing systems at aerodromes4.2 Implementation of the Aircraft Meteorological Data Relay (AMDAR) Programme

5. PREPARATION FOR THE NEXT CAeM/ICAO DIVISIONAL MEETING IN 2002

6. AERONAUTICAL METEOROLOGICAL CODES

7. TRAINING

8. REGULATORY AND GUIDANCE MATERIAL RELATED TO THE PROVISION OF METEOROLOGICAL SERVICES TO AVIATION

8.1 Restructuring ICAO Annex 3/WMO Technical Regulations [C.3.1]8.2 Amendment 72 to Annex 3/WMO Technical Regulations [C.3.1]8.3 Recent update of the Appendix - Model Charts and Forms of Technical Regulations [C.3.3]8.4 Implementation of quality systems and management

9. GUIDANCE MATERIAL ON AERONAUTICAL METEOROLOGICAL PRACTICES

10. LIAISON WITH OTHER WMO BODIES AND AVIATION USERS

11. WMO LONG-TERM PLAN FOR AERONAUTICAL METEOROLOGY

12. ANY OTHER BUSINESS

13. CLOSURE OF THE SESSION