Page 18 - 2018-Issue2

MODERN WEATHER INFORMATION 18

Captain Klaus Sievers began flying commercial aircraft for
Lufthansa in 1979. From 1995 to 2016 he was a Captain on Boeing
747. During his career, Klaus developed a deep respect for Mother
Nature, and through practical experience and self-directed study,
he has gained a profound understanding of aviation weather in
all its forms. Captain Sievers is in charge of the special interest
group on Weather at Vereinigung Cockpit (German Airline Pilots’
Association). He was the principal author of the ECA paper Pilots’
Vision on Weather, and represents IFALPA on the ICAO MET
Panel.

One of the main symptoms of the problem is that meteorolo- Enhanced efforts are needed in the continued education of
gists generally don’t communicate with line pilots on expected pilots about modern Met ideas (uncertainty, ensemble-forecast-
weather anymore. The provision of weather in an easily readable ing, and decision support tools). Forecasts and displays need to
form, the promulgation of easily-digestible graphical displays be improved in line with the exponential growth of computing-
does not seem to be a high priority, although pilots need just that. power and observational capabilities, e.g. by satellites, ground
Furthermore, the more challenging environment of today calls stations or down-linked in-situ measurements by aircraft.
for the re-establishment of the knowledge transfer quality of a Meteorologists provide TAF forecasts, (in traditional
MET- briefing. alphanumeric code, TAC) and information about future weather
Considering the very limited time available during briefing on SigWx charts. Nearly all the relevant information is available
and in flight, meteorologists and regulators should make it their as data in some form. There are no current standards for the
priority to engage in the improvement and provision of weather display of these data to pilots. Research on such standards with
data on displays and printouts in human-readable form. The the goal to improve the situational awareness of pilots by tailored
design of charts of easily-digestible graphical displays needs to forecasts, and tailored display formats, needs to be done.
involve met experts to avoid the risk of loss of meteorological To summarize, data are available in large quantities, but little
information. R&D needs to move to operational use much faster, has been done to ensure that human users are receiving
especially with regards to the development and standardization information that is easily understood in a clear, simple, and
of graphical displays with the most effective in the transfer of unambiguous way. The situation in the development of standard-
information contained in the data to pilots. ized information displays and their transmission is near
Several providers are developing EFB applications. A path stagnation. We urgently need good, actionable information in
towards making these available to airline pilots within the modern form, available in the cockpit.
regulatory framework is being built, but progress is slow. Matters According to findings of the 2016/2017 Commission for
are complicated, especially when a practicable form of usability Aeronautical Meteorology (CAeM) global survey on aeronautical
and quality control for the applications is considered. Neverthe- meteorological service provision, the CAeM Newsletter of
less, design guidelines for weather displays used by pilots need to September 2017, there is a very wide variety, globally, in the
be developed and improved, and guidance on colorful displays organisation of weather information provision. This variety
and printouts in a WMO Manual. Appropriate guidance, e.g. should not hinder the flow of modern weather into the hands of
ICAO DOC 8896, Handbook of Meteorological Practice, and the pilots. It is, however, well beyond the means of any organisation
ICAO DOC 10020, EFB Manual, needs to be enhanced. like IFALPA to affect improvements uniformly on a global scale.
Pilots have a limited amount of time during which to perform It is hoped that the WMO, as a global organisation, can enhance
a prescribed curriculum of continuing education: aircraft standards and drive developments to ensure that the available
systems, procedures, human factors. Met does not have a very Met-data can be visualized so that pilots can fly safer, with
high priority here, and a more active role of meteorologists would improved situational awareness.
be very welcome. This engagement could take place not only at
ICAO but also with the regulatory Civil Aviation Authorities to
ensure they embed comprehensive Met curricula in their initial This article is adapted from a presentation delivered at the World
training rules and regulations. Additionally, a program of Meteorological Association (WMO) Aeronautical Meteorology
continuing met education for pilots should be established within Scientific Conference 2017 in Toulouse, France.
the regulatory framework.

InterPilot | The Safety and Technical Journal of IFALPA ISSUE 2 | 2018