(Raymond C Martin Jr) wrote in message . com...
(Louis Gentile) wrote in message om...
discussion.txt
Address:http://www.bluehill.org/discussion.txt Changed:2:43 PM on
Friday, September 24, 2004

The site above is a reminder of the observations of yester-year when a
much better description of weather was regularly available through the
surface observations and the greatest care was taken to avoid the most
trivial mistake. There were instances of updated forecasts due to data
that the trained observer recorded that is not easily detected by
satellite. I checked for observations from central and coastal Florida
over the past 48 hours. No on site lightning detectors at the sites I
checked. Equipment failure before wind gusts reach 60KT. My home
weather station can do better than that and it runs for thirty hours
after power failure - on triple A cells. Power blackouts - with no
back-up generator. How much does it cost to repair or install a
lightning detector? Is our government's debt so severe that we cannot
even afford a workable system and have fallen behind some other
nation's observation systems as a result? In the lower 48, plus
Alaska, I have to go ten, twenty, and thirty years back into the
logbooks in order to retrieve accurate and detailed surface
observations, especially when studying events related to thunderstorm
activity, nor'easters, blizzards and tropical cyclones.

Regards,
Lou

It is sad that the observations we had years ago are decreasingly
accurate today. Hopefully one day things will be back to the
standards they used to be. At the same time, we should probably
remember the thing's we've gained:

1 - Many more reporting stations, often in rather remote locations.

2 - More reliable reporting schedules... an automated station isn't
going to fall asleep or go home for breakfast...

3 - Increased accuracy in reports, including SLP, temperature, wind,
ceiling (below 12,000 feet), and rainfall...

Of course, there are some things that will take a while to improve,
including:

1 - Snowfall and snow rate.

2 - True sky cover.

3 - Precipitation type.

It will take some advancements in technology to get these items
reported more accurately.

One thing that is dissapointing is that at many airports that formerly
had part-time observers, they are still there but just monitoring the
system. The FAA has a rating system for airports based on observation
quality: (from http://www.faa.gov/atpubs/SWO/appendix_d.htm )

++++++++++++++++++++++++++++++++++++++++++++++++++ +++++++++

Service Level D

This level of service consists of an ASOS continually measuring the
atmosphere at a point near the runway. The ASOS senses and measures
the weather parameters listed below:
- Wind
- Visibility
- Precipitation/Obstruction to vision
- Cloud height and sky cover
- Temperature and dewpoint
- Altimeter
- Freezing rain capability
- Lightning reporting capability

KSMQ, Someset Airport, Somerville, NJ is an example of Service Level
D.

++++++++++++++++++++++++++++++++++++++++++++++++++ +++++++++

Service Level C

Service Level C consists of all the elements of Service Level D plus
augmentation and backup of the system by a human observer or an air
traffic control specialist on location nearby. The National Air
Traffic Controllers Association (NATCA), the group representing the
interests of the air traffic controllers, and the FAA have agreed that
at this level of service, the air traffic control specialists are
allowed the option of adding operationally significant remarks. Backup
consists of inserting the correct value if the system malfunctions or
is unrepresentative. Augmentation consists of adding the weather
elements listed below, if observed.

- Thunderstorms
- Tornadoes
- Hail
- Virga
- Volcanic ash
- Tower visibility
- Any reportable weather elements considered operationally significant
by the observer

During hours that the observing facility is closed, the site reverts
to Service Level D.

++++++++++++++++++++++++++++++++++++++++++++++++++ +++++++++

Service Level B

Service Level B consists of all the elements of service levels C and D
plus the elements listed below, if observed.

- Longline RVR* at precedented sites (may be instantaneous readout)
- Freezing drizzle versus freezing rain
- Ice pellets
- Snow depth and snow increasing rapidly remarks
- Thunderstorm and lightning location remarks
- Observed significant weather not at the station remarks

++++++++++++++++++++++++++++++++++++++++++++++++++ +++++++++

Service Level A

Service Level A consists of all the elements of service levels B, C
and D plus the elements listed below, if observed.

- 10 minute longline RVR* at precedented sites or additional
visibility increments of 1/8, 1/16 and 0
- Sector visibility
- Variable sky condition
- Cloud layers above 12,000 feet and cloud types
- Widespread dust, sand and other obscurations
- Volcanic eruptions

++++++++++++++++++++++++++++++++++++++++++++++++++ +++++++++

Much more information can be found he
http://www.faa.gov/atpubs/SWO/index....0OF%20CONTENTS

=====
Raymond C. Martin, Jr.
Associate Meteorologist, AccuWeather Inc.- http://www.accuweather.com/
New Jersey Expressways and Tollways - http://www.njfreeways.com/
Ray's Winter Storm Archive - http://www.njfreeways.com/weath

Thanks for the info and the site. I've already noticed some changes
regarding coding:

(c)**For BCFG (fog patches) to be coded, fog shall randomly cover part
of the station, extend to at least 6*feet above the ground, with the
apparent visibility in the fog patch or bank less than 5/8SM while
visibility over other parts of the station is greater than or equal to
5/8SM

Now the older one from 1999 as shown in the Aviation and Weather
Services manual shows the following.

BCFG or PRFG: used to indicate patchy fog or partial fog only if
prevaiing visibility is 7 SM or greater. (no longer in use)

This was not the only change that was made and I like to keep up with
these changes. Thanks again for the site.

Regards,
Lou