The process of commissioning an ASOS system starts at or shortly after the ASOS is accepted by the government. During this pre-commissioning process, the NWS and FAA evaluation officials evaluate and document: 1) the performance of the ASOS, 2) the readiness of the operational and maintenance personnel to utilize and support the ASOS in routine operations, and 3) the release of notifications to the local meteorological/aviation communities. The evaluation results are reviewed at NWS/FAA local and regional organizational levels before being forwarded to the NWS Headquarters to determine whether the commissioning of the ASOS should occur.
The purpose of this evaluation methodology was to verify the adequacy of the ASOS commissioning process. The analysis is in two parts, the site survey and the pre-commissioning data.
The ASOS Re-Assessment Team evaluated the pre-commissioning process and reviewed the site survey reports and commissioning data packages from eight ASOS sites (see Table 3.5-1). The airport name and the commissioning date of the ASOS are included. Figure 3.5-1 shows a map of the ASOSs included in the Pre-Commissioning Data Analysis Methodology.
The analyses consisted of reviewing and evaluating the data for completeness, discrepancies encountered and the methods in which the discrepancies were corrected, regional concerns, users’ concerns, training issues, certification of operators, and education of the users. The documentation for each site was also reviewed and evaluated to verify that the pre-commissioning process was consistent and in accordance with NWS policies and procedures.
The site packages were reviewed to verify that all applicable documents were on-site, such as:
ASOS Ready Reference Guide
ASOS Users’ Guide
ASOS Software Users’ Manual
Federal Meteorological Handbook No. 1 (NWS)
The evaluation of the NWS pre-commissioning process consisted of reviewing and evaluating the site specific information packages. Each site package was evaluated for
the accomplishment of:
Site survey analysis
Sensor siting criteria,
Operational and maintenance documentation,
Maintenance capability,
Availability of properly trained operators,
Satisfactory performance of site interface,
Proper functioning of service backup capabilities,
Proper functioning of augmentation capabilities,
Site specific problem resolution,
System problem resolution,
Regional and national "work-arounds"
The following assumptions were taken from the NWS ASOS Site Component Commissioning Plan, July 1996.
The new Federal Meteorological Handbook No. 1 does not adversely impact the site component commissioning of NWS sponsored ASOSs.
Planned upgrades of commissioned ASOSs (e.g., freezing rain sensor) will not require a "re-commissioning" of the ASOSs.
Agreement with the FAA regarding their participation in the commissioning of NWS sponsored ASOS may change.
Upgrades and replacements of ASOS hardware and software during the fielding of ASOS will not require a re-commissioning of retrofitted sites; such as:
System changes that impact the ASOS configuration be documented and attached to the commissioning report.
Any significant differences in the representativeness of the ASOS observation with local conditions are documented.
ASOSs commissioned with "work-arounds" will not require a re-commissioning when the work-arounds are eliminated as a result of improved ASOS capabilities or replaced with operational procedures common to all sites.
The ASOS configuration (hardware and software) commissioned at an ASOS site will be documented by the NWS Configuration Management Section, Office of Systems Operations, and documentation retained to define the baseline configuration for the site.
Any changes to NWS or FAA operational requirements for ASOS will not adversely impact or require a re-commissioning of commissioned ASOSs.
The NWS provided the following data for each requested ASOS site:
ASOS Site Component Commissioning Evaluation Packages
Site Survey Reports
Work-Arounds
AAI/SMI Site Specific Documentation
Several months prior to the pre-commissioning process, a site survey is performed at each ASOS site. The National Weather Service (NWS) subcontracts the task of the site survey to an engineering company that specializes in performing these functions. The purpose of the site survey is to select the most suitable site for the location of the ASOS sensor group. The contractor evaluates the ASOS sites and verifies that the selected/recommended locations meet the requirements of the FAR Part 77 and Office of the Federal Coordinator for Meteorology (OFCM) siting criteria.
The resulting design analysis and rationale for the selected locations from each site survey report is summarized below:
The planned ASOS site is located at Yeager Airport, Charleston, WV. The airport is approximately three miles east of downtown Charleston. Airport access is available from State Route 114 to Airport Road.
A combined sensor group will be used at Yeager Airport. Various sites were considered.
The first site surveyed was behind the glide slope antenna tower for Runway 05. FAA criteria states that an ASOS wind tower may not exceed the height of an existing glide slope antenna tower. Because the antenna tower at Runway 05 is approximately 12 feet high and the minimum NWS recommended wind tower height is 26 feet to the sensors, an installation behind the glide slope antenna was not recommended.
The second site considered is 400 feet southeast of the Runway 05-23 centerline and 1000 feet southeast of the end of Runway 23. The site is not recommended because of an excessively long power run and uneven, sloping, wooded terrain.
The recommended site is 400 feet northwest of the Runway 05-23 centerline and 166 feet southwest of the threshold of Runway 23. There are trees located northwest of the sensor group site within a 500 foot radius. These trees need to be removed or topped so that the wind sensors are a minimum of 18 feet higher than the tops of the highest tree. Power is available to this location from an existing FAA transformer near the localizer antenna, approximately 175 feet away from the planned sensor group location. The site could not be located at a sufficient distance from the runway centerline to meet FAR Part 77 obstruction criteria because the terrain drops approximately 750 feet from the runway centerline.
It is recommended that the wind speed and direction sensors be mounted at a height of 26 feet above finished grade to minimize the penetration into the 7:1 transitional surface.
The airport is located in mountainous terrain with steep slopes falling from approximately 200 feet outside the edge of the paving on most of the runways and taxiways. The recommended site does not meet FAR Part 77 or proposed OFCM siting criteria because the wind tower extends into the 7:1 transitional surface. Because of the terrain at the airport, the recommended site is the best available location to provide weather observations representative of the primary approach touchdown zone, Runway 23.
The planned ACU location is in the AFOS Room of the NWS Office. This area is secure and close to power and Telco Demarc locations.
The planned ACU UHF antenna location is on the old ASR platform. This location is chosen because sufficient line-of-sight rapid transmission coverage cannot be obtained from the roof of the NWS Office. The National Guard Hangar and terrain block the line-of-sight from the NWS Office. The cabling distance from the NWS Office to the old ASR platform is approximately 425 feet. The antenna cable could be directly buried from the NWS Office to the old ASR platform and routed up to the platform leg in conduit to the antenna location.
The planned ASOS site is located at Will Rogers World Airport, Oklahoma City,. OK. The airport is approximately six miles southwest of downtown Oklahoma City. Airport access is available from interstate 44 or by Meridian Avenue.
A combined sensor group will be used at Will Rogers World Airport. Various locations were considered.
Glide slope shadows for both Runways 17R and 35R were evaluated as potential sites. However, due to a change in FAA siting criteria the glide slope vicinity has to be avoided. The FAA has Will Rogers World Airport included in their next generation RVR Program.
The primary bad weather approach at the airport is to Runway 35R. The area defined by the proposed OFCM siting criteria, 1,000 to 3,000 feet from the primary bad weather approach runway end were evaluated. The first location chosen is scheduled for an aircraft maintenance facility and is not shown on the Airport Layout Plan (ALP) Rev. 3, Jan 1990. However , the airport provided information that this will happen in the next several years and therefore, the site was not recommended. The west side of the end of Runway 35R was also evaluated. Due to lack of both usable power and access, as well as the approach surface for Runway 31, it was not recommended.
Since siting adjacent to the primary bad weather approach proves to be difficult, the unnecessarily restrictive option of the proposed OFCM criteria will be utilized.
The recommended site is at the existing NWS and FAA LLWAS certified site. The planned ASOS site is 20 feet north and 25 feet east of the existing LLWAS wind tower. This location is approximately 900 feet SW of RWY 13-31 centerline and approximately 1550 feet east of RWY 17R-35L centerline. The site complies with the FAR Part 77 siting criteria. Power is available from an existing utility company transformer and meter located approximately 300 feet south of the centerfield site.
The NWS Office Building was surveyed for the ACU location. The building is owned by the Oklahoma City Airport Trust and is located on Meridian Avenue. The planned ACU location is in the Operations Room, as discussed with the NWS Official in Charge (OIC). Power is available through the existing wireway to the ceiling. The Telco Demarc is located east of the Operations Room on the east building wall, in the Telco Room. Access to the ACU is by an existing 2-inch conduit in the floor. The ACU telephone cable, which is provided and installed by the equipment installer, will be routed from the ACU in an existing trench duct and a 2-inch conduit in the floor to the Telco Demarc in the Telco Room, a distance of approximately 40 feet. If these wireway capacities are not great enough, the cable should be routed to the Telco Demarc in the ceiling space.
The ATCT and Base Building were analyzed for the availability of Demarc locations. The ACU will transmit its information to the ATCT by telephone lines due to the lack of control cables from the NWS Office. The Telco Room is located on the ground floor at the center of the Base Building. Access to the ATCT is available from the Telco Room by cable tray, conduit and cable shaft.
The ACU radio antenna, which is provided and installed by the equipment installer, will be mounted on the roof of the NWS Building. Coaxial cable will be routed into the existing conduit and ceiling space, then to the planned ACU location, a distance of approximately 130 feet. The antenna location will provide adequate line-of-sight to the Data Collection Package (DCP).
The planned ASOS site is located at Miller Field, Valentine, NE. The airport is approximately one mile south of downtown Valentine. Airport access is available form Hall Street via Highway 20.
A combined sensor group will be used at Miller Field. Various locations were considered.
The recommended location for the combined sensor group is in an open area approximately half way between the end of Runway 02 and Runway 13. The site is 530 feet southwest of the Runway 13-31 centerline and 765 feet southeast of the threshold of Runway 13. The site is in a level, unmaintained section of the field with two-foot high grass. The grass shall be maintained at a 10 inch maximum height within a 100-foot radius around the sensor group. Access to the site is possible by crossing the field from the City of Valentine's Water Well No. 8. An unimproved access lane runs parallel to the western property line of the airport to Water Well No. 8.
A power meter on the north side of Water Well No. 8 is the recommended power source for the sensor group. This provides the shortest required power run to the sensor site. Emergency power is not available at this location. Line-of-sight exists to the planned ACU antenna location. This is the preferred site of the Airport Manager. The site meets FAR Part 77 and proposed OFCM siting criteria by using the unnecessarily restrictive option.
The unnecessarily restrictive option is used because the planned site falls outside the preferred OFCM siting window area of 1,000 to 3,000 feet from the primary bad weather approach Runway 31. Placing the site within the preferred siting area is not allowable due to the proximity of Runway 02-20. The Airport plans to relocate and extend Runway 02-20 south of the existing Runway 02-20 preventing placement of the sensors in that region. Due to airport development and associated wind obstructions northeast of Runway 13, placing the sensors in that area is not feasible. The site recommended will provide weather information representative of the primary, bad weather runway touchdown zone.
An alternate site was considered in the area northeast of the Runway 13-31 and northeast of where the eastern airport property line jogs southeast toward the end of Runway 31. The area is in an unmaintained section of the field. Two-foot high grass and weeds grow throughout the area. Access to the area is possible by crossing the field from Runway 13-31. Power for the site would have to be run from an existing FAA transformer near the end of Runway 31. The power run required would be approximately 2,000 feet. Line-of-sight exists to the planned ACU antenna location. This site meets FAR Part 77 and proposed OFCM siting criteria. This area is not recommended because of the extremely long power run, and because of the Airport Manager's preference of the recommended site.
The planned location of the ACU is in the northwest corner of the NWS Office in the Administration Building. This location is secure, climate-controlled, and is easily accessible to NWS technicians. Power will be provided from a new enclosed circuit breaker in the Utility/Storage Room. The City of Valentine pays for power to the Administration Building. The NWS power costs are included in the lease payments they make to the city. No change in that agreement is anticipated for the addition of the ACU.
Due to lack of existing control cables on the airport, a UHF radio data link will be required at this installation. The ACU UHF radio antenna will be located on the western peak of the Administration Building roof. This provides a short cable route and line-of-sight to planned sensor site.
The planned ASOS site is located at Palm Beach International Airport, West Palm Beach, FL. The airport is approximately three miles west of downtown West Palm Beach. Airport access is available off the Belvedere Road. Access to the National Weather Service (NWS) and the ATCT is available off the Southern Boulevard.
A combined sensor group will be used at Palm Beach International Airport. Two sites were considered due to traffic patterns and airport improvement plans.
The first site considered was in the glide slope area for Runway 09L. This site is not recommended due to the fact that a shorter 30-foot overall tower would be required instead of the normal 37-foot overall tower. The glide slope sits beside an old abandoned runway, which will be removed in the near future. The removal of this runway could coincide with ASOS installation. Power is available from an existing utility meter at the site and line-of-sight is available to the planned ACU location in the NWS Office.
The second site considered and recommended is to the east of the existing Electrical Vault, near centerfield. This site meets FAR Part 77 and proposed OFCM citing criteria. The placement of the sensors also takes into account the proposed Taxiway Safety Area (TSA). Power is available from the Electrical Vault and line-of-sight is available to the NWS Office. Future plans show the relocation of the Electrical Vault due to the construction of the extension to Taxiway "M". Coordination is needed with airport personnel for possible changes due to the relocation of the Electrical Vault.
The ACU will be located in the NWS Office in the Operations Area. This area is secure and readily accessible to the NWS. Power and Telco Demarc are also in close proximity to the planned ACU location.
A UHF radio link will be used from the sensors to the ACU. The ACU antenna will be located on a new antenna mount on a leg of the WSR tower. The cable run from the antenna to the ACU is approximately 90 feet.
Control cable currently exists from the NWS Building to the ATCT via the Remote Transmitter Receiver (RTR) site. Future plans may include the relocation of the RTR site, which could eliminate this cable route unless the cables are spliced and reburied. If this cable route is unavailable at the time of installation, Telco lines will be used from the NWS to the ATCT.
The planned ASOS site is located at Allen C. Thompson Field, Jackson, MS. The airport is approximately seven miles east of downtown Jackson. Airport access is available from Interstate 20 via Mississippi Highway 475.
A combined sensor group will be used at Allen C. Thompson Field. Various locations were considered.
The glide slope installation at Runway 15L was surveyed first. This site has ample power available and emergency power is available from and FAA generator located north of the runway. Access to the site is by a gravel road. This site meets OFCM and FAR Part 77 siting criteria . A Runway Visual Range (RVR) is also located at this installation.
The primary site considered is an area approximately 870 feet northeast of the NWS Building near the existing segmented circle. This location is an open area with grass-type vegetation. Topography of the site is relatively flat. This site meets OFCM and FAR Part 77 siting criteria. Due to the relative closeness of the sensor site to the ACU location, control cables will be used at this installation for communications from the Data Collection Package (DCP) to the ACU. Power for the site will come from an existing power panel in the NWS Equipment Room and routed out of the building to the site along with the control cables.
The planned ACU location is in the Operations Room of the NWS Building. This location provides a secure, climate-controlled environment for the ACU. It is in close proximity to power, FAA and Telco Demarc.
The planned ASOS site is located at Reno Cannon International Airport, Reno, NV. The airport is approximately three miles southeast of downtown Reno. Airport access is available from Interstate 580.
A combined sensor group will be used at Reno Cannon International Airport. Various locations were considered.
The first locations considered are near the primary touchdown at Runway 16R. The option of placing the sensors at the glide slope installation near the existing wind tower was ruled out due to FAA criteria regarding a glide slope with an existing or future Runway Visual Range (RVR). The parallel Runway 16L-34R occupies the area east of Runway 16R, which is to be upgraded to a precision runway in the near future. Runway 16L-34R and its critical areas do not allow siting in this region. The open area northeast of the end of Runway 16L is the proposed site for the relocation of the Airport Surveillance Radar (ASR).
The existing Terminal Building occupies the west side of Runway 16R, apron area, Fixed-Base Operator and the Nevada Air National Guard Facilities. An acceptable site was not available in this area.
The west side of the airport near the end of Runway 25 was considered. The existing golf course and building north of the end of Runway 25 have eliminated this area. The region south of the end of Runway 25 is primarily designated to future construction plans and the existing ASR critical area. A possible location exists south of the end of Runway 25 between Boynton Slough and the property line fence. This will remain as an alternate site.
The recommended ASOS combined sensor group location is on airport property west of the end of Runway 34L between Gayle and Karen Streets. It is 820 feet west of the Runway 16R-34L extended centerline and 950 feet south of the displaced threshold of Runway 34L. The area is open and flat with grass-type vegetation. Access to the site is available from Karen Road. To provide the required line-of-sight to the planned ACU location in the ATCT, trees directly north of the site will be removed by the airport prior to equipment installation.
This configuration is in compliance with FAR Part 77 criteria. It also satisfies the proposed OFCM siting criteria, evoking the unnecessarily restrictive option. The site is located outside the recommended 1000 to 3000 foot window from the primary approach. Existing buildings and future development precluded following the basic siting criteria; however, the site offers excellent meteorological exposure.
Various power sources were considered at each of the surveyed areas. The power source for the east end of Runway 25 would be from an existing pole-mounted transformer that feeds the VASI. This source is not Federal power at the transformer; therefore, it would require new service to be installed by the power company. Power for the primary location at the west end of Runway 34L had several possibilities. The first power source considered is at the Localizer Shelter. This government power source is ample for the sensor group’s 3 KVA load. This source was ruled out due to an excessive power run which would result in a higher site cost. Two pole-mounted transformers were considered. One is located southwest of the planned ASOS site on Pamela Avenue and the other is south of the site by the Storage Facility Area. Both proved to be equal possibilities except that the one near the Storage Facility Area is much closer to the site. This location is considered to be the primary power source. This is not government power so it will be necessary to coordinate with Sierra Pacific Power Company for installation of a new service.
The ATCT, AFSS and NWS were surveyed for the ACU location. It was made known at this time that NWS was moving four miles off the field in the near future. For this reason, the NWS was not given further consideration. The AFSS was surveyed and an area in the Equipment Room was considered. This area is close to power and the Telco/FAA Demarc as well as being environmentally controlled. The Equipment Room in the ATCT Base Building, adjacent to the BRITE equipment bench was also surveyed. This location is considered to be the primary location due to the close proximity of Telco and Demarc, power panel and the planned CVD displays in the TRACON/Operations Room. The area is environmentally controlled and is situated on a computer floor, thus allowing easy cable runs.
The ACU UHF antenna will be located on the existing antenna rail on the ATCT roof. The Contractor will provide the antenna mounting brace. The communication cable will be routed through an existing weatherproof penetration and down to the planned ACU location accessing the tower cable chase.
A site survey was performed on February 15, 1996 with a pre-survey meeting held at 9:00 a.m. in the Air Traffic Control Tower, Second Floor Conference Room for the purpose of siting an ASOS Meteorological Discontinuity Sensor Group. Siting criteria was defined and discussed and a sensor group site as selected.
The planned Meteorological Discontinuity Sensor Group site is located 700 feet west of Runway 14-32 centerline and 2170 feet north of the end of Runway 14. The site is relatively flat on a slight grade. Preferred access to the site is from the Budget Car Rental lot located on Taft Road, through a controlled access pedestrian gate to be installed in the adjacent airport perimeter fence. Permission for use of the lot as a thruway is to be requested by airport management.
Relocation of the ACU antenna a distance of approximately five feet is required to meet line-of-site criteria for both the Meteorological Discontinuity and Combined Sensor Group DCPs.
The planned ASOS site is located at Roswell Industrial Air Center, Roswell, NM. The airport is approximately three miles south of downtown Roswell. Airport access is available from Main Street South.
A combined sensor group will be used at Roswell Industrial Air Center. Various locations were considered.
A location was considered adjacent to the existing centerfield wind tower near the ATCT. Topography of the area is relatively flat and open with low-growing desert grasses and no obstructions. Access to the site is provided from the ATCT access road and across open field. Good line-of-sight exists to the FAA/NWS Building, the planned ACU location. Power is also available from the ATCT. The site meets FAR Part 77 and the OFCM siting criteria utilizing the unnecessarily restrictive option. This option is invoked because the site falls outside the recommended siting window, an area measuring 1000 to 3000 feet down the runway from the primary threshold and 750 to 1000 feet perpendicular either side of the runway centerline. The site lies over 8000 feet from the primary touchdown, Runway 21. This centerfield location will serve as an alternative because it provides representative weather observations for all three runways.
Another location considered but not recommended lies adjacent to the Direction Finder (DF) Facility, approximately 1200 feet southwest of the ATCT. Topography of the area is relatively flat and open with low-growing desert grass over deteriorated asphalt paving and no obstructions. Access is provided from the DF access road and across an open field. It is a good line-of-sight facility. The site meets FAR Part 77 and proposed OFCM siting criteria utilizing the unnecessarily restrictive option. This site is not recommended because it lies over 9000 feet from the primary touchdown.
A third location considered but not recommended lies approximately 500 feet south of the Runway 21 Glide Slope Facility. Topography of the area is relatively flat, open, free of wind obstructions, and is covered with desert grasses. Access to the site is provided from the abandoned north-south runway and over open field or from the glide slope access road. Line-of-sight to the FSS/NWS Building is obstructed by large hangars. Power is also available from siting criteria. The site is not recommended because no solution to the line-of-sight problem could be found.
The recommended location for the combined sensor group lies in the wavered shadow region, immediately behind the Glide Slope Facility for the approach to Runway 21. The specific location is 510 feet southeast of the Runway 03-21 centerline and 1225 feet southwest of the threshold of Runway 21.
Topography of the area is relatively flat, open, free of obstructions, and covered with short desert grasses. Access to the site is available from the existing glide slope access road from the abandoned runway. Line-of-sight to the FSS/NWS Building and the planned ACU location is partially obstructed by trees and may require placement of the ACU UHF radio antenna in a 5 to 10-foot mast located on the FSS/NWS Building roof or a height necessary to achieve line-of-sight between the FSS/NWS Building and the sensor group DCP. It may also be necessary to periodically top existing area foliage to maintain appropriate heights. The site meets FAR Part 77 when utilizing a 26-foot wind tower 30-foot obstruction height, which places the wind tower beneath the existing glide slope tower height at 32 feet. The site also meets proposed OFCM siting criteria and was the preferred site by the NWS, FAA and airport representatives present at the time of survey.
An existing 15 KVA FAA transformer, located at the Runway 21 Glide Slope Shelter, was surveyed and selected as the power source for the sensor group. This represents an adequate and reliable power source with a short power run of approximately 60 feet. The FAA and NWS representatives present at the sight concurred with this selection.
The existing runway lighting system was also considered as a power source for the sensor group. It is not recommended because it is not a continuous power source and may not have the capacity to serve the ASOS equipment.
There are no other available and adequate power sources known to exist within approximately 1400 feet of the planned sensor group location.
The NWS Storage Room, located on the first floor of the FSS/NWS Building, was surveyed and selected as the recommended location for the ACU. The area is secure, climate-controlled and in close proximity to power, Telco and FAA/NWS Demarc.
Due to the lack of existing control cables from the sensor group site to the FSS/NWS Building, a distance of approximately 5700 feet, it was decided to use a UHF radio link.
The FAA Equipment Room, located on the first floor of the FSS/NWS Building, was surveyed as a location for the ACU. It is not recommended due to the lack of available space and future FAA plans for the area.
The Air Conditioning Room, located on the sixth floor of the ATCT, was also surveyed as a location for the ACU. It was not recommended because a new ATCT was scheduled to replace the existing ATCT by April 1995.
In evaluating the site survey reports it was determined that the contractor performing the site surveys performed the tasks in a complete and thorough manner.
The contractor evaluated all possible locations at the sites for their applicability/adherence to the obstruction of requirements of the FAR Part 77 and Office of the Federal Coordinator for Meteorology (OFCM) siting criteria requirements. Site location recommendations were made on the best available field location.
Where necessary, the contractor made additional recommendations for site preparations to bring the recommended locations up to meet the requirements of FAR Part 77 and OFCM siting criteria.
At one site (Charleston, WV), the contractor indicated that no location on the airport met the obstruction requirements of FAR Part 77 or the OFCM siting criteria. The recommended location at this site was the best of the non-conforming locations at the airport.
The NWS has the primary responsibility for commissioning both NWS and FAA sponsored sites. FAA participation is required in the commissioning of FAA sponsored sites.
Prior to commissioning, ASOS sites are evaluated for an extended period of time. The ASOS sensor group is installed and allowed to operate with power applied for several months prior to the pre-commissioning stage. The actual pre-commissioning operational evaluation period of an ASOS site is 30 to 60 days. During the pre-commissioning process, the systems are upgraded with the latest software and hardware. The process includes operational assessment of the following evaluation elements:
This element was evaluated for on-site acceptance, sensor siting, initialization parameters, sensor performance verification, and field modification kits installed.
This element was evaluated for operator documentation, user documentation, NWS surface observation handbook, maintenance manuals, maintenance phone numbers, forms, dial-in phone numbers, station duty manual, and user notification/technical coordination.
This element was evaluated for operator training materials, operator familiarization training, and operator proficiency training.
This element was evaluated for support arrangements, maintenance capability, maintenance access/information, physical security, and safety.
This element was evaluated for operator interface device (OID), video display unit (VDU), tower interface complete, observation notification device (OND), printer, ACU ports, and GTA radio or ATIS interface.
This element was evaluated for 1-minute displace and messages, TA/TP/TS messages, summary data, and representative observations.
This element was evaluated for backup procedures, backup equipment, and backup personnel resources, backup observer proficiency, backup communications, terminating SAWRS agreement, and unstaffed site quality control responsibilities.
This element was evaluated for augmentation procedures, augmentation personnel resources, and augmentation observer proficiency.
The evaluation elements were evaluated primarily for their adherence to the requirements of NWS ASOS Site Component Commissioning Plan and the commissioning of the sites with ‘work-arounds’.
Work-Arounds: A specific operational procedure implemented, on a temporary basis, to address identified commissioning concerns. Work-arounds are classified as either national or regional. National work-arounds are used in cases where planned ASOS capabilities (freezing rain or multiple sensor groups, for example) are not in place at the time of evaluation. Regional work-arounds are used in cases where the NWS region chooses to adopt procedures to address local operational concerns, climatological summaries or spare shortages, for example.
The data in the Table 3.5-2 was collected from the ‘ASOS Site Component Commissioning Evaluation Package’ from each site under the Pre-Commissioning Analysis Study. The information indicates the areas where the sites were commissioned with ‘work-arounds’. As previously indicated in the assumptions, ASOSs commissioned with "work-arounds" will not require a re-commissioning when the work-arounds are eliminated as a result of improved ASOS capabilities or replaced with operational procedures common to all sites.
N-001 Freezing Rain sensor not installed. Freezing rain will be augmented during staffed hours until the sensor is installed.
N-003 Heating Tipping Bucket modifications not installed. The existing Universal gage will continue to be used until modifications are installed.
CR-001 WS Form F-6 will be maintained locally until ASOS climatological data is revised to NWS standards.
ER-001 WS Form F-6 will be maintained locally until ASOS climatological data is revised to NWS standards.
ER-002 The ASOS spares kits lack some approved parts. Should failure occur that requires one of these parts, it would have to be ordered from NLSC. This may effect restoration times.
ER-003 (SYR) An RS232 splitter has been installed on the output of the ASOS which allows the observation to be automatically transmitted onto the AWIS (circuit to the tower). The NWS staff will use the NWS OID to enter tower visibility when provided by the FAA tower site.
ER-003 (CRW) Until an FAA OID is installed, and operational training of tower personnel has been completed, the NWS observer will use the OID to enter tower visibility, when provided by the FAA.
ER-004 WSOH, Chap 11 requires back-up for local voice recorded messages. The capability to fulfill this requirement is not in place. NWS Headquarters to provide guidance.
WR-002 WS Form F-6 will be maintained locally until ASOS climatological data is revised to NWS standards.
WR-004 Until an FAA OID is installed, and operational training of tower personnel has been complete, the NWS observer will use the OID to enter tower visibility, when provided by the FAA.
SR-001 WS Form F-6 will be maintained locally until ASOS climatological data is revised to NWS standards.
SR-002 The ASOS spares kits lack some approved parts. Should failure occur that requires one of these parts, it would have to be ordered from NLSC. This may effect restoration times.
SR-003 WSOH, Chap 11 requires back-up for local voice recorded messages. The capability to fulfill this requirement is not in place. NWS Headquarters to provide guidance.
SR-004 Until an FAA OID is installed, and operational training of tower personnel has been completed, the NWS observer will use the OID to enter tower visibility, when provided by the FAA.
SR-004 (ROW) The observer will augment for thunder as per FAA Order 7900.5A during staffed hours. When no staff is available, observations from this site will include a "TSNO" remark to indicate that thunderstorm information is not available.
SR-005 Until 1) an OID is installed or 2) ASOS is interfaced to SAIDS or 3) an AFOS is interfaced to SAIDS, the NWS staff will enter the transmitted ASOS observations on the AWIS for local dissemination.
Note 1 WS Forms A-1 and A-3 will be entered into the Station Information System (SIS) by the Regional Office following the commissioning of the ASOS.
Note 2 FAA ADAS/GS-200 not used at this site.
Note 3 WSOH, Chap 11 requires back-up for local voice recorded messages. The capability to fulfill this requirement is not in place. NWS Headquarters to provide guidance.
Note 4 Controller Video Display not planned for installation at this site.
Note 5 Operator Notification Device (OND) not installed. ACU is located more than 100 feet from the site.
Note 6 No GTA radio scheduled for this site and ATIS not yet automated.
The pre-commissioning process was reviewed and found to be in conformance with established NWS procedures. The main emphasis of the evaluation of the pre-commissioning process was to verify that each ASOS site met the criteria of the NWS pre-established evaluation elements. It was determined during the review that established NWS procedures do not address specific FAA needs.
In reviewing the pre-commissioning data packages, all sites were commissioned with existing "work-arounds". In most cases, the outstanding "work-around" did not effect the operational weather reporting capabilities of the ASOS. In cases where the "work-arounds" may have affected the operational weather reporting capabilities of the ASOS, the NWS provided support to compensate for the deficiency until the "work-around" was resolved.
Some "work-arounds" were closed-out by corrective actions, some were overcome by events, and some are still active.
Some of the systems in the sample group were commissioned over four years ago. In this regard, most of the "work-arounds" were overcome by time and events, such as, the implementation of service standards, change of site ownership from the NWS to FAA, and the training of AT tower personnel.
The "work-arounds" that are still active/pending will remain active until official action is taken. Examples of these cases are the reporting of climatological data, installation of the freezing rain sensor, and back-up local voice recorded messages. As previously noted, all "work-arounds" that were outstanding subsequent to commissioning that may have operationally affected the ASOS weather reporting capabilities were supported by the NWS.