ICAO 9817-2005 Manual on Low-level Wind Shear《低空风切手册 第1版 包括修改件1 2008 09 26》.pdf

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1、MANUAL ON LOW-LEVEL WIND SHEAR AMENDMENT NO. 1 1. Replace exlstlng pages wth the attached new pages dated 26/9/08 Pages (111) and (rv) Page (vrrr) Pages 2-1 and 2-2 Pages 3-4,3-14,3-26.3-28,3-30 3-3 1,3-35 through 3-38,341 and 3-42 Pages 4-19,4-21 and 4-22 Pages 5-2 through 5-61 Pages 6-2 through 6-

2、5 Page APP 2-2 Pages APP 4-1 to APP 4-5 Page APP 5- 1 Page APP 6- 1 Page APP 7-1 Page APP 9- 1 Pages APP 10-1 to 104 Pages 6-1 and G-2 Foreword Table of Contents Chapter 2 Chapter 3 Chapter 4 Chapter 5 Chapter 6 Appcndlx 2 Appendix 4 Appendx 5 Appendx 6 Appendlx 7 Appendx 9 Appendlx 10 Glossary of T

3、erms Doc 98 17-AN1449 Amendment No I 26/9/08 2 Record the enhy of ths Amendment on page (11) Copyright International Civil Aviation Organization Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-,-Approved by the Secretary General

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21、rld Wide Web: http:/ , Catalogue of ICAO Publications and Audio-visual Training Aids Issued annually, the Catalogue lists all publications and audio-visual training aids currently available. Monthly supplements announce new publications and audio-visual training aids, amendments, supplements, reprin

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25、S-,-,-AMENDMENTS No. The issue of amendments is announced regularly in the ICAO Journal and in the monthly Supplement to the Catalogue of ICAO Publications and. Audio-visual Training Aids, which holders of this publication should consult. The space below is provided to keep a record of such amendmen

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27、national Civil Aviation Organization Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-,-FOREWORD Since 1943, low-level wind shear has been cited in a number of aircraft accidentslincidents that together have contributed to over 1

28、 400 fatalities worldwide. .Increased awareness within the aviation community of the hazardous and insidious nature of low-level wind shear has been reflected in the fact that the ICAO Council has considered it to be one of the major technical problems facing aviation. Until the 1980s, lack of adequ

29、ate operational remote-sensing equipment, the complexity of the subject, the wide range of scale of wind shear and its inherent unpredictability all conspired to hinder a complete solution to the problem which, in turn, limited the development of the necessary international Standards and Recommended

30、 Practices for the observing, reporting and forecasting of wind shear. In 1975 there were five jet transport aircraft accidentslincidents in which wind shear was cited, one of which resulted in major loss of life. The latter accident, which occurred at John F. Kennedy (JFK) International Airport. Ne

31、w York, on 24 June 1975, and another at Denver, Colorado, United States, on 7 August 1975, which fortunately resulted in no loss of life and occurred in an area where detailed monitoring of the wind field was possible, marked a turning point in the history of wind shear. The detailed and exhaustive

32、analysis of the role played by wind shear in these particular accidents removed any lingering doubt regarding the real danger of wind shear. The accelerated research effort that followed, culminating in the massive Joint Airport Weather Studies (JAWS) project at Stapleton Airport. Denver, Colorado.

33、United States, in 1982, considerably improved our understanding of the problem, particularly regarding wind shear associated with thunderstorms. The ICAO Eighth Air Navigation Conference (Montrkal. 1974) recommended the preparation and publication of guidance material to assist all concerned to make

34、 the best possible use of the available information on wind shear. In order to assist in the preparation of this guidance material, the Low-level Wind Shear and Turbulence Study Group (WISTSG) was formed. With the assistance of the group a statement of operational requirements for observing and repo

35、rting wind shear and turbulence was developed. This statement, together with an initial list of recommended terms and their explanations and a progress report on wind shear, largely based upon circulars issued by some States, was sent as guidance to States in State letter AN 1014.6-791142. dated 31

36、August 1979. Following the increased research effort, Amendment 64 to Annex 3 - Meteorological Service for International Air Navigation was developed and became applicable in November 1983 and included new and revised provisions for the observing and reporting of low-level wind shear. At the same ti

37、me, the statement of operational requirements was slightly revised (see Appendix 1). In 1982, the United States Subcommittees on Investigations- and Oversight, and on Transportation. Aviation and Materials, of the House of Representatives Committee on Science and Technology held joint hearings on we

38、ather problems affecting aviation, including wind shear. Following those hearings, the Federal Aviation Administration (FAA) contracted with the National Academy of Sciences “to study the state of knowledge, alternative approaches and the consequences of wind shear alert and severe weather condition

39、s relating to take-off and landing clearances for commercial and general 2619108 No. I Copyright International Civil Aviation Organization Provided by IHS under license with ICAONot for ResaleNo reproduction or networking permitted without license from IHS-,-,-I (4 Manual on Low-level Wind Shear avi

40、ation aircraft“. In order to accomplish this task, an ad hoc Committee for the Study of Low-Altitudea Wind Shear and its Hazard to Aviation was formed. The Committee produced an extremely comprehensive report and a series of conclusions and recommendations (see Appendix 2). Since 1967 the FAA has ha

41、d a detailed programme directed towards reducing the hazard to aviation of low-level wind shear. Under this programme, action has been taken on the recommendations made by the above-mentioned Committee and also on recommendations made on occasion by the National Transportation Safety Board (NTSB) fo

42、llowing accident investigations. In this regard, the FAA developed an “Integrated Wind Shear Programme“, which involved close cooperation with a number of government agencies (e.g. the National Aeronautical and Space Administration (NASA), the aerospace industry, pilot associations and ICAO) and inc

43、luded a wind shear training aid that was published in February 1987. The programmes objective was to further develop and refine over the next five to ten years education, training and operational procedures, sutface-based and airborne wind shear detection technology and on-board flight guidance syst

44、ems. In parallel, further explanation of the wind shear hazard was to be provided by continued scientific research. In 1987, with the assistance of the WISTSG, ICAO published Circular 186 on Wind Shear, the forerunner of this manual. At the time the circular on Wind Shear (Cir 186) was published in

45、1987, it was stated in the foreword that “the bulk of the information on wind shear, particularly the operational aspects, is still not sufficiently mature to be translated into regulatory provisions“. Subsequent amendments to the relevant Annexes and Procedures for Air Navigation Services (PANS) to

46、 take account of the requirement to provide information on wind shear to pilots, and the fact that the original circular has been replaced by this manual, attest to the increased maturity of this subject. Two main trends are responsible for the progress made in the past twenty years. Advances in the

47、 development of equipment to detect and warn of wind shear, both ground-based and airborne, have occurred since 1987. In particular, there have been major advances in Doppler radar and signal-processing technology, which have led to the development of highly effective, dedicated ground-based wind sh

48、ear detectionlwarning systems. Similar advances have also produced forward-looking wind shear detectionlwarning systems to meet the operational requirements for airborne equipment. However, at the time of this writing, the level of deployment of such systems is much slower than expected for some airlines. The relevant ICAO regulatory documents have been amended in step with these technical developments. In parallel with the development of wind sh