Aim-9e War Thunder

[Melchior Dow]

Thehighest value from the designated RVR runway decreases to less than 2,400 ft during the preceding 10 minutes; or, if the RVR is below 2,400 ft, increases to equal to or exceed 2,400 ft during the preceding 10 minutes. U.S. military stations may not report a SPECI based on RVR.

Commercial weather information providers contracted by FAA to provide weather observations, analyses, and forecasts (e.g., contract towers) are included in the Federal Government category of approved sources by virtue of maintaining required technical and quality assurance standards under Federal Government oversight.

The contiguous United States (U.S.) refers to the 48 adjoining U.S. states on the continent of North America that are south of Canada and north of Mexico, plus the District of Columbia. The term excludes the states of Alaska and Hawaii, and all off-shore U.S. territories and possessions, such as Puerto Rico.

Pilots flying into areas of minimal VFR weather could encounter unforecasted lowering conditions that place the aircraft outside the pilot's ratings and experience level. This could result in spatial disorientation and/or loss of control of the aircraft.

Terminal control facilities have the option to limit hazardous weather information broadcast as follows: Tower cab and approach control positions may opt to broadcast hazardous weather information alerts only when any part of the area described is within 50 miles of the airspace under their jurisdiction.

FIS is a method of disseminating meteorological (MET) and aeronautical information (AI) to displays in the cockpit in order to enhance pilot situational awareness, provide decision support tools, and improve safety. FIS augments traditional pilot voice communication with Flight Service Stations (FSSs), ATC facilities, or Airline Operations Control Centers (AOCCs). FIS is not intended to replace traditional pilot and controller/flight service specialist/aircraft dispatcher preflight briefings or inflight voice communications. FIS, however, can provide textual and graphical information that can help abbreviate and improve the usefulness of such communications. FIS enhances pilot situational awareness and improves safety.

The NOTAM-D and NOTAM-FDC products broadcast via FIS-B are limited to those issued or effective within the past 30 days. Except for TFRs, NOTAMs older than 30 days are not provided. The pilot in command is responsible for reviewing all necessary information prior to flight.

3 The transmission and update intervals for the expanded set of basic meteorological products may be adjusted based on FAA and vendor agreement on the final product formats and performance requirements.

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

Service Level C consists of all the elements of Service Level D plus augmentation and backup by a human observer or an air traffic control specialist on location nearby. Backup consists of inserting the correct value if the system malfunctions or is unrepresentative. Augmentation consists of adding the elements listed to the right, if observed. During hours that the observing facility is closed, the site reverts to Service Level D.

P/CG Term - PRECIPITATION RADAR WEATHER DESCRIPTIONS.

AIM, Para 7-1-26, Thunderstorms.

Chart Supplement, Charts, NWS Upper Air Observing Stations and Weather Network for the location of specific radar sites.

There are currently two configurations of RVR in the NAS commonly identified as Taskers and New Generation RVR. The Taskers are the existing configuration which uses transmissometer technology. The New Generation RVRs were deployed in November 1994 and use forward scatter technology. The New Generation RVRs are currently being deployed in the NAS to replace the existing Taskers.

Severe icing is aircraft dependent, as are the other categories of icing intensity. Severe icing may occur at any ice accumulation rate when the icing rate or ice accumulations exceed the tolerance of the aircraft.

Simultaneous appearance or a combination of rime and glaze ice characteristics. Since the clarity, color, and shape of the ice will be a mixture of rime and glaze characteristics, accurate identification of mixed ice from the cockpit may be difficult.

A rough, milky, opaque ice formed by the rapid freezing of supercooled drops/droplets after they strike the aircraft. The rapid freezing results in air being trapped, giving the ice its opaque appearance and making it porous and brittle. Rime ice typically accretes along the stagnation line of an airfoil and is more regular in shape and conformal to the airfoil than glaze ice. It is the ice shape, rather than the clarity or color of the ice, which is most likely to be accurately assessed from the cockpit.

Appendix C (14 CFR, Part 25 and 29) is the certification icing condition standard for approving ice protection provisions on aircraft. The conditions are specified in terms of altitude, temperature, liquid water content (LWC), representative droplet size (mean effective drop diameter [MED]), and cloud horizontal extent.

Drizzle is precipitation at ground level or aloft in the form of liquid water drops which have diameters less than 0.5 mm and greater than 0.05 mm. Freezing drizzle is drizzle that exists at air temperatures less than 0C (supercooled), remains in liquid form, and freezes upon contact with objects on the surface or airborne.

Rain is precipitation at ground level or aloft in the form of liquid water drops which have diameters greater than 0.5 mm. Freezing rain is rain that exists at air temperatures less than 0C (supercooled), remains in liquid form, and freezes upon contact with objects on the ground or in the air.

Atmospheric conditions in which the formation of ice is observed or detected in flight.

Note-

Because of the variability in space and time of atmospheric conditions, the existence of a report of observed icing does not assure the presence or intensity of icing conditions at a later time, nor can a report of no icing assure the absence of icing conditions at a later time.

Atmospheric icing conditions that are typically defined by airframe manufacturers relative to temperature and visible moisture that may result in aircraft ice accretion on the ground or in flight. The potential icing conditions are typically defined in the Airplane Flight Manual or in the Airplane Operation Manual.

Water drops/droplets which remain unfrozen at temperatures below 0C. Supercooled drops are found in clouds, freezing drizzle, and freezing rain in the atmosphere. These drops may impinge and freeze after contact on aircraft surfaces.

Occupants may feel a slight strain against seat belts or shoulder straps. Unsecured objects may be displaced slightly. Food service may be conducted and little or no difficulty is encountered in walking.

Turbulence that is similar to Light Turbulence but of greater intensity. Changes in altitude and/or attitude occur but the aircraft remains in positive control at all times. It usually causes variations in indicated airspeed. Report as Moderate Turbulence; 1

or

Turbulence that is similar to Light Chop but of greater intensity. It causes rapid bumps or jolts without appreciable changes in aircraft altitude or attitude. Report as Moderate Chop.1

Turbulence that causes large, abrupt changes in altitude and/or attitude. It usually causes large variations in indicated airspeed. Aircraft may be momentarily out of control. Report as Severe Turbulence. 1

1 High level turbulence (normally above 15,000 feet ASL) not associated with cumuliform cloudiness, including thunderstorms, should be reported as CAT (clear air turbulence) preceded by the appropriate intensity, or light or moderate chop.

CAT has become a very serious operational factor to flight operations at all levels and especially to jet traffic flying in excess of 15,000 feet. The best available information on this phenomenon must come from pilots via the PIREP reporting procedures. All pilots encountering CAT conditions are urgently requested to report time, location, and intensity (light, moderate, severe, or extreme) of the element to the FAA facility with which they are maintaining radio contact. If time and conditions permit, elements should be reported according to the standards for other PIREPs and position reports.

There are two types of automated stations, AO1 for automated weather reporting stations without a precipitation discriminator, and AO2 for automated stations with a precipitation discriminator. (A precipitation discriminator can determine the difference between liquid and frozen/freezing precipitation). This information appears in the remarks section of an automated report.

It is very important that pilots understand that NSW only refers to weather phenomena, i.e., rain, snow, drizzle, etc. Omitted conditions, such as sky conditions, visibility, winds, etc., are carried over from the previous time group.

Knee osteoarthritis (KOA) is a major public health issue because it causes pain and functional limitation in patients. Many studies have reported that moxibustion, a treatment in traditional Chinese medicine, is effective in treating KOA. The aim of this protocol is to develop a standard in advance for synthesize and assess the efficacy and safety of thunder-fire moxibustion for KOA from these randomized controlled trial.

The 2 commentators will screen 7 databases (PubMed, EMBASE, the Cochrane Library, Chinese National Knowledge Infrastructure, Chinese VIP Information, Wanfang Database, and Chinese Biomedical Literature Database) for randomized controlled trials that can be included from the time the database is built up until publication in December 2020. The original study that randomized control trials of thunder-fire moxibustion for patients with KOA will be selected and is not limited by country or language. In addition, researches in progress, the reference lists, and the citation lists of identified publications will be retrieved similarly. Study selection, data extraction, and assessment of the quality will be performed independently by 2 reviewers who have been trained before data extraction. A meta-analysis will be conduct if the quantity and quality of the original studies included are satisfactory; otherwise, a descriptive analysis will be conducted. Review Manager 5.4 software (The Nordic Cochrane Centre, The Cochrane Collaboration, Copenhagen, Denmark) will be using for data synthesis and assessment the risk of bias according to Cochrane Handbook.

3a8082e126