Sophocles Antigone Essays - Operas, Antigone, Civil Disobedience

Sophocles Antigone Essays - Operas, Antigone, Civil Disobedience Sophocles' Antigone The discussion over who is the terrible saint in Antigone proceed right up 'til the present time. The conviction that Antigone is the saint is a solid one. There are numerous pundits who accept, in any case, that Creon, the Ruler of Thebes, is the valid hero. I have made my own decisions additionally, in view of what I have explored of this work by Sophocles. Antigone is broadly thought of as the sad saint of the play bearing her name. She would appear to fit the part considering the way that she passes on in making the wisest decision. She covers her sibling without stressing what may happen to her. She Mulls over death and the truth that might be past death (Hathorn 59). The individuals who do accept that Antigone was intended to be the genuine terrible saint contend against other people who accept that Creon merits that respect. They state that the Gods were against Creon, and that he didn't genuinely cherish his nation. His nationalism is to tight and negative and his origination of equity is as well restrictive... to be honorable by the name of adoration for the state (Hathorn 59). These contentions, and numerous others, make numerous individuals accept the Antigone is the legitimate hero. Numerous pundits contend that Creon is the sad saint of Antigone. They state that his honorable quality is his thinking about Antigone and Ismene when thier father was oppressed. Those who ezd behind Creon likewise contend that Antigone never had a genuine revelation, a key component in being a disastrous legend. Creon, then again, understood his error when Teiresias made his prediction. He is compelled to live, realizing that three individuals are dead a result of his numbness, which is a discipline more regrettable than death. My assessment on this discussion is that Antigone is the appalling legend. She attempts to help her sibling without stressing about what will befall her. She says, I expect to give my sibling entombment. I'll be happy to bite the dust in the endeavor, - if it's a wrongdoing, at that point it's a wrongdoing that God orders (Sophocles 4). She was likewise rebuffed for doing what was right. Her revelation came, escaped the crowd, previously she hung herself. Creon's nobleness of taking in youthful Antigone and Ismene is dominated by his self important nature. He won't permit equity to come about just since he needs to ensure his picture. He says, On the off chance that she pulls off this conduct, consider me a lady and consider her a man (Sophocles 13). These components demonstrate that Antigone is the unfortunate legend. Creon, underezding his obliviousness may lead one to accept that he is the genuine hero. Yet, in the event that you characterize the word hero you would locate that a hero is one who is a pioneer or supporter of a reason. Antigone is on the side of her own activities in the entombment of her sibling Polyneices. She depends that she is doing what the Gods need, in opposition to the conviction of Creon. Numerous perusers and pundits may state Creon endured greator difficulties. Some may state Antigone never had a revelation. Who would underezd it if their own sibling were left to the winged creatures and mutts. There would be no discerning reasoning associated with a demonstration like this. These are contentions envolved in concluding who is the unfortunate saint of Antigone. Pundits, right up 'til the present time, despite everything contend about who is the heartbreaking saint of Antigone. Many state that Antigone is the heroin. Others state that it is Creon. My exploration favors Antigone as the ideal hero. Regardless of who the peruser sides with, it is concurred by most that there is a substantial contention in any case, considering the way that they both persevere through extraordinary difficulties.

Analysing and evaluating arguments Coursework Example | Topics and Well Written Essays - 250 words

Investigating and assessing contentions - Coursework Example rt of confidence for the purported wellbeing masters who might just need to cause some to notice them, while attempting to concoct clinical answers for the general population. The contention anyway is a reason for an enlivening of resting minds since it prompts the advancement of the thought through logical exploration which winds up discrediting that all sicknesses can be relieved just by watching diet regarding the fat substance and fibre.1 On the off chance that this contention is left to stay only the manner in which it is, at that point it would suggest that all sicknesses that are found would be relieved through eating consumes less calories with not so much fat but rather more fiber. Notwithstanding, as far as possible, this isn't accurate and numerous examinations can be performed to demonstrate that this contention is inductive and significantly more should be possible in science which can address the contention. An increasingly right form of the contention would have proposed that the vast majority of the sicknesses can be restored or if nothing else controlled through decrease in utilization of greasy nourishments and expanded utilization of diets rich in

Can Marriage Be Saved Essay Example for Free

Would marriage be able to Be Saved Essay Would marriage be able to Be Saved? Composed by: Frank Furstenberg Summer 2005 I picked the article â€Å"Can Marriage Be Saved? † composed by Frank Furstenberg. This article was found under the â€Å"topics for course papers† area of our schedule, interface number four. I felt that the article was a lot of consistent with life. I concur that marriage appears to endure forever for the more taught and well off. I see very frequently youthful grown-ups getting hitched in light of the fact that they have gotten pregnant or for an inappropriate reasons. This hypothesis once in a while appears to work. This generally messes up the youthful family on the grounds that neither one of the persons is prepared to take on the significant obligation that having a family at such a youthful age brings. This relates near my life since I was hitched and had my first kid at 16 years old. With the absence of training and work experience that I had, it made it practically difficult to help and accommodate my youngster. Obviously, I ended up separated and a multi year old single parent a half year later. The battles of being hitched without training or a vocation are a tremendous strain on a relationship. It is practically incredible to have the thought, 1960’s, sort of way of life nowadays. It was extremely regular for the lady to be the homemaker and the guardian for the kids during this time while the man worked and accommodated his family. Presently, it is nearly constrained upon most families to have a white collar class way of life or above so as to carry on with an agreeable life. With this being stated, it is pivotal for the two gatherings of the union with get an advanced education and to work all day. Adding a kid to the blend of working, school and attempting to see time as a parent can be a calamity. No big surprise most relationships end nearly when they start. I accept the most ideal way we can change these old propensities is to set better models for our youngsters and ingrain high qualities in them to get a professional education and ensure they have a solid vocation way before handling the test of marriage and having a family. I accept marriage has an a lot higher possibility of accomplishment on the off chance that you have your training and profession all together first. When you have a decent equalization of qualities throughout your life, at that point you ought to think about marriage and a family.

Romeo & Juliet - Nurses Role essays

Romeo and Juliet - Nurse's Role articles The play, Romeo and Juliet, by Shakespeare, is around two youngsters called Romeo and Juliet who begin to look all starry eyed at. Just a single individual thinks about it, and that is Juliets nurture. Romeo and Juliets families despise one another, so they don't tell their folks, since they would be very irate that they were enamored, and would not let Romeo and Juliet see one another. All through the play we consider the To be as an entertainer, or in certain parts, for example, Tybalts demise, a genuine character. I consider the to be as nurturing, as she treats Juliet as though she were her own little girl, and realizes her much better than Juliets mother. Juliets mother didn't have any acquaintance with her own little girls age. The attendant regularly acted before pondering the issues they would cause. When Juliet and Romeo initially met, the medical caretaker asked him his name, and despite the fact that she discovered he was an individual from the Montagues, which was the abhorred group of Juliets family, she despite everything told Juliet. Juliet stated, My solitary love, sprung from my lone despise which shows that she was extremely disturbed, and befuddled about what to do. The Nurse doesnt see what is so terrible about it, and helps Romeo and Juliet meet stealthily. The medical attendant additionally helped Romeo and Juliet wed stealthily. This shows she was more similar to a companion than a medical caretaker to Juliet, as she took a chance with her business to help Juliet. Juliet requested that her proceed to discover Romeo, and check whether he had made game plans for their marriage. Romeo had, and stated, a few way to come to confession this evening, What's more, there she will at Friar Lawrence cell The medical caretaker was defensive of Juliet, in light of the fact that after Romeo had enlightened her concerning the marriage plans she inquired as to whether he was dependable, she stated, Is your man mystery? Did you neer noise, Two may keep counsel, taking care of one? ... <!

Value of Biodiversity and the Preservation of Species Essay -- Nature

Estimation of Biodiversity and the Preservation of Species Because of the expanding natural familiarity with researchers and laymen, new issues have advanced around squeezing biological issues. Scientists have found how significant holding biodiversity truly is to humankind. While lawmakers regularly have other monetary plans, tree huggers are endeavoring to push this moderately new information through political establishments utilizing financial contentions. The safeguarding of our environmental factors can make new openings and advance monetary proficiency, more so than the employments which are at present pulverizing our biological system. For instance, in a couple of years, laborers in the angling business might be out of employments due to over-utilization of specific types of fish and the absence of the executives to safeguard these creatures. For Christians, scriptural reasons additionally apply to this craving to safeguard what survives from our biodiversity. Comprehensive human life relies upon the connection among mankind and speci es found in nature; consequently mankind must create regard and basic comprehension of the collaboration of human and non-human species, and understand the need of saving the world's incredible biodiversity. Biodiversity Preservation science turned into a proper order during the 1980s. Its point was to interface environment and developmental science, just as save biodiversity (Takacs, 1996). The strategic this new field was to archive the world's weakening and to advance methods of switching this circumstance. In 1986 the National Research Council held a National Forum on biodiversity (Takacs, 1996), and from this soul raising occasion, researchers openly conceded to the significance of sparing the various types of the world (Takacs, 1996). Safeguarding... ... fires says the point was to support lynx. CNN Intuitive . Gotten to Oct. 30, 1998. URL: http://cnn.com/TECH/science/9810/22/vail.fire.02/ Rohlf, Daniel J. (1994). Six natural reasons why the jeopardized species act doesn't work and what to do about it . In Environmental Policy and Biodiversity ed. R. Edward Grumbine. Washington D. C.: Island Press. Sebastian, Matt. (1998, Oct. 23). Pyro-crime in vail fires affirmed . Stone News . Gotten to Oct. 30, 1998. URL: http://www.bouldernews.com/news/nearby/23morvai.html. Takacs, David. (1996). The Idea of Biodiversity: Philosophies of Paradise. Baltimore, MD: Johns Hopkins College Press. Tuxill, John. (1998). Losing Strands in the Web of Life . Washington D. C.: Worldwatch Institute. Walters, Mark Jerome. (1997). Asylum . In Wildlife Conservation . ed. Hillary D. Claggett. New York: H.W. Wilson Company.

Get on Top of the Game in Persuasive Essay Writing

Get on Top of the Game in Persuasive Essay Writing A persuasive essay presents you with one of the best opportunities to polish your persuasive skills. It builds your ability to use the written word to convert people to your side of the argument. These papers also prepare you to tackle marketing copywriting duties should you find yourself in the business world where everything is written to convince and convert skeptics to become loyal buyers. This article is going to share with you good persuasive essay writing tips to help you achieve that. What is a persuasive essay? Understanding what a persuasive essay is enables you to write it better. A persuasive essay seeks to influence and change the position of your readers to cross the floor and adopt your stand on a matter. When you are tackling a persuasive paper, you are simply trying to show the reader that all their positions are inaccurate and your position is the best hence they need to decamp. So, you need to learn how to use words and phrases that will punch holes in the stances of your readers without offending or demeaning them. Writing to persuade After understanding what it is to write a persuasive essay, let’s see how to practically write in a persuading manner. Grab and retain attention and interest Since persuasive papers are convincing tools, you need to arrest and retain the attention and desire of your readers before you can convert them. That is why the first thing you need to do is to create a hook that will “get them into and keep them inside the box.” Draft a convincing thesis Your thesis is a written embodiment of what you stand for and want to defend throughout your paper. You have to draft it in such a fashion that the reader cannot sense any shadow of reasonable doubt. The reason is that all the arguments you are going to throw at your readers will defend your thesis hence it should inspire conviction. Use real life examples When dealing with persuasions, you must provide your reader with examples they can relate to. Don’t just tell them about figures and stats; show them real life examples to back your arguments. Be diverse Don’t just use one method to cement your arguments, but rather, optimize all types of persuasive tools to convince your readers. You can utilize illustrations, explanations, and analogies. Keep yourself in your readers’ shoes Never write with the assumption that your readers already know what you know. You need to assist them by providing them with all the background information they need. Begin your paragraphs on a strong footing Start your subsections on a strong footing. You have to do this by starting off every paragraph with topic sentences. Such sentences act as clear guideposts to the ideas you will discuss in the paragraphs. Use clear and brief sentences Another way of remaining persuasive is using short sentences to convey your points. Balance brevity and clarity so that you don’t submerge your readers with excessive information. Laying the groundwork Another key on how to write a persuasive essay is making necessary preparations before you start writing. This section will discuss some of the things you need to do to convince your readers. Take a stand You should take a firm stand on what you will argue about. This is where you will start your journey of persuasion. Consider your readers You ought to put yourself in the shoes of your audience. You have to understand if they are hostile or friendly to your position so that you can know how best to present your arguments. Research your assignment You can’t convince your readers well unless you have sufficient information. You need to base your convictions on well-researched information from various and reliable sources. Understand your essay question well Understanding your essay’s question will enable you not just to convince your readers, but also to know how best to do that. Take your time and read through it to get enough leads to generate sufficient ideas to write about by taking note of the keywords in your assignment’s question. Take your time Never do anything in a hurry. Take your time to do your research and organize your research materials. Drafting your essay After doing all the groundwork and drafting your persuasive essay outline, you have to draft your essay. Writing is the most important part of your essay process hence you ought to give it a coherent and logical flow within a defined structure. Your introduction should orient the reader into what you will discuss. It should also show them the theme of your discussion (thesis). The body paragraphs should supply the reader with all the information they need so they can fully join the dots you presented to them in the introduction. The conclusion should piece together all the things you introduced and discussed in the previous sections. It should give a logical explanation of how you have defended your thesis. Polish your paper Fine tuning your essay is not another appendage on your essay “after” writing it. On the contrary, you have not finished your essay if you haven’t edited and proofread it. Your reviewing process should achieve these goals: Correct facts and figures to support your thesis Clearly organized sections and paragraphs A logical flow of ideas between sentences, paragraphs, and sections A total rebuttal of all opposing views Freedom from all grammar, typing, and editorial errors Parting shot This article has shared with you what you need to know to write a top notch persuasive essay. It has shown you everything from the persuasive essay definition to translating research materials into logically presented and defended topics for persuasive essays. With all this at your fingertips, you are better placed to upgrade your game. However, these insights cannot indemnify you against disruptive life challenges that can leave you with choking deadlines. When that happens, don’t panic because your-writers.net will always be there to help you. We offer affordable and quality assistance with writing all types of essays.

Aviation Weather Community

It is quite obvious that aviation plays a major role in todays society. Aviation services have become vital to the nations economy, national security, and to the safety of life and property. In particular, aviation weather services prove useful because they are used to support our national defense and humanitarian missions, transportation of people and commerce, hurricane reconnaissance, and emergency medical helicopter missions. Basically every flight ranging from the newest student pilot to shuttle missions require some sort of weather-related screening for safety precautions before flight. The aviation weather community is constantly improving data gathering and prediction products and services in order to reduce the rate of fatal aviation accidents. There are grand improvements on getting information to the user in a timely and mission tailored manner. Also of importance is improving provider and user training, and implementing sound weather decision making processes. According to a speech delivered by Samuel Williamson, Federal Coordinator for Meteorological Services and Supporting Research, A new system designed to improve the flow of air traffic during severe weather helped reduce delays by seven percent last month (Williamson, 2000). Current technologies include: implementation of Flight Information Service (FIS) capabilities between the ground and cockpit; development and implementation of multifunctional color cockpit displays incorporating FIS products; expansion and institutionalization of the generation, dissemination, and use of automated pilot reports (PIREPs), including type of observation, to the full spectrum of the aviation community, including general aviation; improvement on weather forecasting services across all service areas; development and implementation of aviation weather-related training packages for Air Traffic Control service providers, pilots, and other users; improvement on aviation weather telecommunications capabilities for ground-to-ground dissemination of aviation weather products, including bulk weather data distribution; and finally improvement on objective standards for characterizing various weather phenomena for national and international use. There are constantly major collaborative efforts in projects to update these technologies. Participating organizations include: The Federal Aviation Industry (FAA), The National Aeronautics and Space Administration (NASA), The National Oceanic and Atmospheric Administration (NOAA), United States Department Of Defense (DOD), and other industry, university, and association partners. The long a steady improvements in aviation safety experienced in the mid 80s and early 90s had plateaued out. Only through such collaborations are efficient and residual improvements possible. This mesh of government and industry resulted in a four tiered planning process Tier one began in late 1996, and is based around the sentiment that weather, in and of itself, does not cause accidents. It concentrated on creating better weather reporting and forecast to assist pilots, dispatchers, and controllers to make better and timelier weather decisions. Also included is to design and manufacture better aircraft. The result of that effort was the publication in 1997 of the National Aviation Weather Program Strategic Plan. Tier two was a matter of getting the details. It concentrated on developing specific things that needed to be done in several areas and then to prioritize them according to their contribution either to safety or efficiency. The priority setting was very heavily weighted on the side of the air carrier operations. The result of tier two was the publication, in early 1999, of the National Aviation Weather Initiative. Tier three and four are proceeding concurrently and occupy the present moment. The focus of tier three is to identify whos doing what, from the tier two activities, and then to find holes that need to be worked on. Some of the projects require long-term infrastructure, development, and capital investment planning. Others are non-material solutions such as procedures or scientific research. Tier four consists of budgets and schedules. This includes actually securing the financial resources, allocating the personnel and fiscal resources, and establishing and track schedules. In February 1997, the White House Commission on Aviation Safety and Security recommended a national goal for government and industry of reducing the rate of fatal aviation accidents by a factor of five per 100,000 flight hours, equivalent to an 80% reduction, within 10 years (OFCM, Ops. For Implementation pg.2-1). Safety research and technology improvements were recognized as essential elements in achieving this goal. Both the FAA and NASA adopted this proposal in their strategic plans. The 1999 report by the Joint Action Group for Aviation Weather, National Aviation Weather Initiatives, included efforts underway in the aviation industry and programs with industry, academic, and governmental partners. Furthermore, it adopted the 80% reduction goal and suggested that a reduction in weather-related accidents, as shown by National Transportation Safety Board (NTSB) accident statistics, could be used as an overall measure of success for the current aviation weather initiatives. In the proceedings of the aviation weather user forum in Bethesda, Maryland of 2000, four major objectives/goals were set for the Aviation Weather community: to highlight programs/processes which have been implemented recently, or are now ready for implementation, to identify ongoing programs which show promising results and must be supported with continuing resources to reach fruition, to illuminate gaps where no work in ongoing or planned, and to identify overlaps and assess them (OFCM, Ops. For Implementation pg.4-1). In August 2003, the Office of the Federal Coordinator for Meteorology (OFCM) released the National Aviation Weather Program Mid-Course Assessment. The assessment adopted the 80% percent reduction in accidents as a benchmark for assessing progress and seeking areas where more effort, or a redirection of effort, may be worthwhile. It adopted the analytical approach of distributing the goal of an 80% reduction in fatal accidents across the three principal regulatory categories for aircraft and across categories for weather-related aviation hazards. Flights of aircraft capable of carrying 10 or more passengers by a common carrier are regulated under Part 121 of the Federal Aviation Regulations. All noncommercial and nonmilitary aviation is covered under part 91. Revenue-generating flights not covered under part 121, including scheduled passenger service in aircraft with fewer than 10 seats and nonscheduled passenger and cargo service, are covered by part 135. In 2002, there were no fatal weather-related accidents involving Part 121 aircraft. The rate per 100,000 departures for all weather-related accidents continued to decrease. Turbulence and convection hazards continued to dominate the weather hazards cited in Part 121 accidents. Of the nine weather-related accidents in 2002 involving Part 121 aircraft, seven involved turbulence and convection hazards. In the preliminary data for 2003, 11 of 12 weather-related accidents are in this category (OFCM, Programs/Projects 2004 pg.8). The fatal accident rates for Part 91 accidents from all causes and for weather-related accidents increased in 2002 relative to 2001. However, the trend since 1997 for weather-related fatal accidents still achieves the goal of an 80% or higher reduction in accidents. The total weather-related accident rate also increased to the highest level (1.35 per 100,000 flight hours) since the 1998 rate of 1.43 per 100,000 flight hours. When the data are analyzed by weather hazard categories, the 2002 rates continued on a downward trend for precipitation (non-icing hazards). In the categories of restricted visibility, icing hazards, and en route and terminal winds, 2002 rates are higher than 2001, however a satisfactory downward trend is still in tact. For turbulence and convection hazards, a small increase in fatal accidents leaves the trend on track to meet the 2006 goal. However, a larger relative increase for total accidents with turbulence or convection hazards cited as a factor has shifted that trend above its 2006 goal (0.29 versus 0.15 accidents per 100,000 flight hours). For temperature and lift, hazards, there were increases in 2002 much above the previous trend for both fatal and total weather-related accident rates. Neither trend would now meet an 80% reduction by 2006. The increases in both total and fatal accidents were entirely due to high density altitude. The 2003 Nall report on accident trends and factors in the general aviation community, prepared and published by the AOPA Air Safety Foundation, found that visual flight rule (VFR) flight into instrument meteorological conditions (IMC) resulted in the greatest number of fatal weather accidents for the general aviation categories it covers. In the category of restricted visibility and ceiling hazards, of 67 total weather-related accidents, 50 involved fatalities, by far the highest percentage among the categories analyzed. These 50 fatalities represent 68% of the weather-related fatalities in all of Part 91. The hazard categories of precipitation, icing conditions, and temperature and lift hazards also had relatively high proportions of fatal accidents (OFCM, Programs/Projects 2004 pg.7). The total weather-related accident rate for Part 135 aviation decreased in 2002, shifting the trend from an upward to a downward slope. The fatal accident rate and the trend were little changed from the previous years analysis in the Mid-Course Assessment. The hazard category trends observed continued with little change for the categories of restricted visibility and ceiling hazards, precipitation (non-icing) hazards, icing conditions, turbulence and convective hazards, and en route and terminal winds. For temperature and lift hazards, a second year in a row with no accidents has shifted the trend from and upward to a downward slope (OFCM, Programs/Projects 2004 pg.8). National Aviation Weather Initiatives defined the eight service areas and 86 initiatives used in OFCM reports on Aviation Weather Programs and Projects. The initiatives are as follows: ceiling and visibility (14 initiatives), convective hazards (12 initiatives), en route winds and temperatures (7 initiatives), ground de-icing and anti-icing (6 initiatives), in-flight icing (15 initiatives), terminal winds and temperatures (11 initiatives), turbulence (12 initiatives), and volcanic ash and other airborne hazardous materials (9 initiatives) (JAG, Aviation Weather Initiatives. pg. 1-3). In the case of ceiling and visibility, low reduced visibility is safety hazards for all types of aviation. The NASDAC study of NTSB statistics indicated that ceiling and visibility were cited as contributing factors in 24% of all general aviation accidents between 1989 and early 1997 (NTSB, Aviation Accident Database). They were also cited as contributing factors in 37% of commuter/air taxi accidents during the same period. Generally low ceiling and poor visibility accidents occur when pilots who are not properly rated or are flying aircraft not equipped with the necessary instrumentation encounter such conditions, resulting in loss of control or controlled flight into terrain. Ideally, aircraft should, with sufficient weather information and proper planning, be able to avoid conditions of low ceiling or poor visibility. In practice, this is not always possible. However, a number of improvements should serve to make this service area more effective. Weather observation and reporting systems need to be expanded to provide better resolution for ceiling and visibility observations and forecasts. Capabilities for accurate measurement of runway visual range need to be extended to more airports and reporting systems developed to include this information in observation products. Capabilities for producing accurate localized forecasts of ceiling and visibility need to be refined for both civilian and military applications. Ceiling and visibility observations, analysis, and forecast products need to be provided to decision makers in clear and understandable formats, both textual and graphic. Such products must be disseminated as rapidly as possibly to ATC providers and airline operations centers, especially during periods when conditions are changing rapidly. Pilot training must stress the need for constant awareness of current and expected ceiling and visibility conditions. Many accidents occur because pilots either underestimate the severity or conditions of fly into conditions they did not expect. Training for information providers should emphasize the dangers of rapidly changing ceiling and visibility conditions and help providers develop strategies for dealing with various scenarios that are likely to occur. Convective hazards are associated with convective activity, such as thunderstorms and tropical cyclones, and also with clear air phenomena such as vertical currents caused by surface heating. These hazards include severe turbulence in and close to storms, intense up and downdrafts, lightning, hail, heavy precipitations, and tornadoes. Convective hazards pose a danger to both en route and terminal operations. According to the NASDAC analysis, between 1989 and early 1997 thunderstorms were listed as a contributing factor in 2-4% of weather related accidents. Precipitation was listed as a factor in 6% of commercial air carrier accidents, roughly 10% of general aviation accidents, and nearly 19% or commuter/air taxi accidents (NTSB, Aviation Accident Database). Convective storms are a frequent occurrence throughout the U.S. at all times. Reducing the rate of accidents and delays relating to convective hazards requires ensuring that they are identified as quickly as possible and that sufficient information is disseminated to allow decision makers to plan avoidance strategies. Observations from a wide range of sensors need to be captured frequently and rapidly to identify convective storms as they develop. Once convective activity begins, data sampling rates need to be high enough to capture sudden storm intensification, tornadoes, hail production, and heavy precipitation development. Algorithms to all more rapid assimilation of this information into models which produce accurate, timely, high-resolution forecasts need to be perfected. Users must have products that are accurate, reliable, and readily understood. Graphics and text-based products that are applicable to specific requirements can be invaluable to ATC service providers, aircraft operations managers, and aircrews for planning rapid responses to convective hazards. These products would be most valuable if they quickly portray the expected intensity, duration, and forecast path of convective activity, especially in the terminal area. Winds and temperatures encountered en route play a role in determining the route an aircraft actually takes to reach its destination and how long it takes to get there. Pilots routinely take advantage of tail winds to increase over-the-ground speed while conserving fuel. On the other hand, head winds slow an aircrafts progress and require increased fuel usage to maintain a planned schedule. Strong head winds can lead to delays, diversions, and, in some cases, accidents. Variations in temperature aloft cause changes in engine efficiency and flight characteristics in some aircraft, which in turn may require changes to the intended route of flight. The fundamental point is that pilots need to be continually aware of the changing nature of the atmosphere along their route in order to be able to react in a safe, efficient, and timely manner. A number of improvements in this area are called for, primarily in the area of producing weather-related information. The primary issue is one of data density and accuracy. The only way to produce timely and accurate analysis and forecast products is to obtain as much accurate information as possible and assimilate it in a timely fashion. This is especially important over oceanic and remote regions where ground-based reports are sparse. More types and greater numbers of aircraft need to be equipped to send automated PIREPs to the National Weather Service and to the airline operations centers. Aircraft-based reports of wind speeds, temperatures, humidity, and icing and turbulent conditions will prove to be a valuable adjunct to the existing network of observing stations. The observation network also needs to be expanded to include conditions at high levels and close to the ground. The comprehensive product suite developed for improved weather information needs to be delivered to users in formats that are both tailored to specific needs and readily understood without additional interpretation. Both graphical and textual products are needed as well as gridded products for computer flight planning systems. Communications systems need to be improved to deliver the products as rapidly as possible. In the case of ground de-icing and anti-icing, aircraft on the ground during periods of freezing or frozen precipitation and other icing conditions are susceptible to the buildup of ice on control surfaces, instrument orifices, propellers, and engine inlets and interiors. Aircraft that are moving along taxiway and runway surfaces in slush or standing water at near-freezing conditions are also susceptible to surface contamination, even after the precipitation has stopped. Ice layers not removed from the wings and tail areas prior to takeoff can degrade lift and reduce the pilots ability to climb, even to the point of stalling the wing and causing an uncommanded descent, pitch, or roll. Ice blockage or airspeed or altitude measurement instrumentation can cause loss of control or navigation errors. All airports should have adequate observations for the creation of products which provide a detailed local analysis of current icing conditions and pending changes. Data sampling rates should be increased during icing conditions in order to identify deteriorating conditions quickly. High resolution, small-scale forecasts are required to make ground icing information as accurate as possible. All observation, analysis, and forecast products relating to ground icing need to be disseminated rapidly to a wide audience, and these products need to be tailored to the varying needs of recipients. These products also need to be distributed to airport managers, airline station managers coordinating flights, and ground de-icing crews in order for them to perform their tasks with maximum effectiveness. In-flight icing is also very dangerous and has a major impact on the efficiency of flight operations. Similar to ground icing, rerouting and delays of commercial carriers to avoid icing conditions lead to late arrivals and the resulting ripple effect throughout the National Airspace System. Weather observation systems need to be expanded to provide higher spatial resolution for icing related variables, with particular emphasis on humidity and cloud data. Observations, analyses, and forecasts of icing conditions need to meet specific standards of accuracy for geographical location and extent, as well as for duration and intensity. Improved precision will allow pilots and dispatchers to make avoidance planes with confidence. Icing observation, analysis, and forecast products should be in clear and understandable formats that can be transmitted to ATC and airlines operations center personnel as well as directly to pilots. In general, pilots would benefit from improved understanding of icing conditions and the impact of ice accretion on airframe performance. Simulators capable of replication in-flight icing provide the best means of gaining this knowledge and experience under controlled situations. However, such simulators are not generally available for helicopters and small airplanes because of cost and large carriers do not currently simulate flight characteristics with ice accretions on airframe parts. In the case of terminal wind and temperature hazards, weather hazards within the terminal area are dangerous because encountering them so near to the ground can require more altitude to recover than is available. The effects of these hazards on aircraft include unexpected motion in all directions, loss of aircraft control, and airspeed fluctuations that may induce aerodynamic stall. Variations in ambient temperatures in the terminal area can result in aborted takeoffs and inability to remain airborne once the aircraft is out of ground effect. Weather observation networks within the terminal area must provide sufficient resolution in space and time to allow identification of rapidly moving gust fronts and severe turbulent cells that produce downbusts. Atmospheric conditions that determine the path of wake vortices, such as winds, temperatures, and stability, must be observed and measured. Current sensor and processor technologies under development offer the potential to provide significant amounts of low-level wind information. Commercially available, FAA certified wind shear sensors are slowly being installed in the commercial airliner fleet. These devices will reduce wind shear-related accidents as more aircraft are equipped. Analysis and forecast products that decision makers rely on must provide information that can be rapidly understood. Graphics and text products can be of great use to aircraft operations and service providers for planning purposes and for alerting aircraft in the terminal area of hazardous conditions. Non-convective turbulence is a major aviation hazard because all aircraft are vulnerable to turbulent motions. Non-convective turbulence can be present at any altitude and in a wide range of weather conditions, often occurring in relatively clear skies as clear-air turbulence. The effect of turbulence ranges from a jostling of the aircraft to sudden accelerations that can result in serious injury and temporary loss of aircraft control. Analyses and forecasts of regions of high turbulence can only meet specific standards for accuracy of geographic location and time duration if they are based on high-resolution observations. Not only will possible satellite-based turbulence sensors and forward-looking sensors on aircraft themselves be invaluable to air crews, but, if they can be integrated into the normal data streams used for analyses and forecast models, they will greatly improve analysis and forecast accuracy. This level of accuracy will require observations that employ greatly expanded systems of fixed and mobile sensors that can provide data for finer-resolution forecast models. Turbulence observation, analysis, and forecast products should be provided to decision makers in clear and understandable formats. Such products should relate turbulence location and intensity to geographical position, terrain features, and altitudes. The products must be easy to understand at a quick glance from the pilot, consistent in content across a range of providers, and available to the entire spectrum of decision makers. Volcanic ash and other airborne hazardous material are not encountered as much as the areas, however, is it still largely a safety issue that is not overlooked. The combination of the pulverized rock and acidic gases found in volcanic ash can significantly affect the performance of jet engines at cruise altitudes. Ash clouds are often invisible, particularly at night. Some of the direct effects of ash include: fusing to compressor and turbine blades, leading to complete engine failure; abrading cockpit windows; abrading airframe and flight surfaces, thereby lessening aircraft performance; clogging the pitot-static system, producing inaccurate airspeed and altitude inputs to the navigation system; damaging the air conditioning and equipment cooling systems; and contaminating aircraft avionics and fuel. A similar hazard to aviation can exist when accidental releases of radioactive materials or toxic chemicals into the atmosphere occur during and industrial or transport accident. Additionally, blowing dust and smoke from forest fires can cover large areas and pose a hazard for aircraft flying at low and mid-altitudes and taking off and landing at affected airports. Analysis and forecasts of volcanic ash trajectory and dispersion need to meet specific standards of accuracy for geographical location and extent, as well as for duration, especially at flight levels above 25,000 feet. These forecasts need to include not only the projected trajectory of the ash cloud over space and time but also the flight levels that are affected. In addition, there is a need to understand the composition and density of the cloud. As forecast precision improves, pilots, dispatchers, and ATC providers can make avoidance plans with greater confidence. This improved precision will require resolution input data and finer-scale modeling tools. Among the many programs being led by the FAA in the Department of Transportation, the Forecast Icing Potential (FIP) product became operational in March 2004. The FIP product is now available to the general aviation community, along with the Current Icing Potential (CIP) product, on the Aviating Digital Data Service website. FAAs Graphical Turbulence Guidance product (GTG) product for flight level 200 and higher became operational in March 2003 for meteorologists and dispatchers. The Terminal Convective Weather Forecast (TCWF) product is an automated, one hour graphical forecast of convection intended for use by FAA traffic managers in terminal areas with high traffic density. It has now been successfully tested at Dallas/Ft. Worth, Orlando, New York, and Memphis airports. In 2006, TCWF was installed at operational Integrated Terminal Weather sites. The Terminal Ceiling and Visibility (TCV) product, which provides automated forecasts for airports with chronic low ceiling and visibility risks, had its test bed trial in New York City airports in 2004. The Water Vapor Sensing System (WVSS) is a sensor system that automatically makes in situ water vapor observations from commercial aircraft on which it is installed and downlinks the data for use by weather forecasters. The WVSS became operational in May 2004. During the first quarter of 2004, NASAs Synthetic Vision System (SVS) has its initial flight evaluation for air transport. For this evaluation, SVS display concepts were integrated with concepts to prevent runway incursions. In 2005 the Terminal Prediction and Warning Systems (TPAWS) project had in-service evaluations of its Enhanced Turbulence Radar and the Turbulence AutoPIREPS System (TAPS). In NASAs Weather Information Communications (WINCOMM) project, the next generation weather datalink technology had its initial lab evaluation during the forth quarter of 2004. A flight evaluation of this datalink technology was performed in the third quarter of 2005. With a successful completion of ground and flight testing of a receiver and antenna in Johannesburg, South Africa, NASA has started to prepare for experiments using high-speed aircraft in areas of the world with limited access to timely weather data. NASA plans to provide a more advanced antenna design and consultation support. This successful test of real-time aviation-related weather data is a positive step toward solving communications-specific issues associated with the dissemination of weather data directly to the cockpit. The Weather Research and Forecasting (WRF) mesoscale modeling activity is a consortium effort led by NOAA with support from other agencies and academia. WRF models continue to move into operational use in various applications, some of which have direct and significant impact on improving aviation forecasts. During 2004, a WRF version became operational at NOAAs National Centers for Environmental Prediction and the Forecast Systems Laboratory. Implementation of a WRF model in the NCEP High Resolution Window began in October 2004. A WRF also model became operational at the Air Force Weather Agency in 2005. Integrated Radar Data Services (IRaDS) began operations in August 2004. IRaDS is a collaborative effort to concentrate and transmit high-resolution weather radar data at cost for use by the private sector, government agencies, and researchers. Development of the Prototype Aviation Collaborative Effort (PACE) continued additional evaluations in the spring of 2005 for the Tactical Convective Hazard Product and Crosswind Tactical Decision Aid. The plan for this suite of products tailored for the needs of an air route traffic control center includes icing, turbulence, and ceiling and visibility products. NOAA is also collaborating with the aviation community on weather training for general aviation pilots. The weather related accident data for general aviation underscore the importance of these efforts for reducing weather-related accidents. The Pilot Training Initiative (PTI), a collaboration with the Aircraft Owners and Pilots Association Air Safety Foundation and Meteorologix, provided live seminars nationwide in most U.S. in 2005. The PTI targets the general aviation community and Certified Flight Instructors. Another important part of the overall education and training for technology transfer, NOAAs aviation operations course for National Weather Service aviation forecasters, became operational in Novembers 2004. Through my research, I discovered that there were several themes which cross-cut all the presentations, discussions, and summaries on updating aviation weather technology. Products need to be requirements driven but resources are often the limiting factor to product development. As communication and display technology advance, graphical products are preferred over alpha-numeric. The time from development to operations needs to be minimized through rapid prototyping together with a process of pre-planned product development. Training needs to be an integral part of product development and to increase the likelihood for success, the user need to be involved in the product development process. In the development process, there is a need for coordination, collaboration, cooperation and standardization among the agencies and universities to the maximum extent possible. Ensuring usability of products is important because they should be adaptable to varied users. A process of product validation should be established which ensures a quality product. As called for in the National Aviation Weather Initiatives document, there is a need to continue development of a capability, via applied research, to generate weather observations, warning, and forecasts with higher resolutions and accuracy. This will require a concerted philosophy on the part of the aviation weather community toward the development and use of a wider array of sensors for mesoscale to microscale observations and products produced from fined scale models. The roles and responsibilities between the public and private sectors in product development, research and development should be reviewed. Finally, there is a need for consistency between products to facilitate meteorological discussion, determine impacts on operations, and facilitate the decision making process. As far as perspectives for future steps, the groundwork has been done. The Strategic Plan provided the vision of a safer and more efficient National Airspace System and the National Aviation Weather Initiative have focused on specific areas where modest investments can reap significant benefits. It now falls to the agencies and the aviation industry to continue with the solution-based approach which will lead to continued support of existing programs and justification for new programs to satisfy the current initiatives. Recommendations The need to develop a comprehensive National Aviation Weather Training The need for a comprehensive examination of the roles, missions, and functions between the private and public sectors in the provision of timely, accurate, relevant, mission tailored weather support to the full spectrum of aviation activities. The need for a review and improvement of the process for establishing, validating, and prioritizing requirements. The need to examine the coordination and collaboration process for research and development. The need to develop a coordinated process to assure that improvements in products, dissemination, and training satisfy requirements, are integrated and properly reflected in appropriate policy and procedures. The National Research Council should consider ways to review and report on progress by federal agencies on recommendations provided in the research council report, Aviation Weather Services, A Call for Federal Leadership and Action. 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