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Interesting article in The Guardian (one of the best papers for arts and books coverage, in my opinion) on Elias Khoury and his fears about chaos in Lebanon.
Khoury is most well-known here for Gate of the Sun, which Archipelago Books published to great acclaim. (The paperback edition —a RTW 2007 book—is now available from Picador.)
Here's a brief description of the book:
Khoury says his aim in Gate of the Sun was to write a great love story. As Dr Khaleel, a paramedic in the makeshift Galilee hospital in Beirut's Shatila refugee camp, keeps vigil by the bedside of Yunis, a comatose Palestinian resistance fighter of his father's generation, he tells stories from the fighter's life, and his own, like a Sheherazade trying to stave off death. Soon after 1948, when the Lebanon-Israel border was still porous, Yunis would meet his wife Naheeleh in the cave in Galilee that gives the novel its title. Along with everyday tales of flight and dispossession, the book traces the enmeshed histories of Lebanon and Palestine, from the 1930s to the 1990s, centring on the 1982 massacres in the Sabra and Shatila camps.
Yalo, a new novel by Khoury is forthcoming from Archipelago Books. And hopefully an excerpt will be available online soon . . .
Antoine Volodine's vast project (40 plus novels) of what he calls the post-exotic remains mostly untranslated, so for many of us, understanding it remains touched with mystery, whispers from those "who know," and guesswork. That's not to say that, were. . .
It hasn't quite neared the pitch of the waiting-in-line-at-midnight Harry Potter days, but in small bookstores and reading circles of New York City, an aura has attended the novelist Elena Ferrante and her works. One part curiosity (Who is she?),. . .
From the late 1940s to the early 1950s, Egypt was going through a period of transition. The country's people were growing unhappy with the corruption of power in the government, which had been under British rule for decades. The Egyptians'. . .
Miruna is a novella written in the voice of an adult who remembers the summer he (then, seven) and his sister, Miruna (then, six) spent in the Evil Vale with their grandfather (sometimes referred to as "Grandfather," other times as. . .
Kamal Jann by the Lebanese born author Dominique Eddé is a tale of familial and political intrigue, a murky stew of byzantine alliances, betrayals, and hostilities. It is a well-told story of revenge and, what's more, a serious novel that. . .
While looking back at an episode in his life, twenty-year-old Taguchi Hiro remembers what his friend Kumamoto Akira said about poetry.
Its perfection arises precisely from its imperfection . . . . I have an image in my head. I see. . .
The central concern of Sorj Chalandon's novel Return to Killybegs appears to be explaining how a person of staunch political activism can be lead to betray his cause, his country, his people. Truth be told, the real theme of the. . .
Spoiler alert: acclaimed writer Stefan Zweig and his wife Lotte kill themselves at the end of Lauren Seksik's 2010 novel, The Last Days.
It's hard to avoid spoiling this mystery. Zweig's suicide actually happened, in Brazil in 1942, and since then. . .
To call Kjell Askildsen's style sparse or terse would be to understate just how far he pushes his prose. Almost nothing is explained, elaborated on. In simple sentences, events occur, words are exchanged, narrators have brief thoughts. As often as. . .
After a mysterious woman confesses to an author simply known as "R" that she has loved him since she was a teenager, she offers the following explanation: "There is nothing on earth like the love of a child that passes. . .


text: AVIATION SERVICES For purposes of this Federal Plan, Aviation Services are those specialized meteorological services and facilities established to meet the requirements of general, commercial, and military aviation. Civil programs that are directly related to services solely for aviation and military programs in support of land-based aviation and medium- or long-range missile operations are included. Detailed aviation services/products for specific areas include, but are not limited to, ceiling and visibility, convective hazards, en route winds and temperatures, ground de-icing, in-flight icing, terminal winds and temperatures, turbulence, volcanic ash, and other airborne hazardous materials. OPERATIONAL PROGRAMS, INCLUDING PRODUCTS AND SERVICES NOAA National Weather Service NOAA is legislatively mandated by Title 49 of the U.S. Code to provide weather information to the FAA. NWS aviation weather projects support increasing and improving observation capabilities, forecast products and techniques, outreach and training, operational adaptation of applied research, and verification of forecast products. These projects have the goal of improving the safe and efficient flow of air traffic in the National Airspace System (NAS). In response to requirements of the international community and the FAA, aviation weather products issued by NWS span the globe. Under an international agreement through the International Civil Aviation Organization, the Aviation Weather Center (AWC), one of the NWS National Centers for Environmental Prediction (NCEP), is the mechanism by which the United States meets its weather forecasting obligations to the aviation community. The AWC prepares forecasts four times a day of globally significant thunderstorms, tropical cyclones, severe squall lines, moderate or severe turbulence and icing, and cumulonimbus clouds associated with the above. The forecast charts also include information on volcanoes, radiological releases, jet streams, and tropopause heights. This information is transmitted by the International Satellite Communications System with coverage in the Americas, Caribbean, Atlantic, western portions of Europe, the Pacific, and Eastern Asia. The AWC, along with the Alaska Region's Alaska Aviation Weather Unit (AAWU), and the NWS Weather Forecast Office (WFO) in Honolulu, Hawaii, provides wind, temperature, and flight hazard (e.g., icing, and turbulence) forecasts for flight planning and en route aircraft operations for the United States, the north Atlantic and north Pacific routes, and some routes in the southern hemisphere. Under an agreement with NOAA, NWS meteorologists are assigned to Center Weather Service Units (CWSUs) located in each of the 21 FAA Air Route Traffic Control Centers (ARTCCs). The CWSUs are currently supported by 84 NWS meteorologists (4 at each of the 21 ARTCCs) to provide real-time support and decision assistance concerning weather impacts on air traffic. In Section 2. Federal Meteorological Services and Supporting Research Programs addition to supporting the ARTCCs, the CWSUs provide meteorological support to en route centers, Terminal Radar Approach Control facilities, and airport towers. The AWC also produces guidance products for use by WFOs in support of the airport terminal forecast function. To operationally support the needs of aviation users today, the NWS WFOs prepare Terminal Aerodrome Forecasts (TAFs) eight times a day, with amendments as needed, for more than 630 public-use airports in the United States and its territories in the Caribbean and Pacific. Thus, the AWC discharges large-scale, global aviation functions that can be sensibly centralized, while the WFOs discharge local aviation functions based on centralized guidance provided by the AWC. Additionally, NCEP's Environmental Modeling Center supplies global gridded model data of temperature, winds, and humidity twice daily for flight levels from 5,000 to 45,000 feet. NWS's Aviation Weather Services Program funds a broad range of initiatives designed to improve the delivery of aviation weather information to NAS users. These initiatives include the acquisition of aircraft-mounted water vapor sensors; development of software, tools, and training programs to enhance forecaster effectiveness; and development of products to improve weather information availability to the aviation community. The Aviation Weather Services Program also serves as NOAA's focal point for development of NextGen (see "Research Programs and Projects," below). Federal Aviation Administration Weather is the single most disruptive factor affecting the NAS. Today's legacy meteorological assessment systems that support travel on the Nation's airways include the Advanced Weather Interactive Processing System (AWIPS); the Automated Surface Observing System (ASOS); the Weather and Radar Processor (WARP); the Weather Surveillance Radar-1988 Doppler (WSR- 8D), also known as the Next Generation Weather Radar (NEXRAD); the Terminal Doppler Weather Radar (TDWR); the Air Route Surveillance Radar (ARSR) systems ARSR-1, ARSR-2, ARSR-3, and ARSR-4; and the Air Surveillance Radar (ASR) systems ASR-8, ASR-9, and ASR-11. The objective of the FAA's Service Life Extension Program (SLEF) is to sustain these legacy systems until 2025, and the Joint Planning and Development Office (JPDO) is working to ensure that there is no interruption in service or significant degradation of mission capability from the current ground-based long-range radar systems until such time that the NextGen detection/surveillance system is operationally deployed. Aviation Weather Observations, Levels of Service The FAA has taken responsibility for aviation weather observations at many airports across the country. To provide the appropriate observational service, FAA is using automated systems, human observers, or a mix of the two. It has been necessary to place airports into four categories according to the number of operations per year, any special designation for the airport, and the frequency with which airport operations are affected by weather. 1. ASOS Level D Service. Level D Service is provided by a stand-alone ASOS. Level D service is available at 458 airports. Aviation Services 2. ASOS Level C Service. Level C service includes the ASOS plus augmentation by tower personnel. Tower personnel add to the report their observations of thunderstorms, tornadoes, hail, tower visibility, volcanic ash, and virga when the tower is in operation. Level C service is available at 300 airports. 3. ASOS Level B Service. Level B service includes all of the weather parameters in Level C service plus runway visual range (RVR) and the following parameters when observed: freezing drizzle versus freezing rain, ice pellets, snow depth, snow increasing rapidly remarks, thunderstorm/lightning location remarks, and remarks for observed significant weather not at the station. Level B service is available at 57 airports. 4. ASOS Level A Service. Level A service includes all of the weather parameters in Level B service plus 10-minute averaged RVR for long-line transmission or additional visibility increments of 1/8, 1/16, and 0 miles. Level A service is available at 69 airports. The Automated Surface Weather Observation Network The FAA's Automated Surface Weather Observation Network (ASWON) includes eight separate programs: (1) the Automated Weather Observing System (AWOS), (2) ASOS, (3) ASOS Pre- Planned Product Improvement (P3I) project, (4) Automated Weather Sensors Systems (AWSS), (5) Stand Alone Weather Sensors (SAWS), (6) AWOS Data Acquisition System (ADAS), (7) F- 420 Wind System, and (8) Digital Altimeter Setting Indicator (DASI). ASWON provides automated surface weather observations to meet the needs of pilots, operators, and air traffic personnel. It supports the agency goal to Provide Weather Program Services, which includes objectives of maintaining current weather data collection, processing distribution capabilities, system capabilities, and interfaces, while conducting coordination with service units and external agencies to ensure weather information development efforts area consistent with the NextGen Concept of Operations. AWOS provides basic aviation weather observations directly to pilots approaching the airport. The majority of these systems were installed at non-towered airports to enhance aviation safety and the efficiency of flight operations by providing real-time weather data at airports that previously did not have local weather reporting capability. AWOS units are built to the standards of quality necessary to ensure the safety of flight operations. 182 AWOSs are currently fielded. ASOS. The ASOS program has been a joint effort of NWS, FAA, and the Department of Defense (DOD). The installed network of 884 ASOS sites nationwide serves as the primary surface weather observing network for the United States. ASOS is designed to support aviation operations directly, as well as providing basic weather observations for NWS forecast activities and for the meteorological, hydrological, and climatological research communities. About 426 ASOS are installed at towered airports where the FAA provides augmentation/backup of the observations. The remaining ASOS are installed at non-towered airports where the automated observation provides Service Level D weather reporting capabilities. The NWS hourly wind fields, which are important to aviation users, are created by spatially and temporally interpolating wind forecast guidance from the latest run of the NWS's operational North American Mesoscale (NAM) weather forecast model with the ASOS data. Section 2. Federal Meteorological Services and Supporting Research Programs ASOS P3I. Whereas the other ASWON elements are all in service, this is the only remaining active program within the ASWON development portfolio. ASOS P3I consists of five efforts: (1) ASOS Processor Rehost, (2) Dewpoint Sensor Replacement, (3) Ice-Free Wind Sensor, (4) Enhanced Precipitation Identification (EPI) sensor, and (5) Ceilometer Replacement. Of these five, only the EPI sensor and Ceilometer Replacement remain in development. The ASOS P3I program is managed by the NWS under an interagency agreement. AWSS. The AWSS has capabilities similar to ASOS. However, AWSS units were a direct FAA acquisition, rather than an acquisition through the joint ASOS program. The commissioning of the 19 AWSS was completed in 2005. Level C service is available at 7 airports and Level D service is available at 12 airports. An additional 25 AWSS units have been installed at airports in Alaska as part of the Automatic Dependent Surveillance-Broadcast (ADS-B)/Capstone program. SAWS. This ASWON project was initiated in 1998 to provide temperature, dew point, wind speed and direction, and barometric pressure for altimeter settings. The systems were installed primarily as a back-up for AWSS/ASOS sensors at ASOS Level C airports where no other back- up capability is available. SAWS has also been certified for operational use and may, at the local Air Traffic Manager's discretion, be used to replace F-420 wind speed/direction indicators and DASI. SAWS capability has been demonstrated, production is complete, and the FAA has 131 SAWS systems installed and commissioned. ADAS functions primarily as a message concentrator. It collects weather messages from AWOS, ASOS, and AWSS equipment located at controlled and noncontrolled airports within the area of responsibility of each ARTCC. ADAS distributes 1-minute AWOS/ASOS observations to WARP and to the Integrated Terminal Weather System (ITWS). ADAS forwards the AWOS/ASOS METAR, and SPECI observations to the Weather Message Switching Center Replacement (WMSCR) for further distribution. Field implementation of ADAS is complete, and a technology refresh effort is underway that will replace the ADAS in 2010-11. AWOS for Non-Federal Applications Under the Airport Improvement Program, State and local jurisdictions may justify to the FAA the need to enhance their airport facilities. Upon approval, these improvements may be partially funded by the FAA using resources from the Airway Trust Fund. The local airport authority becomes responsible for the remainder of the funding necessary to complete the procurement, as well as the funding for regular maintenance. Addition of an AWOS is one of the improvements that qualify for funding assistance under the program. Airports can also use State, local, or private funds to purchase a non-Federal AWOS. Systems that qualify must meet certain standards, which are defined in the FAA Advisory Circular on Non-Federal Automated Weather Observing Systems. There are more than 1,085 non-Federal AWOS locations. Non-Federal AWOS may be AWOS-A, AWOS-A/V, or AWOS I, II, III or IV. Some of these, including AWOS III and AWOS IV, are capable of reporting through a geostationary communications satellite. These observations will be entered into the national network for use in support of the NAS and the national weather network. Aviation Services New Generation Runway Visual Range (NG RVR) System The NG RVR system provides RVR information to controllers and users in support of precision landing and take-off operations. This element of the NAS infrastructure incorporates state-of-the- art sensor technology and embedded remote maintenance monitoring. It provides near real-time measurement of visibility conditions along a runway (up to three points along the runway can be measured: touchdown, midpoint, and rollout). The system automatically collects and formats data from three sensors. A runway light intensity monitor reports on both runway edge and center-line lights. An ambient light sensor controls computer calculations using a day or night algorithm. Forward-scatter meters will replace the transmissometers currently in use. The data processing unit calculates runway visibility products and distributes the products to controllers and other users. Delivery of NG RVR visibility sensors began in November 1998. To date, 242 NG RVR systems are operating in the NAS. At the current annual levels of funding and deployment, the FAA plans to complete delivery of all NG RVR systems by FY2010. The program goal is to replace all remaining RVV, Tasker 400 and Tasker 500 systems. At present, 36 of these older systems continue to operate in the NAS. At the current rate of 10 installations a year, the FAA plans to have these systems replaced by 2012. Personal Computer Based Runway Visual Range (PC RVR) System In December 2009, the FAA began deploying the PC RVR system into the NAS. The PC RVR provides increased RVR capabilities at additional airports while also replacing the remaining Tasker and earliest deployed NG RVR systems. Weather Camera Program The FAA has installed Aviation Weather Cameras as an aid to Visual Flight Rules pilots operating in Alaska. Through the cameras and the Internet, pilots get a current picture of the weather conditions to assist them in making flight decisions. There are over 100 camera sites installed and operating, with an additional 24 requested for FY 2011. Low Level Windshear Alert System (LLWAS) To help protect aircraft from catastrophic wind shear, the FAA uses a network of sensors collectively called the Low-Level Windshear Alert System. The LLWAS has undergone several advances in both design and computational algorithms over the program's life. The latest deployment, known as the LLWAS Phase III, adds sensors to the original LLWAS network, providing better coverage of the airfield. In addition, the LLWAS Phase III is capable of providing runway-oriented windshear and microburst alerts with loss and gain values. The LLWAS Phase III comprises hardware and software necessary to provide continuous real-time collection and analysis of wind data at and around an airport. It provides airport and runway wind speed and direction information and determines whether conditions exist that exhibit wind shear and/or microburst activity. If these conditions exist, the LLWAS produces alerts sent to Ribbon Display Terminals in the Air Traffic Control Tower and to Terminal Radar Approach Control. The system can support up to eight physical runways in all functions relating to wind analysis and runway-oriented messages and data. Section 2. Federal Meteorological Services and Supporting Research Programs With one exception, the LLWAS provides information on hazardous wind shear events that create unsafe conditions for aircraft landing and take-off at selected airports without TDWR coverage. The exception is that high-performance LLWAS-NE (network expansion) systems supplement the microburst detection capabilities of the TDWRs at nine airports. The alerts from LLWAS-NE++ (FA-10387) will be integrated with alerts from the TDWR and the ITWS at most LLWAS NE++ locations. The LLWAS Relocation/Sustainment ((LLWAS-RS (FA-14100)) provides the same functionality and interfaces. Terminal Doppler Weather Radar The TDWR program consists of operational, dedicated aviation terminal weather radars based on Doppler techniques to detect wind and other weather conditions. TDWR units have been located to optimize the detection of microbursts and wind shear at selected airports with high operations and frequent weather impacts. Microbursts, which consist of an intense downdraft with strong surface wind outflows, are particularly dangerous to landing or departing aircraft. The radars are located near airport operating areas so as to provide the best scan of runways and the approach and departure corridors. The TDWR scanning strategy is optimized for microburst/wind shear detection. In addition, TDWR has the capability to identify areas of precipitation and the locations of thunderstorms. The FAA has 45 operational and 2 support TDWR systems. System displays are located in airport towers and at Terminal Radar Approach Control facilities. The TDWRs provide wind shear alert conditions for airport approach and departure advisories. In addition, they provide supplementary wind information that allows airport managers to turn the airports around in time to accommodate wind shifts predicted by the TDWRs. This increases airport capacities by reducing the delays traditionally associated with major wind shifts. The high-performance LLWAS-NE (network expansion) systems supplement the microburst detection capabilities of the TDWRs at nine airports. TDWR supports the agency goal of Provide Weather Products: Provide program management for capital acquisitions aimed at increasing safety. A service life extension program is underway to maintain and improve TDWR system capability. FAA investments for FY 2011 include the TDWR service life extension program. Juneau Airport Wind System (JAWS) The JAWS provides terrain-induced wind and turbulence data important to safety of flight and decreases the probability of experiencing unnecessary weather-related delays in and out of Juneau International Airport, Alaska. JAWS data are provided to the aviation community as advisory because of the restrictive geographical features that affect approach and departure paths. The JAWS measures and displays wind information to the Juneau Automated Flight Service Station for use in preparing pilot briefings. Alaska Airlines uses JAWS data to comply with its Operations Specification. The NWS uses JAWS data for weather forecasting, and other Alaskan aviation users access JAWS data via the Internet. JAWS supports the agency goal to Provide Weather Products: Provide program management for capital acquisitions aimed at increasing safety. Aviation Services The National Center for Atmospheric Research (NCAR) developed the prototype JAWS and has been operating and maintaining it since 1998. A December 2008 investment decision approved implementing a hardened prototype as the end-state JAWS, which will be operated and maintained by the FAA. NCAR will provide operations and maintenance history and technical support during the transition to the end-state JAWS, which is planned for completion in early 2012. The investments for FY 2011 include JAWS-Hardened Prototype and Implementation. Air Route Surveillance Radar The ARSR-4 provides the ARTCCs with accurate multiple weather levels out to 250 nautical miles. The ARSR-4, which resulted from a project jointly funded by the FAA and the U.S. Air Force, greatly enhanced the ability to accurately report aircraft targets in weather for primary en route radar. The ARSR-4 can provide weather information to supplement other sources. Forty- one ARSR-4 joint radar sites were installed from 1993 to 1998. Weather Systems Processor (WSP) The WSP program provides an additional radar channel for processing weather returns and de- aliasing returns from the other weather channel in the ASR-9 surveillance radar. The displays of convective weather, microburst, and other wind shear events from the WSP provide information for controllers and pilots to help aircraft avoid those hazards. All 34 WSP units planned for installation are in place and operating, with an additional 5 support units. A technology refresh program to refurbish and restock system parts to extend system operability was completed in 2009. Next Generation Weather Radar Known operationally as the Weather Surveillance Radar-1988 Doppler (WSR-88D), NEXRAD is the product of a multi-agency program that defined, developed, and implemented this weather radar. Field implementation began in 1990 and was completed in 1996 with 161 WSR-88D systems deployed. The FAA sponsored 12 systems in Alaska, Hawaii, and the Caribbean. The other 149 WSR-88Ds, sponsored by NOAA/NWS and DOD, provide coverage for the continental United States. The three NEXRAD funding agencies jointly support the field sites through the WSR-88D Radar Operations Center at Norman, Oklahoma. This center provides software maintenance, operational troubleshooting, configuration control, and training. During WSR-88D development, the FAA emphasized the need for algorithms that take advantage of this radar's improved detection capability for precipitation, wind velocity, and hazardous storms. The FAA also stressed that these algorithms provide new or improved aviation-oriented products. These improvements in detection of hazardous weather continue to reduce flight delays and improve flight planning services through aviation weather products related to wind, wind shear, thunderstorm detection, storm movement prediction, precipitation, hail, frontal activity, and mesocyclones and tornadoes. WSR-88D data provided to Air Traffic Control through the WARP increase aviation safety and fuel efficiency. Section 2. Federal Meteorological Services and Supporting Research Programs NEXRAD supports the agency goal of providing program management for capital acquisitions aimed at increasing safety. Planned product improvements include a shift to an open architecture, new antenna design, dual polarization, and the development of more algorithms associated with specific weather events, such as in-flight icing and turbulence. FAA investments in NEXRAD for FY 2011 include NEXRAD Legacy, Icing, and Hail Algorithms. Turbulence Nowcasts and Forecasts FAA has had a research program focused on producing a system for real-time turbulence nowcasts and probabilistic forecasts of turbulence. The approach taken to meet these objectives includes a turbulence forecasting task in conjunction with two supporting sensor tasks: one for in situ detection of turbulence and the second for remote sensing of turbulence. The in situ task has resulted in the deployment of an aircraft-based turbulence detection algorithm on aircraft at United Airlines and Delta Airlines. Current efforts include deployment at Southwest Airlines. The remote sensing task has targeted the use of data from the NEXRAD radar network. Data from the NEXRAD Turbulence Detection Algorithm, currently operational on WSR-88D installations, will be used as input in the production of the Graphical Turbulence Guidance Nowcast (GTGN) product. Turbulence forecast research efforts to date have resulted in the Graphical Turbulence Guidance Version 2 (GTG2), the current operational version, which provides deterministic clear-air turbulence forecasts from 0 to 12 hours for altitudes from 10,000 ft to Flight Level 450. GTG2 incorporates in situ turbulence observations. The next version, GTG3, will include forecasts for mountain wave turbulence and extend the forecasts to cover the period from 0 to 18 hours. GTG3 will use the Weather Research and Forecasting (WRF) Rapid Refresh model as input. Future versions of the Graphical Turbulence Guidance will be expanded to include all flight levels, provide global coverage, include convective turbulence forecasts, and provide probabilistic guidance, rather than the deterministic output from the current version. Weather and Radar Processor The WARP system was designed to close the performance gap of providing accurate and timely weather information by replacing weather data from the long-range surveillance radars with more accurate information from the NEXRAD system. It is operational at the 21 ARTCCs and at the Air Traffic Control System Command Center (ATCSCC). There are six primary WARP functions: (1) integrate timely and accurate weather onto air traffic controller displays; (2) support the Traffic Management Unit and to air traffic control specialists at the ARTCCs and the ATCSCC; (3) disseminate weather data to critical NAS subsystems; (4) provide current and forecast data to NWS CWSU meteorologists, who support air traffic personnel; (5) present accurate weather information in an integrated manner in the en route environment to give air traffic controllers a comprehensive picture of where aircraft can safely fly, while making the most efficient use of airspace. The WARP system will continue to be sustained until the equivalent functionality in the NextGen Weather Portfolio is deployed. A WARP technical refresh is addressing the aging infrastructure of the existing hardware and software systems. These activities include communications upgrades, implementation of mandatory security certification and accreditation Aviation Services package (SCAP) mitigation activities, and the design and development of interfaces to critical NAS systems that require weather data such as the En Route Automation Modernization and Advanced Technologies and Oceanic Procedures systems. For FY 2011, maintenance and sustainment activities will continue, including ongoing required information systems security activities. Efforts will be initiated to incorporate data format changes. WARP continues to support the FAA's Strategic Flight Plan goal of Greater Capacity: Work with local governments and airspace users to provide increased capacity in the NAS that reduces congestion and meets projected demand in an environmentally sound manner. The WARP system also enhances safety, reduces weather-related delays, and improves collaborative decisionmaking. Wind Shear Detection Services (WSDS) WSDS is a portfolio of ground-based wind shear technologies in the NAS. It consists of two work packages (WP). WP1 (Legacy) contains LLWAS, WSP, and TDWR. These legacy wind shear technologies are nearing the end of their life expectancy, and for this reason, they are in desperate need of a service life extension program or technology refresh until the NextGen replacement technology is available. WP2 consists of new wind shear technology such as Wind Hazard Detection Equipment (WHDE, formally LIDAR), and the expansion of wind shear service to unprotected and underprotected sites. The business case to be developed for WSDS will evaluate all of these systems together to determine how to maintain existing wind shear service while modernizing, improving, and right- sizing the component capabilities across the service. The output of this business case will be recommendations on how to sustain existing wind shear service, while improving wind shear system performance in a cost-effective and efficient manner. WSDS supports the agency goal of Provide Weather Products: Provide program management for capital acquisitions aimed at increasing safety. The investments for FY 2011 include WSDS Work Package 1. Integrated Terminal Weather System (ITWS) The FAA developed ITWS to provide new technology to help air traffic flow more efficiently during periods of bad weather. The ITWS receives and integrates weather data from a number of FAA and NWS radars and sensors. It uses highly sophisticated meteorological algorithms to display current and predicted weather and warnings of potentially hazardous weather events from the airport out to 200 nautical miles. ITWS provides accurate, easy-to-understand, and immediately usable weather information on full-color graphic displays. ITWS uses data from AWOS, ASOS, LLWAS, TDWR, and NEXRAD Models 9 and 11. Other inputs include the National Lightning Detection Network, data from the NWS Rapid Update Cycle forecast model, and the Meteorological Data Collection and Reporting System. ITWS products include such weather information as windshears, microbursts, gust fronts, storm cell motion and speed, terminal area winds aloft, lightning, hail, and tornadoes. A Terminal Convective Weather Forecast enhancement was added in 2006 to increase the forecast time of Section 2. Federal Meteorological Services and Supporting Research Programs the predictive products from 20 to 60 minutes. This enhancement provides additional data to assist air traffic personnel in using forecast information more effectively. ITWS displays are located in air traffic control towers, terminal radar approach control facilities, and ARTCCs. Intranet web-based ITWS products are available to the ATCSCC, airline operations centers, and other approved users. Pilots can also receive ITWS information in the cockpit. Via an intra-agency agreement, the John A. Volpe National Transportation Systems Center (Volpe Center) hosts the ITWS User II Web Site, which distributes ITWS data to external users. The availability of this enhanced weather information means that system users now will be able to employ these products in their flight planning and that FAA will be better equipped to manage the nation's air traffic. FAA traffic managers and controllers, the airlines, pilots, and other airspace users can use ITWS information to improve the efficiency and safety of air traffic flow during bad weather. ITWS provides the benefits of common situational awareness, collaborative decisionmaking, and tactical planning for its users. For example, the current and future predicted locations of weather around airports, which affects both airborne and ground operations, can be used to keep runways open longer as hazardous weather approaches and reopen runways sooner after the hazard passes, allowing more takeoffs and landings. These efficiencies increase capacity and reduce weather delays for airlines and the traveling public, saving time for the flying public and money for the airlines. FAA benefits studies have shown that ITWS is generating significant benefits for the FAA and airlines. The FAA and Massachusetts Institute of Technology Lincoln Laboratory installed prototype versions of ITWS at four airports between 1993 and 1998. Based on the success of the prototypes, the FAA competitively selected the Raytheon Company to develop and deploy 33 production ITWS systems. The first fully operational ITWS site was commissioned at Kansas City International Airport on April 10, 2003. As of February 2010, the FAA has installed and commissioned ITWS at 32 operational sites serving 51 airports, 28 of which are Operational Evolution Partnership (OEP) Level 1 airports. Two other systems, serving 8 airports (including one OEP airport), became operational in 2010. Four support systems have also been installed. ITWS Situation Displays will be installed in 15 Secondary Reliever airports starting in 2010, and installations will continue in 2011. On July 27, 2009, ITWS received Joint Resource Council approval for a replan to add another site to its program. The addition is at the Northern California Terminal Radar Approach Control facility and includes tower facilities at Oakland, Reno, Sacramento, San Francisco, and San Jose. In all, 74 airports will be served by ITWS when currently planned installations are completed. ITWS continues to support the FAA's Strategic Flight Plan goal of Greater Capacity: Work with local governments and airspace users to provide increased capacity in the NAS, thereby reducing congestion. ITWS meets projected demand in an environmentally sound manner. On February 18, 2010, ITWS successfully completed a Post Implementation Review conducted by the FAA Joint Resources Council Investment Process Management Group, which concluded that: ITWS achieved all of its performance goals, as documented in the Office of Management and Budget (OMB) Exhibit 300 FY 2011 submission. Aviation Services The original ITWS business case, which defines ITWS functionality, cost, and benefits, continues to be valid. Operational and Supportability Implementation System (OASIS) The FAA acquired OASIS to integrate graphics weather products, flight planning, aeronautical data processing, and timeliness of data dissemination for Flight Service operations, thereby enhancing the safety and efficiency of the NAS. OASIS replaced the outdated Model-1 Full Capacity Flight Service Automation System and legacy graphic weather display systems. It incorporates automated flight service data handling capabilities that provide flight planning, weather briefings, Notices to Airmen (NOTAMs), special use airspace, and search and rescue services. OASIS systems in the continental United States were de-installed in 2007, but OASIS systems are currently operational at the FAA's 14 Flight Service Stations and 3 Automated Flight Service Stations in Alaska. OASIS will continue to operate in Alaska until replaced by the Meteorological and Aeronautical Planning System (MAPS). Terminal Weather Information for Pilots (TWIP) Program The TWIP program provides text message descriptions and character graphic depiction of potentially hazardous weather conditions in the terminal area of airports. TWIP provides pilots with information on regions of moderate to heavy precipitation, gust fronts, and microburst conditions. Text messages or character graphic depictions are received in the cockpit through the Aircraft Communication Addressing and Reporting System (ACARS) data link system. The TWIP functionality was initially incorporated in the TDWR software and deployed at 47 commissioned TDWR sites. Following the installation of ITWS at the TDWR sites, TWIP weather data is now provided as an output product of ITWS. Thirty-one of the 33 ITWS sites were commissioned as of the end of FY 2009, with the remaining two systems scheduled for installation in FY 2010. TWIP weather data are also available as an output product from the 34 commissioned WSP sites, but availability depends on National Airspace Data Interchange Network (NADIN) II connectivity and program funding. Direct User Access Terminal (DUAT) The DUAT system has been operational since February 1990. DUAT is an Internet capability through which pilots are able to access weather and NOTAMs, as well as file their Instrument Flight Rules and/or Visual Flight Rules flight plans from their home or office personal computer. Aviation Weather Communications FAA Wide Area Networks (WANs) provide communications for all operational NAS systems and services. Weather data, products, and information constitute a large percentage of network traffic, as do NOTAMS, flight planning, flight movement, and other aeronautical data. The FAA Telecommunications Infrastructure (FTI) network is rapidly replacing legacy NAS network services because of its ability to provide contemporary protocols, enhanced security services, user specific service availability, and increased operational bandwidth for both present and future NAS users/systems. Legacy network users, such as those utilizing the NADIN Packet-Switched Network (PSN) (also called NADIN II) are being migrated to FTI for network service. This Section 2. Federal Meteorological Services and Supporting Research Programs change is largely due to obsolescence and supportability issues with the legacy NADIN II network, which is scheduled to be decommissioned by December 2010. The NADIN II PSN was commissioned in 1995 to serve as the primary inter-facility data communications resource for a large community of NAS computer subsystems. The network design incorporates packet-switching technology into a meshed backbone network that provides high availability of services, at low to medium speeds, to the network's users. NADIN II consists of operational nodes at all ARTCCs and at the two network control centers at the Network Enterprise Management Center (NEMC) facilities at Salt Lake City, Utah, and Atlanta, Georgia. NADIN II presently provides network services to WMSCR, WARP, ADAS, TMS, the Consolidated NOTAM System, and a number of other nodes in the aviation weather information system serving NAS users. Weather Message Switching Center Replacement The WMSCR system, which is housed in the NEMC facilities, replaced the Weather Message Switching Center located at FAA's National Communications Center (NATCOM), Kansas City, Missouri, with technology that was the state of the art when it was commissoned in 1995. WMSCR is the primary NAS interface with the National Weather Service Telecommunications Gateway (NWSTG) for the exchange of aviation alphanumeric and limited gridded weather products for NAS users. It collects, processes, and stores aviation weather products and disseminates them to major NAS systems, the airlines, and international and commercial users. WMSCR also provides storage and distribution of domestic NOTAMs and retrieval of international NOTAMs through the Consolidated NOTAM System. The WMSCR system operates in a Primary/Backup mode via geographically redundant systems at the NEMC facilities in Atlanta and Salt Lake City. Replication occurs between the redundant systems at the NEMC facilities to ensure database information is identical. In the event of a failure of the primary system, the surviving node assumes responsibility for collection and distribution of data for the entire NAS network user community. The WMSCR system has undergone a number of technology refreshes to ensure continued supportability and maintainability. Currently, the system software is being modified to incorporate a subset of System Wide Information Management (SWIM) products (See discussion below under NextGen programs.) The system hardware is due for technology refresh in 2011. Plans are presently underway for migration of the system to a common hardware platform with other like system functionality to reduce the number of disparate platforms and ensure supportability. It is expected that WMSCR functionality will eventually be subsumed into SWIM. World Area Forecast System (WAFS) The WAFS, which is compliant with ICAO Annex 3, produces flight planning products used in international air carrier operations. It incorporates product generation and satellite distribution functions. The data available via WAFS include flight winds, observations, forecasts, SIGMETs, AIRMETs, and hazards to aviation including volcanic ash clouds. The information and products Aviation Services are prepared at two World Area Forecast Centers (WAFCs) designated as WAFC Washington, and WAFC London. Distribution is accomplished through four geosynchronous satellite broadcasts operated by the two WAFCs. Three of the four satellites are funded by the United States. The first is located over the western Atlantic with a footprint covering western Europe and Africa, the Atlantic Ocean, South America, and North America (except for the West Coast and Alaska). The second U.S.- funded satellite is positioned over the Pacific and covers the U.S. West Coast and Alaska, the Pacific Ocean, and the Pacific rim of Asia. The third U.S.-funded satellite is positioned over the Indian Ocean and primarily covers East Asia. A fourth satellite, operated by the United Kingdom, is stationed over the western Indian Ocean and covers the remaining areas of Europe, Asia, and Africa. National Volcanic Ash Operating Plan for Aviation Under the auspices of the Office of the Federal Coordinator for Meteorological Services and Supporting Research (OFCM), the following agencies participate in the interagency Working Group for Volcanic Ash (WG/VA) and Committee for Aviation Services and Research (CASR): FAA, NOAA, U.S. Air Force, and U.S. Geological Survey (USGS). Through its Volcanic Hazards Program, the USGS is responsible for monitoring volcanoes in the United States and issuing eruption forecasts and notifications. The WG/VA has prepared a National Volcanic Ash Operating Plan for Aviation. The purpose of the plan is to provide operational guidance by documenting the required procedures and information products of the government agencies responsible for ensuring safety of flight operations when volcanic ash has erupted into the atmosphere. There are regional plans in addition to the national plan. The Regional Interagency Volcanic Ash Operating Plan for Alaska was updated in 2010 and the plan for the Pacific Northwest is expected to be completed in 2011. Regional plans typically also involve state and local agencies. Because of the proximity of Aleutian volcanoes to busy North Pacific air routes, the USGS's Alaska Volcano Observatory (AVO) has been and continues to be a world leader in the integration of volcano observatory operations with efforts to mitigate the risk from airborne volcanic ash to en route aircraft. AVO monitors continuous real-time data from seismic networks at approximately 33 volcanoes in the Aleutian Islands. It also uses data from various satellites to assess activity and track airborne ash. Data and information from AVO monitoring activities are supplied to FAA and DOD to provide warnings for pilots and aircraft operators in the Alaskan region and to NOAA/NWS to aid in its forecasting and tracking of ash clouds. USGS also monitors activity in the Northern Mariana Islands and has an interagency plan for that area. There is frequent activity in the Marianas; the most recent significant eruption occurred in May 2010 when an underwater seamount erupted, sending ash to more than 40,000 ft. The eruption of Eyjafjallajökull in Iceland in the spring of 2010 and ensuing shutdown of European airspace focused attention on the global economic disruption that a volcanic ash cloud can have on the transportation of people and goods. USGS experts on the issue of airborne volcanic ash have been working with FAA, NOAA, and DOD colleagues to improve capabilities in mitigating the impact of the presence of volcanic ash in busy flight routes, both domestic and Section 2. Federal Meteorological Services and Supporting Research Programs international. In response to t—he heightened interest, USGS established a new project that focuses exclusively on volcanic ash and brings together existing USGS efforts in research, development of new operational tools, and assisting policy makers. Recognizing that many potentially dangerous volcanoes have inadequate or no ground-based monitoring, the USGS recently evaluated volcano-monitoring capabilities and published "An Assessment of Volcanic Threat and Monitoring Capabilities in the United States: Framework for a National Volcano Early Warning System (NVEWS)" (online at http://pubs.usgs.gov/of/2005/1164/). Results of the NVEWS volcanic threat and monitoring assessment are being used to guide long-term improvements to the national volcano-monitoring infrastructure operated by the USGS and affiliated groups. The most threatening volcanoes— those near communities and transportation infrastructure (ground and air) and with a history of frequent and violent eruptions—need to be well monitored in real time with an extensive suite of instrument types to detect the earliest symptoms of unrest and to reliably forecast behavior of the volcano. Waiting until unrest escalates to augment monitoring capabilities at these high-threat volcanoes puts people (including scientists in the field) and property at undue risk. Remote, isolated, or less frequently erupting volcanoes that nevertheless can pose hazards to air-traffic corridors require sufficient monitoring capability with ground-based instruments to detect and track unrest in real-time so that other agencies responsible for en route flight safety can be kept apprised of the potential for explosive, ash-cloud-forming eruptions. The Volcano Hazards Program has posted pages on its website devoted to practical guidance for dealing with ash hazards to transportation, communications, agriculture, water supplies, etc. See http://volcanoes.usgs.gov/ash. SUPPORTING RESEARCH PROGRAMS AND PROJECTS NextGen: For the NAS of the Future To address the growing demands on the NAS for the future, the 108th Congress and the George W. Bush Administration promulgated and signed into law the VISION 100 Act—Century of Aviation Reauthorization Act (P.L. 108-176). The Vision 100 Act calls for an integrated, multi- agency plan to transform the Nation's air transportation system to meet the needs of the year 2025, while providing substantial near-term benefits. The resulting Next Generation Air Transportation System (NextGen) Initiative will address critical safety and economic needs in civil aviation while fully integrating national defense and homeland security improvements into the future NAS. The Vision 100 Act directs the Department of Transportation, FAA, Department of Commerce, National Aeronautics and Space Administration (NASA), and the JPDO to conduct integrated planning for research to operations to support the multi-agency NextGen system. Along with the private sector and academic community, the FAA, NASA, and the Departments of Commerce, Defense, Homeland Security, and Transportation are working together with the Office of Science and Technology Policy to design and build NextGen. To coordinate this work, VISION 100 created the JPDO, which reports to the Senior Vice President for NextGen and Operations Planning within FAA's Air Traffic Organization (ATO). Within JPDO is the Weather Working Group (WWG), which facilitates integrating longer-term planning. Aviation Services Collectively the effect of the NextGen R&D portfolio will result in aviation weather data no longer being just a stand-alone display, requiring cognitive interpretation and impact assessment, with limited ability to significantly reduce weather-related delays. Instead, weather information is being designed to integrate with and support NextGen's decision-oriented automation capabilities and human decisionmaking processes. The programs in progress to develop tomorrow's aviation weather systems to support NextGen capabilities include the NextGen Network Enabled Weather (NNEW) and the Reduced Weather Impact (RWI) programs. Research efforts are underway to demonstrate and evaluate the ability to integrate weather information from multiple Federal agencies through the use of an electronic catalog of aviation weather data. The goal is to establish weather-specific services design standards and weather data format standards to enable the operational delivery of six data sets through network-enabled mechanisms by 2014 and the dissemination of four-dimensional (4-D) Weather Data Cube capabilities. NextGen Integration and Implementation Office Within the FAA/ATO, two principal entities that report to ATO's Senior Vice President for NextGen and Operations Planning are focused on implementation of NextGen, especially in the near and medium term: the NextGen Integration and Implementation Office and the Aviation Weather Group (AWG). The role of the NextGen Integration and Implementation Office is to ensure that the plans for the several NextGen strategic thrusts, called solution sets, are coordinated and integrated for efficient near- and medium-term implementation across the FAA. These sets include the NNEW and the RWI Solution Sets, which are focused on improving weather observations, weather forecasts, and operational decisions by integrating weather information. AWG and Aviation Weather Services Directorate Roles in NextGen Transition The Aviation Weather Services Directorate (AWSD) within FAA/ATO and the AWG have important roles in the transition from today's aviation weather services to future NNEW, RWI Weather Forecast Improvements, and other NextGen Weather Processing capabilities, as the FAA moves from air traffic control to air traffic management (ATM). In the NextGen system, most communications will occur as digital data, much of it transferred directly from computer to computer. Relevant information will be shared easily among system users through network- enabled information access. One of the primary functions of the FAA ATO is development and management of requirements for the FAA Capital Investment Plan. Within the ATO, the AWG and the Operations Planning Service component co-manage the NAS Requirements Development program to align requirements, priorities, programs, and resources and to develop metrics to understand the impacts of weather on the NAS. This program develops strategic plans and defines weather- related requirements, policy, and standards. Recent weather projects have focused on weather detection and display systems for pilots and air traffic controllers to ensure that aircraft avoid hazardous weather. Section 2. Federal Meteorological Services and Supporting Research Programs NNEW and the 4D Weather Data Cube NNEW is a key FAA contribution to an interagency effort to provide quick, easy, and cost- effective access to weather information. It will serve as the infrastructure core of NextGen aviation weather support services and provide access to a common weather picture across the national airspace system. NNEW is one of five NextGen Transformational Programs that will provide universal access to weather information, thereby enabling collaborative and dynamic NAS decisionmaking. In addition, the NNEW transformational program will address the weather dissemination infrastructure within the FAA. NNEW will identify, adapt, and utilize standards for system-wide weather data formatting and access. Using network-enabled operation capabilities, aviation weather information from multi- agency sources will be developed that can be directly and commonly accessed by and integrated into user decision support tools. The virtual database will consolidate a vast array of ground-, airborne-, and space-based weather observations and forecasts, updated as needed in real time, into a single, national, eventually global, picture of the atmosphere. NNEW will define and provide the FAA's portion of the interagency infrastructure known as the Four-Dimensional Weather Data Cube (4D Wx Data Cube). The 4-D Wx Data Cube will provide common, universal access to aviation weather data. All categories of weather users will have improved access to timely and accurate weather information to support improved decisionmaking, while enhancing safety. The 4D Wx Data Cube will consist of (1) weather data published in various databases within FAA, NOAA, and DOD, as well as commercial weather data providers that may participate; (2) registries/repositories needed to locate and retrieve published data; (3) the capability to translate among various standards that will be employed provide data in user required units and coordinate systems; and (4) the capability to support retrieval requests for selected data volumes (such as weather conditions along a flight trajectory). A subset of the data published to the 4D Wx Data Cube will be designated as the Single Authoritative Source (SAS). The SAS identifies the preferred data that should be used to support collaborative ATM decisions and ensure that such decisions are based on consistent data. The 4D Weather SAS will be an optimal representation of all Air Navigation Service Provider (ANSP) weather state information that is used directly or translated into operational impact by the ANSP and that is consistent in time, space, and among weather elements. The 4D Wx SAS will be specified by the ANSP and accessible to all users of the NAS. It will be the source of weather information for ANSP's ATM decisions and will be supported by the same network services as the 4D Wx Data Cube. The ANSP will specify characteristics of weather state information needed to support its ATM decisionmaking and the corresponding decision support tools. As NextGen capabilities mature, the ANSP requirements will evolve. The NWS will, in coordination with Air Force and Navy weather services, determine what weather state information best meets the 4D Wx SAS requirements specified by the ANSP; information from any source, including commercial sources, can be used to meet SAS requirements as long as it can be freely distributed to all NNEW users. Aviation Services With rare exceptions, the 4D Wx SAS will be the only source of weather information for the ANSP's ATM decisions; however, it will not necessarily be the only source for other decisionmakers, such as pilots, dispatchers, and military operators. Making the 4D Wx SAS both a support tool for the ANSP's ATM decisions and a NextGen resource provides transparency and predictability in these decisions and a shared situational awareness for all NextGen participants. NOAA's role in the 4D Wx Data Cube NextGen was established by Congress to transform the NAS and accommodate the projected tripling of demand for air transportation. The NextGen plan will increase NAS capacity by utilizing highly automated systems to manage 4D aircraft trajectories to route air traffic around areas of hazardous weather. These systems, and related decision support tools, will require a 4D digital database of aviation-relevant weather information. This 4D Wx Data Cube, which NOAA is developing in close coordination with the FAA, must be continuously updated and internally consistent. It will utilize Network Enabled Operations to provide for common situational awareness. The 4D Wx Data Cube will give NOAA the ability to provide NAS users with the current and forecast weather conditions for any point in space, thereby providing for the safe and efficient movement of air traffic. This capability is required to have an initial operational capability by 2013. The Reduced Weather Impact (RWI) Solution Set RWI is a planning and development portfolio to ensure that NextGen operational weather capabilities utilize a broad range of weather improvements and technologies to mitigate the effects of weather in future NAS operations. It includes two programs: Weather Observation Improvements and Weather Forecast Improvements. RWI will also address integration of these improvements in weather observation quality and forecasting into user decision-support tools. Working with the AWG, the development team for the RWI Solution Set coordinates the investment analysis and acquisition of new weather systems and services with the AWSD in FAA/ATO/System Operations Services, which is responsible for ATCSCC system operations. The ATCSCC monitors and analyzes system components and weather patterns for potential system impact. RWI will address many weather hazard mitigation problems including, but not limited to, rightsizing the observations network, transition of weather research to operations, development of weather impact metrics, development of weather decision-support tools, integration of weather information into operations, weather processor architecture redesign and restructuring, and transition planning for legacy systems. RWI will conduct planning, prototyping, demonstrations, engineering evaluation, and investment readiness activities, leading to an implementation of operational capabilities throughout NextGen in the near, mid, and far terms. RWI will propose recommendations for the near, mid, and far time frames; these will include recommendations for transition of FAA legacy systems. A consistent and effective weather observation sensor network will be a cornerstone to improved NextGen weather capabilities. RWI Weather Observation Improvements will focus on Section 2. Federal Meteorological Services and Supporting Research Programs evaluating the current observation capability against that needed to support NextGen. This evaluation will include a gap analysis to determine the optimal quantity and quality of ground-, air-, and space-based sensors. The analysis will determine whether cost effective sensor densities and performance, redundancies, or inconsistencies impact aviation operations. Tasks to be performed include the evaluation of concepts for replacement of current weather radar with a single integrated radar technology or other new sensors. The RWI Weather Forecast Improvements program addresses the need to enable better weather decisionmaking and use of weather information in the transformed NAS. This includes (1) integrating weather information tailored for decision-support tools and systems into NextGen operations, (2) implementing improved forecasts by transitioning advanced forecast capabilities from aviation weather research, (3) developing and using metrics to evaluate the effectiveness of weather improvements in the NAS, (4) developing probabilistic forecasts that can be used effectively in air traffic and traffic flow management, and (5) determining the most effective solution for a processor architecture to support these capabilities. The acquisition strategy for the RWI Weather Forecast Improvements program will include implementing the NextGen Weather Processing capability by initiating migration of legacy capabilities to the new capability, transitioning advanced weather forecast applications into operations, evolving the NextGen Weather Processing architecture through continued migration of legacy capabilities, and continuing the transition of advanced forecast applications into operations. Weather Technology in the Cockpit (WTIC) Program One of the weather-related goals of NextGen is to reduce weather delays, allowing more efficient and flexible ATM. The objective of the WTIC Program is to meet minimum standards for flight deck weather information and communications management—while also meeting human factors requirements—that will provide flight crews with timely, comprehensive weather information from onboard sensors, crosslink communications from nearby aircraft, and uplink from ground- based processors to support flight replanning and weather hazard avoidance in flight. WTIC also includes airborne sensor observations of nearby aircraft for weather avoidance decisions and ground-based processors for direct and forecast use in ATM decision-support processes. To derive WTIC functional and performance requirements, initial research under the program will evaluate the overarching NextGen Concept of Operations (ConOps) and requirements for NextGen weather support on the flight deck. WTIC will then develop and execute a research program plan that includes identifying any current capabilities that meet the NextGen requirements; evaluating planned and funded development of new weather support capabilities; identifying gaps between NextGen requirements and current developing weather support capabilities; and allocating such capability gaps to the commercial sector, government, or both for development of NextGen Solution Sets. The WTIC program will identify global data link requirements and standards for transporting meteorological information to and from the flight deck. Data links are required to support uplink, downlink, and crosslink advisory and safety-critical meteorological information to NAS users who come under the three FAA service categories (corresponding to Parts 91, 121, or 135 of the Aviation Services Federal Aviation Regulations) and are operating in various coverage environments. Consequently, the WTIC program will define requirements and standards for bandwidth, security, quality of service, and reliability to the government- and nongovernment-operated datalinks, to implement NextGen meteorological data link information. WTIC human factors research will enable development of human performance, technology design, and human-computer interaction capabilities sufficient to meet requirements and standards aimed at providing safe, efficient, and cost-effective operations and training for hazardous weather on the flight deck and on the ground. Although technologically advanced graphical weather information products have entered the general aviation (Part 91) market in the past decade, the percentage of accidents that the National Transportation Safety Board has attributed to weather factors or to weather-related pilot error has remained fairly stable. The human factors research under WTIC will attempt to identify shortcomings in current capabilities and areas to focus weather technology advances to optimize safety and efficiency for Part 91, 121, and 135 operators. The information management and human factors research deliverables under the WTIC program will (1) enable the development of Air Circulars and Orders for NextGen training, symbology, and information standards and (2) support development of aircraft certifications standards for Minimum Aviation Safety Performance Standards (MASPS), Minimum Operations Standards (MOPS), and Technical Standard Orders (TSO) to support development, operations, and procedures for weather technologies in the cockpit. In addition, WTIC program research will support development of communications information management to meet the storage and retrieval requirements and standards of NextGen for acquiring meteorological information from commercial and government-provided graphical and textual databases. For FY 2011, the WTIC program includes the following major activities and anticipated accomplishments: Develop mid-term ConOps and obtain partner, stakeholder, and user concurrence for weather technology in the cockpit based on foundational elements identified in the NextGen ConOps, including integration of weather-in-flight-deck decision-support tools, weather dissemination management, and general aviation (Part 91) operations Validate ARP 5740, Cockpit Display of Data Linked Weather Information Determine the incremental weather information needed in cockpit operations for flight replanning and en route avoidance maneuvers, decision support, and situational awareness for Part 121, 135, and 91 aviation operators Verify and validate datalink signal latency, bandwidth, and quality of service to disseminate icing and turbulence products to the flight deck within the NAS For Pacific Ocean transoceanic flights between California and Australia, demonstrate the utility of an in-flight display of uplinked satellite-based product that outlines the 30,000- ft. and 40,000-ft. convective cloud top heights in a 2-hour look-ahead display relative to aircraft position and flight direction Section 2. Federal Meteorological Services and Supporting Research Programs Initiate demonstration and evaluation of the usefulness of uplinking turbulence eddy dissipation rates (EDR) to the flight deck for incorporation in aircrew mitigation procedures Equip selected aircraft with certified electronic flight bags to accomplish flight crew operational evaluations of convective oceanic cloud top flight, graphical turbulence, and icing In collaboration with NASA, investigate means for network-enabled airborne use of radar-derived weather data System-Wide Information Management SWIM is a new concept developed in conjunction with NextGen to support NAS operations starting in 2011 and eventually to support full deployment of NextGen. SWIM will provide corporate services, including the messaging structure, security aspects, and the FTI IT network, that are required for all NextGen Solution Sets. It thus provides the core services to move data around the network and to do information management and messaging. These connections will allow each processing node in the network to receive its intended raw data, process it, and make the processed output available to the 4-D Weather Data Cube again for integration into decision support tools and for viewing by end users. The NextGen Solution Sets and the weather solution sets will interface to all the weather systems through the NNEW. NNEW will use the SWIM core services to provide access to all weather data resident in the 4D Wx Data Cube. Having this single authoritative data source will ensure that collaborative decisionmaking in ATM benefits from a common situational awareness of current and forecast weather conditions. ITWS in NextGen See ITWS current operational status above, in the section on "Operational Programs, Including Products and Services." ITWS is a "NextGen Contributor" program and directly supports the NNEW and RWI initiatives. On behalf of the FAA, via an Intra-Agency Agreement, the Volpe Center is leading the development effort for the Terminal Data Distribution System, hosting ITWS, and facilitating the exchange of critical flight information as part of the SWIM initiative. Using ITWS, the Volpe Center successfully developed and delivered the first SWIM-compliant weather data feed, enabling traffic managers to adjust flight patterns at ITWS-equipped airports to accommodate changes in weather conditions. This ITWS-SWIM prototype has been operational since the end of FY 2008. ITWS-SWIM Segment 1 operational capability is planned for FY 2011. ITWS-SWIM supports the FAA goal of Greater Capacity: Work with local governments and airspace users to provide increased capacity in the NAS that reduces congestion and meets projected demand in an environmentally sound manner. Corridor Integrated Weather System (CIWS) The CIWS is a fully automated weather analysis and forecasting system whose products provide airspace coverage over the continental United States and southern Canada. It combines data from U.S. and Canadian weather radars with satellite data, surface observations, and numerical weather models to produce automated high resolution 3D precipitation forecast products in the Aviation Services tactical timeframe (zero to 2 hours in the future) with fast update rates. Studies have shown that CIWS provides significant savings in operational delays by keeping aviation routes open longer, re-opening weather-affected routes sooner, and re-routing aircraft around severe convective weather. CIWS thus helps to meet the Greater Capacity goals outlined in the FAA Flight Plan. A CIWS prototype is operated for the FAA by MIT Lincoln Laboratory through an interagency agreement with the U.S. Air Force. This prototype, performing under a Test NAS Change Proposal provides a dedicated display of CIWS products to traffic managers, area supervisors, and meteorologists in eight ARTCCs, six Terminal Radar Approach Control Facilities, and the ATCSCC, as well as to personnel at participating airline operations centers. Users at other facilities have access to CIWS products via a web-based display on the Internet. In addition to being provided via dedicated and web-based prototype displays, the prototype CIWS products are provided to integrated ATM decision support systems. A dissemination capability is being developed in conjunction with the SWIM Program to enable CIWS data to be available to external users for integration into their own tools. An initial prototype is planned for completion in FY 2010. CIWS product generation will continue until it is functionally replaced as part of the NextGen Weather Processor in the 2015 timeframe. Meteorological and Aeronautical Planning System MAPS, which represents the next generation of flight service automation systems, is designed to increase flight planning and weather briefing functionality for the general aviation (Part 91) community through the use of performance planning tools and decision support tools. When combined with a single pilot database, MAPS will provide a common picture of weather and aeronautical information, including local area knowledge, to pilots and flight service specialists. It will provide information updates on a subscription basis relevant to the flight and based upon previously delivered information. It will allow pilots both independent access and interactive briefings though an integrated web portal. MAPS will provide flight progress monitoring that will lead to expedited search and rescue capabilities, more streamlined communications between responsible organizations, and reduced search areas. Initial operational capability is planned for 2015. FAA Aviation Weather Research Program (AWRP) The goals of the AWRP are to provide timely and accurate deterministic and probabilistic aviation weather information. The AWRP sponsors applied research at National laboratories, Government agencies, and universities to minimize the impact of weather on the NAS. While this research is now primarily focused on supporting the NextGen weather operational improvements, it also supports the FAA Flight Plan goals of greater capacity and increased safety. FAA collaborations with the NWS and NASA increase the FAA's ability to provide improved short-term and mid-term forecasts of naturally occurring atmospheric hazards such as turbulence, severe convective activity, icing, and restricted visibility. Improved forecasts enhance flight safety, reduce air traffic controller and pilot workload, enable better flight planning, increase productivity, and enhance common situational awareness. Section 2. Federal Meteorological Services and Supporting Research Programs AWP activity in support of the 4D Wx SAS is included in the discussion above of NNEW and the 4D Weather Data Cube. In-Flight Icing This AWRP research is aimed at developing improvements to in-flight icing diagnosis, which includes detection and forecasting. The Current Icing Product and Forecast Icing Product have been developed to provide hourly updates of, respectively, current conditions and forecast conditions out to 12 hours. These products include severity and probability of icing conditions and potential for super-cooled large water-drop formation. Planned efforts include expanding both icing products to cover Alaska and global oceanic routes. Convective Weather AWRP efforts in convective weather are targeted to developing an advanced storm prediction algorithm over the continental United States to provide more accurate structure depiction (including growth and decay) with longer warning lead times for hazardous convection and winter storm activity. These improvements will enable ATM decisionmakers to make enhanced decisions relative to traffic flow and will improve aviation safety near thunderstorms. Fuzzy logic forecast technology, coupled with numerical weather prediction modeling and climatology, will be used to produce a blended forecast from 0 to 8 hours and beyond. These forecasts will enhance the capability to predict growth, real extent, and movement of convective storms, as well as type(s) of precipitation from them. Probabilistic forecasts are also being developed to enable more accurate traffic flow management decisions and more efficient use of the NAS. Model Development and Enhancement This AWRP research is targeted at developing or improving models to better characterize the state of the atmosphere, with the aim of providing superior aviation weather products to end users. The development of the WRF modeling framework has been a collaborative partnership of the FAA, NOAA, the National Center for Atmospheric Research, the Center for the Analysis and Prediction of Storms, the Air Force Weather Agency, and the Naval Research Laboratory. A new higher-resolution (mesoscale) modeling system based on WRF has been under development to account for smaller scale processes that are important to aviation weather but can only be approximated in the current Meso Eta and Rapid Update Cycle models. WRF provides research- to-operations benefits: it offers operational forecasting a model that is flexible and efficient computationally with advances in numerical weather prediction modeling contributed by the research community. A WRF nonhydrostatic mesoscale model has been under development since 1998. A version of the WRF model was implemented within the North American Mesoscale (NAM) model application, and mature testing is now occurring for the WRF Rapid Refresh model (including a version of the WRF-ARW) to replace the current Rapid Update Cycle model. National Ceiling and Visibility Products The National Ceiling and Visibility (NCV) Product Development Team is developing automated ceiling and visibility products to support current needs and future NextGen requirements for improvements in general aviation (Part 91) safety and terminal area traffic flow efficiency. Aviation Services Current NCV work focuses on development of (a) a real-time deterministic nowcast presenting current ceiling, visibility and flight category fields (the NCV Nowcast, or NCVN) and (b) hourly-updated probabilistic forecasts, from 1 out to 12 hours in the future, of these same fields (the NCV Forecast, or NCVF). The NCVN Continental United States product makes use of real-time METAR (Meteorological Terminal Aviation Routine Weather Report) observations and satellite data from Geostationary Operational Environmental Satellite (GOES)-East and GOES-West to produce its automated nowcast on the National Digital Forecast Database (NDFD) 5-km grid. Nearest neighbor interpolation is used to populate grid points between METAR sites. The product is updated every 5 minutes. Confidence values tailored to each field are produced to aid user interpretation. The product is available under the "METARS" tab on the Experimental Aviation Digital Data Service (ADDS) website, through the Experimental Helicopter Emergency Medical Service Low-Altitude Flight Tool on Experimental ADDS, and as a Gridded Binary Data (GRB2) file. Future work will develop NCVN capability for Alaska. Volcanic Ash Dispersion Forecasts AWRP efforts in this research area target the development of enhanced forecasts of volcanic ash transport and dispersion in support of FAA traffic flow management and airline operations centers for flight planning, as well as for issuing in-flight advisories to alert aircraft of potentially hazardous conditions. In addition, Volcanic Ash Advisory Centers and Meteorological Watch Offices will have this information available to support their efforts to provide improved and timely products that show the location of the ash cloud. Enhancements will come through evaluating the ash transport/dispersion model and developing and validating the current performance parameters and requirements for volcanic ash in the atmosphere. The output from requirements validation will be leveraged with other agencies to develop an ensemble modeling/forecast approach for improved volcanic ash dispersion forecasts for ATM. Quality Assessment This research team conducts verification and assessment activities to support all AWRP algorithm development activities and NextGen implementation. Quality Assessment evaluations of weather research capabilities use the Real-Time Verification System (RTVS). This system supports real-time forecast operations, development, and case study assessments. RTVS provides a mechanism for monitoring and tracking improvements to weather forecast products with an independent assessment of forecast quality. Its outputs are thus valuable as support for decisions on whether to move weather research products into operations. The Network-Enabled Verification Service (NEVS) is under development to replace the RTVS and support the NextGen initial capability. NEVS will provide an automated network-enabled web-based verification capability that is compatible with the SWIM and NNEW architectures and with NextGen information delivery mechanisms. Section 2. Federal Meteorological Services and Supporting Research Programs Advanced Weather Radar Techniques This research is aimed at developing techniques for using weather radar data to improve weather forecasting. Information developed by these efforts is used by the other AWRP weather research teams to improve their forecast and nowcast products. Multifunction Phased Array Radar (MPAR) The future conceptual approach to combined weather and airspace surveillance of MPAR will consolidate 510 radars of eight types, including weather radars and air surveillance radars, down to 334 radars of one type. MPAR addresses significant weather events (tornados, flooding, and aviation weather) that most directly affect people's lives, livelihoods, and the national economy. The goal of MPAR is to replace mechanically steered legacy radars with high-performance, electronically scanning radars through a disciplined risk-reduction program. For additional discussion of MPAR, see the discussion of Weather Radar Research in the Basic Services section. NOAA Office of Oceanic and Atmospheric Research Within NOAA's Office of Oceanic and Atmospheric Research (OAR), the Global Systems Division of the Earth Science Research Laboratory (ESRL/GSD) develops and evaluates aviation weather impact variables such as icing, turbulence, ceiling and visibility, convective weather, and volcanic ash as part of its development of algorithms and decision tools for NWS forecast offices, FAA traffic managers, and commercial and civil aviation. Specifically, GSD has and will continue to develop capabilities to allow the forecaster to integrate, view, and manipulate observations from current and planned meteorological sensing systems using computer-assisted data display and synthesis techniques. FX-Collaborate is an AWIPS capability developed by GSD that allows forecasters in different geographical locations to interact in real-time to develop a forecast. FX-Collaborate is being used to support the following decision aids for aviation weather: Volcanic Ash Coordination Tool, FAA traffic management units coordination, and NWS CWSU coordination with the FAA. During FY 2010, GSD continued to support NWS aviation-support facilities in Ft. Worth, Texas; Anchorage, Alaska; and Leesburg, Virginia using FX-Collaborate applications. For NextGen, the FAA is supporting GSD in developing capability to move relevant observation and forecast information into and out of the 4D Wx Data Cube (see detailed description above, in the FAA section of Aviation Services/Supporting Research Programs and Projects). Data quantity, update frequency, timeliness, and latency are important performance considerations for this capability, which will become part of NNEW and the 4D Wx SAS (see descriptions above). GSD is working with the NWS, with funding from NOAA, to determine the best ways to populate the 4D Wx Data Cube with accurate, timely, and consistent observations and forecasts. Key areas of this effort include assessing the human role in the forecast process, evaluating the accuracy of these forecasts, development of operational forecasting concepts for the aviation impact variables, and putting all of these efforts together by creating a prototype dynamic 4D Wx Data Cube and its SAS subset. Aviation Services The National Severe Storms Laboratory (NSSL) is participating in the effort to help quantify NOAA's support for the NextGen initiative. Planning with the FAA and the NWS began in FY 2009 and is anticipated to continue for the next several years. NSSL is also working with the FAA's AWRP to develop weather radar applications that enhance the safety and efficiency of the aviation community and the NAS. Work is focused on both convective weather and winter weather, with special attention to treating all WSR-88D radars within the continental United States as a single network. Such treatment allows NSSL to produce a single, authoritative 3D grid of radar data that is being considered for inclusion in the 4D Wx Data Cube. Intensive research is also directed to polarimetric radar applications unique to aviation needs. Examples include winter time quantitative precipitation estimation, detection of icing conditions, and data quality issues unique to FAA users. Work has also begun to bring in radar data from networks in other countries/regions to provide information in the 4D Wx Data Cube for regions outside the United States.

subset: commoncrawl


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Anne Klein Stripe PulloverSKU: #8093638
Product Information
- Anne Klein Missy Size Guide
- Sometimes you don't need all the bells and whistles so turn to Anne Klein™ for a cute pullover that is perfect for you casual cool day of leisure.
- Casually striped for a sporty appeal.
- Rounded neckline.
- Long sleeves with ribbed detail at cuffs.
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- Straight hemline falls at hips.
- 50% cotton, 36% viscose, 12% nylon, 2% other fibers.
- Machine wash cold, reshape and dry flat.
- Imported.
- Measurements:
- Length: 26 in
- Product measurements were taken using size XS (Women's 0-2). Please note that measurements may vary by size.
- Keep your clothing clean, in place, and in style with these products! Hollywood's best-kept Fashion Secrets:


text:
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Impossible bball shot w/baseball bat
Impossible bball shot w/baseball bat-

VIRALPOP BY BOBJENZ

An amazingly long basketbal shot across this kid's backyard hit with a baseball bat. But as I clearly stated - HE STEPPED OVER THE LINE!!!

Original Video:

www.youtube.com/watch?v=STPbrJmA_5M

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twitter.com/bobjenz

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text:
Thanks EM, I knew the new AP's had Tink on it.
Maybe you're the who told me about it;)
Printable View
Thanks EM, I knew the new AP's had Tink on it.
Maybe you're the who told me about it;)
Darn it all! I want that tinky! .... If you do you AP online can you get the Tink card?
And the new tink card is all shiny, part of it is metallic, I think...it looks really cool...
I don't think so. I'm pretty sure the flyer states you have to renew by mail to get it. So online or in person renewals probably won't cut it. Of course, everything at the Walt Disney Co. is 'subject to change w/o notice'. ;)Quote:
Originally Posted by MiceMan
We have the TOT on ours. It was a choice when we renewed last year. Ours expire next fall, so I won't know until then if we can get Tink or not...
Cool looking card. Thanks for the pic.
No... to renew usuing the online form you have to mail it in... They haven't gotten so high tech that you purchase the renewal via the ticket center yet...Quote:
Originally Posted by Evil Minion
Yeah, they just switched in the last month...Quote:
Originally Posted by DznyVan


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2014 Master Projects
Follow the progress of the front nine renovation, tennis expansion and site improvements at Crane Creek Country Club.
Crane Creek Turf Science
There's been a lot of activity on the front nine in the form of sledding and cross-country skiing. Ice buildup from compacted snow can cause delays in the spring opening! In addition, there are still stakes from the concrete forms, holes, and uneven ground that can cause injury! The immature turf which is barely rooted will not handle winter traffic! Please stay off the front nine, as it is STILL under construction.


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FastPencil--Do it yourself publishing
Dec 10th, 1:30pm at Woodmere
Ready to publish that novel you wrote during NaNoWriMo? Fix it in December, as the saying goes...Or maybe you've been sitting on a family history or book of poetry that's dying to be published and out in the world? Join Librarian Amy Barritt... read more »
Read to Chaz and Denny, IPL's Therapy Reading Dogs
Dec 10th, 4:00pm at Interlochen
Kids, come to the children's area at Interlochen Public Library on the 2nd and 4th Wednesday every month from 4-6 pm, to read to Chaz, a 120 pound St. Bernard and his buddy Denny, a Welch Corgi! They are certified therapy reading dogs and love... read more »
Dec 10th, 4:00pm at Woodmere
Just bring your creative engineering minds and we supply the LEGOS. ... read more »
Mark Lindsay, Photography Exhibit
Dec 10th, 5:00pm at Woodmere
Local photographer, Mark Lindsay will display his compelling photography during a solo exhibit at the Main (Woodmere) Branch of the Traverse Area District Library (TADL) November - December, 2014. An artist reception will be held on Wednesday,... read more »
Teen Sages Meet
Dec 10th, 5:30pm at Woodmere
The Teen Sages is the teen volunteer group at the Traverse Area District Library's Woodmere location. The Teen Sages assist in planning programs, make suggestions to improve library service to teens, and help out with various library programs.... read more »
Mother Goose on the Loose
Dec 11th, 9:30am at Woodmere
Mother Goose on the Loose is based on the award-winning early-literacy program designed for children from newborn to 24 months, along with their parents or caregivers. This program is geared specifically towards the young child and engages... read more »
Let's Talk About It Morning Book Discussion Group: 2015 Book Selection and Potluck
Dec 11th, 10:00am at Interlochen
Join us this Thursday morning at 10:00 am to select the book list for the upcoming year (2015) and participate in a potluck. Coffee and good company are provided! ... read more »
Wigglers at Woodmere
Dec 11th, 11:00am at Woodmere
"Wigglers" programs are planned for young families and offers stories, songs, rhymes and feature a guest appearance by everyone's favorite storytime bear, Brown Sugar. ... read more »
Time for Crafts: Holiday Cards
Dec 11th, 4:00pm at Woodmere
Children are invited to "make & take" a new craft each week. ... read more »
Dec 11th, 4:30pm at Woodmere
TADLcast is a podcast created by Teens for Teens and uploaded to the library's teen web page. Participants are responsible for creating the content and editing the podcast. Teens with an interest in podcasting, communications, audio editing,... read more »


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Places to go in Clerkenwell & Barbican
Post Office Bureau de Change, Farringdon Road
Bureau de Change
Farringdon, EC1M 3JB [map]
The Post Office Bureaux de Change is the UK's leading Foreign Exchange provider, offering convenient over-the-counter sterling transactions for visitors.
Post Office Bureau de Change, Mount Pleasant
Bureau de Change
Finsbury, EC1R 4SQ [map]
The Post Office Bureaux de Change is the UK's leading Foreign Exchange provider, offering convenient over-the-counter sterling transactions for visitors.
Post Office Bureau de Change, Old Street
Bureau de Change
St Luke's, EC1V 9QN [map]
The Post Office Bureaux de Change is the UK's leading Foreign Exchange provider, offering convenient over-the-counter sterling transactions for visitors.
Travelodge London Central City Road Hotel
1-23 City Road, EC1Y 1AG [map]
Travelodge London Central City Road has everything you need for a good night's sleep, offering great value rooms in a fabulous location in the heart of London with some of London's best attractions within very easy reachFrom £29.00
Find Prices
from our trusted supplier
Brit Movie Tours
Walking Tour
Kemp House, 152 – 160 City Road, EC1V 2NX [map]
The UK's premier provider of TV and film location tours. Bus and walking tours of famous film and TV sites in London and across the UK.
Citadines Barbican
7-21 Goswell Road, EC1M 7AH [map]
A purpose-built Apart'hotel located in the City of London and next to one of Europe's leading cultural centres. All studios and apartments are well equipped and furnished. Good value for money.£182.00
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from our trusted supplier
The Montcalm at the Brewery London City
52 Chiswell Street, EC1Y 4SA [map]
The Montcalm at The Brewery London City is situated in the heart of The City .The grade II listed, heritage building has been restored into a luxury five-star hotel.From £210.00
Find Prices
from our trusted supplier
Home Stay Agency
5 St John's Lane, EC1M 4BH [map]
onefinestay redefines city travel, letting visitors to London live like a local by staying in a distinctive home, but with all the comforts and conveniences of a hotel.
66 Turnmill Street
66 Turnmill Street, Clerkenwell, Greater London, EC1M 5RR [map]
These chic and modern apartments offer iPod docks, spacious living areas and fitted kitchens in London s Clerkenwell district.
The Artisan of Clerkenwell
53-54 St Johns Square, EC1V 4JL [map]
A little homely comfort in a hidden corner of Clerkenwell's St John's Square, The Artisan of Clerkenwell is a pub serving excellent, restaurant-quality food.
Bleeding Heart Tavern
19 Greville Street, Clerkenwell, EC1N 8SQ [map]
Dating back to 1746 the Tavern offers a traditional neighbourhood bar with real ale from Adnams and a light lunchtime menu for those pressed for time.
Bonnie Gull Seafood Cafe
Fish & Chips
55-57 Exmouth Market, EC1R 4QL [map]
Get into the spirit of 1960s British seaside resorts at this traditional-style fish restaurant.
Chiswell Street Dining Rooms
British Restaurant
56 Chiswell Street, EC1Y 4SA [map]
City restaurant and bar serving modern and old-fashioned British dishes.
Citadines St Mark's London
300 City Road, EC1V 2PW [map]
The Citadines St Marks London is ideally positioned on the east side of Central London.
The Fence
British Restaurant
67-69 Cowcross Street, EC1M 6BP [map]
A stylish, sophisticated bar and eating house, The Fence is a firm Farringdon favourite.
British Restaurant
69-73 St John Street, EC1M 4AN [map]
A more relaxed eatery than the owners' Hawksmoor restaurants, Foxlow has an eclectic menu featuring the likes of British-sourced steaks and North African-influenced dishes.
Gaucho Smithfield
Argentinian Restaurant
93A Charterhouse Street, EC1M 6HL [map]
Evoking the essence of Argentinian cooking, Gaucho Smithfield offers a passionately compiled mix of steaks, classic South American recipes, and drinks compiled by a 'Bartender of the Decade' award winner.
Giant Robot
45 Clerkenwell Road, EC1M 5RS [map]
Giant Robot is a bar-café-deli-diner in Clerkenwell serving Italian-American inspired brunch, lunch, dinner and drinks from 10am till late seven days a week.
Holiday Inn Express London City
275 Old Street, EC1V 9LN [map]
The Holiday Inn Express London City is a purpose built hotel. Ideally situated, in the heart of the City of London.From £99.00
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from our trusted supplier
Ibérica Farringdon
Spanish Restaurant
89 Turnmill Street, Farringdon, EC1M 5QU [map]
Serving hot and cold tapas and à la carte options alongside offerings from its delicatessen, Ibérica Farringdon is the latest London venture from chef Nacho Manzano.


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Dentists Management Corporation
DMC is your single source solution for a digital practice, providing advanced technology and business solutions for dentistry. We specialize in digital diagnostic equipment, computer networking, practice management software and integrated business tools.
Axis | SybronEndo
We are a division of Sybron Dental Specialties, a Danaher company, is poised for continued growth as a proven leader in dentistry. With our dedicated employees and distribution partners, we are focused on achieving results through strong relationships.
4 Companies with Results for "EMR / EHRs"
|1 - 4 of 4
Dentists Management Corporation
601 SW 2nd Ave Portland, OR 97204
Since 1982, DMC has been manufacturing DAISY, its full service practice management software product. DMC ...
Company Profile
503-765-3451 Fax
|1 - 4 of 4