pilot should be aware of weather technologies

2. Aviation
Meteor0logy
TO
SIR RAZAKAZMI
Presented by
Ali Zulqernain
Abeeha Nadeem
Danish Zafar
Hanzala khokhar
Laiba Nadeem
M.Umair Butt

4. Introduction
 Weather hazards have a significant negative impact on aircraft
safety.
 20 to 30% of worldwide air accidents are due to adverse
weather conditions.
 Because of the different scales , the hazards have not the same
impact if the aircrafts encounter them En-Route (Regional and
Global scales) or in the airport terminal area (Local scale).
 Some phenomena are only present either at local scale or at
high altitude when the aircraft is En-Route.
 The weather hazards can be classified on the basis of their
region.

5. Airports Terminal Area: Local
Airport Weather
 WakeVortex
 Thunderstorms:
microbursts, hail, wind
shear
 Icing (waiting aircraft
stacks)
 Low ceilings and
visibility
En-Route: Regional and
Global scales Weather
 Thunderstorms (hail,
turbulence)
 Clear AirTurbulence
(CAT)
 Icing (regional flights
at lower altitudes)
Classification

6. WEATHER HAZARDS
Reduced Visibility
Three miles lateral visibility is
acceptable for safe flight under
visual flight rules (VFR).
Possibility for accidents is greatest
when visibility is reduced and the
pilot is not trained to fly according to
instrument flight rules (IFR).
Clouds, rain, snow, fog, and
obstructions.
Haze and smoke can reduce visibility

7.  Blowing dust, sand,
and snow
 Whiteouts

8. ICING
Ice is present in the atmosphere at all times-15,000
feet in summer and as low as 1,000 feet in winter.
Glaze and Rime ice form on an airplane’s windshield,
its propeller, and other aerodynamic surfaces.
Glaze ice is formed and builds quickly as an airplane
flies through super-cooled rain droplets.

9. Rime ice forms when an
airplane is flying through
super-cooled cloud
condensation.
Frost disturbs airflow to
reduce lift efficiency.
Larger, more sophisticated
aircraft are equipped to
break or melt ice as it is
formed.

10. SEVERE WEATHER

11. Severe Weather
 The NWS severe weather classifications are based
upon destructive effects with regard to surface cultural
features.

12. Thunderstorms
A storm accompanied by thunder and
lightning.
AThunderstorm is local in nature and is
always produced by the growth of a
cumulus cloud into a cumulonimbus
cloud.
Three stages
Cumulus
Mature
Dissipating

13. Thunderstorms - Cumulus Stage

14. Thunderstorms - Mature Stage

15. Thunderstorms - Dissipating Stage

16. Tornadoes
Local storm that focuses
destructive forces on a
small area.
Occurs with severe
thunderstorms.
When it touches the
ground its path may be
very erratic.

17. Destructiveness is caused by high winds.
Very low pressure gives tornadoes great suction.
Occur most often in the spring months and in the
afternoon hours.
Very difficult to forecast.

18. HAIL
Encounters with larger hail are
even more damaging. Hail
having the size, weight, (baseball
size), and velocities produced by
thunderstorms in the western
and mountain areas could rip a
small plane apart.
Hail and rain pulled into an
aircraft engine can cause the
engines to stall and flame out, as
well as cause internal damage.

19. HURRICANES
 Planes are generally not destroyed by strong
winds while in flight. ... It's the shear, or sudden
in horizontal or vertical winds, that can
destroy an aircraft, or cause its loss of control.

21. Instrument Meteorological Conditions
VFR- Visible Flight Rules – Pilot
must be able to see the ground at
all times.
MVFR – Marginal VFR conditions.
Still legally VFR but pilots should be
aware of conditions that may exceed
their capabilities
IFR – Instrument Flight Rules –
Pilot has special training and
equipment to fly in clouds.
LIFR – Low IFR.

22. Visibility Measures
 Red IFR
 Magenta LIFR
 Blue MVFR

23. 1. How close is the temperature to the dew point? Do I
expect the temperature-dew point spread to diminish,
creating saturation, or to increase?
2. What time of day is it? Will it get colder and form
fog, or will it get warmer and move further from
saturation?
3. What is the geography? Is this a valley where there will
be significant cold air drainage?
Will there be upslope winds that might cool and condense?
4. What is the larger scale weather picture? Will it be
windy, suppressing radiation fog formation? Is warm,
moist air moving over a cold surface?
Questions to Ask Before Flight

24.  Terminal Area Forecast (TAF) –Text product issued by
WFOs for selected airports. Hourly resolution of
prevailing and temporary surface conditions for up to
24 hours into the future.
 TAF provide visibility and cloud ceilings, which can be
related to IFR conditions
 TAF has standard format so can be decoded and
displayed as graphics or plain text.
IFR Forecast Products

27.  AWC Standard Brief – Satellite with AFC
AWC - Standard Brief
 ADDS (Aviation Digital Data Service – run by AWC)
Metar regional plots are color coded for IFR conditions
ADDS – METARs
 ADDS Interactive Java tool using sky cover
ADDS - METARs JavaTool
 NCAR-RAP Surface Observations (similar to ADDS site)
RAP Real-TimeWeather(NATIONALCENTER FOR ATMOSPHERIC RESEARCH).
W Information Sources

28.  ADDS –TAFs – Available as plotted maps for a single
time for a given region for prevailing or tempo
conditions. Also available in text form in raw or
translated formats for a given single station (need to
know 4 letter ID).
 ADDS -TAFs JavaTool – Mouse over map for rawTAF
data at any station.
 Aviation Weather Center (AWC) -TAF Graphics –Mouse
over times and data types showing US prevailing or
tempo conditions (3 hour resolution) in graphical form
for IFR conditions.
Sources of TAF Forecasts

29.  AIRMET regularly issued
for IFR or Mountain
Obscuration conditions
covering at least 50% of an
area.
 6 hour forecast with 6 hour
outlook
 Text product with graphical
products generated from
decoding of “from” lines.
AIRMET

30. Next GEN AW
The FAA NextGen Aviation Weather Research Program conducts research projects
to improve aviation weather tools and their capabilities, and to reduce the
impacts of adverse weather.
The NextGen Weather Processor will consolidate four legacy aviation weather
systems to deliver a single, high-resolution picture.
Common Support Systems Weather will be made available National Oceanic and
Atmospheric Administration weather products to FAA controllers and air traffic
managers.
The FAA Weather Technology in the Cockpit program research team has
conducted more than 30 studies on how weather information is displayed in the
cockpit so that pilots receive the necessary weather information and correctly
interpret it to support effective and safe adverse-weather decision making.

31. THANKYOU