- AMDAR is an automated aircraft-based observing system that is a component of WMO's WIGOS and GOS observing systems. It provides meteorological data from aircraft in near-real-time to NMHSs and for inclusion on the WMO GTS.
- AMDAR uses existing aircraft sensors and communications to collect parameters like wind, temperature, humidity, and turbulence. The data meets WMO requirements for accuracy and supports aviation operations and numerical weather prediction.
- The roles and responsibilities of the partners involved - WMO, NMHSs, airlines - are defined to establish AMDAR programs, ensure data quality, and maximize the benefits of the additional observations.
AViation Meteorology weather effects hazards Muhammad Umair
This document summarizes various weather hazards that can impact aviation safety. It discusses hazards at both local and regional/global scales that can be encountered in airport terminal areas or en-route. Some key hazards mentioned include thunderstorms, icing, reduced visibility, hurricanes, and wind shear. The document also provides an overview of instrument meteorological conditions and forecast products available to pilots to help assess weather risks, such as TAFs, AIRMETs, and resources from the Aviation Weather Center.
Part 1 of 3, most pilots loose the basics when they start flying due to numerous reasons. Whatever your reason, don't let not coming to this seminar be one of them. This three part series will fill in the memory gaps and show you how easy it can be to understand weather systems.
Pilot judgment involves recognizing and analyzing information about oneself, the aircraft, and the environment to make timely decisions that maximize safety. It is a learned skill that can be improved through education and experience. Most aviation accidents stem from a chain of poor judgments, where one bad decision increases the likelihood of subsequent poor decisions. To avoid this, pilots must break the chain of poor judgment at any point using good decision making. This involves considering alternatives and selecting options that preserve safety over other priorities like time or convenience.
The document discusses various weather hazards for aviation. It begins by explaining how weather affects aircraft operation in terms of lift, drag, thrust and weight. It then discusses important observed weather elements for aviation like wind, visibility, clouds and pressure readings. Several dangerous weather systems are also covered such as thunderstorms, turbulence and icing. Specific thunderstorm hazards like severe turbulence, hail and lightning are explained. The document concludes by discussing techniques for flying in thunderstorm conditions and details different types of turbulence hazards.
This document provides information about air navigation and related concepts. It discusses:
1) How air navigation differs from navigation on land and water by involving pilotage navigation with reference to visible features.
2) Key concepts in air navigation including the shape of the Earth, latitude and longitude, great circles, magnetic variation, units of measurement, and rhumb lines.
3) Worked examples and practice problems involving the calculation of distances, bearings, tracks, and conversions between true, magnetic, and compass readings.
Meteorology is the scientific study of the atmosphere and weather forecasting. The word was coined from Aristotle's book Meteorologica in ancient Greece, which described earth sciences including weather. Significant progress occurred in the 18th century with observing networks and breakthroughs in the 20th century after computer development. Key early inventions included Galileo's thermometer, Torricelli's barometer, and weather instruments to measure variables like wind, humidity and rainfall. Modern meteorology has benefited from technology allowing rapid data sharing and atmospheric probing with balloons, satellites and radars.
- AMDAR is an automated aircraft-based observing system that is a component of WMO's WIGOS and GOS observing systems. It provides meteorological data from aircraft in near-real-time to NMHSs and for inclusion on the WMO GTS.
- AMDAR uses existing aircraft sensors and communications to collect parameters like wind, temperature, humidity, and turbulence. The data meets WMO requirements for accuracy and supports aviation operations and numerical weather prediction.
- The roles and responsibilities of the partners involved - WMO, NMHSs, airlines - are defined to establish AMDAR programs, ensure data quality, and maximize the benefits of the additional observations.
AViation Meteorology weather effects hazards Muhammad Umair
This document summarizes various weather hazards that can impact aviation safety. It discusses hazards at both local and regional/global scales that can be encountered in airport terminal areas or en-route. Some key hazards mentioned include thunderstorms, icing, reduced visibility, hurricanes, and wind shear. The document also provides an overview of instrument meteorological conditions and forecast products available to pilots to help assess weather risks, such as TAFs, AIRMETs, and resources from the Aviation Weather Center.
Part 1 of 3, most pilots loose the basics when they start flying due to numerous reasons. Whatever your reason, don't let not coming to this seminar be one of them. This three part series will fill in the memory gaps and show you how easy it can be to understand weather systems.
Pilot judgment involves recognizing and analyzing information about oneself, the aircraft, and the environment to make timely decisions that maximize safety. It is a learned skill that can be improved through education and experience. Most aviation accidents stem from a chain of poor judgments, where one bad decision increases the likelihood of subsequent poor decisions. To avoid this, pilots must break the chain of poor judgment at any point using good decision making. This involves considering alternatives and selecting options that preserve safety over other priorities like time or convenience.
The document discusses various weather hazards for aviation. It begins by explaining how weather affects aircraft operation in terms of lift, drag, thrust and weight. It then discusses important observed weather elements for aviation like wind, visibility, clouds and pressure readings. Several dangerous weather systems are also covered such as thunderstorms, turbulence and icing. Specific thunderstorm hazards like severe turbulence, hail and lightning are explained. The document concludes by discussing techniques for flying in thunderstorm conditions and details different types of turbulence hazards.
This document provides information about air navigation and related concepts. It discusses:
1) How air navigation differs from navigation on land and water by involving pilotage navigation with reference to visible features.
2) Key concepts in air navigation including the shape of the Earth, latitude and longitude, great circles, magnetic variation, units of measurement, and rhumb lines.
3) Worked examples and practice problems involving the calculation of distances, bearings, tracks, and conversions between true, magnetic, and compass readings.
Meteorology is the scientific study of the atmosphere and weather forecasting. The word was coined from Aristotle's book Meteorologica in ancient Greece, which described earth sciences including weather. Significant progress occurred in the 18th century with observing networks and breakthroughs in the 20th century after computer development. Key early inventions included Galileo's thermometer, Torricelli's barometer, and weather instruments to measure variables like wind, humidity and rainfall. Modern meteorology has benefited from technology allowing rapid data sharing and atmospheric probing with balloons, satellites and radars.
The document discusses high-speed aerodynamics and several key concepts, including that compressibility effects become important at transonic and supersonic speeds. It describes research done on high-speed aircraft like the Bell X-1, which broke the sound barrier in 1947. The document also covers topics like the speed of sound, different flight regimes (subsonic, transonic, supersonic, hypersonic), and shock wave patterns that form at supersonic speeds.
This document discusses instrument flight rules (IFR) for flying aircraft compared to visual flight rules (VFR). It covers topics such as Jimmy Doolittle envisioning IFR flight, obtaining clearance for an IFR flight plan which includes route, altimeter, and frequency information, using ground-based navigation beacons and GPS systems to guide aircraft, instrument landing systems (ILS) for precision approaches in low visibility, and standard procedures for departing and arriving at airports under IFR such as SIDS and STARS.
Meteorologists use various data sources to predict the weather, but it is difficult to always be correct due to rapidly changing atmospheric conditions. Data comes from surface weather stations, weather balloons, satellites, radars, and computer models. Air masses and fronts influence weather by interacting and creating storms. Hurricanes form over warm ocean waters and require specific atmospheric ingredients. While high and low pressure systems impact weather, small changes in data can lead to different model predictions, making weather forecasting challenging.
This document provides a list of abbreviations and acronyms used in METAR and TAF reports with definitions. It includes over 100 meteorological terms abbreviated for weather observations, such as types of clouds, weather phenomena, visibility, wind and sky conditions in 3 sentences or less.
Formation FI(A) : La météo (Exposé AéroPyrénées)Softeam agency
Exposé sur la météo, réalisé dans le cadre de ma formation FI (Flight Instructor) avion chez Aéro Pyrénées à Toussus (LFPN).
Attention, ce support de formation peut contenir des erreurs éventuelles. Je vous recommande de vous rapprocher de votre FI attitré pour vos cours théoriques.
Certaines images et photographies sont issues de captures écrans depuis Google.
The density and distribution of climatological stations to be established in a land network within a given area depend on the meteorological elements to be observed, the topography and land use in the area, and the requirements for information about the specific climatic elements concerned. This module highlights all these aspects.
This document discusses aircraft flight control systems. It describes three main categories of flight controls: primary, secondary, and auxiliary.
Primary flight controls include elevators, ailerons, and the rudder. Elevators control pitch, ailerons control roll, and the rudder controls yaw. Secondary flight controls include trim tabs which help balance aircraft control forces. Auxiliary controls include flaps and other high lift devices which allow aircraft to fly at slower speeds. The document provides details on how each of these various control surfaces and systems function.
NOTE: In order to access the animations and hyperlinks embedded into this presentation you must save it on your computer first and open it. Slideshare doest not support animations yet. Thanks
O documento apresenta uma introdução à meteorologia aeronáutica, descrevendo sua estruturação mundial e no Brasil, a importância das informações meteorológicas para a aviação e as fases do trabalho da meteorologia aeronáutica, incluindo a estrutura da Rede de Meteorologia do Comando da Aeronáutica brasileiro.
1. The document discusses key concepts about Earth's atmosphere including how solar radiation drives global climate and local weather patterns.
2. It explains different climate types based on factors like latitude, proximity to bodies of water, and elevation. Humid climates receive more precipitation than potential evapotranspiration while arid climates experience the opposite.
3. Atmospheric circulation patterns like global wind belts and ocean currents play an important role in moderating Earth's climate by transporting heat energy from the tropics to poles and distributing it around the globe over long time periods.
Formation FI(A) : Les règles d'altimétrie (Exposé AéroPyrénées)Softeam agency
Exposé sur les règles d'altimétrie, réalisé dans le cadre de ma formation FI (Flight Instructor) avion chez Aéro Pyrénées à Toussus (LFPN).
Attention, ce support de formation peut contenir des erreurs éventuelles. Je vous recommande de vous rapprocher de votre FI attitré pour vos cours théoriques.
Certaines images et photographies sont issues de captures écrans depuis Google.
This document discusses flight instruments that utilize the pitot-static system, including the airspeed indicator, altimeter, and vertical speed indicator. It explains that the pitot tube measures total pressure, while the static ports measure ambient pressure, and the difference between these pressures drives the readings on the instruments. It also discusses factors like non-standard temperature and pressure that can introduce errors, and the importance of setting the correct altimeter setting to compensate for these errors and obtain an accurate altitude reading.
The document provides information about weather maps and weather concepts. It discusses key elements of weather maps including isobars, pressure cells, wind direction and speed. It explains that high pressure cells bring clear skies while low pressure cells bring cloud and rain. It also summarizes different types of rainfall including convectional, orographic and frontal rainfall. Seasons are determined by the positioning of pressure systems with lows over northern Australia in summer and highs in winter.
- Meteorology is the study of weather and atmospheric conditions.
- Once emitted, pollutants are transported and dispersed by meteorological conditions such as wind speed, direction, and atmospheric stability. They can then be deposited or concentrated in different areas.
- Mathematical models use emission data and meteorological conditions to predict how pollutant concentrations will disperse and change over a region.
This document provides an overview of an aviation weather course. It outlines the course objectives which are to identify weather conditions that may affect aviation safety, describe mitigation strategies for unfavorable weather, and identify aviation weather resources. The document then lists various weather topics that will be covered in the course, including weather basics, wind, visibility issues like fog, clouds, thunderstorms, icing, and frontal systems. It also discusses how terrain can influence weather conditions.
This document provides an overview of the Civil Air Patrol's mission scanner qualification training. It discusses the duties and responsibilities of mission scanners, including visual search from aircraft and accurate reporting. Requirements to become a qualified mission scanner are outlined, such as completing general emergency services training and participating in multiple exercises. The document also covers liability coverage, mishap reporting procedures, and individual factors that can impact mission performance like fatigue, stress, and medication.
Ocean Sky Jet Centre is located at London Luton Airport. It provides services like fuel, hangar storage, and ground transportation. Its contact information includes a VHF radio frequency, SITA code, address, and phone/fax numbers.
The document discusses high-speed aerodynamics and several key concepts, including that compressibility effects become important at transonic and supersonic speeds. It describes research done on high-speed aircraft like the Bell X-1, which broke the sound barrier in 1947. The document also covers topics like the speed of sound, different flight regimes (subsonic, transonic, supersonic, hypersonic), and shock wave patterns that form at supersonic speeds.
This document discusses instrument flight rules (IFR) for flying aircraft compared to visual flight rules (VFR). It covers topics such as Jimmy Doolittle envisioning IFR flight, obtaining clearance for an IFR flight plan which includes route, altimeter, and frequency information, using ground-based navigation beacons and GPS systems to guide aircraft, instrument landing systems (ILS) for precision approaches in low visibility, and standard procedures for departing and arriving at airports under IFR such as SIDS and STARS.
Meteorologists use various data sources to predict the weather, but it is difficult to always be correct due to rapidly changing atmospheric conditions. Data comes from surface weather stations, weather balloons, satellites, radars, and computer models. Air masses and fronts influence weather by interacting and creating storms. Hurricanes form over warm ocean waters and require specific atmospheric ingredients. While high and low pressure systems impact weather, small changes in data can lead to different model predictions, making weather forecasting challenging.
This document provides a list of abbreviations and acronyms used in METAR and TAF reports with definitions. It includes over 100 meteorological terms abbreviated for weather observations, such as types of clouds, weather phenomena, visibility, wind and sky conditions in 3 sentences or less.
Formation FI(A) : La météo (Exposé AéroPyrénées)Softeam agency
Exposé sur la météo, réalisé dans le cadre de ma formation FI (Flight Instructor) avion chez Aéro Pyrénées à Toussus (LFPN).
Attention, ce support de formation peut contenir des erreurs éventuelles. Je vous recommande de vous rapprocher de votre FI attitré pour vos cours théoriques.
Certaines images et photographies sont issues de captures écrans depuis Google.
The density and distribution of climatological stations to be established in a land network within a given area depend on the meteorological elements to be observed, the topography and land use in the area, and the requirements for information about the specific climatic elements concerned. This module highlights all these aspects.
This document discusses aircraft flight control systems. It describes three main categories of flight controls: primary, secondary, and auxiliary.
Primary flight controls include elevators, ailerons, and the rudder. Elevators control pitch, ailerons control roll, and the rudder controls yaw. Secondary flight controls include trim tabs which help balance aircraft control forces. Auxiliary controls include flaps and other high lift devices which allow aircraft to fly at slower speeds. The document provides details on how each of these various control surfaces and systems function.
NOTE: In order to access the animations and hyperlinks embedded into this presentation you must save it on your computer first and open it. Slideshare doest not support animations yet. Thanks
O documento apresenta uma introdução à meteorologia aeronáutica, descrevendo sua estruturação mundial e no Brasil, a importância das informações meteorológicas para a aviação e as fases do trabalho da meteorologia aeronáutica, incluindo a estrutura da Rede de Meteorologia do Comando da Aeronáutica brasileiro.
1. The document discusses key concepts about Earth's atmosphere including how solar radiation drives global climate and local weather patterns.
2. It explains different climate types based on factors like latitude, proximity to bodies of water, and elevation. Humid climates receive more precipitation than potential evapotranspiration while arid climates experience the opposite.
3. Atmospheric circulation patterns like global wind belts and ocean currents play an important role in moderating Earth's climate by transporting heat energy from the tropics to poles and distributing it around the globe over long time periods.
Formation FI(A) : Les règles d'altimétrie (Exposé AéroPyrénées)Softeam agency
Exposé sur les règles d'altimétrie, réalisé dans le cadre de ma formation FI (Flight Instructor) avion chez Aéro Pyrénées à Toussus (LFPN).
Attention, ce support de formation peut contenir des erreurs éventuelles. Je vous recommande de vous rapprocher de votre FI attitré pour vos cours théoriques.
Certaines images et photographies sont issues de captures écrans depuis Google.
This document discusses flight instruments that utilize the pitot-static system, including the airspeed indicator, altimeter, and vertical speed indicator. It explains that the pitot tube measures total pressure, while the static ports measure ambient pressure, and the difference between these pressures drives the readings on the instruments. It also discusses factors like non-standard temperature and pressure that can introduce errors, and the importance of setting the correct altimeter setting to compensate for these errors and obtain an accurate altitude reading.
The document provides information about weather maps and weather concepts. It discusses key elements of weather maps including isobars, pressure cells, wind direction and speed. It explains that high pressure cells bring clear skies while low pressure cells bring cloud and rain. It also summarizes different types of rainfall including convectional, orographic and frontal rainfall. Seasons are determined by the positioning of pressure systems with lows over northern Australia in summer and highs in winter.
- Meteorology is the study of weather and atmospheric conditions.
- Once emitted, pollutants are transported and dispersed by meteorological conditions such as wind speed, direction, and atmospheric stability. They can then be deposited or concentrated in different areas.
- Mathematical models use emission data and meteorological conditions to predict how pollutant concentrations will disperse and change over a region.
This document provides an overview of an aviation weather course. It outlines the course objectives which are to identify weather conditions that may affect aviation safety, describe mitigation strategies for unfavorable weather, and identify aviation weather resources. The document then lists various weather topics that will be covered in the course, including weather basics, wind, visibility issues like fog, clouds, thunderstorms, icing, and frontal systems. It also discusses how terrain can influence weather conditions.
This document provides an overview of the Civil Air Patrol's mission scanner qualification training. It discusses the duties and responsibilities of mission scanners, including visual search from aircraft and accurate reporting. Requirements to become a qualified mission scanner are outlined, such as completing general emergency services training and participating in multiple exercises. The document also covers liability coverage, mishap reporting procedures, and individual factors that can impact mission performance like fatigue, stress, and medication.
Ocean Sky Jet Centre is located at London Luton Airport. It provides services like fuel, hangar storage, and ground transportation. Its contact information includes a VHF radio frequency, SITA code, address, and phone/fax numbers.
This document provides definitions and explanations of over 100 terms related to aviation navigation. It covers topics such as instruments, systems, coordinates, units of measurement, components, procedures, weather, directions, and other essential concepts for air navigation. Definitions are grouped alphabetically from A to Z and include common acronyms. The document serves as a comprehensive glossary of navigation terminology for pilots, students, and others interested in aviation.
The document provides an overview of the history and development of aviation from hot air balloons to modern aircraft. It discusses key figures like the Montgolfier Brothers, Orville and Wilbur Wright, and advances in aircraft technology from biplanes to jet engines. It also covers aerodynamic principles, aircraft components, instruments, airspace classifications, and other foundational topics in aviation.
This document provides guidance on Crew Resource Management (CRM) training for flight crews, cabin crews, and CRM instructors. It addresses the requirements for initial and recurrent CRM training, assessment of CRM skills, requirements for CRM instructors, and management of CRM training programs. The guidance aims to standardize CRM training and improve safety.
The document provides checklists for normal operations of a Cessna 172S Skyhawk, including preflight, engine starting, taxiing, takeoff, climb, cruise, descent, landing, shutdown and securing the aircraft. Emergency checklists are also included for events such as engine failure during takeoff, in flight, or after landing, as well as procedures for electrical and engine fires.
The document discusses the differences between aviation certification standards PART21G and EN9100. PART21G is the European regulation for aviation certification while EN9100 is an international quality management standard for the aerospace industry. The document outlines the requirements and objectives of EASA, the European aviation regulatory body, and describes the production organization approval (POA) process involved in PART21G certification. It also provides information on related standards organizations like IAQG and the roles of notified bodies in certifying organizations.
Lucy O'Rourke, a cabin crew supervisor, went above and beyond for a 93-year old passenger who was celebrating his birthday and was a former prisoner of war. Upon landing, Lucy bought a card and bottle of wine to present to the man before his connecting flight. Chelsea Scott, also a cabin crew supervisor, volunteered to help passengers when her holiday in Bali was disrupted by an ash cloud, assisting with inquiries and information sharing. Safety auditor Gary Buck started collecting books left at Brisbane airport and sorting them by genre to donate over 4,500 books to various local charities to distribute.
A few years old, but the principles remain the same today. This slide show discusses the various decision processes used by pilots during the course of a flight.
This document appears to be a presentation from the Federal Aviation Administration (FAA) about effective teaching techniques for flight instructors. It discusses topics like learning styles, acquiring knowledge, effective communication, and creating a positive learning environment for students. The presentation provides guidance to flight instructors on how to develop their teaching skills and effectively educate students in accordance with FAA standards and practices.
This document provides guidance for teaching pilots risk management during cross-country flights. It recommends structuring a flight review or transition training as a cross-country trip to an unfamiliar airport. During the flight, scenarios can be used to simulate risks like engine failures or GPS/VOR malfunctions. Upon returning, maneuvers from a flight review like stalls or steep turns can be performed. The document suggests using "teachable moments" during the flight to identify hazards and risks regarding the pilot, aircraft, environment, and external factors. After landing, the pilot should reflect on what went well, what could be improved, and the most important lessons learned from the flight.
So what is single-pilot resource management? The FAA Risk Management Handbook notes that SRM is defined as the art of managing all the resources (both onboard the aircraft and from outside sources) available to a pilot prior to and during flight to ensure a successful flight
The presentation discusses issues with night vision imaging system (NVIS) maintenance and provides guidance. It notes that maintenance and alterations have sometimes negatively affected NVIS compatibility due to lack of awareness or training. It aims to advise repair stations, mechanics, and others on how to properly prepare for and perform maintenance on NVIS and night vision goggle (NVG) equipped aircraft. Key documents like the aircraft's NVIS supplemental type certificate and NVG instructions for continued airworthiness must be obtained and understood. Alterations must also ensure maintained NVIS compatibility.
The document provides observations from shadowing a pit crew instructor at an airport. It discusses key lessons learned around non-technical skills like crew resource management. Specifically, it highlights the importance of flexibility given changing flight schedules, constant communication between team members to coordinate workload, and thinking ahead to manage fatigue and prioritize tasks. It also emphasizes stress management, rotating roles to share workloads, and maintaining morale particularly during challenging situations like flight delays.
This document outlines a presentation given by the FAASTeam to CFIs on flight reviews. It discusses the regulatory requirements for flight reviews as outlined in 14 CFR 61.56, including that pilots must complete 1 hour of flight training and 1 hour of ground training every 24 months with an authorized instructor. It provides guidance for CFIs on conducting effective flight reviews, including planning to assess the pilot's decision making skills, knowledge, and ability to demonstrate required maneuvers. The goal of the flight review is to ensure the pilot can operate safely, not to test them. The presentation emphasizes that flight reviews are an opportunity for recurrent training and to address any issues observed like bad habits.
This document provides information about various aviation topics in 3 sections. It begins by acknowledging the teacher for their guidance and then discusses current affairs in the aviation industry, identifying key leadership changes and issues. The second section identifies and describes the functions of various aircraft parts. The third section discusses emergency equipment used in aviation emergencies such as smoke hoods and oxygen bottles.
1) The document defines different runway surface conditions including dry, damp, wet, contaminated runways and provides criteria for classifying each condition based on factors like depth of water, slush, snow, etc.
2) It explains that for takeoff performance calculations on wet or contaminated runways, the screen height is 15 feet rather than 35 feet and reverse thrust can be considered.
3) Charts for different levels of water, slush or snow contamination are used to determine the takeoff weight penalty and speeds compared to a dry runway under the same conditions. An example calculation is provided.
Human factors refer to how pilot performance is influenced by issues like cockpit design, temperature, and interactions with others. Pilot error is a major cause of accidents, with most occurring during cruise flight or descent/landing. The pilot most at risk of an accident has 50-100 hours or 200 hours of experience. Basic decision making involves gathering information, processing it, making decisions, and taking action. Hypoxia, drugs, fatigue, stress, and medical conditions can negatively impact information processing and decision making abilities. Pilots must be aware of human factors and how to mitigate their risks through discipline, knowledge, safety attitudes, and understanding of physiology.
This document contains the text from a Federal Aviation Administration workshop on risk management for flight instructors. It discusses topics like defining risk, hazard, and risk assessment. It provides examples of accidents and the probable causes being related to pilot decision making. It emphasizes the importance of teaching pilots to identify risks, evaluate hazards, and make informed decisions using risk management processes and checklists. The document also contains several scenarios to help stimulate decision making skills in trainees.
FAA Flight Instructor Ops Forum 2014 - Got Weather?marccoan
This document discusses the importance of weather briefings for pilots. It notes that over 20% of accidents have weather as a factor, with the top 3 conditions being adverse winds, low ceilings/visibility, and density altitude. The NTSB found that in 41% of weather-related accidents, pilots did not obtain an adequate weather briefing. Pilots are encouraged to use all available resources to get updated briefings at least every 2 hours to prevent surprises and minimize risk by having alternate plans for different weather scenarios. A thorough briefing allows pilots to make informed go/no-go decisions.
Pilots often experience accidents in low visibility conditions due to spatial disorientation or controlled flight into terrain. Three example accidents are described where pilots crashed after deviating from their flight plan or maneuvering in dark areas with limited visual references. Pilots can reduce risks by obtaining weather briefings, maintaining proficiency on avionics, being honest about limitations, and avoiding distractions. Training resources are available to help pilots assess risks and make safe decisions.
The document provides tips on obtaining a good weather briefing, including:
- Practice getting briefings regularly to become familiar with the process.
- Develop an awareness of overall weather patterns before getting a detailed briefing by monitoring forecasts 1-2 days in advance.
- When getting a briefing, provide details about your flight to help the briefer tailor it to your needs.
- The main types of briefings are standard, abbreviated, and outlook, with standard being the most comprehensive close to departure.
Pilots can help prevent accidents by effectively managing risks through good decision-making. Accidents often result from multiple small risks not being identified or managed properly, or when pilots do not perceive high risk situations accurately. Common accidents related to poor risk management include spatial disorientation in low visibility conditions without proper qualifications, continuing a flight while impaired, and departing into known adverse weather against better judgment. Pilots should be honest about their abilities and limitations, avoid external pressures, and have diversion plans to help manage risks.
This document summarizes key aspects of winter operations for airports, air traffic control, and pilots. It discusses how changing weather conditions increase risks of runway excursions and the importance of collaboration and communication between stakeholders. Specifically, it emphasizes the importance of disseminating timely information on field conditions to pilots, avoiding unstable approaches, understanding operational limitations during winter, and evaluating winter plans before the season begins to enhance safety. It also discusses challenges with complacency around standard phraseology and procedures over time.
Pilot Safety and Warning Supplements Searchable.pdfGustavoPeaFaras1
This document provides guidance to pilots on physiological factors that can impact flight safety, including fatigue, stress, emotion, illness, medication, alcohol, and hydration. It warns that fatigue, both acute and chronic, can slow reaction times and cause errors. It advises pilots to get adequate rest and not fly if markedly fatigued. Stress from life events can also impair performance, as can strong emotions from traumatic events. Pilots should not fly with an illness or while taking medications that could cause side effects impacting flight safety. The document emphasizes that alcohol and flying is a lethal combination, and that pilots should allow at least 8 hours after drinking before flying, or 24 hours after drinking a moderate or large amount of alcohol.
This document summarizes the key points from an FAA Safety Standdown focusing on loss of control in-flight (LOC-I) accidents. LOC-I is the leading cause of fatal general aviation accidents. The Standdown provides information to help pilots avoid LOC-I situations and improve safety, including that 27% of LOC-I accidents occur during maneuvering flight. It emphasizes applying time-tested techniques like maintaining aircraft control, using proper decision making, and conducting thorough preflight inspections.
The document provides an overview and guide for ground vehicle operators at airports. It describes the basic airport infrastructure like runways, taxiways, and aprons. It explains common signs, lights, and markings used to guide aircraft and vehicles. It emphasizes that safety is the top priority and outlines rules for operating vehicles in order to prevent accidents and protect both aircraft operations and people. The guide is meant to educate operators on airport features and safe operating procedures.
1) Several general aviation accidents occur each year due to pilots encountering reduced visibility conditions and experiencing spatial disorientation or controlled flight into terrain. Even in clear weather, night flights over areas with limited lighting provide few visual references that can be disorienting.
2) Three accident summaries are described where pilots crashed after experiencing spatial disorientation in low visibility conditions. The accidents involved a pilot who flew too low through a mountain pass, a pilot who deviated from his flight path and altitude in instrument conditions, and a pilot who crashed while maneuvering in dark night conditions with limited visual references.
3) Pilots are encouraged to obtain weather briefings, refuse external pressures that could influence dangerous decisions, seek training on aircraft
This document summarizes a GAO report on efforts by the Federal Aviation Administration and U.S. airlines to implement Flight Operational Quality Assurance (FOQA) programs. FOQA programs involve analyzing flight data from regular airline flights to identify potential safety problems before they cause accidents. The report finds that FOQA programs have identified previously unknown safety issues at some airlines and helped quantify known problems. FOQA data has led airlines to take corrective actions to enhance safety. However, data protection concerns among airlines and pilots around FOQA data use could impede full implementation of these programs in the U.S.
Review and analysis of a January 16, 2014, major turbulence eventSchneider Electric
On January 16, 2014, United Airlines flight 89 from Newark to Beijing departed at 12:55 p.m. Eastern, carrying 189 passengers and 16 crew members. Forty-five minutes into the flight, food and beverage service had just begun when the plane began to experience severe turbulence. Pilots were not expecting turbulence of that nature; it was so severe that it injured five flight attendants and the plane had to return to the Newark Liberty International Airport.
The aviation industry is in need of flight weather hazards forecasts that are timely, targeted, and not dependent on operations and planning managers to interpret potentially dangerous and costly situations. Our newest, patented model delivers better-defined turbulence, icing, and thunderstorm forecasts more frequently, based on global weather data models and a high definition U.S. model, which help to reduce the need for interpretation.
Author: John Thivierge
The document discusses how ineffective risk management and poor decision-making by pilots can lead to fatal accidents in general aviation. It provides examples of common accident scenarios related to these issues, such as a pilot experiencing spatial disorientation and losing control while flying in instrument conditions without being qualified. The document urges pilots to develop good decision-making practices, understand risk management, be honest about their skills and medical conditions, and plan for alternatives to avoid taking risks. It provides safety resources for pilots to improve risk assessment and decision-making skills.
A smart cockpit is available right now, and progress will accelerate as more manufacturers and aircraft owners adopt Automatic Dependent Surveillance-Broadcast (ADS-B) technology.
Smart Cockpit Technology: Industry to research and develop smart cockpit technology that helps identify emergency situations, prompts pilots (aurally/visually) through pertinent checklist items, and provides instructions based on aircraft position and condition of flight.
This document provides guidance to general aviation pilots on developing standardized procedures for flight risk assessment and weather decision making. It contains three tools - PAEDU, PAVE, and a Flight Risk Assessment Form - to help pilots evaluate risks related to the pilot, aircraft, environment, duration and urgency of a planned flight. The document also provides guidance on establishing personal weather minimums based on pilot experience and conducting preflight weather planning with consideration for alternate plans. The tools and guidance are intended to help pilots make safer go/no-go and in-flight weather decisions.
Flight Data Monitoring (FDM) systems allow pilots to collect and review flight information in real time or after a flight. Modern avionics can provide data similar to airline recorders, including engine parameters and control surface movements. Pilots can use FDM data and overlay it on charts to analyze how precisely they flew routes and approaches. This helps identify areas for improvement. FDM also provides helpful data on aircraft health by monitoring parameters and trends over multiple flights, which can help mechanics identify issues and save owners money on maintenance. In summary, FDM is a useful tool that helps pilots improve skills and maintain aircraft well-being through collection and review of flight data.
ANALYZING AIRCRAFT LANDING DECISIONMAKING THROUGH FUZZY LOGIC APPROACH: A COM...ijseajournal
This document summarizes a study that uses fuzzy logic to analyze aircraft landing decision-making based on weather conditions and pilot experience. The study compares two experiments: one using three inputs (wind direction, wind speed, visibility) and another adding pilot experience as a fourth input. A fuzzy logic system generates decisions of feasible, careful or not feasible for landing. Comparing the results found a 68% difference, indicating pilot experience significantly impacts decisions. Membership functions were created to fuzzify the inputs and Mamdani fuzzy inference was used to evaluate rules and generate output.
ANALYZING AIRCRAFT LANDING DECISIONMAKING THROUGH FUZZY LOGIC APPROACH: A COM...ijseajournal
Due to the importance of weather in people's lives, various groups have advocated for accurate climate
information. However, weather predictions can often be unclear or ambiguous. Weather advice and
information are crucial in determining the safety of landing an aircraft in aviation. To address this,
Mamdani Fuzzy Logic will be used to compare two scenarios: one with three inputs (wind direction, wind
speed, and visibility) and another that includes the pilot's experience to assess its impact on the landing
process. A fuzzy logic-based intelligent system generates three decisions: feasible, careful, and not feasible
for landing an aircraft on a runway. The difference rate between the two experiments was 68%, indicating
that the pilot's experience played a significant role and forced its importance in the results.
This document promotes a Safety Stand Down event to educate pilots on improving safety. It focuses on four accident-prone areas: owner-performed maintenance, approach and landing, surface deviations, and risk management. For each area, experts will present guidelines and best practices to help pilots identify and reduce risks. They will discuss FAA regulations and techniques to enhance situational awareness and judgment. The goal is for pilots to apply this information to sharpen skills and reduce the accident rate.
The March/April 2014 issue of FAA Safety Briefing takes a look at what it takes to "get back in the flying game." Whether it’s transitioning to a new type of aircraft, or returning from a flying hiatus, the articles here will provide safety and training advice and help you fine tune your plan for returning to the skies.
Media Object File Flt Ops Hum Per Seq01syed viquar
This document discusses human factors that contribute to incidents and accidents. It notes that over 60% of incidents are related to pre-flight factors like time pressure. High workload is a factor in 80% of crew errors. It examines operational events and identifies four clusters of human factors: situation recognition, procedures, human performance, and operating environment. Specific issues that can contribute to deviations from standard operating procedures and errors in automation use are also discussed. The importance of effective crew briefings is highlighted.
Similar to General Aviation Pilot’s Guide to Preflight Weather Planning, Weather Self-Briefings, and Weather Decision Making (20)
Having fun means flying safely! Hobby or recreational flying doesn't require FAA approval but you must follow safety guidelines. Any other use requires FAA authorization.
Avoid doing anything hazardous to other airplanes or people and property on the ground.
Angle of attack (AOA) indicators can help reduce loss of control accidents by providing pilots with a better way to avoid stalls. Loss of control is the leading cause of fatal accidents in general and commercial aviation, averaging one fatal accident every four days in general aviation alone. While airspeed is taught as the primary means of avoiding stalls, airspeed alone is not reliable because an aircraft can stall at any speed, attitude, or power setting. AOA is a better indicator because the critical angle of attack at which an aircraft will stall does not change with factors like weight, temperature, or altitude. AOA indicators alert pilots when the aircraft approaches stall parameters. Their use, along with existing systems, can result in more precise
To reduce the risk of accidents due to weather related factors, pilots should rely upon accurate real-time weather
reporting and learn about weather reporting technologies currently available.
According to the Joseph T. Nall report (produced by AOPA’s Air Safety Institute), 89 accidents occurred in 2010 as a result of fuel exhaustion; 11 of them fatal. And despite a decline in fuel management accidents through 2008, more recently those numbers have been reversing, accounting for eight percent of all accidents in 2010
Transition training is important for pilots moving between aircraft types to learn the differences in systems, performance, procedures, and limitations. An effective transition training program involves following a structured syllabus with a qualified instructor and focuses on what is different about the new aircraft, including systems, normal and emergency procedures, performance characteristics, and limitations. Transition training helps ensure pilots can safely operate the new aircraft type.
More than 25 percent of general aviation fatal accidents occur during the maneuvering phase of flight — turning, climbing, or descending close to the ground. The vast majority of these accidents involve stall/spin scenarios (half of which are while in the traffic pattern) and buzzing attempts.
Returning to flight operations after a period of inactivity has resulted in loss of control accidents. But with a solid plan and determination, you can get back to enjoying the freedom only flying can offer.
The document is a presentation by the Federal Aviation Administration (FAA) about pilot deviations. It discusses general information about pilot deviations, statistics on common deviations, reasons for deviations occurring, how pilots should respond if involved in a deviation, and the FAA's investigative process. The presentation provides an overview of pilot deviations to educate pilots and flight schools.
This document provides an overview of flight training accidents and incidents analyzed by the Orlando Flight Standards District Office from 1998 to 2014. It identifies trends in the data, including that 71% of accidents and incidents were related to landings. The summary highlights areas for improvement such as emphasizing landings in instruction and evaluations. It also examines accident factors for other aircraft types like gliders and helicopters. The goal is to continue initiatives that have reduced accidents while maintaining a focus on landing safety.
Runway incursions are a serious safety concern and significantly impact safe operations at any airport. Incursions, which also can occur on taxiways although not considered runway incursions, have involved air carrier aircraft, military planes, general aviation aircraft, air traffic controllers, ground vehicles and pedestrians.
The May/June 2014 issue of FAA Safety Briefing is all about Airworthiness Certification and Standards. In this issue we look at the hidden dangers of layering supplemental type certificates (STC), who to go to when your plane has an issue, and how to take care of an aging aircraft. In addition, you can learn more about the airworthiness directive process and how to apply for an STC.
This document from the FAA presents information on angle of attack systems for pilots. It notes that stalls and resulting spin accidents are a major cause of fatal crashes, often involving inexperienced pilots, and can occur at any airspeed or phase of flight. The document discusses problems determining airspeed, describes angle of attack indicators that can help avoid stalls, and recommends pilots practice stalls and slow flight with a flight instructor. It provides resources for pilots to investigate angle of attack systems further.
This document discusses flight after a period of inactivity for pilots. It addresses currency and proficiency concerns when returning to flight after time away. Pilots should consider how long they have been inactive, the nature of their operations, and their experience level. Upon returning, pilots may need to refresh their knowledge by reviewing regulations and manuals since some aircraft panels and apps have been updated. They should also confirm their medical certification is still valid before their first flight.
The FAA holds official forums at its Southern Region Safety Center located at the corner of Laird Drive and Sun 'n Fun Drive in the middle of the exhibit area. The forums are open daily from 8:00 am to 3:00 pm, with a schedule of presentations from 8:30 am to 2:00 pm from Tuesday, April 1st through Friday, April 5th. Topics include maintenance accidents, fuel management, intercepted aircraft, hypoxia awareness, safety investigations, and more. Updates to the schedule can be found by scanning the QR code or going to the listed website.
This is the latest NOTAM for SUN 'N FUN 2014. For the most current information go to http://www.sun-n-fun.org/flyin.aspx or visit the Lakeland Linder Airport Website http://www.lakelandairport.com/
This presentation discusses transition training for pilots changing aircraft. It notes that lack of transition training and overreliance on automation are contributing factors in loss of control accidents. The presentation recommends pilots read aircraft manuals, find an experienced instructor, and get training specific to the aircraft type, tailwheel, seaplanes, etc. It also stresses practicing risk management and seeking recurrent training. Maneuvering flight and approaches account for about half of fatal loss of control accidents. Transition training is particularly important for pilots moving to experimental or light sport aircraft.
Ivanti’s Patch Tuesday breakdown goes beyond patching your applications and brings you the intelligence and guidance needed to prioritize where to focus your attention first. Catch early analysis on our Ivanti blog, then join industry expert Chris Goettl for the Patch Tuesday Webinar Event. There we’ll do a deep dive into each of the bulletins and give guidance on the risks associated with the newly-identified vulnerabilities.
Project Management Semester Long Project - Acuityjpupo2018
Acuity is an innovative learning app designed to transform the way you engage with knowledge. Powered by AI technology, Acuity takes complex topics and distills them into concise, interactive summaries that are easy to read & understand. Whether you're exploring the depths of quantum mechanics or seeking insight into historical events, Acuity provides the key information you need without the burden of lengthy texts.
Best 20 SEO Techniques To Improve Website Visibility In SERPPixlogix Infotech
Boost your website's visibility with proven SEO techniques! Our latest blog dives into essential strategies to enhance your online presence, increase traffic, and rank higher on search engines. From keyword optimization to quality content creation, learn how to make your site stand out in the crowded digital landscape. Discover actionable tips and expert insights to elevate your SEO game.
Building Production Ready Search Pipelines with Spark and MilvusZilliz
Spark is the widely used ETL tool for processing, indexing and ingesting data to serving stack for search. Milvus is the production-ready open-source vector database. In this talk we will show how to use Spark to process unstructured data to extract vector representations, and push the vectors to Milvus vector database for search serving.
HCL Notes and Domino License Cost Reduction in the World of DLAUpanagenda
Webinar Recording: https://www.panagenda.com/webinars/hcl-notes-and-domino-license-cost-reduction-in-the-world-of-dlau/
The introduction of DLAU and the CCB & CCX licensing model caused quite a stir in the HCL community. As a Notes and Domino customer, you may have faced challenges with unexpected user counts and license costs. You probably have questions on how this new licensing approach works and how to benefit from it. Most importantly, you likely have budget constraints and want to save money where possible. Don’t worry, we can help with all of this!
We’ll show you how to fix common misconfigurations that cause higher-than-expected user counts, and how to identify accounts which you can deactivate to save money. There are also frequent patterns that can cause unnecessary cost, like using a person document instead of a mail-in for shared mailboxes. We’ll provide examples and solutions for those as well. And naturally we’ll explain the new licensing model.
Join HCL Ambassador Marc Thomas in this webinar with a special guest appearance from Franz Walder. It will give you the tools and know-how to stay on top of what is going on with Domino licensing. You will be able lower your cost through an optimized configuration and keep it low going forward.
These topics will be covered
- Reducing license cost by finding and fixing misconfigurations and superfluous accounts
- How do CCB and CCX licenses really work?
- Understanding the DLAU tool and how to best utilize it
- Tips for common problem areas, like team mailboxes, functional/test users, etc
- Practical examples and best practices to implement right away
Fueling AI with Great Data with Airbyte WebinarZilliz
This talk will focus on how to collect data from a variety of sources, leveraging this data for RAG and other GenAI use cases, and finally charting your course to productionalization.
Have you ever been confused by the myriad of choices offered by AWS for hosting a website or an API?
Lambda, Elastic Beanstalk, Lightsail, Amplify, S3 (and more!) can each host websites + APIs. But which one should we choose?
Which one is cheapest? Which one is fastest? Which one will scale to meet our needs?
Join me in this session as we dive into each AWS hosting service to determine which one is best for your scenario and explain why!
Unlock the Future of Search with MongoDB Atlas_ Vector Search Unleashed.pdfMalak Abu Hammad
Discover how MongoDB Atlas and vector search technology can revolutionize your application's search capabilities. This comprehensive presentation covers:
* What is Vector Search?
* Importance and benefits of vector search
* Practical use cases across various industries
* Step-by-step implementation guide
* Live demos with code snippets
* Enhancing LLM capabilities with vector search
* Best practices and optimization strategies
Perfect for developers, AI enthusiasts, and tech leaders. Learn how to leverage MongoDB Atlas to deliver highly relevant, context-aware search results, transforming your data retrieval process. Stay ahead in tech innovation and maximize the potential of your applications.
#MongoDB #VectorSearch #AI #SemanticSearch #TechInnovation #DataScience #LLM #MachineLearning #SearchTechnology
Cosa hanno in comune un mattoncino Lego e la backdoor XZ?Speck&Tech
ABSTRACT: A prima vista, un mattoncino Lego e la backdoor XZ potrebbero avere in comune il fatto di essere entrambi blocchi di costruzione, o dipendenze di progetti creativi e software. La realtà è che un mattoncino Lego e il caso della backdoor XZ hanno molto di più di tutto ciò in comune.
Partecipate alla presentazione per immergervi in una storia di interoperabilità, standard e formati aperti, per poi discutere del ruolo importante che i contributori hanno in una comunità open source sostenibile.
BIO: Sostenitrice del software libero e dei formati standard e aperti. È stata un membro attivo dei progetti Fedora e openSUSE e ha co-fondato l'Associazione LibreItalia dove è stata coinvolta in diversi eventi, migrazioni e formazione relativi a LibreOffice. In precedenza ha lavorato a migrazioni e corsi di formazione su LibreOffice per diverse amministrazioni pubbliche e privati. Da gennaio 2020 lavora in SUSE come Software Release Engineer per Uyuni e SUSE Manager e quando non segue la sua passione per i computer e per Geeko coltiva la sua curiosità per l'astronomia (da cui deriva il suo nickname deneb_alpha).
TrustArc Webinar - 2024 Global Privacy SurveyTrustArc
How does your privacy program stack up against your peers? What challenges are privacy teams tackling and prioritizing in 2024?
In the fifth annual Global Privacy Benchmarks Survey, we asked over 1,800 global privacy professionals and business executives to share their perspectives on the current state of privacy inside and outside of their organizations. This year’s report focused on emerging areas of importance for privacy and compliance professionals, including considerations and implications of Artificial Intelligence (AI) technologies, building brand trust, and different approaches for achieving higher privacy competence scores.
See how organizational priorities and strategic approaches to data security and privacy are evolving around the globe.
This webinar will review:
- The top 10 privacy insights from the fifth annual Global Privacy Benchmarks Survey
- The top challenges for privacy leaders, practitioners, and organizations in 2024
- Key themes to consider in developing and maintaining your privacy program
Salesforce Integration for Bonterra Impact Management (fka Social Solutions A...Jeffrey Haguewood
Sidekick Solutions uses Bonterra Impact Management (fka Social Solutions Apricot) and automation solutions to integrate data for business workflows.
We believe integration and automation are essential to user experience and the promise of efficient work through technology. Automation is the critical ingredient to realizing that full vision. We develop integration products and services for Bonterra Case Management software to support the deployment of automations for a variety of use cases.
This video focuses on integration of Salesforce with Bonterra Impact Management.
Interested in deploying an integration with Salesforce for Bonterra Impact Management? Contact us at sales@sidekicksolutionsllc.com to discuss next steps.
How to Interpret Trends in the Kalyan Rajdhani Mix Chart.pdfChart Kalyan
A Mix Chart displays historical data of numbers in a graphical or tabular form. The Kalyan Rajdhani Mix Chart specifically shows the results of a sequence of numbers over different periods.
Let's Integrate MuleSoft RPA, COMPOSER, APM with AWS IDP along with Slackshyamraj55
Discover the seamless integration of RPA (Robotic Process Automation), COMPOSER, and APM with AWS IDP enhanced with Slack notifications. Explore how these technologies converge to streamline workflows, optimize performance, and ensure secure access, all while leveraging the power of AWS IDP and real-time communication via Slack notifications.
5th LF Energy Power Grid Model Meet-up SlidesDanBrown980551
5th Power Grid Model Meet-up
It is with great pleasure that we extend to you an invitation to the 5th Power Grid Model Meet-up, scheduled for 6th June 2024. This event will adopt a hybrid format, allowing participants to join us either through an online Mircosoft Teams session or in person at TU/e located at Den Dolech 2, Eindhoven, Netherlands. The meet-up will be hosted by Eindhoven University of Technology (TU/e), a research university specializing in engineering science & technology.
Power Grid Model
The global energy transition is placing new and unprecedented demands on Distribution System Operators (DSOs). Alongside upgrades to grid capacity, processes such as digitization, capacity optimization, and congestion management are becoming vital for delivering reliable services.
Power Grid Model is an open source project from Linux Foundation Energy and provides a calculation engine that is increasingly essential for DSOs. It offers a standards-based foundation enabling real-time power systems analysis, simulations of electrical power grids, and sophisticated what-if analysis. In addition, it enables in-depth studies and analysis of the electrical power grid’s behavior and performance. This comprehensive model incorporates essential factors such as power generation capacity, electrical losses, voltage levels, power flows, and system stability.
Power Grid Model is currently being applied in a wide variety of use cases, including grid planning, expansion, reliability, and congestion studies. It can also help in analyzing the impact of renewable energy integration, assessing the effects of disturbances or faults, and developing strategies for grid control and optimization.
What to expect
For the upcoming meetup we are organizing, we have an exciting lineup of activities planned:
-Insightful presentations covering two practical applications of the Power Grid Model.
-An update on the latest advancements in Power Grid -Model technology during the first and second quarters of 2024.
-An interactive brainstorming session to discuss and propose new feature requests.
-An opportunity to connect with fellow Power Grid Model enthusiasts and users.
2. General Aviation Pilot’s Guide
Preflight Planning, Weather Self-Briefings, and Weather Decision Making
Foreword……………………………………………………………
ii
Introduction………………………………………………………
1
I Preflight Weather Planning……………………………………
2
Perceive – Understanding Weather Information………………….....
2
Process – Analyzing Weather Information ………………..………...
7
Perform – Making A Weather Plan.…………………………………...
11
II In-flight Weather Decision-Making……………………………
14
Perceive – In-flight Weather Information……………………..........
14
Process – (Honestly) Evaluating In-flight Conditions……………..
16
Perform – Putting It All Together……………………………………
20
III Post-Flight Weather Review…………………………………...
22
IV Resources…………………………………………………………
23
Appendix 1 – Weather Products & Providers Chart……………...
Appendix 2 – Items for Standard Briefing………………………….
Appendix 3 – Automated Weather Systems (definitions)………...
Appendix 4 – Developing Personal Weather Minimums. ………..
Appendix 5 –Aviation Weather Analysis Worksheets…..………….
Appendix 6 –Weather Analysis Checklists (VFR)………………….
Appendix 7 – Weather Analysis Checklists (IFR)…………………..
Appendix 8 – Estimating In-flight Visibility & Cloud Clearance……..
24
25
26
27
31
32
34
36
3. Preflight Guide v. 1.3
Foreword
This guide is intended to help general aviation (GA) pilots, especially those with
relatively little weather-flying experience, develop skills in obtaining appropriate
weather information, interpreting the data in the context of a specific flight, and
applying the information and analysis to make safe weather flying decisions.
It has been developed with assistance and contributions from a number of
weather experts, aviation researchers, air traffic controllers, and general aviation
instructors and pilots. Special thanks are due to Dr. Dennis Beringer and Dr.
William Knecht of the FAA’s Civil Aviation Medical Institute (CAMI); Dr. Michael
Crognale, Department of Psychology and Biomedical Engineering, University of
Nevada/Reno; Dr. Douglas Wiegmann, Institute of Aviation, University of Illinois;
Dr. B.L. Beard and Colleen Geven of the NASA Ames Research Center; Dr. Paul
Craig, Middle Tennessee State University; Paul Fiduccia, Small Aircraft
Manufacturers Association; Max Trescott, SJFlight; Arlynn McMahon, Aero-Tech
Inc.; Roger Sharp, Cessna Pilot Centers; Anthony Werner and Jim Mowery,
Jeppesen-Sanderson; Howard Stoodley, Manassas Aviation Center; Dan
Hoefert; Lawrence Cole, Human Factors Research and Engineering Scientific
and Technical Advisor, FAA; Ron Galbraith, FAA Air Traffic Controller, Denver
ARTCC; Michael Lenz, FAA General Aviation Certification and Operations
Branch, Christine Soucy, FAA Office of Accident Investigation; Dr. Rich Adams,
Engineering Psychologist, FAA Flight Standard Service; and Dr. William K.
Krebs, Human Factors Research and Engineering Scientific and Technical
Advisor, FAA.
This guide is intended to be a living document that incorporates comments,
suggestions, and ideas for best practices from GA pilots and instructors like you.
Please direct comments and ideas to: susan.parson@faa.gov.
Happy – and safe – flying!
ii
12/09
4. Preflight Guide v. 1.3
Introduction
Aviation has come a long way since the Wright
brothers first flew at Kitty Hawk. One thing that
has unfortunately not changed as much is the role
that weather plays in fatal airplane accidents.
Even after a century of flight, weather is still the
factor most likely to result in accidents with
fatalities.
From the safe perspective of the pilot’s lounge, it
is easy to second-guess an accident pilot’s
decisions. Many pilots have had the experience
of hearing about a weather-related accident and
thinking themselves immune from a similar
experience, because “I would never have tried to
fly in those conditions.” Interviews with pilots who
narrowly escaped aviation weather accidents indicate that many of the
unfortunate pilots thought the same thing -- that is, until they found themselves in
weather conditions they did not expect and could not safely handle.
Given the broad availability of weather information, why do general aviation (GA)
pilots continue to find themselves surprised and trapped by adverse weather
conditions? Ironically, the very abundance of weather information might be part
of the answer: with many weather providers and weather products, it can be very
difficult for pilots to screen out non-essential data, focus on key facts, and then
correctly evaluate the risk resulting from a given set of circumstances.
This guide describes how to use the Perceive – Process – Perform risk
management framework as a guide for your preflight weather planning
and in-flight weather decision-making. The basic steps are:
--Perceive weather hazards that could adversely affect your flight.
--Process this information to determine whether the hazards create risk, which is
the potential impact of a hazard that is not controlled or eliminated.
-- Perform by acting to eliminate the hazard or mitigate the risk.
Let’s see how the 3-P model can help you make better weather decisions.
1
12/09
5. Preflight Guide v. 1.3
Preflight Weather Planning
Perceive – Understanding Weather Information
When you plan a trip in a
general aviation (GA)
airplane, you might find
yourself telling friends
and family that you are
first going to “see” if
weather conditions are
suitable. In other words,
your first major preflight
task is to perceive the
flight environment by
collecting
information
about
current
and
forecast conditions along
the route you intend to take, and then using the information to develop a good
mental picture of the situation you can expect to encounter during the flight.
Because there are many sources of weather information today, the first challenge
is simply knowing where and how to look for the weather information you need.
For many GA pilots, the FAA Flight Service Station
(FSS) remains the single most widely used source
of comprehensive weather information. Like other
weather providers, the FSS bundles, or
“packages,” weather products derived from
National Weather Service (NWS) data and other flight planning information into a
convenient, user-friendly package that is intended to offer the pilot not only
specific details, but also a big picture view of the flight environment. In this
respect, you might think of the FSS as “one-stop shopping” for GA weather
information.
Flight Service offers four basic briefing packages:
•
•
•
•
Outlook (for flights more than six hours away),
Standard (for most flights),
Abbreviated (to update specific items after a standard briefing); and
TIBS (telephone information briefing service), which provides recorded
weather information.
The specific weather information packaged into a standard briefing includes a
weather synopsis, sky conditions (clouds), and visibility and weather conditions
2
12/09
6. Preflight Guide v. 1.3
at the departure, en route, and destination points. Also included are adverse
conditions, altimeter settings, cloud tops, dew point, icing conditions, surface
winds, winds aloft, temperature, thunderstorm activity, precipitation, precipitation
intensity, visibility obscuration, pilot reports (PIREPs), AIRMETs, SIGMETs,
Convective SIGMETS, and Notices to Airmen (NOTAMs), including any
temporary flight restrictions (TFRs).
Although a Flight Service weather briefing is still the single most comprehensive
source of weather data for GA flying, it can be difficult to absorb all the
information conveyed in a telephone briefing. Pictures are priceless when it
comes to displaying complex, dynamic information like cloud cover and
precipitation. For this reason, you may find it helpful to begin the preflight
planning process by looking at weather products from a range of providers. The
goal of this self-briefing process is to develop an overall mental picture of current
and forecast weather conditions, and to identify areas that require closer
investigation with the help of an FSS briefer.
Here is one approach to conducting your initial self-briefing. Keep in mind a
simple rule-of-thumb as you work through the weather data collection process:
the more doubtful the weather, the more information you need to obtain.
Television/Internet Sources.
For long-range weather
planning, many pilots start with televised or online weather,
such as The Weather Channel (TWC) on television or the
Internet.
TWC is not an FAAapproved
source
of
weather
information, but its television and Internet offerings
provide both tactical and strategic summaries and
forecasts (up to 10 per day). TWC provides compact,
easy-to-use information that can be a useful supplement
to approved sources. For example, one TWC Internet
page includes a weather map with color-coding for
Instrument Flight Rules (IFR) and Marginal Visual Flight
Rules (MVFR) conditions at airports around the country
(http://www.weather.com/maps/aviation.html). This and
other TWC features can give you a very useful first snapshot of weather
conditions you will need to evaluate more closely. The National Weather
Service’s Aviation Weather Center (http://aviationweather.gov/) is another useful
source of initial weather information. A look at the AIRMET and SIGMET watch
boxes can quickly give you an idea of areas of marginal or instrument weather.
Direct User Access Terminal System (DUATS). Next, get a
printed version of the FSS briefing package by obtaining a
standard briefing for your route on DUATS.
Free and
accessible to all pilots via the Internet at www.duat.com (DTC)
or www.duats.com (CSC), this resource provides weather
3
12/09
7. Preflight Guide v. 1.3
information in an FAA-approved format and records the transaction as an official
weather briefing. You might want to print out selected portions of the DUATS
computer briefing for closer study and easy reference when you speak to a Flight
Service briefer.
Aviation Digital Data Service (ADDS): You should also
take a look at the wealth of weather information and
resources available online via the Aviation Digital Data
Service (ADDS), a joint effort of NOAA Forecast Systems
Laboratory, NCAR Research Applications Program (RAP),
and the National Centers for Environmental Prediction
(NCEP) Aviation Weather Center (AWC). Available at
http://adds.aviationweather.noaa.gov, ADDS combines information from National
Weather Service (NWS) aviation observations and forecasts and makes them
available on the Internet along with visualization tools to help pilots use this
information for practical flight planning. For example:
•
For METARs, TAFS, AIRMETS,
and SIGMETS, the ADDS java tool
can zoom in on specific parts of the
country.
•
For pilot reports (PIREPs), the
ADDS Java tool can zoom in on a
specific part of the country and
specify the type of hazard reported
(icing,
turbulence,
sky
and
weather). The tool also allows you
to limit data to specified altitudes
and time periods. Map overlays
including
counties,
highways,
VORs, and Air Route Traffic Control
Boundaries are available.
•
For
the
National
Convective
Weather Forecast (NCWF), the
latest convection diagnostic is
shown together with the one hour
forecast. The java tool allows the
user to select the height and speed
of the forecasted thunderstorm, as
well as the one-hour forecast from
the previous hour to help the user
understand how well the NCWF is
performing.
4
12/09
8. Preflight Guide v. 1.3
•
ADDS also includes a Flight Path
Tool that helps pilots visualize high
resolution
weather
products
together with winds aloft and pilot
reports.
Although some of the other ADDS tools
(e.g., icing potential and maximum
turbulence
potential)
are
only
authorized for operational use by
meteorologists and dispatchers, these
products can still help you develop a
mental picture of vertical and horizontal
“weather hazard areas” for your flight.
Flight Service Station Briefing. Once you have formed a basic mental picture of
the weather conditions for your trip, it is time to call the FSS. If you have just
obtained a DUATS briefing or if the weather situation and mission are both
simple, ask for an abbreviated briefing. If not, ask for a standard briefing. Armed
with what you already know from your self-briefing process, you will find that it is
much easier to absorb information from the briefer – and to know what questions
you should ask.
A few guidelines for getting weather data from FSS:
DO be sure to get the right FSS. When you dial the standard number, 1-800WX-BRIEF from a cell phone, this number will connect you to the FSS
associated with your cell phone’s area code – not necessarily to the FSS
nearest to your present position. If you are using
a cell phone outside your normal calling area,
check the Airport/Facility Directory to find the
specific telephone number for the FSS you need
to reach.
DO know what you need, so you can request the
right briefing “package” (outlook, standard, or
abbreviated).
DO use the standard flight plan form to provide the background the briefer
needs to obtain the right information for you. Review the form before you call,
and develop an estimate for items such as altitude, route, and estimated time
en route so you can be sure of getting what you need to know.
5
12/09
9. Preflight Guide v. 1.3
DO be honest – with yourself and with the briefer – about any limitations in
pilot skill or aircraft capability.
DO let the FSS specialist know if you are new to the area or unfamiliar with
the typical weather patterns, including seasonal characteristics. If you are
unfamiliar with the area, have a VFR or IFR navigation chart available while
you listen to help sharpen your mental picture of where the weather hazards
may be in relation to your departure airport, proposed route of flight, and
destination.
DO ask questions, and speak up if you don’t understand something you have
seen or heard. Less experienced pilots sometimes hesitate to be assertive.
Smart pilots ask questions to resolve any ambiguities in the weather briefing.
The worse the weather, the more data you need to develop options.
DO be sure to get all the weather information you need. If you are flying in
IMC or MVFR that could deteriorate, don’t end the briefing without knowing
which direction (north, south, east, west) to turn to fly toward better weather,
and how far you would have to fly to reach it.
6
12/09
10. Preflight Guide v. 1.3
Process – Analyzing Weather Information
Obtaining weather information is only the first step. The critical next step is to
study and evaluate the information to understand what it means for your
circumstances.
The knowledge tests for most pilot certificates include questions on weather
theory and use of weather products in aviation. However, it takes continuous
study and experience to develop your skill in evaluating and applying weather
data to a specific flight in a GA airplane. You might find it helpful to approach the
task of practical, real world weather analysis with several basic concepts in mind.
What creates weather? Most pilots can recite the textbook answer -- “uneven
heating of the earth’s surface” – but what does that mean when you are trying to
evaluate weather conditions for your trip? Let’s take a look.
The three basic elements of weather are:
•
•
•
Temperature (warm or cold);
Wind (a vector with speed and direction); and
Moisture (or humidity).
Temperature differences (e.g., uneven heating) support the development of low
pressure systems, which can affect wide areas. Surface low pressure systems
usually have fronts associated with them, with a “front” being the zone between
two air masses that contain different combinations of the three basic elements
(temperature, wind, and moisture).
The illustration shows the “classic” northern
hemisphere low pressure system with the
associated
cold
and
warm
fronts.
Remembering
that
air
circulates
counterclockwise around a low pressure
system in the Northern Hemisphere will help
you visualize the overall temperature, wind,
and moisture patterns in a given area.
Because weather is associated with fronts,
which are in turn associated with low pressure
systems, you can get some idea of possible
conditions just by looking to see where the low
pressure systems are in relation to your route.
What can weather do to you? Temperature, wind, and moisture combine to
varying degrees to create conditions that affect pilots. The range of possible
7
12/09
11. Preflight Guide v. 1.3
combinations is nearly infinite, but weather really affects pilots in just three ways.
Specifically, the three basic weather elements can:
•
•
•
Reduce visibility
Create turbulence
Reduce aircraft performance
How do you evaluate weather data? One approach to practical weather analysis
is to review weather data in terms of how current and forecast conditions will
affect visibility, turbulence, and aircraft performance for your specific flight.
Here’s how it works. Suppose you want to make a flight from Cincinnati
Municipal Airport (KLUK) to Port Columbus Airport in Columbus, Ohio (KCMH).
You want to depart KLUK around 1830Z and fly VFR at 5,500 MSL. Your
estimated time en route (ETE) is approximately one hour. Your weather briefing
includes the following information:
METARs:
KLUK 261410Z 07003KT 3SM -RA BR OVC015 21/20 A3001
KDAY 261423Z 14005KT 3SM HZ BKN050 22/19 A3003
KCMH 261351Z 19005KT 3SM HZ FEW080 BKN100 OVC130 22/17 A3002
TAFs
KLUK 261405Z 261412 00000KT 3SM BR BKN015
TEMPO 1416 2SM -SHRA BR
FM1600 14004KT 5SM BR OVC035
TEMPO 1618 2SM -SHRA BR BKN015
FM1800 16004KT P6SM BKN040
FM0200 00000KT 5SM BR BKN025
TEMPO 0912 2SM BR BKN018
KDAY 261303Z 261312 06003KT 5SM BR SCT050 OVC100
TEMPO 1315 2SM -RA BR BKN050
FM1500 15006KT P6SM BKN050
TEMPO 1519 4SM -SHRA BR BKN025
FM1900 16007KT P6SM BKN035
FM0200 14005KT 5SM BR BKN035
FM0600 14004KT 2SM BR BKN012
KCMH 261406Z 261412 19004KT 4SM HZ SCT050 BKN120
FM1800 17006KT P6SM BKN040
TEMPO 1922 4SM -SHRA BR
FM0200 15005KT 5SM BR BKN035
FM0700 14004KT 2SM BR BKN012
WINDS ALOFT
3000
6000
9000
12000
15000
18000
21000
24000
27000
CMH 1910 2108+15 2807+10 2712+05 2922-07 2936-17 294532 294540 313851
CVG 2310 2607+16 2811+11 2716+06 3019-05 2929-16 293430 293240 293652
8
12/09
12. Preflight Guide v. 1.3
Remember that you have the option of
getting this information in “plain English”
format if you prefer not to decode.
Whichever format you select, the first step
is to look at your weather data in terms of
three specific ways that weather can affect
your flight: turbulence, visibility, and aircraft
performance.
Organize the information into tables such
as the one below, (see Appendix 5 for blank
forms). This kind of format allows you to see and make “apples-to-apples”
comparisons more easily. The column headings in the top row – arranged to
match the order in which the briefing information is presented – can help you
quickly identify the specific weather hazard(s) you might face on this trip. You
may also find it helpful to convert Zulu (UTC) times to local time, and to write
note expected ETAs for each waypoint on your flight plan.
Using the Cincinnati (KLUK) to Columbus (KCMH) trip as example:
CURRENT CONDITIONS
Turbulence
Ceiling & Visibility
Place
KLUK
KDAY
Time
1410Z
1432Z
Wind
07003KT
14005KT
Visibility
3SM
3SM
Weather
RA, BR
HZ
KCMH
1351Z
19005KT
3SM
HZ
Ceiling
OVC015
BKN050
FEW080,
OVC130
Visibility &
Performance
Temp/Dewpt
21/20
22/19
Altimeter
A3001
A3003
22/17
A3002
Trends
FORECAST CONDITIONS
Place
KLUK
KDAY
KCMH
Time
FM1800Z
TEMPO 1519Z
FM1900Z
FM1800Z
TEMPO 1922Z
Turbulence
Wind
16004KT
-16007KT
17006KT
--
Visibility
P6 SM
4SM
P6 SM
P6 SM
4SM
Ceiling & Visibility
Weather
-SHRA
---SHRA, BR
Ceiling
BKN040
BKN025
BKN035
BKN040
--
WINDS ALOFT
Turbulence
Place
CVG
CMH
Altitude
6000
6000
Wind
260/07
210/08
Visibility &
Performance
Temp
16 C
15 C
9
12/09
13. Preflight Guide v. 1.3
1. Ceiling & Visibility. First, look at the weather data elements that report ceiling
and visibility.
In the case of the proposed VFR flight from KLUK to KCMH,
current visibility at your departure and destination airports is
marginal, and the small temperature/dew point spread should
trigger a mental red flag for potentially reduced visibility. The
forecasts call for conditions to improve at your departure airport,
KLUK, by the time you plan to launch (1830Z).
Note, however, that you could encounter marginal conditions,
including light rain showers, en route and also at your destination
(KCMH). Since the forecast ceilings will probably not allow you to fly VFR at the
planned altitude (5,500 MSL), this part of the analysis tells you that terrain and
obstacle avoidance planning (discussed in the next section) will be necessary for
this flight if you choose to depart at the originally scheduled time.
2. Aircraft Performance. Next, carefully review current and
forecast temperatures – departure, en route, and destination
– for possible adverse impact on aircraft performance. If the
temperatures are high, you need to know and plan for the
effects of high density altitude, especially on takeoff, climb,
and landing. If temperatures are low and you plan on flying in the clouds, you
should pay special attention to known or forecast icing and freezing levels.
In the sample VFR flight from KLUK to KCMH, temperatures on the surface and
at your planned altitude are moderate, so performance problems associated with
density altitude or icing are not likely to occur on this flight.
3. Turbulence: Review wind conditions for departure airport, en
route, and destination airport. You will also need a mental picture
of vertical wind profiles, so as to select the best altitude(s) for cruise
flight, and to determine whether wind shear is present.
For the sample flight from KLUK to KCMH, the chart format allows
you to see quickly that you will encounter light southerly surface
winds at your departure and destination airports. Winds aloft will also be light,
but from a westerly direction. There are no indications for wind shear or
convective activity (thunderstorms), so you can conclude that turbulence is not
likely to be a hazard for this particular flight.
For checklist questions and weather analysis worksheets to help you analyze the
impact of these weather elements on your specific flight, see Appendix 6 (VFR)
and Appendix 7 (IFR).
10
12/09
14. Preflight Guide v. 1.3
Perform – Making a Weather Plan
The third step in practical preflight weather planning is to perform an honest
evaluation of whether your skill and/or aircraft capability are up to the challenge
posed by this particular set of weather conditions. It is very important to consider
whether the combined “pilot-aircraft team” is sufficient. For example, you may be
a very experienced, proficient, and current pilot, but your weather flying ability is
still limited if you are flying a 1980s-model aircraft with no weather avoidance
gear. On the other hand, you may have a new technically advanced aircraft with
moving map GPS, weather datalink, and autopilot – but if you do not have much
weather flying experience, you must not count on the airplane’s capability to fully
compensate for your own lack of experience. You must also ensure that you are
fully proficient in the use of onboard equipment, and that it is functioning properly.
One way to “self-check” your decision (regardless of your experience) is to ask
yourself if the flight has any chance of appearing in the next day’s newspaper. If
the result of the evaluation process leaves you in any doubt, then you need to
develop safe alternatives.
Think of the preflight weather plan as a strategic, “big picture” exercise. The goal
is to ensure that you have identified all the weather-related hazards for this
particular flight, and planned for ways to eliminate or mitigate each one. To this
end, there are several items you should include in the weather flying plan:
Escape Options: Know where you can find good weather within your aircraft’s
range and endurance capability. Where is it? Which direction do you turn to get
there? How long will it take to get there? When the weather is IMC (ceiling
1,000 or less and visibility 3 nm or less), identify an acceptable alternative airport
for each 25-30 nm segment of your route. The worksheets in Appendices 5, 6,
and 7 include space to record some of this information.
Reserve Fuel: Knowing where to find VFR weather does you no good unless
you have enough fuel to reach it. Flight planning for only a legal fuel reserve
could significantly limit your options if the weather deteriorates. More fuel means
access to more alternatives. Having plenty of fuel also spares you the worry
(and distraction) of fearing fuel exhaustion when weather has already increased
your cockpit workload.
Terrain Avoidance: Know how low you can go without encountering terrain
and/or obstacles. Consider a terrain avoidance plan for any flight that involves:
•
•
•
•
Weather at or below MVFR (ceiling 1,000 to 3,000; visibility 3 to 5 miles)
A temperature/dew point spread of 4° C. or less;
Any expected precipitation; or
Operating at night.
11
12/09
15. Preflight Guide v. 1.3
Know the minimum safe altitude for each segment of your flight. All VFR
sectional charts include a maximum elevation figure (MEF) in each quadrangle.
The MEF is determined by locating the highest obstacle (natural or man-made) in
each quadrangle, and rounding up by 100 to 300 feet.
Charts for IFR navigation include a Minimum En route Altitude (MEA) and a
Minimum Obstruction Clearance Altitude (MOCA).
Jeppesen charts depict a Minimum Off Route Altitude
(MORA), while FAA/NACO charts show an Off Route
Obstruction Clearance Altitude (OROCA) that
guarantees a 1,000-foot obstacle clearance in nonmountainous terrain and a 2,000 foot obstacle
clearance in mountainous terrain.
In addition to these sources, many GPS navigators
(both panel-mount and handheld) include a feature
showing the Minimum Safe Altitude (MSA), En route Safe Altitude (ESA), or
Minimum En route Altitude (MEA) relative to the aircraft’s position. If you have
access to such equipment, be sure you understand how to access and interpret
the information about safe altitudes.
The Air Safety Foundation’s Terrain Avoidance Plan is another helpful resource.
Passenger Plan: A number of GA weather accidents have been associated with
external or social pressures, such as the pilot’s reluctance to appear “cowardly”
or to disappoint passengers eager to make or continue a trip. There is almost
always pressure to launch, and pressure to continue. Even the small investment
in making the trip to the airport can create pressure to avoid “wasted” time.
For this reason, your weather planning should include
preflighting your passengers (and anyone waiting at
your destination) as well as your aircraft. If you jointly
plan for weather contingencies and brief your
passengers before you board the aircraft, you as the
pilot will be less vulnerable later on to the pressure to
continue in deteriorating weather conditions.
Suggestions:
DO use the worksheet in Appendix 4 to develop personal minimums that will
help you make the toughest go / no-go and continue / divert decisions well in
advance of any specific flight.
DO be aware that the presence of others can influence your decision-making
and your willingness to take risks, and let your passengers know up front that
12
12/09
16. Preflight Guide v. 1.3
safety is your top priority. Share your personal minimums with your
passengers and anyone who might be waiting for you at the destination.
DO establish “weather check” checkpoints every
25-30 nm along the route, at which you will
reevaluate conditions. If possible, have your
passengers assist by tracking progress and
conditions at each weather checkpoint.
DO use your pre-established personal minimums
to determine exactly what conditions will trigger a
diversion at any given weather checkpoint. Let
your passengers know what these conditions are.
DO decide specifically what you will do if you have
to divert at any particular point, and inform your
passengers of these plans. Preflight is the time to
make alternative arrangements (e.g., hotel and rental car reservations) in the
event that weather conditions worsen. You can always put passengers (or
yourself) on an airliner if you absolutely have to return on time.
DO advise anyone meeting you at your destination that your plans are flexible
and that you will call them when you arrive. Be sure that they too understand
that safety is your top priority, and that you will delay or divert if weather
becomes a problem.
DO remember that one of the most effective safety tools at your disposal is
waiting out bad weather. Bad weather (especially involving weather fronts)
normally does not last long, and waiting just a day can often make the
difference between a flight with high weather risk and a flight that you can
make safely.
13
12/09
17. Preflight Guide v. 1.3
In-flight Decision-Making
Perceive – Obtaining In-flight Weather Information
Many times, weather is not forecast to be severe
enough to cancel the trip, so pilots often choose to
take off and evaluate the weather as they go.
While it is not necessarily a bad idea to take off
and take a look, staying safe requires staying alert
to weather changes. GA pilots and their aircraft
operate in (rather than above) most weather. At
typical GA aircraft speeds, making a 200-mile trip
can leave a two to three hour weather information
gap between the preflight briefing and the actual flight. In-flight updates are vital!
Let’s take a closer look at in-flight weather data sources.
Visual Updates. One of the most important things you can do is to look outside.
Use your eyes to survey the weather and literally see whether the conditions
around you match the conditions that were reported or
forecast. Sometimes there are local deviations in
weather conditions (isolated cells, fog, etc.) that may
not be immediately known to the FSS specialist or that
may not appear on weather-product depictions,
especially if there is no weather-reporting capability at
your departure point. Even if you looked at radar during
your preflight briefing process, remember that NEXRAD
data is at least 8 minutes old by the time you see it on a display, and older still by
the time you are ready to depart. Weather can change very rapidly.
ATIS/ASOS/AWOS. One of the easiest ways to monitor conditions en route is to
listen to ATIS and ASOS/AWOS broadcasts along your route. These broadcasts
can help you update and validate preflight weather information about conditions
along your route of flight.
En route Flight Advisory Service (EFAS, or Flight Watch). Available on 122.0 in
the continental United States from 5,000 AGL to 17,500 MSL, EFAS, addressed
as Flight Watch, is a service specifically designed to provide en route aircraft with
timely and meaningful weather advisories pertinent to the type of flight intended,
route of flight, and altitude. If you are in contact with ATC, request permission to
leave the frequency to contact EFAS. Provide your aircraft identification and the
name of the VOR nearest to your position.
14
12/09
18. Preflight Guide v. 1.3
Air Traffic Control (ATC). Simply monitoring ATC frequencies (available on
aeronautical charts) along the way is one way to keep abreast of changing
weather conditions. For example, are other GA aircraft along your route
requesting diversions? You can also request information on the present location
of weather, which the controller will try to provide if workload permits. When you
ask ATC for weather information, though, you need to be aware that radar – the
controller’s primary tool – has limitations, and that operational considerations
(e.g., use of settings that reduce the magnitude of precipitation returns) will affect
what the controller can see on radar.
Datalink and Weather Avoidance Equipment. Radar and lightning detectors have
been available in some GA aircraft for many years. These devices can
contribute significantly to weather awareness in the cockpit. An increasing
number of GA aircraft are now being equipped with weather datalink equipment,
which uses satellites to transmit weather data such as METARs, TAFs, and
NEXRAD radar to the cockpit, where it is often shown as an overlay on the
multifunction display (MFD). Handheld devices with weather datalink capability
are also a popular source of en route weather information.
There are several basic methods for transferring weather data from a weather
data network provider to an aircraft:
•
Request/Reply - In these systems, the pilot must decide what is needed and
then request the specific information and coverage area. This request must
then be sent from the aircraft to the satellite, from the satellite to the ground,
processed by the ground system and transmitted back to the airplane.
Transmission time can require as long as 10 or 15 minutes. Since weather
can change very rapidly, this delay can significantly reduce utility of the data.
•
Narrowcast - Some providers offer “narrowcast,” which automatically sends
data directly to the aircraft according to the pilot’s pre-established preferences
for products, update rate, resolution, coverage area, and other parameters.
• Broadcast - Broadcast systems continuously send available weather
products to every user in the area through a satellite network and a system of
interconnected ground stations. Satellite broadcast systems use high-power
geosynchronous satellites to deliver large amounts of data in a very short
time.
One of the most important, and critical, things to know about datalink is that
regardless of the transmission method, it does not provide “real-time”
information.
15
12/09
19. Preflight Guide v. 1.3
Process – (Honestly) Evaluating and Updating In-flight Conditions
Safe weather flying requires continuous evaluation of in-flight weather conditions.
Visual Updates. Seeing is believing – or so we are
conditioned to think. Although you should certainly use
your eyes during the flight to perceive the weather, you
need to be aware that our prior visual experience largely
determines our ability to “see” things. In the narrow runway
illusion, for instance, the aircraft appears to be at a greater
height over the runway because we have learned through
previous experience what a typical runway should look like
at a given altitude. The human brain prefers to adjust the
apparent height of the aircraft rather than adjust the
concept of what a runway should look like.
Similarly, scientists who study human vision have determined that weather
transitions are sometimes too subtle for the limits of the visual system. Like other
sensory organs, the eye responds best to changes. It adapts to circumstances
that do not change, or those that change in a gradual or subtle way, by reducing
its response. Just as the skin becomes so acclimated to the “feel” of clothing that
it is generally not even noticed, the eye can become so accustomed to
progressive small changes in light, color, and motion that it no longer “sees” an
accurate picture. In deteriorating weather conditions, the reduction in visibility
and contrast occurs quite gradually, and it may be quite some time before the
pilot senses that the weather conditions have deteriorated significantly. In
essence, you have to learn how to look past the visual illusion and see what is
really there.
Certain weather conditions also make it particularly difficult to accurately perceive
with the eye. For instance, a phenomenon called “flat light” can create very
hazardous operating circumstances. Flat light is a condition in which all available
light is highly diffused, and information normally available from directional light
sources is lost. The result is that there are no
shadows, which means that the eye can no
longer judge distance, depth features, or
textures on the surface with any precision. Flat
light is especially dangerous because it can
occur with high reported visibility. It is common
in areas below an overcast, and on reflective surfaces such as snow or water. It
can also occur when blowing snow or sand create flat light conditions
accompanied by “white-out,” which is reduced visibility in all directions due to
small particles of snow, ice or sand that diffuse the light.
16
12/09
20. Preflight Guide v. 1.3
Awareness is important in overcoming these challenges, but you can also
develop your visual interpretation skills. Appendix 8 provides tips and techniques
you can use to estimate in-flight visibility and cloud clearance, thus enhancing
your ability to evaluate in-flight weather conditions accurately.
ATIS/ASOS/AWOS. In-flight weather information obtained from ATIS and
ASOS/AWOS broadcasts can contribute useful pieces to the en route weather
picture, but it is important to understand that this
information is only a weather “snapshot” of a limited area.
ATIS and ASOS/AWOS broadcasts are primarily intended
to provide information on conditions in the airport vicinity.
The information reported is derived from an array of
sensors. While these systems are designed to be as
accurate as possible and are increasingly sophisticated,
the automated system is actually monitoring only a very
small area on the airfield and that it reports only what it can
"see." For example, sensors that measure visibility are
actually measuring a section of air less than 24 inches
wide. Even a dense fog on a portion of the airfield will go undetected by the
system unless the fog actually obscures the sensors. The system will not “see”
an approaching thunderstorm until it is almost directly over the automated site’s
ceiling instruments.
EFAS. Assuming that you do find or suspect deteriorating conditions while en
route, be sure to contact the En route Flight Advisory Service (EFAS – Flight
Watch) for additional information. EFAS can be an immensely helpful resource,
but interpreting and applying the information you receive while you are also flying
the aircraft – especially if you are in adverse or deteriorating conditions with no
autopilot – can be very challenging. The key is understanding where the weather
is in relation to your position and flight path, where it is going, and how fast it is
moving. A good practice is to have an aeronautical chart with your route clearly
marked readily available before you call Flight Watch. The chart will help you
visualize where the weather conditions are in relation to your current position and
intended route of flight, and determine whether (and where) you need to deviate
from the original plan.
Another interpretation useful tool is the In-flight Advisory Plotting Chart (figure 71-2 in Chapter 7 of the Aeronautical Information Manual (AIM)). This chart
includes the location and identifier for VORs and other locations used to describe
hazardous weather areas. Consider keeping copies of this chart in your flight
bag for easy reference whenever you call EFAS.
ATC. ATC radar can detect areas of precipitation, but does not detect clouds or
turbulence. The existence of turbulence may be implied by the intensity of a
precipitation return: the stronger the return, the more likely the presence of
17
12/09
21. Preflight Guide v. 1.3
turbulence. Similarly, icing may be inferred by the presence of moisture, clouds,
and precipitation at temperatures at or below freezing.
ARTCC facilities and many of the terminal approach
control facilities now have digital radar display systems
with processors that can better determine the intensity
(dBZ) of radar weather echoes and display that
information to the controller. Consequently, approach
controllers, center controllers, and AFSS specialists
have all begun using four terms to describe weather
radar echoes to pilots: “light,” “moderate,” “heavy,” and
“extreme.” Each term represents a precipitation intensity level paired with a
decibel (dBZ) range to help pilots interpret the severity of the flight conditions
present. (Note: A dBZ is a measure of radar reflectivity in the form of a
logarithmic power ratio with respect to radar reflectivity factor “Z.”)
Although the terms are consistent, there are still some equipment-related
differences in what can be described.
In Air Route Traffic Control Centers, NEXRAD data is fed through the
Weather and Radar Processor (WARP), which organizes 16 NEXRAD levels
into four reflectivity (dBZ) categories. Reflectivity returns of less than 30 dBZ
are classified as “LIGHT” and are filtered out of the center controllers’ display,
which means that center controllers cannot report areas of “light” weather
radar echoes.
A terminal radar approach control has neither NEXRAD nor WARP, so
weather radar echoes are displayed by the Airport Surveillance Radar (ASR)
systems using Common Automated Radar Terminal System (Common
ARTS) or Standard Terminal Automation Replacement System (STARS)
digital weather processors. Paired with a weather processor, digitized ASR 9
and 11 systems display the four weather radar echo intensity categories to
the controller.
Terminal radar approach control facilities can, and do, display “light” (less
than 30 dBZ) areas of precipitation. Not all terminal facilities have digitized
systems, however, and systems without digital processors cannot discern
radar echo intensity. In these cases, ATC can describe the position of
weather radar echoes, but will state “intensity unknown” instead of using the
terms, “light,” “moderate,” “heavy,” or “extreme.”
A critical element in interpreting weather information from ATC is a thorough
understanding of pilot-controller communications. Be sure to review the AIM
Pilot/Controller Glossary, and clarify points you do not understand.
Datalink and Weather Avoidance Equipment. When analyzing this information, it
is vital to remember that the quality of the information depends heavily upon
18
12/09
22. Preflight Guide v. 1.3
update rate, resolution, and coverage area. When flying an aircraft that has
datalink equipment, safe and accurate interpretation of the information you
receive depends on your understanding of each of these parameters.
Datalink does not provide real-time information. Although weather and other
navigation displays can give pilots an unprecedented
quantity of high quality weather data, their use is safe and
appropriate only for strategic decision making (attempting
to avoid the hazard altogether). Datalink is not accurate
enough or current enough to be safely used for tactical
decision making (negotiating a path through a weather
hazard area, such as a broken line of thunderstorms).
Be aware that onboard weather equipment can inappropriately influence your
decision to continue a flight. No matter how “thin” a line of storms appears to be,
or how many “holes” you think you see on the display, it is not safe to fly through
them.
19
12/09
23. Preflight Guide v. 1.3
Perform – Putting It All Together
In the preflight planning process, you used weather data and analysis to develop
a strategic, “big picture” weather flying plan. During the en route phase, use the
data and analysis to make tactical weather decisions. Good tactical weather
flying requires you to perceive the conditions around you, process (interpret) their
impact on your flight, and perform by taking appropriate action at each stage.
DO reassess the weather on a continuous basis. Designate specific fixes
(e.g., airports) on or near your flight path as “weather check” checkpoints and
use one of the in-flight resources described above to get updated information.
DO take action if you see or suspect deteriorating weather:
•
Trust your eyes if you see weather conditions deteriorating.
•
Contact EFAS for detailed information.
•
Head for the nearest airport if you see clouds forming beneath your
altitude, gray or black areas ahead, hard rain or moderate turbulence, or
clouds forming above that require you to descend. It is much easier to
reevaluate conditions and make a new plan from the safety of an airport.
DO contribute to the system by making pilot reports (PIREPS) when you call
Flight Watch. To learn more about making good PIREPS, take the Air Safety
Foundation’s free online “Skyspotter” course.
ATC.
If you need help from ATC in
avoiding or escaping weather, ask sooner
rather than later. Guidelines:
DO be sensitive to ATC communications
workload, but keep controllers advised
of your weather conditions. Tell the
controller if you need to deviate.
DO
remember
that
navigational
guidance information issued to a VFR flight is advisory in nature. Suggested
headings do not authorize you to violate regulations, and they are not
guaranteed to keep you clear of all weather.
DON’T hesitate to ask questions if you do not understand or if you are
unsure.
DON’T make assumptions about what the controller knows about your flight:
20
12/09
24. Preflight Guide v. 1.3
•
If you need ATC’s help to avoid
convective weather, it never
hurts to remind the controller
that you have no onboard
weather avoidance equipment.
•
If you are handed off while on a
suggested heading for weather
avoidance, confirm that the
next controller knows you are
requesting weather avoidance
assistance. For example, your
initial call might be: “Center, N2817S, level 5,000, zero two zero heading
for weather avoidance.”
•
Never assume that “cleared direct when able” means that flying a direct
course at that time will keep you clear of weather. To ATC, “direct when
able” means to fly direct when you are able to receive a signal and
navigate directly to the fix. If you have any doubt, ASK whether a direct
course will keep you clear of areas with moderate and heavy radar
returns indicative of thunderstorm activity.
•
Words such as “showers” and “precipitation” can be very misleading.
Some pilots mistakenly assume that these words indicate areas of rain
with no thunderheads present. In the world of ATC, weather radar
echoes are all referred to as “precipitation.” Do not proceed into areas of
“showers” or “precipitation” without clarifying whether the level of
precipitation is “light,” “moderate,” or “heavy.”
DON’T terminate VFR flight following or other services and leave an ATC
frequency without informing the controller that you are doing so.
21
12/09
25. Preflight Guide v. 1.3
Post-Flight Weather Review
When you land after a challenging flight in the
weather, you may want nothing more than to
go home and unwind. The immediate post
flight period, however, is one of the best
opportunities to increase your weather
knowledge and understanding. Studies show
that pilots sometimes fly into bad weather
simply because they lack relevant experience,
and thus did not recognize that certain weather
“cues” might create a safety hazard to the
flight. Make it a point to learn something from
every weather encounter. At the end of a flight involving weather, take a few
minutes to mentally review the flight you just completed and reflect on what you
learned from this experience. To guide your post flight weather review:
What weather conditions/hazards existed, and how did they impact this flight?
Turbulence / Winds __________________________________________
Ceilings / Visibility __________________________________________
Aircraft Performance _________________________________________
How did the conditions encountered during this flight compare with the
information obtained in the preflight briefing?
Which source(s) of preflight weather information provided the best (or most
useful, most accurate, most relevant) data for this flight?
Which source(s) of en route weather information provided the best (or most
useful, most accurate, most relevant) data for this flight?
Another way to develop your weather experience and judgment is simply to
observe and analyze the weather every day. When you look out the window or
go outside, observe the clouds. What are they doing? Why are they shaped as
they are? Why is their altitude changing? This simple habit will help you develop
the ability to “read” clouds, and understand how shape, color, thickness, and
altitude can be valuable weather indicators. As your cloud-reading skill develops,
start trying to correlate the temperature, dew point, humidity, and time of day to
the types of clouds that have formed. Take note of the wind and try to visualize
how it wraps around the tree or whips around the corner of a building. This
exercise will help you become more aware of wind at critical points in your flight.
Weather is a fact of life for pilots. Developing your weather knowledge and
expertise is well worth the time and effort you put into it, because weather
wisdom will help keep you – and your passengers – safe in the skies.
22
12/09
26. Preflight Guide v. 1.3
Resources
Appendix 1 Weather Products and Weather Providers Chart
Appendix 2 Items for Standard Briefing
Appendix 3 Automated Weather Observing Systems
Appendix 4 Developing Personal Weather Minimums
Appendix 5 Aviation Weather Analysis Worksheets
Appendix 6 Weather Analysis Checklist - VFR
Appendix 7 Weather Analysis Checklist - IFR
Appendix 8 Estimating In-flight Visibility and Cloud Clearance
23
12/09
27. Preflight Guide v. 1.3
Appendix 1
Weather Products and Weather Providers
TWEB
TAFs
SD (hourly radar)
Satellite
PIREP
METAR
FD (winds/temps aloft forecast)
FD (winds/temps aloft forecast)
FA (18-hr area forecast)
charts, Weather depiction
Center Weather Advisory (ATC)
charts, Surface analysis
charts, Radar summary
charts, Radar (NEXRAD)
charts, Prog.
charts, Convective outlook
AIRMET / SIGMET
Source
AC (Severe Wx Outlook)
The table below lists some of the most common weather products and providers:
Format: T = text; G = Graphic. Text may be written or spoken.
Preflight
T
T
G
G
G
G
T
T
T
G
T
T
G
T
T
T
G
G
Commercial vendor
Search Internet for "commercial weather products."
Public NWS or NOAA site
X
X
X
X
X
X
X
X
X
X
X
X
X
ADDS (aviation digital data) X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
DUATS
X
X
X
X
X
X
X
X
X
X
X
FSS (automated TIBS)
Short automated briefing, origin & radius, advisories & summary, ceil, vis, w. easy link to FS Specialist
FSS (standard)
Verbal synopsis of all available information
FSS (abbreviated)
Short, verbal synopsis, based on all available information
FSS (outlook)
Short, verbal forecast based on all available information
The Weather Channel
X
X
X
En route
cockpit avionics
EFAS
HIWAS
TWEB
products vary
Verbal synopsis, based on all available information
X
X
X
Short automated synopsis, origin & radius, wx advisories, ceil, vis, winds, radar, PIREPS, alerts
Both
ASOS
ATIS
AWOS
CWA
ASOS, ATIS, AWOS are similar to METAR, incl. Place, Time, Wind direction/speed, Visibility, Ceiling,
Temp/Dewpoint, Altimeter
Short, verbal synopsis, based on all available information
(NOTE: Products directly accessible to the user are marked with an “X.”)
ADDS
ASOS
ATIS
AWOS
CWA
DUATS
EFAS
FSS
HIWAS
LLWAS
NOAA
NWS
TIBS
TWEB
Aviation Digital Data Service (ADDS) (http://adds.aviationweather.noaa.gov/)
Automated Surface Observing System
Automated Terminal Information Service
Automated Weather Observing System
Center Weather Advisory
Direct User Access Terminal System
En route Flight Advisory System
Flight Service Station
Hazardous In-flight Weather Advisory System
Low Level Wind Shear Alert System
National Oceanic and Atmospheric Association
National Weather Service
Telephone Information Broadcast Service
Transcribed Weather Broadcast
24
12/09
28. Preflight Guide v. 131
Appendix 2
Items for Standard Briefing
Type of Flight (VFR or IFR)
Aircraft identification
Aircraft Type / Special Equipment
True Airspeed
Departure Point
Proposed Departure Time
Cruising Altitude
Route of Flight
Destination
Estimated Time En Route
Remarks (e.g., “no weather avoidance equipment on board”)
Fuel
Alternate Airports
Pilot’s Name
25
12/09
29. Preflight Guide v. 1.3
Appendix 3
Automated Weather Observing Systems
AWOS- Automated Weather Observing System.
ASOS- Automated Surface Observing System.
AWOS-3 reports all the items in a METAR – time of observation, wind,
visibility, sky coverage/ceiling, temperature, dew point and altimeter setting.
The designator "A02" in the remarks portion of the observation indicates the
station has a precipitation discriminator that determines the difference between
liquid and freezing/frozen precipitation.
ASOS reports the same data as AWOS-3 plus precipitation type and intensity
like the AWOS-3 sites with the A02 capabilities.
AWOS-2 reports the same METAR items as an AWOS-3 except it does not
report sky coverage/ceiling information.
AWOS-1 reports the time of observation, wind, temperature, dew point and
altimeter setting. It does not report visibility or sky coverage information.
AWOS-A reports only the time of observation and altimeter setting.
The prefix "AUTO" indicates the data is derived from an automated system. A certified
weather observer may provide augmented weather and obstruction to visibility information in
the remarks of the report at AWOS locations.
The "AUTO" prefix disappears when the report has been augmented by human observers.
26
12/09
30. Step 4: Assemble and evaluate baseline personal minimums.
Baseline Personal Minimums
Weather Condition
VFR
MVFR
IFR
Federal Aviation
Administration
LIFR
Ceiling
Day
Night
Visibility
Day
Night
Turbulence
Developing Personal Minimums
SE
ME
Make/Model
Think of personal minimums as the human factors
equivalent of reserve fuel. Personal minimums
should provide a solid safety buffer between:
Surface
Wind Speed
Surface
Wind Gust
Crosswind
Component
Performance
•
SE
ME
•
Make/Model
Shortest
runway
Highest
terrain
Highest
density altitude
Pilot
Illness, medication,
stress, or fatigue; lack of
currency (e.g., haven’t
flown for several weeks)
Aircraft
Airports and airspace
with different terrain or
unfamiliar characteristics
External
Pressures
“Must meet” deadlines,
passenger pressures;
etc.
Adjust baseline personal
minimums to:
At least
500 feet to ceiling
A
d
d
An unfamiliar airplane, or
an aircraft with unfamiliar
avionics/ equipment:
enVironment
Skills available to you through your training,
experience, currency, and proficiency.
Step 1 – Review Weather Minimums
Step 5: Adjust for specific conditions.
If you are facing:
Skills required for the specific flight, and
S
u
b
t
r
a
c
t
At least
½ mile to visibility
At least
500 ft to runway
length
Step 2 – Assess Weather Experience and
Personal Comfort Level
Step 3 – Consider Winds and Performance
Step 4 – Assemble Baseline Values
Step 5 – Adjust for Specific Conditions
Step 6 – Stick to the Plan!
At least
5 knots from winds
4
1
31. Step 1: Review definitions for VFR & IFR weather minimums.
Category
Ceiling
Visibility
VFR
greater than 3,000 AGL
and
greater than 5 miles
MVFR
1,000 to 3,000 AGL
and/or
3 to 5 miles
Step 2(b): Enter values for weather experience/ “comfort level.”
Experience & “Comfort Level” Assessment
Combined VFR & IFR
Weather
VFR
MVFR
IFR
LIFR
Condition
Ceiling
IFR
500 to 999 AGL
and/or
1 mile to less than 3
miles
LIFR
below 500 AGL
and/or
less than 1 mile
Day
Night
Visibility
Day
Step 2(a): Record certification, training, & recent experience.
Night
CERTIFICATION LEVEL
Certificate level (e.g., private, commercial, ATP)
Ratings (e.g., instrument, multiengine)
Endorsements (e.g., complex, HP, high altitude)
Step 3(a): Enter values for experience / comfort in turbulence.
Experience & “Comfort Level” Assessment
Wind & Turbulence
Make/
SE
ME
Model
TRAINING SUMMARY
Flight review (e.g., certificate, rating, Wings)
Instrument Proficiency Check
Time since checkout in airplane 1
Time since checkout in airplane 2
Turbulence
EXPERIENCE
Surface wind speed
Total flying time
Surface wind gusts
Years of flying experience
Crosswind component
RECENT EXPERIENCE (last 12 months)
Hours
Hours in this airplane (or identical model)
Normal Landings
Crosswind landings
Step 3(b): Enter values for performance.
Experience & “Comfort Level” Assessment
Performance Factors
Make/
SE
ME
Model
Night hours
Night landings
Hours flown in high density altitude
Hours flown in mountainous terrain
Performance
IFR hours
IMC hours (actual conditions)
Approaches (actual or simulated)
Time with specific GPS navigator
Time with specific autopilot
Shortest runway
Highest terrain
Highest density altitude
2
3
32. Preflight Guide v. 1.3
Appendix 5
Aviation Weather Analysis Forms
CURRENT CONDITIONS (from METARs)
Turbulence
Place
Time
Wind
Visibility &
Performance
Ceiling & Visibility
Visibility
Weather
Ceiling
Trends
Temp/Dewpt
Altimeter
FORECAST CONDITIONS (from TAFs)
Turbulence
Place
Time
Wind
Ceiling & Visibility
Visibility
Weather
Ceiling
WINDS ALOFT
Turbulence
Place
Altitude
Visibility &
Performance
Wind
Temp
31
12/09
33. Preflight Guide v. 1.3
Appendix 6
Weather Analysis Checklists – VFR Flight
Ceiling & Visibility
How much airspace do I have
between the reported/forecast
ceilings and the terrain along
my route of flight? Does this
information suggest any need
to change my planned
altitude?
If I have to fly lower to remain
clear of clouds, will terrain be
a factor?
How much ground clearance
will I have?
Do I have reliable ceiling
information?
Will I be over mountainous
terrain or near large bodies of
water where the weather can
change rapidly, or where
there may not be a nearby
weather reporting station?
Aircraft Performance
Given temperature, altitude,
density altitude, and aircraft
loading, what is the expected
aircraft performance?
o
o
o
o
Takeoff distance
Time & distance to climb
Cruise performance
Landing distance
Are these performance values
sufficient for the runways to
be used and the terrain to be
crossed on this flight?
(Remember that it is always
good practice to add a 50% to
100% safety margin to the
“book numbers” you derive
from the charts in the
aircraft’s
approved
flight
manual (AFM)).
Turbulence
Are the wind conditions at the
departure and destination
airports within the gust and
crosswind capabilities of both
the pilot and aircraft? (Note:
For most GA pilots, personal
minimums in this category
might be for a maximum gust
of 5 knots and maximum
crosswind component 5 knots
below
the
maximum
demonstrated
crosswind
component.)
What is the maneuvering
speed (VA) for this aircraft at
the expected weight?
(Note: Remember that VA is
lower if you are flying at less
than maximum gross weight.)
What visibility can I expect for
each
phase
of
flight
(departure,
enroute,
destination)?
Given the speed of the
aircraft,
expected
light
conditions,
terrain,
and
ceilings, are the reported and
forecast visibility conditions
sufficient for this trip?
Are there conditions that
could reduce visibility during
the planned flight?
(Hint:
look for indications such as a
small
and/or
decreasing
temperature/dew
point
spread).
Are reported and forecast
ceiling & visibility values
above
my
personal
minimums?
32
12/09
34. VFR Analysis
Turbulence
Visibility &
Performance
Ceiling & Visibility
Worksheet
Place
Nearest
Good
Weather
Direction:
N S E W
Distance:____
nm
Flying time to
nearest good
VFR:________
Time
Wind
Visibility
Turbulence Analysis
Personal Minimums:
Wind speed = ______
Gust factor = _______
Crosswind = _______
Departure wind = ______@_______
Destination wind = _____@_______
En route wind = _______@_______
Maneuvering speed = ___________*
Convective SIGMETS? Yes
No
Weather
Ceiling
Ceiling and Visibility Analysis
___________
ground clearance
Planned altitude = _____________
- Highest en route obstacle =_____
___________
clearance
Planned altitude = _____________
- Highest en route terrain =______
Altimeter
Performance Analysis
Takeoff distance = ____________
Runway length = _____________
Landing distance = ____________
Runway length = _____________
Cruise performance = _________
___________
clearance
AIRMETS?
Yes
No
SIGMETS?
Yes
No
Over mountainous terrain ? Yes
No
Over large bodies of water ? Yes
No
Fuel available = ____gal____hrs
Fuel required = ____gal____hrs
Fuel reserve = ____gal____hrs
No
Reliable ceiling information? Yes
* VA decreases as weight decreases
Temp/Dewpt
Density altitude = _____________
Freezing level = ______________
Personal Minimums:
Ceiling = ___________
Visibility = __________
Planned altitude = _____________
- Lowest en route ceiling = ______
Trends
Departure visibility = ________________
Lowest en route visibility = ___________
Destination visibility = _______________
Note: It is good practice to
add a 50% to 100% safety
margin to the “book numbers”
you derive from charts in the
approved flight manual (AFM).
33
35. Preflight Guide v. 1.3
Appendix 7
Weather Analysis Checklist – IFR Flight
Ceiling and Visibility
Aircraft Performance
Is the forecast ceiling for my
estimated time of arrival
high enough to make the
approach?
Given
temperature,
altitude,
density altitude, and aircraft
loading, what is the expected
aircraft performance?
What visibility can I expect
for each phase of flight
(departure,
enroute,
destination)?
o
o
o
o
--Will I have enough
visibility to legally make an
instrument approach at the
destination?
Are these performance values
sufficient for the runways to be
used and the terrain to be
crossed on this flight?
--Do current or forecast
ceiling
and
visibility
conditions require me to
select and file an alternate?
(1-2-3 rule.)
(Remember that it is always good
practice to add a 50% to 100%
safety margin to the “book
numbers” you derive from the
charts in the aircraft’s approved
flight manual (AFM)).
--Where is the nearest
GOOD weather alternative?
How do reported and
forecast
conditions
for
ceiling
and
visibility
compare with my personal
minimums for IFR?
Takeoff distance
Time & distance to climb
Cruise performance
Landing distance
Turbulence
Are the wind conditions at the
departure and destination
airports within the gust and
crosswind capabilities of both
the pilot and aircraft?
What is the maneuvering
speed (VA) for this aircraft at
the expected weight?
(Remember that VA is lower if
you are flying at less than
maximum gross weight.)
Thunderstorms. Does the
forecast include convective
activity at any point along my
proposed route?
Will weight restrictions allow me
to carry more than the normal
fuel reserve?
(More fuel means that you have
more options to escape weather.)
Icing.
What is the forecast
freezing level for this flight?
o
Are there any pilot
reports (PIREPS) for
my route, or points on
the route that support
or rebut the icing
forecast?
o
Where are the cloud
bases and cloud tops?
34
12/09
36. IFR Analysis
Turbulence
Visibility &
Performance
Ceiling & Visibility
Worksheet
Place
Time
Wind
Visibility
Turbulence Analysis
Nearest
VFR
Weather
Direction:
N S E W
Distance:
____ nm
Personal Minimums:
Wind speed = ______
Gust factor = _______
Crosswind = _______
Departure wind = ______@_______
Destination wind = _____@_______
En route wind = _______@_______
Maneuvering speed = ___________*
T-storms forecast? Yes
Flying time to
nearest good
VFR:_______
Convective SIGMETS? Yes
No
No
Weather
Ceiling
Ceiling and Visibility Analysis
Planned altitude = _____________
- Highest en route obstacle =_____
___________
ground clearance
___________
clearance
Planned altitude = _____________
- Highest en route terrain =______
Cloud bases = _______ Cloud tops = ________
Yes
Performance Analysis
Takeoff distance = ____________
Runway length = _____________
Landing distance = ____________
Runway length = _____________
Cruise performance = _________
Fuel available = ____gal____hrs
Fuel required = ____gal____hrs
Fuel reserve = ____gal____hrs
No
Over mountainous terrain ? Yes
No
Over large bodies of water ? Yes
* VA decreases as weight decreases
Altimeter
___________
clearance
Alternate required ?
Temp/Dewpt
Density altitude = _____________
Freezing level = ______________
Personal IFR Approach Minimums:
Ceiling = __________
Visibility = _________
Planned altitude = _____________
- Lowest en route ceiling = ______
Trends
No
Departure visibility = ________________
Lowest en route visibility = ___________
Destination visibility = _______________
Note: It is good practice to
add a 50% to 100% safety
margin to the “book numbers”
you derive from charts in the
approved flight manual (AFM).
35
37. Preflight Guide v. 1.3
Appendix 8
Estimating In-flight Visibility & Cloud Clearance
There are a number of ways to develop your skill in estimating your in-flight visibility
and cloud clearance. These techniques will help you establish a continuous weather
assessment habit. It will also help you calibrate your perceptions and learn when to
trust what you see.
Listen to the ATIS or ASOS/AWOS as you pass near an airport. First try to
evaluate the basic weather conditions based on what you see. Then listen to the
ATIS or ASOS/AWOS and compare the official report to your own evaluation of
conditions, as well as with any previous reports you have seen from this location.
Use the length of a runway you pass in flight to estimate distances.
o A runway that is 5,300 feet long is about a mile. Look to see how far
ahead you can see, and estimate the number of runways that it would
take to cover that distance.
o A 2,600 foot runway would be about a half mile, and so on. In this
case, visibility is less than 3 miles if you cannot see 6 runway lengths
ahead.
If you know your aircraft’s groundspeed, you can estimate distance. Look to the
most distant point you can see ahead and then time how long it takes to reach it.
o If, for example, your ground speed is 105 knots, that’s about 120 mph
and you’ll cover about 2 miles per minute. If you reach the point in less
than 90 seconds, the in-flight visibility is less than 3 miles!
o A simple variation on this technique it to use GPS or DME while flying
directly to or from a waypoint or VOR. Just look at the beginning and
ending mileage on the GPS or DME to see how far you’ve flown to
reach the farthest point you can see.
If you need to know the lateral distance to a cloud, start timing when the cloud is
ahead of you and at about a 45° angle (halfway between your 10 and 11 o’clock
or between your 1 and 2 o’clock positions). Stop timing when the cloud is off your
wingtip. The distance you’ve traveled forward will now be equal to the distance
between you and the cloud. If you were traveling at 120 mph, it will take you
about 11 seconds to travel 2000 feet. If the cloud took less than 11 seconds to
arrive off your wingtip, you are now less than 2000 feet horizontally from that
cloud.
(courtesy of Max Trescott, SJ Flight)
36
12/09