Meteorology Education for Flight School Instructors MEFSI Dr. Charles (Chip) West Meteorologist in...

Meteorology Education for Flight Meteorology Education for Flight School InstructorsSchool Instructors

MEFSIMEFSI

Dr. Charles (Chip) West Dr. Charles (Chip) West

Meteorologist in ChargeMeteorologist in ChargeAtlanta Center Weather Service UnitAtlanta Center Weather Service Unit

WEATHER-RELATED ACCIDENTS

0 50 100 150 200 250 300

NTSB Accident Data for 1995

Obscurations

Thunderstorms

Icing

High Density Altitude

Turbulence

Low Ceilings

Reduced Visibilities

Adverse Winds

Fatal Accidents Non-Fatal Accidents

WEATHER CAUSES/ FACTORS (1142 ACCIDENTS)

UNFAVORABLE WINDS

LOW CEILING

HIGH DENSITYALTITUDE

FOG

UP/DOWN DRAFTS

RAIN

THUNDERSTORMS

INDUCTION ICING

SNOW

TURBULENCE

ICING

OBST’D TO VISION

OTHER

CONT’D VFR INTOADVERSE WEATHER

0 100 200 300 400 500

FATAL NON-FATAL

FB-5-8-6

SURFACE

INFLIGHT

(AIR-TO-AIR)

SLANT RANGE

(AIR-TO-GROUND)

PILOT VISIBILITIES

CLOUDS RESTRICT FLIGHT VISIBILITIES TO ZEROCLOUDS RESTRICT FLIGHT VISIBILITIES TO ZERO

INFLIGHT

(AIR-TO-AIR)SLANT RANGE

(AIR-TO-GROUND)

SEA LEVEL

MOUNTAIN OBSCURATIONS

REPORTED CEILING 500 FEET

GOOD SLANT RANGE VISIBILITY

EFFECTIVE PILOT CEILING 500 FEET

POOR SLANT RANGE VISIBILITY

VERTICAL VISIBILITY 500 FEET

EFFECTIVE PILOT CEILING LESS THAN 500 FEET

FOG: A cloud on the ground.

CLOUD

1. SURFACE TEMPERATURE DECREASES TO DEW POINT BY:

- CONTACT WITH A COLDER SURFACE.

- UPSLOPE FLOW (ADIABATIC COOLING).

- EVAPORATIONAL COOLING (LATENT HEAT).

AND/OR

2. SURFACE DEW POINT INCREASES TO

TEMPERATURE BY EVAPORATION:

- AIR OVER MOIST SURFACE.

- WARM RAIN FALLING THROUGH COLDER AIR.

CAUSES OF FOG

FR

EQ

UE

NC

Y

SUNSET SUNSETSUNRISE

NIGHT DAY

PEAK FREQUENCY

DAILY FOG FREQUENCY

FB-5-8-17

1

7

8

6

5

4

3

2

JAN APRFEB MAYMAR JUN JUL AUG SEP OCT NOV DEC

ANNUAL FOG FREQUENCYD

AY

S

20 KNOTS

CLOUD LAYER

TURBULENT MIXING

WINDS IN EXCESS OF 15 KNOTS WILL OFTEN PRODUCE LOW CEILINGS.

CEILING

LOW CEILINGS

BROKEN TO OVERCAST LOW CLOUDS

FAVORABLE CONDITIONS: LIGHT WINDS, CLEAR SKIES,

SHALLOW SURFACE-BASED MOIST LAYER

RADIATION FOG

RADIATIONAL COOLING OF GROUND AT NIGHT

FOG

WARM WATER

ADVECTION FOG

FOG

FAVORABLE CONDITIONS

MOIST AIR MOVING (BEING ADVECTED) OVER A COLDER SURFACE

WINDS 5-15 KNOTS

TEMPERATURE COOLED TO DEW POINT COLD LAND


- COLD AIR MOVING OVER WARM WATER

- LIGHT TO MODERATE WINDS

WARM WATER

STEAM FOG

FB-5-8-34

FB-5-8-37 COURTESY OF DR. JOE MORAN

H

ADVECTION FOG

WARMWATER

COLDWATER

FOG

L

L

H

ADVECTION FOG

FOG

WIND

UPSLOPE FOG


MOIST STABLE AIR MOVING UPSLOPE

WINDS 5 - 15 KNOTS

FOG

WARM AIR COLD AIR


- WARM RAIN FALLING THROUGH COLDER AIR

RAIN-INDUCED FOG

H

HAZE AND SMOKE


LARGE SURFACE HIGH

STABLE AIR

PARTICLE CONCENTRATIONS AND STABILITY

TEMPERATURE

HE

IGH

T

FAVORABLE CONDITIONS- STRONG TURBULENT WIND

- BARREN TERRAIN

LUBBOCK

DALLAS

BLOWING DUST/DUST

DUST CAN BE CARRIED MANY MILES FROM ITS SOURCE

40KTS

20KTS

UNSTABLE

15,000 FT


- STRONG SURFACE WINDS

- DRY CONDITIONS

- LOOSE, SANDY SOIL

BLOWING SAND

WIND

VOLCANIC ASHVOLCANIC ASH

ICINGICING

ICING INTENSITIES

TRACE - PERCEPTIBLE, NO SIGNIFICANTACCUMULATION

LIGHT - SIGNIFICANT ACCUMULATION FOR A PROLONGED FLIGHT (OVER 1 HOUR)

MODERATE - SIGNIFICANT ACCUMULATION FOR SHORTER PERIODS OF FLIGHT

SEVERE - RAPID, DANGEROUS ACCUMULATIONS

CLEAR ICING


LARGE DROPLETS IN CUMULIFORM CLOUDS OR FREEZING RAIN

TEMPERATURES 0°C TO -10°C


SMALL SUPERCOOLED DROPLETS IN STRATIFORM CLOUDS

TEMPERATURES 0°C TO -10°C

RIME ICING


LARGE AND SMALL DROPLETS COEXIST

LIQUID AND FROZEN PARTICLES COEXIST

WET SNOW

MIXED ICING

FREEZING TEMPERATURES

DECREASESLIFTINCREASES

DRAG

DECREASESTHRUST

INCREASESWEIGHT

HAZARDOUS EFFECTS TO FLIGHTHAZARDOUS EFFECTS TO FLIGHT

ICING INTENSITY EFFECTS(WITHOUT DEICERS/WITH DEICERS)

TRACE - NO HAZARDS/ NO DEICERS REQUIRED

LIGHT - HAZARDOUS IF CONTINUED/ OCCASIONAL USE OF DEICERS REQUIRED

MODERATE - HAZARDOUS, REQUIRES DIVERSION/CONTINUOUS USE OF DEICERS REQUIRED

SEVERE -IMMEDIATE HAZARD/ UNCONTROLLED BY DEICERS

GROUND LEVEL

SEA LEVEL

1000

2000

3000

4000

5000

6000

7000

8000

9000

-10°C 0°C

MOST PROBABLE ICING LAYER

ICING LAYER

SINGLE FREEZING LEVEL

0°C

STRATUS CLOUDS

ICING ZONE

0°C 0°C

FAST ACCUMULATION

CUMULUS CLOUDS

OR LESS

OR LESS

TEMP 0°C OR LOWER

RAIN, DRIZZLE, OR WET SNOW

PRECIPITATION

WARM FRONTWARM AIR

MOIST AND STABLEABOVE FREEZING TEMPERATURES

STRATIFIED CLOUDS

FRONTS

COLD AIR

0°C

BELOW FREEZING TEMPERATURES

SUPERCOOLED RAIN FREEZES ON IMPACT

(FREEZING RAIN) {

WARM RAIN

TURBULENCETURBULENCE

WIND SHEARS

VERTICALSPEED SHEAR

HORIZONTALDIRECTIONAL SHEAR

HORIZONTALSPEED SHEAR

SHEARS OF HORIZONTAL WINDS

SHEAR OF VERTICAL WINDS

INTENSITY OF TURBULENCE VARIES WITH

AIRCRAFT TYPE

UA/OV ABQ/TM 1640/FL100/TP B737/TB LGT DURD 100-SFC

UA/OV ABQ/TM 1645/FL070/TP PA31/TB MOD

WARM AIR

INVERSION

COLD AIRTEM

PER

ATU

RE

TEMPERATURE INVERSIONTEMPERATURE INVERSION

CALM WIND

WARM AIR

INVERSION

COLD CALM AIRTEM

PER

ATU

RE


RADIATIONAL COOLINGRADIATIONAL COOLING

WARM AIR 25 KNOTS

COLD CALM AIR


COLD AIR TRAPPED IN VALLEYCOLD AIR TRAPPED IN VALLEY

JET STREAMSJET STREAMS

SOUTH

ISOTACHS

TROPOPAUSE

NORTH

JETJETCORECORE

70 KTS

90 KTS

110 KTS

130 KTS

VERTICAL CROSS SECTION

MOIST AIR

SMOOTH FLIGHTABOVE CLOUDS

CUMULIFORMCLOUDS

CONVECTIVE TURBULENCECONVECTIVE TURBULENCE

MOIST CONVECTIONMOIST CONVECTION

SUNNY SKIES UNEVEN SURFACE HEATING

CLEARWARM

10,000 ft.

3,000 ft.

DRY AIR

SMOOTH FLIGHTABOVE CONVECTION

CONVECTIVE TURBULENCECONVECTIVE TURBULENCE

DRY CONVECTIONDRY CONVECTION

MECHANICAL TURBULENCEMECHANICAL TURBULENCE

STRONG SURFACE WINDSSTRONG SURFACE WINDS

20 Knots

FRICTION CAUSES TURBULENT MIXING


OBSTRUCTIONS IN THE AIR FLOWOBSTRUCTIONS IN THE AIR FLOW

WIND


•STRONG LOW LEVEL WIND 20 KNOTS OR GREATER

•GROUND LEVEL OBSTRUCTIONS


HILLS / MOUNTAINSHILLS / MOUNTAINS

LEEWARDLEEWARDWINDWARDWINDWARD

WINDWIND


MODERATE OR STRONGER WIND ACROSS THE HILL / MOUNTAIN


MOUNTAIN WAVEMOUNTAIN WAVEFAVORABLE CONDITIONS

-WINDS 25 KTS OR GREATER ACROSS-WINDS INCREASING WITH HEIGHT-STABLE ATMOSPHERE

STRATOSPHERE

TROPOPAUSE

TROPOSPHERE

WAVE LENGTH5 TO 30 MILES

LENTICULAR CLOUD

ROTOR

TURBULENCE

CAP CLOUD

WIND

70

60

50

40

30

20

10

0

100

0’s

OF

FE

ET

MOUNTAIN WAVE CLOUDSMOUNTAIN WAVE CLOUDS

CCSL

ACSL

ROTOR

WARM

COLD

FRONTSFRONTSWIND SHEAR TURBULENCEWIND SHEAR TURBULENCE

COLD FRONT

CONVECTIVE TURBULENCE

COLD MOIST UNSTABLE

WARM MOIST UNSTABLE

FRONTS

MECHANICAL TURBULENCE

STRONG GUSTY SURFACE WINDS

MOIST WARM

UNSTABLE

COLD STABLE

SC

TCU

NS

CB

ST BR

WARM AND STATIONARY FRONTS

CONVECTIVE TURBULENCE

HAZARDOUS EFFECTS

INTENSITY AIRCRAFT REACTION INSIDE AIRCRAFT

LIGHT MOMENTARILY CAUSES SLIGHTERRATIC CHANGES IN ALTITUDEAND/OR ATTITUDE.

UNSECURED OBJECTS MAYBE DISPLACED SLIGHTLY.FOOD SERVICE EASILYCONDUCTED. NODIFFICULTY IN WALKING.

MODERATE CHANGES IN ALTITUDE AND/ORATTITUDE. AIRCRAFT REMAINSIN POSITIVE CONTROL.VARIATIONS IN INDICATEDAIRSPEED.

UNSECURED OBJECTS MAYBE DISLODGED. FOODSERVICE AND WALKING ISDIFFICULT.

SEVERE LARGE, ABRUPT CHANGES INALTITUDE AND/OR ATTITUDE.LARGE VARIATIONS ININDICATED AIRSPEED.AIRCRAFT MAY BEMOMENTARILY OUT OFCONTROL.

FOOD SERVICE ANDWALKING IMPOSSIBLE.

EXTREME AIRCRAFT VIOLENTLY TOSSEDABOUT AND IS PRACTICALLYIMPOSSIBLE TO CONTROL. MAYCAUSE STRUCTURAL DAMAGE.

STRONG DESIRE TO LAND.

DOWNSLOPE FLOW

WIND

WINDWARD

LEEWARD


WINDS MODERATE OR GREATER ACROSS MOUNTAINS

17

CROSS WIND

Pressure Altitude andPressure Altitude andthe loss of FL180-200the loss of FL180-200

LOW-LEVEL WIND SHEAR

CALM AIR

TEM

PE

RA

TUR

E

INVERSIONLAYER

RESPONSE ITEM

WHAT EFFECT DOES A HEADWIND HAVE ON AN EN ROUTE AIRCRAFT?

A. INCREASES FUEL CONSUMPTION

B. CAUSES TURBULENCE

C. INCREASES TRUE AIRSPEED

A. INCREASES FUEL CONSUMPTION

B. CAUSES TURBULENCE

C. INCREASES TRUE AIRSPEED

RESPONSE ITEM

THE TYPES OF PILOT VISIBILITY NECESSARY TO

MAINTAIN PROPER AIRCRAFT ORIENTATION

ARE

A. INFLIGHT AND SLANT RANGE.

B. INFLIGHT AND SURFACE.

C. SLANT RANGE AND SURFACE.

A. INFLIGHT AND SLANT RANGE.

B. INFLIGHT AND SURFACE.

C. SLANT RANGE AND SURFACE.

RESPONSE ITEM

THE HAZARDOUS CONDITION THAT CAUSES

INDEFINITE CEILINGS IS

A. LOW OVERCAST CLOUDS.

B. MOUNTAIN OBSCURATIONS.

C. RESTRICTIONS TO VISIBILITY.

A. LOW OVERCAST CLOUDS.

B. MOUNTAIN OBSCURATIONS.

C. RESTRICTIONS TO VISIBILITY.

RESPONSE ITEM

THE FLIGHT CONDITION WITH THE HIGHEST

FATALITY RATE IS

A. CONTINUED VFR INTO ADVERSE WEATHER.

B. THUNDERSTORMS.

C. ADVERSE WINDS.

A. CONTINUED VFR INTO ADVERSE WEATHER.

B. THUNDERSTORMS.

C. ADVERSE WINDS.

RESPONSE ITEM

AT WHAT TIME ARE REDUCED VISIBILITIES DUE

TO FOG THE LOWEST?

A. AROUND NOON

B. SHORTLY AFTER SUNSET

C. SHORTLY AFTER SUNRISE

F-5-7-45

A. AROUND NOON

B. SHORTLY AFTER SUNSET

C. SHORTLY AFTER SUNRISE

RESPONSE ITEM

UNDER WHICH CONDITION IS FOG MOST LIKELY

TO FORM?

A. TEMPERATURE INCREASES MORE

RAPIDLY THAN THE DEW POINT

B. TEMPERATURE DECREASES AND THE DEW

POINT INCREASES

C. DEW POINT DECREASING MORE RAPIDLY

THAN

TEMPERATUREFF-8-14-14

A. TEMPERATURE INCREASES MORE

RAPIDLY THAN THE DEW POINT

B. TEMPERATURE DECREASES AND THE DEW

POINT INCREASES

C. DEW POINT DECREASING MORE RAPIDLY

THAN

TEMPERATURE

RESPONSE ITEM

FOG WHICH FORMS AS A RESULT OF NIGHTTIME

COOLING OF THE GROUND IS

A. STEAM FOG.

B. UPSLOPE FOG.

C. RADIATION FOG.

FB-5-8-44

A. STEAM FOG.

B. UPSLOPE FOG.

C. RADIATION FOG.

RESPONSE ITEM

ADVECTION FOG CAN FORM WHEN MOIST AIR

A. FLOWS OVER A COLDER SURFACE.

B. FLOWS OVER A WARMER SURFACE.

C. IS COLDER THAN SURFACE.

F-5-7-40

A. FLOWS OVER A COLDER SURFACE.

B. FLOWS OVER A WARMER SURFACE.

C. IS COLDER THAN SURFACE.

RESPONSE ITEM

FOG WHICH FORMS AS A RESULT OF COLD AIR

MOVING OVER WARM WATER IS

A. ADVECTION FOG.

B. STEAM FOG.

C. RADIATION FOG.

FB-5-8-41

A. ADVECTION FOG.

B. STEAM FOG.

C. RADIATION FOG.

RESPONSE ITEM

A LARGE SURFACE HIGH AND STABLE AIR ARE

FAVORABLE FOR

A. HAZE AND SMOKE.

B. PRECIPITATION.

C. BLOWING DUST.

A. HAZE AND SMOKE.

B. PRECIPITATION.

C. BLOWING DUST.

RESPONSE ITEM

WHICH TYPE OF RESTRICTION WOULD BE MOST

PROBABLE ABOVE 2,000 FEET AGL?

A. BLOWING SNOW

B. BLOWING SAND

C. DUST

A. BLOWING SNOW

B. BLOWING SAND

C. DUST

RESPONSE ITEM

WHICH TYPE OF PRECIPITATION MOST

EFFECTIVELY RESTRICTS VISIBILITY?

A. RAIN

B. SNOW

C. DRIZZLE

A. RAIN

B. SNOW

C. DRIZZLE

RESPONSE ITEM

THE TEMPERATURE RANGE WHERE STRUCTURAL

ICING IS MOST LIKELY IS

A. 0°C TO -10°C.

B. 5°C TO -18°C.

C. -10°C TO -18°C.

THE TEMPERATURE RANGE WHERE STRUCTURAL

ICING IS MOST LIKELY IS

A. 0°C TO -10°C.

B. 5°C TO -18°C.

C. -10°C TO -18°C.

RESPONSE ITEM

THE MOST FAVORABLE LOCATION FOR

STRUCTURAL ICING IN THE VICINITY OF

MOUNTAINS IS ON THE __________ SIDE.

A. LEEWARD

B. WINDWARD

C. DOWNSLOPE

THE MOST FAVORABLE LOCATION FOR

STRUCTURAL ICING IN THE VICINITY OF

MOUNTAINS IS ON THE __________ SIDE.

A. LEEWARD

B. WINDWARD

C. DOWNSLOPE

RESPONSE ITEM

TURBULENCE IS A RESULT OF FLIGHT INTO

A. HEADWINDS.

B. LIGHT WINDS AND STABLE AIR.

C. SMALL SCALE EDDIES.

TURBULENCE IS A RESULT OF FLIGHT INTO

A. HEADWINDS.

B. LIGHT WINDS AND STABLE AIR.

C. SMALL SCALE EDDIES.

RESPONSE ITEM

THE PRIMARY CAUSE OF TURBULENCE IS

A. RAIN.

B. WIND SHEAR.

C. STRATUS CLOUDS.

THE PRIMARY CAUSE OF TURBULENCE IS

A. RAIN.

B. WIND SHEAR.

C. STRATUS CLOUDS.

RESPONSE ITEM

“CAT” REFERS TO TURBULENCE ASSOCIATED WITH

A. CONVECTION.

B. MECHANICAL TURBULENCE.

C. THE JET STREAM.

“CAT” REFERS TO TURBULENCE ASSOCIATED WITH

A. CONVECTION.

B. MECHANICAL TURBULENCE.

C. THE JET STREAM.

RESPONSE ITEM

THE TYPE OF TURBULENCE THAT RESULTS FROM THE INTERRUPTION OF SMOOTH FLOW BY OBJECTS IS

A. WIND SHEAR ZONES.

B. CONVECTION.

C. MECHANICAL.

THE TYPE OF TURBULENCE THAT RESULTS FROM THE INTERRUPTION OF SMOOTH FLOW BY OBJECTS IS

A. WIND SHEAR ZONES.

B. CONVECTION.

C. MECHANICAL.

RESPONSE ITEM

AT WHAT TIME OF THE DAY WOULD YOU MOST

LIKELY EXPECT WIND SHEAR TURBULENCE

DUE TO A SURFACE BASED INVERSION?

A. 0700 LOCAL

B. 1400 LOCAL

C. 2000 LOCAL

A. 0700 LOCAL

B. 1400 LOCAL

C. 2000 LOCAL

RESPONSE ITEM

THE ALTITUDES WHICH CONTAIN TURBULENCE

ASSOCIATED WITH THE JET STREAM ARE

GENERALLY __________ FEET.

A. BELOW 10,000

B. 10,000 TO 20,000

C. ABOVE 24,000

A. BELOW 10,000

B. 10,000 TO 20,000

C. ABOVE 24,000

RESPONSE ITEM

THE EFFECTS OF MOUNTAIN WAVES OFTEN

EXTEND FROM THE SURFACE TO

A. LESS THAN 5,000 FEET.

B. THE ALTITUDE OF THE MOUNTAIN

CREST.

C. SLIGHTLY ABOVE THE

TROPOPAUSE.

A. LESS THAN 5,000 FEET.

B. THE ALTITUDE OF THE MOUNTAIN

CREST.

C. SLIGHTLY ABOVE THE

TROPOPAUSE.

RESPONSE ITEM

THE MOST INTENSE TURBULENCE WITH A

MOUNTAIN WAVE IS TYPICALLY ASSOCIATED

WITH THE _________ CLOUD.

A. ROTOR

B. ACSL

C. CCSL

A. ROTOR

B. ACSL

C. CCSL

RESPONSE ITEM

SHOWERS ARE AN INDICATOR OF ___________

TURBULENCE.

A. SHEAR ZONE

B. CONVECTIVE

C. MECHANICAL

A. SHEAR ZONE

B. CONVECTIVE

C. MECHANICAL

RESPONSE ITEM

WHAT INTENSITY OF ICING IDENTIFIES

SIGNIFICANT ACCUMULATIONS AFTER

RELATIVELY SHORT PERIODS OF FLIGHT?

A. LIGHT

B. MODERATE

C. SEVERE

A. LIGHT

B. MODERATE

C. SEVERE

RESPONSE ITEM

SOLID, SMOOTH ICE FORMED EITHER FROM

SUPERCOOLED WATER DROPS OR FROM

FREEZING RAIN IS CALLED ________ ICE.

A. CLEAR

B. RIME

C. MIXED

A. CLEAR

B. RIME

C. MIXED

RESPONSE ITEM

THE TYPE OF ICING USUALLY

ASSOCIATED WITH STRATIFORM CLOUDS

IS

A. CLEAR.

B. RIME.

C. MIXED.

A. CLEAR.

B. RIME.

C. MIXED.

RESPONSE ITEM

THE ICING INTENSITY THAT REQUIRES CONTINUOUS USE OF DEICERS IS

A. LIGHT.

B. MODERATE.

C. SEVERE.

THE ICING INTENSITY THAT REQUIRES CONTINUOUS USE OF DEICERS IS

A. LIGHT.

B. MODERATE.

C. SEVERE.

RESPONSE ITEM

DURING CLIMBOUT INTO THE CUMULIFORM CLOUD, ATWHAT ALTITUDE WOULD YOU EXPECT INITIAL ICING?

A. 3,000 FEET B. 5,000 FEET C. 7,000 FEET

DURING CLIMBOUT INTO THE CUMULIFORM CLOUD, ATWHAT ALTITUDE WOULD YOU EXPECT INITIAL ICING?

A. 3,000 FEET B. 5,000 FEET C. 7,000 FEET

0oC

RESPONSE ITEM

THE INTENSITY OF TURBULENCE THAT

CAUSES LARGE VARIATIONS IN INDICATED

AIRSPEED AND MOMENTARY LOSS OF

CONTROL OF THE AIRCRAFT IS

A. MODERATE.

B. SEVERE.

C. EXTREME.

A. MODERATE.

B. SEVERE.

C. EXTREME.

RESPONSE ITEM

IN ORDER TO AVOID AN ACCIDENT BY RAPIDLY DESCENDING INTO THE MOUNTAIN THE PILOT SHOULD:

A. CLIMB 5,000 FEET OR MORE ABOVE CREST.

B. DECREASE SPEED AT CREST HEIGHT.

C. FLY AT CREST HEIGHT BUT STAY OUT OF DOWNDRAFT.

A. CLIMB 5,000 FEET OR MORE ABOVE CREST.

B. DECREASE SPEED AT CREST HEIGHT.

C. FLY AT CREST HEIGHT BUT STAY OUT OF DOWNDRAFT.

Meteorology Education for Flight School Instructors MEFSI Dr. Charles (Chip) West Meteorologist in...

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