Transcript Module 9 - May 17 - Aerospace and Aviation

Management of Aeronautical Science
Module 9
Aviation Weather Theory and
Observations
Engineering Design and Development
© 2013 Project Lead The Way, Inc.
THIS DAY IN AVIATION

May 17
• 1900 — French-born
gliding pioneer Octave
Chanute replies to a letter
from the Wright brothers.
• He recommends they
study gliding tests carried
out by a number of
innovators, including
Louis-Pierre Mouillard and
Percy Pilcher.
THIS DAY IN AVIATION

May 17
• 1919 — The War
Department in
Washington, D.C. orders
the use of the national
insignia on all United
States military aircraft.
THIS DAY IN AVIATION

May 17
• 1928 — Lady Mary Heath
in Avro “Avian” powered
by a Cirrus engine, lands
at Croydon, London,
completing a solo flight
from Cape Town, South
Africa, starting February
12.
THIS DAY IN AVIATION

May 17
• 1997 — The first flight of
the McDonnell Douglas X36 tailless fighter
technology demonstrator,
power for which is
provided by a 700 lb. s.t.
Williams International
F112 turbofan.
• The fighter takes off from
Edwards AFB, California.
Questions / Comments
May 2016
SUNDAY
1
MONDAY
TUESDAY
WEDNESDAY
THURSDAY
FRIDAY
2
3
4
5
6
Module 8
Module 8
Aviation Laws
and Enviro
Issues
MCAS Air
Traffic Control
Facility
Flight line
Aviation Laws
and Enviro
Issues
Beaufort
County Airport
SATURDAY
7
Friday
Intro
8
9
10
11
12
13
Module 8
Module 8
Module 8
Flight line
Aviation Laws
and Enviro
Issues
Aviation Laws
and Enviro
Issues
Beaufort
County Airport
Aviation Laws
and Enviro
Issues
Friday
Discussion
Board Due
15
14
Quiz Due
Study Guide
Due
16
17
18
19
20
Module 9
Module 9
Weather
Theory and
Observations
MCAS Air
Traffic Control
Facility
Flight line
Weather
Theory and
Observations
Beaufort
County Airport
Intro
Intro
Friday
Quiz Due
21
Questions / Comments
Management of Aeronautical Science
Learning Objectives – Module 9
(5/16/16 – 5/26/16)
Aviation Weather Theory and Observations from a
Management Perspective - Final Examination
• Upon successful completion of this module, you will be able to:
• 1.Describe atmospheric pressure, and determine the effects of
pressure on altitude and on flight.
• 2.Explain how atmospheric circulation creates wind, and demonstrate
how wind assists and hinders the dynamics of flight.
• 3.Define atmospheric stability; explain how fog, low clouds, and
precipitation are formed; and describe their effects on flight.
• 4.Clarify the different air mass circulations that create four types of
fronts and describe the flight hazards associated with each type of
front.
• 5.Describe the three types of weather observations and the
information provided by each observation type.
Learning Objectives – Module 9
(5/16/16 – 5/26/16)
Aviation Weather Theory and Observations from a
Management Perspective - Final Examination
• Upon successful completion of this module, you will be able to:
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6.Explain the different sources of aviation weather information (FSS, TIBS,
DUATS, EFAS, HIWAS, and TWEB) and how a person can access weather
information from these sources.
7.Describe the three types of weather briefings (standard, abbreviated, and
outlook) and what type of information is provided by each one.
8.Explain information available in weather reports, and extract the following
information from METARS (Wind, Visibility, Weather, Sky Conditions,
Temperature/Dewpoint, and Altimeter).
9.Describe the type of information that is available from the following printed
weather forecasts: Terminal Aerodrome Forecast (TAF), Area Forecast (FA),
In-Flight Weather Advisories (SIGMET, AIRMET), and the Winds Aloft
Forecast (FD).
10.Describe the type of information that is available from the following
weather charts: Surface Analysis Chart, Weather Depiction Chart, Radar
Summary Chart, and Significant Weather Prognostic Charts.
Management of Aeronautical Science
Assignments Due – Module 9
(5/16/16 – 5/26/16)
• Review Module 9 Instructions for the following assignments:
• Quiz Due – Weather Theory
– (Fri May 20) – 20 questions
• Discussion Board Due (Aviation Weather Theory and
Forecasting)
– (Due Tues May 24) – 2 part
• Quiz Due – Weather Observations
– (Tues May 24) – 20 questions
• Final Exam – Management of Aeronautical Science
– (Wed May 25) – 50 questions from Modules 6 - 9
Discussion: Aviation Weather Theory and
Forecasting
Due: Tues May 24
Questions / Comments
Management of Aeronautical Science
Module 9
Aviation Weather Theory and
Observations
Engineering Design and Development
© 2013 Project Lead The Way, Inc.
Management of Aeronautical Science
Learning Objectives – Module 9
(5/16/16 – 5/26/16)
Aviation Weather Theory
• Upon successful completion of this module, you will be able to:
• 1. Describe atmospheric pressure, and determine the effects of
pressure on altitude and on flight.
• 2. Explain how atmospheric circulation creates wind, and
demonstrate how wind assists and hinders the dynamics of flight.
• 3. Define atmospheric stability; explain how fog, low clouds, and
precipitation are formed; and describe their effects on flight.
• 4. Clarify the different air mass circulations that create four types of
fronts and describe the flight hazards associated with each type of
front.
Describe atmospheric pressure, and determine the
effects of pressure on altitude and on flight.
• Define the Troposphere, Tropopause, Jetstream,
Stratosphere, Mesosphere, and Thermosphere; and explain
the specific characteristics of each atmospheric level.
• What are the measures of atmospheric pressure and what
are the standard sea level pressures (in. HG. and
millibars)?
• What are the effects of altitude on atmospheric pressure
and on flight performance?
Explain how atmospheric circulation creates wind, and
demonstrate how wind assists and hinders the dynamics
of flight.
• Explain how general air circulation theory and Coriolis help us to
determine prevailing winds and weather.
• Define the characteristics of high and low pressure systems and draw
the general air circulation patterns around high and low pressure
systems.
• Explain how local conditions, geological features, land breeze, sea
breeze, local obstructions, mountainous terrain, and other anomalies
can change the wind direction and speed close to the Earth’s surface.
• Define low-level wind shear and the dangers it presents to aircraft.
• Explain why microbursts are so hazardous to aircraft, particularly in
takeoff and landing.
• How do surface weather maps depict fronts, areas of high and low
pressure, surface winds and pressures for each station?
Define atmospheric stability; explain how fog, low
clouds, and precipitation are formed; and describe their
effects on flight.
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Define atmospheric stability, adiabatic heating and cooling; and explain how
adiabatic heating and cooling affect stability.
Define the relationships between moisture, temperature and dew point.
Using the temperature dewpoint spread and convergence rate, determine the
approximate height of a cloud base.
Explain air saturation and the phenomenon of dew, frost, fog and clouds.
Differentiate the different types of fog – radiation fog, advection fog, upslope
fog, steam fog and ice fog.
What are the characteristics of clouds; defined by height, shape, and
behavior?
Define the hazards of thunderstorms and the areas around thunderstorms that
are most hazardous to flight.
Explain “ceiling” and how ceiling is reported in an aviation routine weather
report (METAR).
Explain “visibility” and how visibility is reported in an aviation routine weather
report (METAR).
Clarify the different air mass circulations that create four
types of fronts and describe the flight hazards
associated with each type of front.
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What are the characteristics of standard North American air mass source
regions and their standard air mass abbreviations: arctic, continental polar,
maritime polar, continental tropical, and maritime tropical?
Differentiate among the four types of fronts, according to the temperature of
the advancing air mass and the temperature of the air it is replacing.
Select the correct chart symbology used to depict weather front locations.
Define the characteristics of a warm front and the clouds, ceiling and visibility
expected as a flight progresses towards an oncoming warm front.
Define the characteristics of a cold front and the clouds, ceiling and visibility
expected as a flight progresses towards an oncoming cold front.
What are the differences between warm fronts and cold fronts? What are the
hazards associated with each front?
Explain the differences between a stationary front and an occluded front and
the flight hazards encountered in each.
Questions / Comments
Atmosphere
Earth’s Atmosphere
• Mixture of gases
 78% Nitrogen, 21% Oxygen and other gases
 Sustains life
 Protects us from solar radiation
• Thin sheet of air 60 miles thick
 Relative comparison
 Basketball wrapped tightly with plastic sheet
Earth’s Atmosphere Layers
Layers





Troposphere
Tropopause
Stratosphere
Mesosphere
Thermosphere
Atmosphere
Air Pressure
• Air above exerts
pressure below
 101.3 kPa (14.7 psi)
means that column
(97 km or 60 miles)
of air sitting on two
thumbnails is 5.5 kg
(14.7 lb)
 Density and
pressure higher
close to ground
Standard Atmospheric Conditions
Aerospace engineers use a standard to
compare measurements such as speed
 15 OC and 101.3 kPa (Kilo Pascals)
 59 OF and 14.7 psi
Introduction
• Weather is an important
factor that influences
aircraft performance and
flying safety.
Measurement of Atmosphere
Pressure
• Atmospheric pressure is
typically measured in
inches of mercury ("Hg) by
a mercurial barometer.
• The barometer measures
the height of a column of
mercury inside a glass
tube.
Measurement of Atmosphere
Pressure
• The International Standard
Atmosphere (ISA) has been
established standard sea
level pressure is defined as
29.92 "Hg and a standard
temperature of 59 °F (15 °C).
Measurement of Atmosphere
Pressure
• By tracking barometric
pressure trends across a
large area, weather
forecasters can more
accurately predict
movement of pressure
systems and the
associated weather.
• For example, tracking a
pattern of rising pressure at
a single weather station
generally indicates the
approach of fair weather.
Altitude and Atmospheric Pressure
• As altitude increases,
atmospheric pressure
decreases.
• As pressure decreases, the
air becomes less dense or
“thinner.”
Altitude and Atmospheric Pressure
• This is the equivalent of being at a higher
altitude and is referred to as density altitude
(DA).
Altitude and Atmospheric Pressure
• As pressure decreases, DA increases and has a
pronounced effect on aircraft performance.
Altitude and Flight
• When an aircraft takes off, lift
must be developed by the
flow of air around the wings.
• If the air is thin, more speed
is required to obtain enough
lift for takeoff; therefore, the
ground run is longer.
• An aircraft that requires 745
feet of ground run at sea
level requires more than
double that at a pressure
altitude of 8,000 feet.
Altitude and Flight
• It is also true that at higher altitudes, due to the
decreased density of the air, aircraft engines and
propellers are less efficient.
• This leads to reduced rates of climb and a greater
ground run for obstacle clearance.
Wind and Currents
• Air flows from areas of
high pressure into
areas of low pressure
because air always
seeks out lower
pressure.
Wind Patterns
• The flow of air from areas of
high to low pressure is
deflected to the right and
produces a clockwise
circulation around an area of
high pressure.
• The opposite is true of lowpressure areas; the air flows
toward a low and is deflected
to create a counterclockwise
or cyclonic circulation.
Wind Patterns
• This air tends to be unstable, and
usually brings increasing
cloudiness and precipitation.
• Thus, bad weather is commonly
associated with areas of low
pressure.
• A good understanding of high
and low pressure wind patterns
can be of great help when
planning a flight, because a pilot
can take advantage of beneficial
tailwinds.
Wind Patterns
• When planning a flight from west to east,
favorable winds would be encountered along
the northern side of a high pressure system or
the southern side of a low pressure system.
Wind Patterns
• On the return flight, the most favorable winds
would be along the southern side of the same high
pressure system or the northern side of a low
pressure system.
Convective Currents
• Plowed ground, rocks, sand, and barren land give
off a large amount of heat; water, trees, and other
areas of vegetation tend to absorb and retain heat.
Convective Currents
• The resulting uneven heating of the air creates
small areas of local circulation called convective
currents.
Convective Currents
• Convective currents cause the bumpy, turbulent
air sometimes experienced when flying at lower
altitudes during warmer weather.
Convective Currents
• Convective currents close to the ground can
affect a pilot’s ability to control the aircraft.
Convective Currents
• For example, on final approach, the rising air from
terrain devoid of vegetation sometimes produces
a ballooning effect that can cause a pilot to
overshoot the intended landing spot.
Convective Currents
• An approach over a large body of water or an area
of thick vegetation tends to create a sinking effect
that can cause an unwary pilot to land short of the
intended landing spot.
Obstructions on Wind
• Obstructions on the
ground affect the flow
of wind and can be an
unseen danger.
• Ground topography
and large buildings
can break up the flow
of the wind and create
wind gusts that
change rapidly in
direction and speed.
Obstructions on Wind
• These obstructions range
from manmade structures
like hangars to large natural
obstructions, such as
mountains, bluffs, or
canyons.
• Tall trees can block the wind
as well.
Low Level Wind Shear
• Wind shear is a sudden, drastic change in
wind speed and/or direction over a very small
area.
Low Level Wind Shear
• Wind shear can subject an aircraft to violent
updrafts and downdrafts, as well as abrupt
changes to the horizontal movement of the
aircraft.
Low Level Wind Shear
• While wind shear can occur
at any altitude, low-level wind
shear is especially hazardous
due to the proximity of an
aircraft to the ground.
• Low-level wind shear is
commonly associated with
passing frontal systems,
thunderstorms, and
temperature inversions with
strong upper level winds
(greater than 25 knots).
Low Level Wind Shear
• It is important to remember
that wind shear can affect
any flight and any pilot at any
altitude.
• While wind shear may be
reported, it often remains
undetected and is a silent
danger to aviation.
• Always be alert to the
possibility of wind shear,
especially when flying in and
around thunderstorms and
frontal systems.
Delta
Flight 191
Questions / Comments