A Pilot’s Perspective of Weather

Daniel Stewart

A Pilot’s Perspective of Weather

Daniel Stewart

Outline

• Personal History

• Weather at the Briefing

• Weather for Pre-Takeoff & Climb

• Weather Enroute

• Weather for the Descent & Approach

• Extreme Weather

• Q & A

Personal History

• Name: Daniel Stewart

• Company: EVA AIR

• Job Description: First Officer MD11 Fleet

• Licences: Taiwan CAA ATPL

USA FAA ATP

Australian CASA ATPL

• Academic Qualification: B.Com(HONS)

Flying History – General Aviation

PPL:1990 – 1991

A/C Types: PA38

C172

CPL: 1992 – 1996

ATPL: 1996 – 2000

A/C Types: AC50

B58

C310

PA31

General Aviation - Aeroplanes

Flying History - Regional

Hazelton Airlines2000 – 2001FO SAAB 340Sydney International Airport

QantasLink2001 – 2004FO Dash 8-100/200/300Sydney International Airport

Flying History - Airlines

EVA AIR

2004 –

FO MD11 Fleet

Weather at the Briefing

• Significant Weather Chart• SIGMET• Wind/Temperature Chart• Grid-point Wind/Temp Chart• Route Wind/Temp Profile• MSL Analysis Chart• TAF/METAR

Significant Weather Chart

SIGMETRJJJ SIGMET 4 VALID 281250/281450 RJTD-RJJJ FUKUOKA FIR

SEV TURB OBS AT 1235Z 50NM W OF VACKY FL330/350 BYB743 MOV ENE 15KT INTST UNKNOWN=

RJJJ SIGMET 3 VALID 281120/281320 RJTD-RJJJ FUKUOKA FIR SEV TURB OBS AT 1046Z 20NM W OF SAKIT FL330 BY B744MOV ENE 15KT INTST UNKNOWN=

RJJJ SIGMET 2 VALID 280720/281120 RJTD-RJJJ FUKUOKA FIR FRQ TS FCST IN AREA BOUNDED BY N21E135 N21E138N25E135 N25E132 N24E132 AND N21E135 MOV NE 15KT NC=

RJJJ SIGMET 1 VALID 280700/281300 RJTD-RJJJ FUKUOKA FIR VA ERUPTION MT SUWANOSEJIMA LOC N2938 E12942 VA CLDOBS AT 0645Z FL050 EXTENDED E INTST UNKNOWN=

RJJJ SIGMET 1 VALID 280400/280800 RJTD-RJJJ FUKUOKA FIR FRQ TS FCST IN AREA BOUNDED BY N21E134 N21E138 N24E137 N23E133 AND N21E134 MOV ENE 20KT INTSF=

Wind / Temperature Chart

Grid-Point Wind/Temperature Chart

Route Wind/Temperature ProfileValid from 2158 UTC OCT 28, 2006 to 0900 UTC OCT 29, 2006 ROUTE WIND CROSS-SECTION (DERIVED FROM GRIB UPPER WINDS

DATA) -----------------------------------------------------------------------------------------

TRK DIST ALT DIR SPD COMP XTRK OAT ISA

RCTP - KADLO 230 195 445 245 045 -042 -011 -67 -11

385 251 044 -040 -015 -52 +03

340 266 042 -032 -024 -40 +11

300 279 039 -025 -029 -31 +13

265 279 025 -015 -018 -14 +16

185 283 018 -010 -013 -03 +17

100 085 004 +004 +002 +10 +15

050 057 019 +019 +003 +16 +10

KADLO ELATO 238 069 445 242 035 -034 -002 -67 -10

385 246 033 -032 -004 -52 +03

340 271 030 -024 -015 -40 +11

300 284 032 -021 -022 -30 +13

265 294 018 -009 -014 -14 +17

185 308 012 -003 -011 -03 +18

100 058 009 +009 -000 +10 +15 050 045 019 +018 -003 +17 +12

-----------------------------------------------------------------------------------------

TRK DIST ALT DIR SPD COMP XTRK OAT ISA

ELATO MAGOG 269 093 445 247 034 -031 +013 -67 -10

385 248 031 -028 +011 -52 +03

340 274 028 -027 -002 -40 +11

300 284 030 -028 -007 -30 +13

265 296 018 -015 -007 -14 +17

185 307 010 -007 -005 -03 +18

100 046 011 +008 -007 +10 +15

050 043 023 +016 -015 +17 +12

MAGOG VHHH 271 090 445 254 036 -034 +011 -67 -10

385 252 032 -030 +011 -53 +03

340 277 031 -030 -002 -40 +11

300 281 031 -030 -004 -30 +13

265 288 020 -018 -005 -14 +16

185 291 009 -007 -002 -03 +17

100 036 011 +006 -008 +10 +15

050 048 020 +014 -012 +16 +10

MSL Analysis Chart

TAF / METARTAIPEI (RCTP) TAF RCTP 282000Z 282106 05010KT 8000 FEW016 BKN060

BECMG 0002 06023KT METAR RCTP 282130Z 06017KT 9999 FEW013 24/21 Q1015 NOSIG

HONG KONG (VHHH) TAF VHHH 282000Z 282106 05005KT 6000 FEW035 SCT080 TEMPO

2206 4000 HAZE METAR VHHH 282130Z 05010KT 6000 FEW035 SCT120 25/19

Q1014 NOSIG

MACAU (VMMC) TAF VMMC 282000Z 282106 01010KT 7000 FEW020 TEMPO 2106

4000 HAZE METAR VMMC 282200Z 36009KT 5000 HAZE FEW020 24/20 Q1014

NOSIG

TAF / METAR

KAOHSIUNG (RCKH)

TAF RCKH 282000Z 282106 08003KT 4000 MIST FEW010 SCT080 BECMG 0204 24010KT 9999

METAR RCKH 282130Z 06003KT 4500 MIST FEW010 SCT080 24/20 Q1012 NOSIG

SUVARNABHUMI (VTBS)

TAF VTBS 282000Z 282106 04005KT 8000 FEW025 SCT300 BECMG 0103 06010KT 9999 FEW020 BKN300

METAR VTBS 282130Z 03005KT 8000 FEW030 26/23 Q1010

Weather for Take-Off & Climb

• Upon arrival at airport/during pre-flight inspection – Observe the weather.

a) Wind direction and speed,b) Cloud – amount, base, & type.c) Precipitation – amount, type, & location.d) Temperature & humidity.e) RWY/TWY condition (wet/ice/snow)f) Other phenomena (dust devils/virga/etc).

Weather For Take-Off & Climb

• ATISTaipei information ALPHA. Valid 0025UTC. Runway 05/06 in use. Wind 050/15 knots.Visibility 10kms.Cloud FEW010, SCT025, OVC050Temperature 27 – dew point 25.QNH 1015. TWY SP not available due works in progress. On first contact with ground or approach notify receipt of

ALPHA.

Differences between personal observation & ATIS

• “Smell the weather”.• Observe what is happening.• Anticipate probable changes:a) Wind shifts.b) Commencement/cessation of precipitation.c) Temperature.d) RWY condition.• ATIS is only an observation of what has

happened, NOT a forecast. Therefore it can change prior to take-off.

Things to consider for take-off

• RWY Condition – Dry, Damp, Wet, Icy, & Snow for aircraft performance.

• Wind – Crosswind & downwind limitations. Headwind or downwind component for aircraft performance.

• Visibility – Low visibility procedures. Departure alternate requirements.

Things to consider for take-off

• Cloud – TCU/CB. Icing conditions.

• Temperature – Icing conditions. Aircraft performance.

• Precipitation – Rain, hail, snow, & fog. Reduced visibility, damage to aircraft, icing conditions.

• Other phenomena – Windshear, dust devils, & tornadoes. Aircraft performance.

Use of Weather Radar

• Conduct preflight test.

• Turn on prior to lineup.

• Adjust tilt to remove ground returns.

• Observe weather on take-off/climb path.

• Great for - Rain, wet hail, etc.

• NOT for – Windshear, CAT, dry hail, etc.

• Don’t forget to “look out the window”.

Weather Enroute – SIGWX Chart

• Accuracy of position, levels & severity of a) CAT,b) Thunderstorms,c) Typhoons,d) Volcanic Ash,e) Cold/Warm Fronts,f) Jetstreams, and g) Level of Tropopause.

Weather Enroute – Wind/Temperature

• Accuracy of wind/temperature forecasts.

• Temperature affects TAS/MACH

• Wind affects ground speed & drift angle.

Weather Enroute – Obtaining Updates Inflight

• VOLMET (Volume Meteorological) – HF/VHF

• AERIS (Automatic En Route Information Service) - VHF

• ACARS (Aircraft Communication and Reporting System) – VHF/Satellite

Weather for Descent & Approach

• Very similar considerations as take-off & climb:

a) Obtain ATIS,b) Use of radar, andc) Own observation from cockpit.• However, there is a heavier reliance on

points a) & b) particularly at night and/or when in Instrument Meteorological Conditions (IMC).

Extreme Weather - Tropical

• Typhoon/Cyclone/Hurricane Warnings

a) Timely,

b) Accurate in forecasting movements,

c) Level of severity (Category 1 – 5), and

d) Easy to understand.

Typhoon Damery: SE Hong Kong, September 2005

Typhoon Damery – Weather Radar Imagine

Tropical Thunderstorms

• Very high vertical development

• Very heavy rain

• Reduced visibility

• Lots of thunder and lightning

• Low cloud base

• Not as serve turbulence as other mid & high latitude thunderstorms. But still treat with plenty of respect!!

Cumulonimbus (CB) over India

Desert Regions• Extreme heat, particularly on the tarmac:

a) Loss of aircraft performance,

b) Ambient temperature may exceed limits for APU/engine start,

• Dust storms & dust devils,

• High base thunderstorms,

• Windshear,

• Reduction in personal comfort and performance.

Mid-Latitude Weather

• Cold fronts,

• Warm fronts,

• Fog,

• Powerful & serve thunderstorms with hail, and

• Tornadoes (particularly in Southern USA),

Artic Region Weather

• Icing conditions:

a) Slippery RWY/TWYs, dangerous & difficult to control/stop aircraft.

b) Snow/slush covered RWY/TWYs, reduced take-off performance and possible freezing of flight controls.

c) De/Anti-Icing procedures

Artic Region Weather

d) De/Anti-Icing inflight:i) Jet Aircraft – Better systems,

- Less exposure to icing conditions.

ii) Prop Aircraft – Limited systems, - Longer exposure to icing

conditions. May not be able to climb/descend out of icing conditions.

Thank-You