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the real movement of air masses and
hence the sort of weather coming
your way (although the winds follow
the isobars, remember that the 500
and 850 mb charts can often oppose
each other).
Laying a temperature and humidity
chart (see above) over them is
helpful – if low level winds are warm
and moist, expect instability and
thunderstorms, particularly if upper
winds are cool. If things are the
other way round, expect an inversion
and poor visibility (from industrial
haze), albeit no clouds. If it's very
dry at higher levels, moisture will be
sucked out from lower ones – with
no saturation there will be no clouds,
but good visibility.
Some Questions
1.Complete the following table:
PA Deviation OAT
FL 100 -5°C
FL 125 ISA -3°C
ISA +3°C -38°C
FL 310 -52°C
FL 80 ISA +15°C
ISA -8°C -21°C
2. At FL 100, what is your clearance
over high ground of 5880 feet amsl,
assuming 1 mb = 30 feet and an
altimeter setting of 989 mb?
3. You are flying at 2500 feet near an
airfield on an altimeter setting of
29.38". What is your separation from
an aircraft flying overhead at FL 35?
4. If you are flying in the Northern
Hemisphere, how is your true
altitude changing when:
· flying over land at 2000 feet,
into a headwind.
154 Canadian Professional Pilot Studies
· flying over the sea at 500 feet
with a tailwind.
· flying at FL 290 with 10°
starboard drift.
5. If the wind at 1000 feet at an
aerodrome is 360° and 15 kts, what
is it likely to be at the surface?
6. If you were heading for a coastal
aerodrome with a sea breeze blowing
from the South, and the ETA was in
the late afternoon, would you expect
to land on runway 36, 18 or 21?
7. Flying towards a warm front
above the freezing level, you
encounter rain. What sort of icing
are you most likely to get?
8. Your destination has fog in the
early morning, with hardly any wind.
If the wind increases to 10 kts, what
can you expect when you arrive?
9. A TAF time group of 0220 means
what?
Some Answers
1. ISA 0°C, -13°C, FL 280, ISA -
5°C, +14°C, FL 140.
2. The difference between the
altimeter setting and 1013.2 mb
(29.92") is 24 mb, a difference of 720
feet, so the PA of the high ground is
6600 feet. Subtract this from 10,000
feet for 3400 feet clearance.
3. 29.38 from 29. 92 is .54, or 540
feet, so the PA of your aircraft is
3040 feet. The separation is
therefore 460 feet.
4. The answers in order:
· At 2000 feet, wind is unaffected
by surface friction. With no
drift, you are parallel to the
isobars and true altitude is
constant.
· Your true altitude is decreasing,
because the 500-foot wind is
backed with reference to the
wind at 2000 feet, and you are
crossing the isobars from high
to low pressure because of the
drift you have to apply.
· Wind at FL 290 is primarily
thermal, and it is coming from
the left (hence starboard drift),
so the low temperature (and
hence low pressure) area is
ahead of you. True altitude is
decreasing.
5. Wind speed will reduce by about
20%, so the coriolis effect will
automatically reduce by about 20°.
Thus, 360-20 is 340°, and 20% of 15
is 3, so the speed will be 12 kts.
6. At first sight, it would be 18, but
in late afternoon, the Coriolis effect
could well make it 21.
7. The airframe is cold, as you are
below freezing. You will therefore
most likely get clear ice.
8. Thin low stratus cloud.
9. It is valid between 2 in the
morning and 8 at night.
10. As the wind is light, and the
temperature is very close to the
dewpoint, you are very likely to see
radiation fog, because there is no
cloud and it is very near dawn. The
visibility is already poor, and will get
worse, before possibly clearing by
mid-morning after solar heating.
Note that the minimum RVR for a
visual approach is 1200m.
Principles of Flight
This chapter covers aeroplanes first,
and helicopters later, because they
share many of the basics and it saves
me typing it all twice.
"The pilot who masters the simple
engineering principles of his aircraft,
who understands the why behind the
reaction – immediately elevates
himself to a new level of
competence and safety"
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