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Richard L. Collins - Flying the Weather Map

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Richard L. Collins Flying the Weather Map
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Written for pilots who want to improve their flight weather forecasting skills, this manual provides an in-theory and logic of aviation weathercasting and an analysis of 46 instrument flight rules (IFR) cross-country airplane in all seasons. Each flight episode is illustrated with pre-takeoff upper-level and surface weather chart, which clearly traces the progress of the flight and the actual in-flight weather conditions.

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Flying the Weather Map Second Edition by Richard L Collins Aviation - photo 1

Flying the Weather Map Second Edition by Richard L Collins Aviation - photo 2

Flying the Weather Map
Second Edition
by Richard L. Collins

Aviation Supplies & Academics, Inc.
7005 132nd Place SE
Newcastle, Washington 98059-3153

Copyright 1979 by Richard L. Collins
All rights reserved. This book, or any portions thereof, may not be reproduced in any form without written permission of the publisher.

Published 1999 by Aviation Supplies & Academics, Inc.
Hardcover edition published 1992 by Thomasson-Grant

ASA-WX-MAP
epub ISBN 978-1-56027-829-0
Kindle ISBN 978-1-56027-830-6

Also by Richard L. Collins
Flying Safely
Flying IFR
Tips to Fly By
Thunderstorms and Airplanes
Instrument Flying Refresher (with Patrick Bradley)
Flight Level Flying
Air Crashes
The Perfect Flight
Pilot Upgrade (with Patrick Bradley)
Mastering the Systems

Foreword

There is no question that weather is of primary importance to pilots. When using an airplane for cross-country flying, a basic understanding of the elements can mean the difference between success and failure. And learning about weather, unlike learning about many other things, is not just a matter of black/white relationships. Weather is a soft, pliable thing that slips around, in, and through the minds of pilots, meteorologists, and computers. Forecasts are not totally accurate and, unlike fine drink, they worsen with age. The actual weather reports that we get are accurate enough, but they represent conditions only at selected spots. And while weather maps are usually accurate, they represent history, a weather situation that existed in the past. Perhaps it was just an hour ago, but it might have been several hours ago. Meteorology texts (and this isnt one) tend not to relate to the real flying world.

That is not to paint a hopeless, or even a difficult picture. Aviation weather is both understandable and logical. A pilot needs only an understanding of the basics, some experience, and an open mind. The last two items are especially important, because experience teaches us that while we have to examine black/white weather information, when flying we spend most our time squinting at various shades of gray. Time helps us learn to interpret the shades. The open mind is required because what we see and experience can be at odds to what we thought we would see and experience, and it is often necessary to go back to square one and begin anew to try and understand the elements as they are affecting a flight. This understanding can then be stored for future reference.

This books starts with an exploration of some basics of weather. It is not a textbook, it is a discussion of the staples, with emphasis on the things that affect light airplane flying. This is followed by accounts of actual cross-country flights at all times of the year. In each case, the information received before takeoff is compared with actual weather conditions and with the basics of meteorology. Most flights were conducted IFR, but the relationship to VFR flying is also explored. The other necessary ingredient, the open mind, is yours to provide.

Richard L. Collins

Note about this new edition: This book was written twenty years ago and some of the technology and terms have changed over the years. One thing that has not changed is the relationship between light airplanes and weather. That is what it is all about and the text is thus the original. R.L.C., 1999.

Low Pressure

If flying the weather was a game with only one specific question allowed before each flight, what would be the best thing to ask? There is no doubt that potentially the most useful question would be: Where are the low pressure centers?

Lows are weather makers. They can affect wide areas, and if we dont understand anything else about meteorology, we had better understand some basics about low pressure. When all the forecasts seem in error, and there are a lot more questions than answers, a low is probably misbehaving. It is moving faster or slower than anticipated, or perhaps it is deepening (strengthening) or filling (becoming weaker). Or maybe a low formed in an unexpected location. Only if we know the characteristics of a low can we construct a mental image of weather situationsespecially of situations that are changing rapidly and defying the efforts of forecasters.

The basic circulation around a low is counterclockwise in the northern hemisphere, which will be the area of discussion throughout the book. Air also flows into a low. If it flows into a low and stops, the low begins to fill and the area of low pressure will simply go away. For the low to live on, air must flow into the low and then move upward in the atmosphere.

We must understand that upper air patterns have a lot to do with surface systems. The most important key to upper level influence is found on the 500 millibar chart. This reflects the pressure patterns at approximately 18,000 feet, which is the center of the vertical distribution of mass. There are charts for higher levels, but there is little change in the patterns from the 500 millibar surface on up. We will discuss the relationship of the 500 millibar chart to surface weather in Chapter 3, and use it extensively in examining weather situations in the last four chapters of the book.

Moisture

Moisture supply has a lot to do with weather, and if we compare geography with the counterclockwise circulation around low pressure centers, we get a good idea of how this works.

When a low is to the west of a given point, the circulation at that location will be from the south. That means relatively warm air, and potentially moist air, depending on the area from which the air is being drawn. Basic meteorology teaches us that air assumes the properties of the surface over which it flows, and the effects of southerly circulation at different locations clearly illustrates this.

Start at Denver, where a south wind comes from over old and New Mexico. This is dry country, and Denvers average annual precipitation totals only fifteen inches a year.

Move now to Wichita, 400 miles to the east. There is more potential circulation from over the Gulf of Mexico and the average annual precipitation moves up to twenty-eight inches.

Move even farther east, to Little Rock, directly north of the Gulf, and note an average annual precipitation of forty-eight inches. This forty-eight inches, incidentally, is about an average for cities that are directly north of the Gulf of Mexico and inland a few hundred miles. Montgomery, Alabama, and Atlanta both have about the same average annual precipitation as Little Rock.

Around the Low

Put a low pressure center on a map and visualize the circulation around it. Figure 1 is an example. The low center over central Arkansas has three circulation arrows for illustration. Relate each to the surface over which it flows. The one coming from the south brings warm and moist air to the low from over the Gulf. This is the basic feed of the system. The easterly circulation brings moisture from over the Atlantic, but this is not as warm and perhaps not as wet as that southerly arrow. From the northwest we have dry and cold air.

For contrast, consider a low over the northwestern corner of Colorado, as in Figure 2. Not one bit of circulation has close access to a lot of moisture. The low in Colorado might be characterized more by strong winds than by frog-strangling precipitation. Indeed, there is a sign in Gunnison, Colorado, proclaiming that the sun shines at least a little on every day of the year.

Low pressure areas dont often remain stationary, but when one does, the rising air is mostly in the center of the low. A low that remains stationary can become quite strong, with increasing circulation as it deepens. Everything eventually has to move, though, and when a low pressure area is on its way, the major ascent of air in the low is usually on the forward side, in the direction of motion, which is usually to the east or the northeast. Thus we would usually find clouds stacked high ahead of a moving low as warm, moist air moving up from the south at low levels is lifted over a wide area. And, a moving low can maintain strength as it feeds on the warm moist air moving northward ahead of it.

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