#PIREP

[johndball]

Fixing the AWC URL on older MetarMaps

My CFI asked me if I could get the school’s METARmaps display board working again as it stopped working once the Aviation Weather site migrated to the new platform. There were many threads on the topic including an official post from METARmaps offering a paid upgrade to fix the problem without any instructions on how to fix it yourself. This is probably a good option for many, but I’ll throw a…

[mcrerazine]

Introducing our artists!

Say hello to Babu, @poggyscavern, Pirep, Ri7alinkid, @val-is-angry, Eden, @foolscapper, @exaltoria, @sapphicdude, Jude, Artanis, @synthanimal, @redhhound, Reira, Michael, @ravenxbones @ghostxraven, @foxbloggr, @knock3, @montypng, Mads, @nic0draws, @cesya, @achemicalmess, Uma, @rosehipsister, @thymetraveling, @vendettafrank

[bananabreadloveman]

Imposter syndrome is seeing LLWS, icing airmets and even a relevant icing pirep, VCTS, and MOD TURB all along both legs of your dual XC and still wondering "will the instructor think I'm a coward?"

[spacenutspod]

The Pentagon has opened up a new portal on the internet for professionals to submit reports about UFOs — now officially known as unidentified anomalous phenomena, or UAPs — and for the rest of us to find out about the reports that have been released. AARO.mil, the website for the All-domain Anomaly Resolution Office, is still a work in progress. For example, a promised online form for contacting the AARO is labeled as “Coming Soon.” But the version unveiled today offers eight videos showing UAPs, plus archives for congressional reports and briefings, press releases and links to other resources. “The website will serve as a one-stop shop for all publicly available information related to AARO and UAP,” Air Force Brig. Gen. Pat Ryder, the Department of Defense’s press secretary, said today during a briefing. Setting up the new website is just one sign that the UAP issue is gaining attention — and credibility — at the Pentagon. This week, DefenseScoop reported that Deputy Defense Secretary Kathleen Hicks has taken on direct oversight of AARO and its director, Sean Kirkpatrick. That move was aimed at speeding up AARO’s development and the website’s launch. “I believe that transparency is a critical component of AARO’s work, and I am committed to sharing AARO’s discoveries with Congress and the public, consistent with our responsibility to protect critical national defense and intelligence capabilities,” Hicks, who played a lead role in establishing AARO last year, told DefenseScoop. When the website is fully ready for prime time, it will serve as the secure channel for current or former government employees, military personnel and contractors to register UAP reports. In a news release, the Defense Department said that the secure reporting tool will be launched this fall. “A mechanism for members of the general public to make reports will be announced in coming months,” the Pentagon said. Civilian pilots were encouraged to report UAP sightings to air traffic controllers. AARO said it would receive UAP-related pilot reports, known as PIREPs, from the Federal Aviation Administration. AARO lists three UAP categories: Airborne objects that are not immediately identifiable. Transmedium objects or devices. Submerged objects or devices that are not immediately identifiable and that display behavior or performance characteristics suggesting that the objects or devices may be related to objects or devices in the first two categories. AARO says the Defense Department considers UAPs to be “sources of anomalous detections in one or more domains (i.e., airborne, seaborne, spaceborne and/or transmedium) that are not yet attributable to known actors and that demonstrate behaviors that are not readily understood by sensors or observers.” The website doesn’t explicitly mention possible extraterrestrial origins for UAPs. One of the reasons why government officials and lawmakers are becoming more concerned about UAPs is because they may represent intrusions by the likes of Russia or China. A prime example would be the Chinese spy balloon that floated across the United States before it was shot down by an Air Force fighter jet. The post Pentagon Unveils New Website for Reporting (and Learning About) UFOs appeared first on Universe Today.

[victorxproducer]

Well, forgive me, Victor. But I am a pilot. And meteorology is like one of our basics. 😌👩🏻‍✈️✈️

Now that we're talking about meteorology, here's my list of my top 15 favorite meteorology trivia that I learned in flight school! (Don’t know if I’ll be adding more, but thanks for reading!)

Lightning causes thunder. Aside from the theory that light travels faster than sound, lightning is actually the reason why there is thunder. Lightning is caused by ice pellets in the sky that "bumps" one another that causes electric current; and thunder is the sound that was caused by this "bumping" incidents.

Just because you’re from a country that does not experience snow, doesn’t mean that there is no possibility to encounter ice in your area (well, in higher altitudes, at least). As mentioned from the previous number, lightning is caused by ice pellets in the atmosphere. As altitude increases, temperature drops; hence, encounters with ice pellets in higher altitudes is not strange. This ice pellets are actually “freezing rain” that usually fall to the ground in water droplets already (again, due to the temperature change). Most of the time, you’ll be able to figure out that there are ice pellets by seeing towering cumulus or towering cumulonimbus clouds which also has flashes of lightning appearing since that’s where the most turbulent of weather is being formed.

Lightning is not actually the major reason planes crash these days. Planes do conduct electric current, hence lightning. But, planes now have a countermeasure for these flashes of light that gives way for the presence of static wicks on planes (either found on the wings and/or tail section); it is through these wicks that lightning/electricity exits after traveling through the airframe of an aircraft without completely damaging its skin, primary and secondary controls, and its avionic system. Though it leaves markings, but not much to cause primary concern. After all, 7,000 planes in the US alone are said to be hit by lightning every year.

Having said that, turbulence is also not actually the major reason why planes crash. Turbulence or air pocket (as they announced it on board as a euphemism of the real term) or the sudden updrafts and downdrafts in technical terms may put you at an unease. Believe me, even the most veteran ones are also edgy (well, my FI does when I have the controls and we came across some turbulence that he instantly had held on to the controls, too); but pilots in control can handle this (we get used to it in time as some body’s instinct). Turbulence cause a sudden change of altitude of decreasing or increasing a hundred of feet or more. But they are perfectly normal. But nothing to worry, turbulence hasn’t caused a plane crash in over 40 years. Most incidents nowadays are caused by human error. However, studies suggest global warming could cause it to be worse by 2050. And if you want to avoid experiencing turbulence, better fly in the morning!

Most of the weather exists on the troposphere so we fly higher, on the stratosphere, if our planes can handle such heights (and if ATC had accepted though). It is usually flight level 350 (35,000 feet) or more for commercial flights, not because they can and because it is cool to be above the clouds but there's lesser chances of encountering weather there! Most of our day-to-day weather phenomena occur in the troposphere.

Temperature and wind directions exists because of the Earth's unequal heating. There's a so-called actual lapse rate that states, for every 1,000 feet, temperature drops by 2°C from standard conditions. Standard temperature is at 15°C, hence the higher you go, the colder it gets. But it isn't always 15°C in sea level, just as pressure is not always 29.92" Hg. Resulting then for differences and deviations with the wind.

Clouds are formed due to the difference in temperature and dewpoint. No need to explain temperature because we probably all know it, but dewpoint is perhaps a new term. Dewpoint is the temperature at which water (water molecules in the air) begins or would begin to condense. Imagine them as bubbles floating in the air that as temperature rises, they expand. Due to this, clouds form; because they are not fluffy cottons hanging in the sky but area of turbulence (light to strong ones), thunderstorms (if they are thick and tall), and area of hail or ice pellets (for higher altitudes where these molecules could freeze up). So, by the time that temperature and dewpoint draws closer to one another, rain begins. Trick in finding the cloud’s base is by subtracting temperature and dewpoint, dividing it then to the 2.5°C/1000ft  . (Ex. 34/24 = 34°C - 24°C = 10°C / 2.5°C/ft  = 4; in short, 4,000 feet is the cloud’s base).

Thunderstorms have its stages and its own recipe. Not just the mere water cycle but something way much more than that. It has three stages known as: Cumulus Stage (defined as continuous updraft movements of the wind); Mature Stage (defined as when rain begins); and Dissipating Stage (defined by continuous downdraft movements). And, thunderstorms will not be formed without these three: unstable moist air, lifting action, and high moisture.

Rain at night means clear blue skies tomorrow morning (except if there's a cyclone). Proven and trusted. But the reason behind this is that if those dark and thick clouds will not result for rain to fall at night, there's a higher chance that they'll grew darker and thicker by morning due to the sun's heat. Previous numbers of these trivia had mentioned that the unequal heating of the Earth causes weather, so there's that to blame.

Weather conditions are defined either as Visual Meteorological Conditions (VMC) or Instrument Meteorological Conditions (IMC). Because we don't always fly based on the instruments. To break the myth that we're all dependent of the computer systems, we actually begin most of our training and also fly the plane under the so-called Visual Flight Rules (VFR) with VMC; which means we depend on what our eyes can see outside and use the primary instruments as a cross-check to the situation. And yes, we can takeoff and land planes under VFR even during the night. Flying Instrument Flight Rules (IFR) due to IMC is a hassle because visibility for this is lesser than 500 meters.

Not all weather can be detected by the radar, in short, computer aircraft has its flaws, too. One major phenomena that can't be detected is clear air turbulence (CAT). They occur in cloudless air between altitudes of 6,000 and 15,000 meters (20,000 and 49,000 feet) and constitute a hazard to aircraft for its vertical and horizontal wind shear. They can be found right next to so-called phenomena known as “jet streams”. That's why we have other means of gathering constant information throughout the flight. They may be reports by other pilots known as PIREPs; frequency switch to ATIS; inquiries to the air traffic controller currently in our frequency; checking the METAR or the TAF. We check the outlook weather reports, and prepare for them at least an hour before the flight.

Jet streams can lessen travel time and cut fuel cost (and vice versa). Jet streams are fast flowing, narrow, meandering air currents in the atmosphere that are located near the altitude of the tropopause and are westerly winds (flowing west and east). Hence, travels to fly east can be decreased by about 30 minutes or over one-third of flight time if an airplane can fly with the jet stream, or increased by more than the amount if it must fly west against it. They are strong and farther south during winter, and are weaker and farther north during the summer.

Sunny days are a hassle. Not just because it is a sea breeze in the morning wherein water cools much faster than land, and we experience land breeze in the evening wherein land cools much faster than water; and not because a pilot gets an instant tanning session for being under the heat of the sun on the tarmac during pre-flight inspections. Sunny days are considered a hassle because too warm temperature decreases aircraft performance that then, in turn, cause delays of flights, too.

Crosswind landings test a pilot’s skill (sort of). Passengers do not determine hard or smooth landings; every pilot is trained to commence a “safe” landing. Better yet, a skilled pilot will be found during a crosswind landing. Crosswind landing, is at its name implies, is landing with winds blowing perpendicular to the landing runway (direct crosswind) or winds blowing from quarterly headings to the landing runway (quarterly headwind for those from right ahead; and quarterly tailwind from those behind). Even the most skilled airline pilots commence go-around due to how dangerous crosswind landings are especially strong direct crosswinds that involves the mastery of a specific technique called “crabbing” or a “side-slip”.

Some approaches are less stable due to wind shear. Wind shear is a phenomena that occurs over a very small distance, but can be associated with squall lines and cold fronts. It is commonly observed near microbursts and downbursts caused by thunderstorms, fronts, areas of locally higher low-level winds near mountains, radiation inversions that occur due to clear skies and calm winds, buildings, wind turbines, and sailboats. It resemble turbulences but unlike the latter, wind shears may occur regardless of altitude and direction.

For any clarifications and corrections, you can reach out to me. I don’t bite~

[sportys]

How to watch Sporty’s Courses on your Roku or Apple TV - it’s our latest product PIREP video.

[phantomtutor]

You are showing your students how to plan a flight from airport A to airport B. Airport A has a AIRMET for moderate turbulence near the vicinity of mountainous terrain. Airport B has a PIREP from a Cessna 172 of cloud layer bases at 5,000 feet AGL through 7,000 feet AGL. The distance between the two airfields is 100 NM and crosses an approaching cold front. What weather forecast resources would you advise your students to use to determine whether or not to go on this flight? Be creative with two paragraphs  ORDER THIS PAPER NOW. 100% CUSTOM PAPER CategoriesAPA 7th edition, English Leave a Reply Cancel replyYour email address will not be published. Required fields are marked *Comment * Name * Email * Website Save my name, email, and website in this browser for the next time I comment. Post navigation Previous PostPrevious Rhetorical analysis paper on teacher shortageNext PostNext Full Extent of Client’s Rights

[mainssenior]

Festivals near lock haven pa

Festivals near lock haven pa how to#

8 November 2023, 8 PM EST: A Look at Clouds (from both sides now).13 September 2023, 8 PM EDT: Dealbreakers - lessons learned from prebuy examinations.

Festivals near lock haven pa how to#

12 July 2023, 8 PM EDT: How to Ground an Aircraft., 8 PM EDT: Cloudy With A Chance of PIREPs.11 January 2023, 8 PM EST: Aw, Chute - airframe parachutes and canopy concernsĮAA Webinar (FAA Safety Team WINGS and AMT Award credit offered).15 December 2022, 7 PM EDT: Navigating the FAA IACRA WebsiteįAASTeam Webinar (FAA Safety Team WINGS Award credit offered).9 November 2022, 8 PM EST: Talk To The Tower - communicating in controlled airspaceĮAA Webinar (FAA Safety Team WINGS Award credit offered).Payment in full reserves your seat.Ĭlasses meet from 9 AM to 4 PM each day, with a one-hour lunch break. Registration Cutoff Date: ten days prior to first day of class. 2023 Summer Quarter 6 - 8 June - Five slots offered (first come, first served).2023 Spring Quarter: 7 - 9 March - Five slots offered (first come, first served).Reserve now for next quarter - first come, first served). 2022 Fall Quarter: 6 - 8 September - (Course concluded.Tuition balance due the first day of class.ĪvSport Commercial Drone Operator Courses: 2023 Spring Quarter: 12 March - 22 April (Four training slots will be offered.2022 Fall Quarter: 18 September - 29 October (One training slot remaining.Reserve now for next quarter - first come, first served.) 2022 Summer Quarter: 10 July - 20 August (Course concluded.AvSport of Lock Haven - 353 Proctor Street, Lock Haven PA 17745

[infoprovincia]

La Junta de Extremadura saca a licitación por casi 900.000 euros la mejora de la eficiencia energética del edificio administrativo La Paz en Mérida

La Junta de Extremadura saca a licitación por casi 900.000 euros la mejora de la eficiencia energética del edificio administrativo La Paz en Mérida

La Consejería de Movilidad, Transporte y Vivienda ha sacado a licitación por 887.998 euros las obras de mejora de eficiencia energética en el edificio administrativo La Paz de Mérida. Las ofertas se pueden presentar hasta el 11 de julio. Esta medida se enmarca en el Programa de Impulso a la Rehabilitación de Edificios Públicos (PIREP), que forma parte del Plan de Recuperación, Transformación y…

[dusty-sketchbook]

Day 25 - "Vampire" Spongevamp Pirepants.

[knivesofgravity]

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V xsmp gbg, M czdr ksl, T tbhi pzc, V xsmp gbg. Cffz cdijpvpq me xg yujv ta javks jnp hrja, zqeed Q umzv oile. Cff ieq afcbu ux rwt nzh dzzr, fs sp tbhiu mg lay ryl ga pfgm vz vvecez.

[mylauraduque]

Inside our beauties! 👌😎 Repost @aircraftmaintenancengineer Attention, take care about proper control cable tension! B737NG use control cable linkage for transmission inputs from control column/wheel to flight control surfaces. Right transmission is very important for safe flight, due to aircraft with high probability will be lost if there is failed directional control. After pirep about "unusual control wheel forces" me and my friend tensiometer found tension of ailerons control cables drops down to 60% of low acceptable limit, which again talks about high reliability and safety margin of modern aircraft. 📷 By @caphistory We make it perfect 🔧 You enjoy flying ✈ ⏩ https://www.instagram.com/p/B8EWiAcBVoa/?igshid=108l6s22ig52d

[sportys]

[huntinggearsuperstores]

Assembled Stratux Dual Band ADS-B & Weather Receiver with AHRS WAAS GPS & Power Pack V4

https://huntinggearsuperstore.com/product/assembled-stratux-dual-band-ads-b-weather-receiver-with-ahrs-waas-gps-power-pack-v4/

ASSEMBLED ADS-B IN UNIT: Stratux dual band ADS-B receiver includes AHRS, fan controller, internal and external GPS’s – now hot swappable via the new gps port , 6000mAh battery pack, suction mount, battery strap & rubber feet, soft carry case, thumb drive with manuals and updating software, high speed SD card & adapter, supports ForeFlight Synthetic Vision and other EFBs. It has a 30 day return policy and 1 year hardware warranty from Everlast Concepts LLC. RELIABLE INFORMATION: High-gain dmurray14 antennas are optimized for 978 MHz and 1090 MHz frequencies allowing you to receive and display air-to-air traffic, data, and FIS-B weather from towers including animated regional and CONUS NEXRAD, METARs, TAFs, AIR/SIGMETs, PIREPs, winds and temps aloft, TFRs, NOTAMs, and SUA information. PORTABLE: Stratux is a highly portable receiver including a suction mount for window mounting and rubber feet for dash mounting. Provides ADS-B traffic and weather information and navigation GPS position using the included external Vk-162 GPS, or the also included internal GPYes WAAS GPS receiver, supports multiple iPads, iPhones, or Android tablets connected via WiFi. Perfect for WiFi only iPads and tablets.

[kristablogs]

The unexpected way COVID-19 is screwing up weather reports

Weather radar stations, like this one in South Dakota, capture data on local storms and events. But planes and satellites can provide more regional projections by capturing atmospheric metrics. (Eric Kurth, NOAA/NWS/ER/WFO/Sacramento/)

This story originally published on Flying.

The drop in airline operations across the US and around the world has had an impact on weather reporting, particular with the input flight crews make to the World Meteorological Organization’s Global Observing System, part of the World Weather Watch program. The WMO provides part of the architecture through which 193 member countries can build weather forecasts as well as monitor atmospheric and climate conditions.

According to a press release from the WMO, “some parts of the observing system are already affected. Most notably the significant decrease in air traffic has had a clear impact. In-flight measurements of ambient temperature and wind speed and direction are a very important source of information for both weather prediction and climate monitoring.”

Scott Dennstaedt is a Charlotte-based former National Weather Service meteorologist and flight instructor completing his PhD in Infrastructures and Environmental Systems. He notes the dynamic nature of the interdependency between the airlines and other forms of data collection. “We’re seeing the interdependency play out. On any given day, it may not matter, but on the day of a major weather event...we can get in a situation where we over-warn—or you get in the situation where you completely miss it, and there’s a major outbreak of weather and people were not able to prepare.” Both are considerable problems.

The Global Observing System, as part of the World Meteorological Organization, includes reporting from pilots to improve the quality of weather forecasting. (World Meteorological Organization/)

Dennstaedt said, “How the impact will be measured is still an unknown—numerical weather prediction models use a variety of data, and it has improved over the years—but one mainstay of this lies in commercial aircraft reports. The aircraft is collecting temperature and wind data, along with humidity data in some cases. It’s mostly up high��in the flight levels—and a lot of the data produces a ‘salad bowl’ effect,” particularly around major airports, such as Chicago O-Hare. “It’s not like all aircraft are grounded as happened on September 11, 2001. Essentially, you lose a bunch of temperature and wind reports around an airport or in the flight levels that are likely still being captured by other commercial airliners in trail ... just not as dense of reports as they were prior to the pandemic.”

Pilots may not have considered all of the weather products that are supported by this data—such as graphic weather depiction charts—that are referenced during a weather briefing or that provide the basis for a flight service briefer to give a forecast or current conditions to pilots.

Here’s how you can help—collect weather data as if you’re making a pirep, even if you’re temporarily grounded. Of particular interest is comparing the mid-range forecasting—such as the latter part of a 24- or 30-hour TAF—with what actually transpires to see if there is any degradation in the model.

[scootoaster]

The unexpected way COVID-19 is screwing up weather reports

Weather radar stations, like this one in South Dakota, capture data on local storms and events. But planes and satellites can provide more regional projections by capturing atmospheric metrics. (Eric Kurth, NOAA/NWS/ER/WFO/Sacramento/)

This story originally published on Flying.

The drop in airline operations across the US and around the world has had an impact on weather reporting, particular with the input flight crews make to the World Meteorological Organization’s Global Observing System, part of the World Weather Watch program. The WMO provides part of the architecture through which 193 member countries can build weather forecasts as well as monitor atmospheric and climate conditions.

According to a press release from the WMO, “some parts of the observing system are already affected. Most notably the significant decrease in air traffic has had a clear impact. In-flight measurements of ambient temperature and wind speed and direction are a very important source of information for both weather prediction and climate monitoring.”

Scott Dennstaedt is a Charlotte-based former National Weather Service meteorologist and flight instructor completing his PhD in Infrastructures and Environmental Systems. He notes the dynamic nature of the interdependency between the airlines and other forms of data collection. “We’re seeing the interdependency play out. On any given day, it may not matter, but on the day of a major weather event...we can get in a situation where we over-warn—or you get in the situation where you completely miss it, and there’s a major outbreak of weather and people were not able to prepare.” Both are considerable problems.

The Global Observing System, as part of the World Meteorological Organization, includes reporting from pilots to improve the quality of weather forecasting. (World Meteorological Organization/)

Dennstaedt said, “How the impact will be measured is still an unknown—numerical weather prediction models use a variety of data, and it has improved over the years—but one mainstay of this lies in commercial aircraft reports. The aircraft is collecting temperature and wind data, along with humidity data in some cases. It’s mostly up high—in the flight levels—and a lot of the data produces a ‘salad bowl’ effect,” particularly around major airports, such as Chicago O-Hare. “It’s not like all aircraft are grounded as happened on September 11, 2001. Essentially, you lose a bunch of temperature and wind reports around an airport or in the flight levels that are likely still being captured by other commercial airliners in trail ... just not as dense of reports as they were prior to the pandemic.”

Pilots may not have considered all of the weather products that are supported by this data—such as graphic weather depiction charts—that are referenced during a weather briefing or that provide the basis for a flight service briefer to give a forecast or current conditions to pilots.

Here’s how you can help—collect weather data as if you’re making a pirep, even if you’re temporarily grounded. Of particular interest is comparing the mid-range forecasting—such as the latter part of a 24- or 30-hour TAF—with what actually transpires to see if there is any degradation in the model.