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Hazardous Weather
Block 4
| Question | Answer |
|---|---|
| Factors that influence aviation weather safety: | Pilot, aircraft, equipment |
| Crosswind | Wind not parallel to the runway; |
| Gust | Sudden, brief increase in the speed of wind; may cause bounce on runway |
| Tailwind | Wind with motion from behind the aircraft |
| Variable Wind | changes directions frequently; during the 2-minute evaluation period, it fluctuates by 60 degrees or more and the wind speed is more than 6 knots. |
| Wind Shift | change in wind direction of 45 degrees or more which takes place in less than 15 minutes and has sustained winds of 10 knots or more throughout the wind shift. |
| Fog | Minute water droplets causing visibility to drop to less than 5/8 SM; Forms when temperature and dew point are equal; Most common and persistent weather hazard |
| Turbulence is caused by | convective currents (called “convective turbulence”), obstructions to wind flow (called “mechanical turbulence”), and wind shear. |
| Billowy cumuliform clouds indicate | convective turbulence |
| Mechanical turbulence is produced by shear flow caused by | This is caused by obstructions, such as trees, buildings, and mountains. |
| Wind Shear | change in wind speed and/or wind direction in a short distance resulting in a tearing or shearing effect |
| 3 conditions of wind shear: | -Temperature inversion: temperature increases with altitude. -Clear Air Turbulence (CAT): ~20,000 - 50,000 MSL w/ no clouds -Frontal Zone - transition btwn 2 air masses |
| Supercooled Water | liquid water at temperatures below the freezing point (0°C). |
| Rime Ice | rough, milky opaque looking ice form by instantaneous freezing, most common, but least serious |
| Clear Ice | is a glossy, clear, or translucent ice formed by the relatively slow freezing of large supercooled water droplets; can spread beyond anti-icing equipment |
| Which adverse effect of structural icing is least significant to an aircraft? | Increased weight |
| A thunderstorm is a storm produced by | a cumulonimbus (CB) cloud |
| Thunderstorm cell formation requires: | water vapor, unstable air and lift |
| Towering Cumulus Stage | Updrafts can have speeds greater than 3,000 feet per minute |
| Mature Stage | Precipitation downdraft reaches the surface; Weather hazards reach peak intensity |
| Dissipating Stage | Precipitation tapers off and ends; Cloud gradually vaporizes from below, leaving only a remnant anvil cloud |
| Downburst | strong downdraft that induces an outburst of damaging winds on or near the ground |
| Microburst (<2.5 miles) | A microburst is a small downburst with outbursts of damaging winds extending 2.5 miles or less; could induce wind speeds as high as 150 knots. |
| Macroburst (>2.5 miles) | a convective downdraft with an effected outflow area greater than 2.5 miles wide and peak winds lasting between 5 and 20 minutes; may cause tornados |
| Low-level wind shear | wind shear below 2,000 feet AGL, other than convectively induced, exceeding 10 knots per 100 feet. |
| Headwind to Tailwind on Landing | - Airspeed to decrease - Nose to pitch down - Aircraft to drop below the glideslope |
| Tailwind to Headwind on Landing | - Airspeed to increase - Nose to pitch up - Aircraft to rise upward above the glideslope - Aircraft to land long and possibly run out of runway |
| Adverse wind’s impact on Aircraft: | - General aviation (GA) pilots flying aircraft with lower crosswind and tailwind threshold values are the most at risk - Takeoff and landing are the most critical phrases of flight and are most susceptible to adverse wind |
| Adverse wind’s impact on ATC: | - Change of runway configuration – Wind determines which direction planes will land - Reduced arrival rates – Capacity constraints can cause ripples throughout the National Airspace System (NAS) |
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