WEAXMOD8

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Central Washington University *

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Geography

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Feb 20, 2024

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Mod 8 Assignment Kelsey Doyl 1. Analyze the US surface map with radar image overlay* (Image 2), the Southeast region infrared satellite image* (Image 4), and the KDAB surface weather for the planned departure (take-off) time of 8:00 am EDT (1200 Z) (Departure and Destination Surface Weather Tables) to identify: A. Specific surface weather features or patterns, such as high and low- pressure systems, cold and warm fronts, and the pressure gradient (tight or loose), and associated wind speed (strong or weak) in the vicinity of KDAB KDAB airport has an elevation of 33 feet making it a high pressure system. There is a cold front heading towards KDAB from the North. Also, referring to image 6 the isobars are widely spread indicating calm winds. B. Any fog or clouds in the vicinity of KDAB. Specify if the clouds are layered or convective. If layered, specify it they are high or low-level clouds. According to the surface weather table, there is fog and overcast clouds over KDAB. The clouds are low-level stratus clouds. C. Precipitation (if present, specify intensity) or other significant weather in the vicinity of KDAB. There is no precipitation. Although the dew point temperature is 53% so there could be possible precipitation in the future. D. The difference between the wind direction and the runway orientation at KDAB (determined by comparing wind direction with runway orientation from the airport Google Map image (link provided in the Activity Instructions section). There is no wind occurring near the KDAB airport. The surface weather table reports calm winds. Although just Northwest of KDAB on the way to Fortworth, Texas, they’re winds moving Northwest at approximately 11 knots. The runway is parallel to Southwestwest direction. There is going to be some cross winds. E. For each item identified in A-D, state the specific map, image, and/or information used to make the identification. A-Surface weather table, image 2, image 6 B- Surface weather table

C- Surface weather table D-Surface weather table, image 6 2. Along the planned flight route at flight level between KDAB and KPRC - analyze the US surface map with radar image overlay* (Image 2), all infrared satellite images* (Images 3, 4, and 5), and the 500 mb map* ** (Image 6) to describe: A. The height pattern (troughs/ridges) and wind flow pattern (meridional or zonal) along the route Between KDAB and Fortworth, there is a ridge with meridional wind flow patterns. Between Fortworth and KPRC the plane will encounter a trough, an area of relatively low pressure and some zonal wind flow. B. How the wind is changing along the route, stating the numerical values of speed and stating in words the direction FROM which the wind is blowing Starting at KDAB the winds are calm. Northwest towards Fortworth, Texas the winds blow from the Southeast between 11-13knots. Now heading towards KPRC, the winds increase to 28-30 knots heading from the Northeast. The wind speed at KPRC is from the South at 20 knots with gusts up to 30 knots. C. Any clouds along the route. State whether 1) the clouds are layered or convective, and 2) whether or not the aircraft is passing through clouds (determine this by calculating the 500 mb (flight level) dew point depression using data in the 500 mb station models). Over KDAB Airport, it is overcast meaning there is layered stratus clouds. As the aircraft goes Northwest towards Fortworth, Texas, they’re convective cumulonimbus clouds. Comparing the dew point temperature of KDAB and KPRC, there is a depression of -16 C. D. Any precipitation (and its intensity) along the route At the midpoint in Fortworth, Texas there is moderate to heavy precipitation. As the flight progresses, the precipitation lessens and is clear in KPRC. E. How the temperature is changing along the route, stating specific values of temperature with appropriate units Temperature along the route will vary only slightly. Between Fortworth, Texas and KPRC the altitude increases which causes a low pressure system. The range is about 14 C in Fortworth to 11 C in KPRC.

3. Analyze the US surface map with radar image overlay* (Image 2), the US infrared satellite imagery (Image 3) and Southwest region (Image 5) infrared satellite images*, and the KPRC surface weather for the planned destination (landing) time of 5:00 pm MST (0000 Z) (Departure and Destination Surface Weather Tables) to identify: A. Specific surface weather features or patterns, such as high and low- pressure systems, cold and warm fronts, and the pressure gradient (tight or loose) and associated wind speed (strong or weak) in the vicinity of KPRC In the vicinity of KPRC there is a high pressure system North and Northeast. This inhibits the low pressure systems from coming over KPRC in the Northwest. There is also many ridges around KPRC causing the constant winds and occasional wid gusts. B. Any fog or clouds in the vicinity of KPRC. Specify if the clouds are layered or convective. If layered, specify if they are high or low-level clouds. There is no fog around KPRC and the sky is clear C. Precipitation (if present, specify intensity) or other significant weather in the vicinity of KPRC. There is no precipitation near KPRC D. Any differences between the wind direction and the runway orientation at KPRC (determined by comparing wind direction with runway orientation from airport Google Map image (link provided in the overview section above)). With winds coming from the south, there is slight crosswinds. The runway is tilted slightly east about maybe 20-30 degrees causing only slight crosswinds. E. For each item identified in A-D, state the specific map, image, and/or other information used to make the identification. A- Image 2, image 6 B-Surface weather table, image 5 C-Surface weather table D-Surface weather table, Google maps

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Based on your evaluation in Part I, determine, for both the departure (take- off) from KDAB, and the destination (landing) at KPRC, if: A. Low cloud ceiling and/or low visibility conditions are present. If so, state the cause(s). During takeoff in KDAB there is low level cloud ceiling and low visibility of only ¼ mile. This is because of the fog and overcast skies. ONce landing in KPRC, the sky is clear and the visibility is up to ten miles B. Low-level turbulence could be present. If so, state the cause(s). Departing KDAB there is no significant wind decreasing the possibility of turbulence. Landing in KPRC there is a chance of turbulence with the winds blowing from the South at 20 knots and gusts up to 30 knots. C. Crosswinds could be present. They’re crosswinds at both KDAB and KPRC. The winds are calm in the vicinity of KDAB, just some wind Northwest of KDAB in route to Fortworth, but there is only slight crosswind on this route. From Fortworth to KPRC there is significant crosswind coming from the the North. A-Surface weather chart B-Surface weather chart, image 6 C-Google map of runway, image 6 2. Based on your evaluation in Part I, along the flight route at flight level between KDAB and KPRC: A. identify locations* where crosswinds will be present. There is significant crosswind between Fortworth, and KPRC. The Crosswind is located in Central Texas, and beginning of New Mexico. Continuing on in the route the winds come from the south at 20-30 knots over KPRC. These crosswinds can cause turbulence. B. discuss any potential impact of the along-route winds to the predicted flight time and fuel requirements. With more crosswind and head winds, it puts resistance on the plane causing it to use more fuel and have a longer flight time. With the winds on this flight route, extra fuel and time should be expected. C. identify locations* where the potential of encountering convective turbulence, aircraft icing, low visibility, or hail damage exists.

OVer central Texas there is heavy precipitation and low visibility. According to the satellite image of the clouds, it might be a thunderstorm forming due to the comma shaped cloud. The chance of aircraft icing is present in central Texas because there is a cold front coming from the west. The cold front can cause hail damage. D. identify locations* where the potential for a “high to low” scenario exists, and describe how this could impact the determination of the aircraft’s true altitude. From KDAB to KPRC, the elevation changes significantly. Your going from 1000 ft to almost 10,000 feet in KPRC area according to image 1. Between KDAB and Fortworth, Texas there is a ridge and between Fortworth and KPRC in Central Texas, there is a trough. With these changes. On this route the plane goes from a high pressure system to a low pressure system. The pressure altimeter on the plane must be adjusted so the plane can reflect a true altitude. E. identify locations* where the potential of encountering mountain wave turbulence exists (hint: analyze page 1 of the weather information file). In KPRC there is lots of mountain ranges in the vicinity. To the east of Prescott, Arizona are multiple mountains which could cause wave turbulence. The wind moving over these mountains can cause the top layer of wind to roll over the bottom layer creating waves and downwards windshears. Evidence A- image 6, image 3 B-Image 6, image 3 C-image 3, image 2, image 6 D-image 1, image 2, surface weather chart E-image 1 (mountains), image 6 ● Paragraph 1 (30 points): Formulate a complete yet concise summary of the evaluations and calculations performed in 1-3 of Part I - Big Picture Evaluation of Expected Weather. The summary should address all points as outlined in 1-3. KDAB airport is located on the east coast of Florida. KDAB is in a high pressure system. The weather at the time of takeoff is 54 degrees Fahrenheit, calm winds, an overcast sky, and fog. The clouds are identified as low-level stratus clouds.

There is a cold front in the North of KDAB. In route towards Fortworth, Texas, the aircraft encounters a ridge and some meridional wind flow at 11-13 knots. Between Fortworth, Texas and KPRC the aircraft encounters a trough and some zonal wind flow. In Central Texas there is moderate to heavy precipitation with a cold front in the West. Here the aircraft can expect hail damage, or iced wings. AS the flight progresses, the aircraft enters a low pressure system. The pilot must adust the pressure altimeter to maintain the aircrafts true altitude. With lots of mountain ranges in the vicinity of KPRC, the aircraft encounters wave turbulance. Also once landing in KPRC there is South wind at 20 knots and gusts of up to 30 knots. The runway is also going to experience to crosswinds with winds in the south and the runway paralell to Southwest. ● Paragraph 2 (30 points) During takeoff from KDAB airport, there is fog and low visibility up to ¼ mile. There is also low-level ceiling stratus clouds that the pilot will have to navigate through. The winds are although calm in the vicinity of KDAB airport so no crosswinds should be significant. Between KDAB and Fortworth, Texas the winds are merifional and Northeast. Between Fortworth, Texas and KPRC there is moderate to heavy precipitation with a cold front in the west. This can cause ice to form on the wings of the plane or even hail damage. Central texas and New Mexico have zonal wind flow and a possible thunderstorm forming with the comma shaped cloud. Here there will be significant cross winds and turbulence which can be hazardous. Past New Mexico heading towards KPRC the clouds clear up but there is still winds in the South at 20 knots and gusts up to 30 knots. These winds will be a head wind/ cross wind on the airplane when it lands at KPRC. The aircraft should expect to use more fuel and a longer flight time due to the crosswinds. ● Paragraph 3 In the peak of summer in Daytona Beach, there is mild winds, a mostly cloudy sky, an average of 89 F during the day, dew point is at 80%, and 65% chance of precipitation. With the high heat and humidity this can be a hazard to the aircraft by causing thermal expansion. Also it is mostly cloudy and a high chance of precipitation during this time so it could affect the planes visibility. Daytona beach is located in a high pressure system so the plane will have more resistance during takeoff. ● For a return trip from Prescott to Daytona Beach, what impacts and hazards could potentially exist for an afternoon take-off from Prescott in the summertime scenario? In July and August, it’s typical for it to be overcast majority of the time. There is mild winds of 6-7 mph and temperatures can reach up to 90 F. The possible hazards could be the low visibility due to the overcast clouds. KPRC is located in a low pressure system so the plane will have a longer runway to get proper lift for takeoff.

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● Paragraph 4 (15 points): I was prepared for this assignment. It took me longer than the expected 2-4 hours mentioned on the instructions. I had to go back and review alot of the material, mostly just to reassure myself. I spent another day just going over my work to make sure i answered the questions completely. I felt like i was repeating myself in the assignment over and over again. There is alot of hazards that go into flying an aircraft and many variables to consider. But I was confident in my ability to read the maps and images and find the factors going into the flight.

WEAXMOD8

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