时间：2011-04-18 00:52来源：蓝天飞行翻译 作者：航空 点击：次
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e.The probability of lightning strikes occurring to aircraft is greatest when operating at altitudes where temperatures are between minus 5 degrees Celsius and plus 5 degrees Celsius. Lightning can strike aircraft flying in the clear in the vicinity of a thunderstorm. f.METAR reports do not include a descriptor for severe thunderstorms. However, by understanding severe thunderstorm criteria, i.e., 50 knot winds or 3/4 inch hail, the information is available in the report to know that one is occurring. g.Current weather radar systems are able to objectively determine precipitation intensity. These precipitation intensity areas are described as “light,” “moderate,” “heavy,” and “extreme.” REFERENCE. Pilot/Controller Glossary, Precipitation Radar Weather Descriptions. EXAMPLE. 1.Alert provided by an ATC facility to an aircraft: (aircraft identification) EXTREME precipitation between ten o’clock and two o’clock, one five miles. Precipitation area is two five miles in diameter. 2.Alert provided by an AFSS/FSS: (aircraft identification) EXTREME precipitation two zero miles west of Atlanta V.O.R, two five miles wide, moving east at two zero knots, tops flight level three niner zero. 7.1.29. Thunderstorm Flying a. Above all, remember this: never regard any thunderstorm “lightly” even when radar observers report the echoes are of light intensity. Avoiding thunderstorms is the best policy. Following are some Do’s and Don’ts of thunderstorm avoidance: 1.Don’t land or takeoff in the face of an approaching thunderstorm. A sudden gust front of low level turbulence could cause loss of control. 2.Don’t attempt to fly under a thunderstorm even if you can see through to the other side. Turbulence and wind shear under the storm could be disastrous. 3.Don’t fly without airborne radar into a cloud mass containing scattered embedded thunderstorms. Scattered thunderstorms not embedded usually can be visually circumnavigated. 4.Don’t trust the visual appearance to be a reliable indicator of the turbulence inside a thunderstorm. 5.Do avoid by at least 20 miles any thunderstorm identified as severe or giving an intense radar echo. This is especially true under the anvil of a large cumulonimbus. 6.Do clear the top of a known or suspected severe thunderstorm by at least 1,000 feet altitude for each 10 knots of wind speed at the cloud top. This should exceed the altitude capability of most aircraft. 7.Do circumnavigate the entire area if the area has 6/10 thunderstorm coverage. 8.Do remember that vivid and frequent lightning indicates the probability of a strong thunderstorm. 9.Do regard as extremely hazardous any thunderstorm with tops 35,000 feet or higher whether the top is visually sighted or determined by radar. b. If you cannot avoid penetrating a thunderstorm, following are some Do’s before entering the storm: 1.Tighten your safety belt, put on your shoulder harness if you have one and secure all loose objects. 2.Plan and hold your course to take you through the storm in a minimum time. Meteorology 7.1.57 3.To avoid the most critical icing, establish a penetration altitude below the freezing level or above the level of minus 15 degrees Celsius. 4.Verify that pitot heat is on and turn on carburetor heat or jet engine anti-ice. Icing can be rapid at any altitude and cause almost instantaneous power failure and/or loss of airspeed indication. 5.Establish power settings for turbulence penetration airspeed recommended in your aircraft manual. 6.Turn up cockpit lights to highest intensity to lessen temporary blindness from lightning. 7.If using automatic pilot, disengage altitude hold mode and speed hold mode. The automatic altitude and speed controls will increase maneuvers of the aircraft thus increasing structural stress. 8.If using airborne radar, tilt the antenna up and down occasionally. This will permit you to detect other thunderstorm activity at altitudes other than the one being flown. c. Following are some Do’s and Don’ts during the thunderstorm penetration: 1.Do keep your eyes on your instruments. Looking outside the cockpit can increase danger of temporary blindness from lightning. 2.Don’t change power settings; maintain settings for the recommended turbulence penetration airspeed. 3.Don’t attempt to maintain constant altitude; let the aircraft “ride the waves.” 4.Don’t turn back once you are in the thunderstorm. A straight course through the storm most likely will get you out of the hazards most quickly. In addition, turning maneuvers increase stress on the aircraft. 7.1.58 Meteorology 7.1.30. Key to Aerodrome Forecast (TAF) and Aviation Routine Weather Report (METAR)FIG 7.1.21 Key to Aerodrome Forecast (TAF) and Aviation Routine Weather Report (METAR) (Front)Key to Aerodrome Forecast (TAF) and Aviation Routine Weather Report (METAR) (Front)TAF KPIT 091730Z 0918/1024 15005KT 5SM HZ FEW020 WS010/31022KT FM091930 30015G25KT 3SM SHRA OVC015 TEMPO 0920/0922 1/2SM +TSRA OVC008CB FM100100 27008KT 5SM SHRA BKN020 OVC040 PROB30 1004/1007 1SM -RA BR FM101015 18005KT 6SM -SHRA OVC020 BECMG 1013/1015 P6SM NSW SKC NOTE: Users are cautioned to confirm DATE and TIME of the TAF. For example FM100000 is 0000Z on the 10th. Do not confuse with 1000Z! METAR KPIT 091955Z COR 22015G25KT 3/4SM R28L/2600FT TSRA OVC010CB 18/16 A2992 RMK SLP045 T01820159 Forecast Explanation Report |
