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April, 1996

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Capt. James Kratzer, USAF
AFFSA/XOFW

Just when you thought you could decipher the weather strip, the United States and Canada will implement the "International Terminal Aerodrome Forecast (TAF) and Meteorological Aviation Routine (METAR)" weather codes by early summer 1996. After the implementation date, there will no longer be the familiar "airways" weather code used in observations. This sweeping change will affect all users of weather information pilots, controllers, and weather folks. So, you ask, "What is a METAR and a SPECI, and why should I learn the stuff?"

A METAR is a weather report which will replace the familiar "hourly" airways report. The METAR observation format will present more information than the current hourly report, but in a different entry order. A SPECI is an unscheduled weather report which replaces the current "special obs." Since the METAR and SPECI are new observation codes for CONUS) fliers, there will be a learning curve associated with the changes.

The conversion from the airways system to METARs and TAFs has been brewing for a long time (the rest of the World uses METAR and TAF codes). To standardize the codes across the aviation world, the United States and Canada agreed to use METAR codes beginning in 1996. The weather code conversion is a monumental task affecting 17 different National Weather Service, FAA, and military communications systems and the Automated Surface Observation Stations (ASOS). It's not just pilots who will have to learn new codes. Air traffic controllers, meteorologists, flight service specialist, and many other users will have to learn the new system, as well.

Civilian aviation forecast will also use the TAF code. Since Air Force weather has been using the TAF code for several years, this shouldn't be a big deal for Air Force fliers.

The hourly METAR report contains information on winds, visibility, runway visual range (RVR), present weather, sky condition, temperature and dewpoint in Celsius, altimeter setting, and REMARKS. A SPECI (special weather report) is an unscheduled weather report taken for basically the same reasons as current airways special reports. One difference in the report is that SPECIs will contain all data elements found in a METAR plus additional plain language information in the REMARKS section.

Notice the format changes in figure 1. It depicts both the current airways type surface aviation observations (SAOs) and the new U.S. METAR code. Visually the biggest change is the larger volume of information contained in a METAR observation. Figure 1 shows a Dulles IAP, Andrews AFB, and Scott AFB observation in both SAO and METAR format.

Notice that the METAR code starts with the four-letter international identifier and date/time/group followed by:

1. wind information,
2. prevailing visibility in statute miles,
3. longline RVR information,
4. the cloud layer(s) with the layer descriptor (FEW, SCT, BKN, OVC) followed by layer heights in three digits,
5. temperature and dewpoint reported in Celsius,
6. four-digit altimeter readings prefaced with the letter "A," i.e., A3005, and,
7. remarks section prefaced with the acronym "RMK" and followed by additional and amplifying data, and sea level pressure are just a few examples of "RMK" data .

This article is just a primer to give you a heads-up on the fundamentals of the METAR code. Just like all changes, METARs and TAFs will take time to master. Don't be caught with your fist full of weather strips on 1 Jun 96, asking your fellow flier, "What is this?"

Reprinted from November 1995 issue Flying Safety, a U.S. Air Force publication

1. IAD SA 1055 11 SCT E15 OVC 1/2S-F 045/33/29/2119G27/945/R04VR30
2. ADW SA 1055 5 SCT M20V OVC 2RW-F 045/58/53/3412G20/945/CIG 15V25
3. BLV SA 1055-X3 SCT M8 OVC 3/4ZR-F 045/30/28/0414G22/945/F2 TWR VSBY 2 IR08

1. METAR HIAD 081055 A 21019G27KT 1/2SM R04/3000FT-SN BR SCT011 OVC015 01/,03 A2945 RMK SLP045
2. METAR KADW 081055Z 3401220KT 2SM-SHRA BR SCT005 OVC020 14/12 A2945 RMK SLP045 CIC

TAF

KPIT 091720Z 091818 22020G25KT 5HZ FEW020 SCT040

FM1930 30015G25KT 3SM SHRA OVC015 PRO840 2022 1/2SM TRSA OVC008CB

FM2300 27008KT 5SM -SHRA BKN020 OVC040 TEMPO 0407 00000KT 1SM-RAFG

FM1000 22010KT 5SM -SHRA OVC020 BECMG 1315 20010KT P6SM NSW SKC

METAR

KPIT 091955Z AUTO022015G25 3/4SM R28L/2600FT TSRA OVC010CB 18/16 A2992

FORECAST    EXPLANATION                           REPORT
TAF         Message Type:  TAF-routine and        METAR
            TAF AMD-amended forecast   
            METAR-hourly and SPECI-special 
            report

KPIT        ICAO location indicator               KPIT

091720Z     Issuance time: ALL times in UTC "7",  091955Z
            2-digit date, 4-digit time   

091818      Valid period: 2-digit date, 2-digit 
            beginning, 2-digit ending times

            AUTOmated observation: AUTO           AUTO
            indicated fully automated report; 
            no human intervention: omitted when 
            observer signs on

22020KT     Wind: 3-digit true-north direction,   220115G25KT
            nearest 10 degrees, (or VaRiaBle)    

5SM         Prevailing Visibility: in U.S.,       3/4SM
            Statute Miles & fractions; 
            above 6 miles in TAF Plus6SM.  
            (Or, 4-digit minimum visibility 
            in meters and as required, lowest 
            value with direction)

            Runway Visual Range: R:               R22L2600FT
            2-digit runway designator Left, 
            Center, or Right as needed; 
            "/", Minus or Plus in U.U.,
            4-digit value, FeeT in U.S.,
            (usually meters elsewhere); 
            4-digit value Variability 4-digit 
            value (and tendency Down, Up, 
            or No change)

HZ          Significant present, forecast         TRSA
            and recent  weather: see table   

FEW020      Cloud amount, height and type:        OVC010CB
            SKy Clear 0/8, FEW-1/8-2/8, ScaTtered   
            3/8-4/8, BroKeN 5/8-7/8, OVerCast 8/8; 
            3-digit value, FeeT in hundreds
            of feet; and only Towering CUmulus 
            or CumulonimBus.  Or 
            Vertical Visibility for 
            obscured sky and height "VV004", 
            or unknown height "///".  
            More than one layer may be forecast or 
            reported. CLeaR for "clear
            below 12,000 feet; for automated 
            observations.

            Temperature:  degrees Celsius; first   18/16
            2 digits, temperature "/" 
            last 2 digits, dewpoint temperature, 
            Minus for below zero, e.g. M06

            Altimeter setting, indicator and       A2992
            4-digits; in U.S., A-inches and      
            hundredths; 
            (Q-hectoPascals, e.g.,Q1013)

            Supplementary information report; (Wind Shear 
            in lower layers (METAR), and 2-digit RunWaY 
            designator of ALL runways; REcent weather 
            of operational significance.) ReMarK 
            indicator and domestic remarks stripped before 
            international dissemination.  

FM1930      FroM and 2-digit hour and 2-digit minute: 
            indicates significant change.  Each FM group
            starts on a separate line, indented five spaces.

PROB40      PROBability and 2-digit percent: probable 
2022        condition during 2-digit beginning and
            2-digit ending time period.

TEMPO       TEMPOrary: changes expected for less than 1 
0407        hour and in total, less than half of
            2-digit beginning and 2-digit ending time period.

BECMG       BECoMinG: change expected during 
            2-digit beginning and 2-digit ending time period

Table of Significant Present, Forecast and Recent Weather Grouped in categories and used in the order listed below, or as needed in TAF, No Significant Weather.

QUALIFIER
Intensity or Proximity
-Light "No Sign" Moderate + Heavy
VC Vicinity: but not at aerodrome; in U.S., 5-10SM from the center of runway complex (elsewhere within 8000m)

Descriptor
     MI Shallow      BC Patches      PR Partial     TS Thunderstorm
     BL Blowing      SH Showers      DR Drifting    FZ Freezing

WEATHER PHENOMENA
Precipitation
     DZ Drizzle      RA Rain         SN Snow        SG Snow grains
     IC Ice crystals PE Ice pellets  GR Hail        GS Small hail/snow pellets
     UP Unknown precipitation in automated observations

Obscuration
     BR Mist         FG Fog          FU Smoke       VA Volcanic ash
     SA Sand         HZ Haze         PY Spray       DU widespread dust

Other
     SQ Squal        SS Sandstorm    DS Duststorm   PO Well-developed
     FC Funnel Cloud/tornado/waterspout             dust/sand whirls

DRAFT              UNITED STATES DEPARTMENT OF COMMERCE
August 1995              National Oceanic and Atmospheric Administration
                         National Weather Service

Aerobatics is said to have started in 1905 when Daniel J. Maloney at Santa Clara, California, in a glider descending from a tethered balloon, did a "side-somersault," probably a roll. Some ninety years later we are refining the art of aerobatics, come and listen to Hank Bruckner, CFI, discuss aerobatics flying.. He will review some of the maneuvers from airshows. Take offs and landings will be reviewed Advisory Circular 91-61 " A hazard in aerobatics: effects of G-forces on pilots" will be discussed and copies will be provided to all who attend. We will show a video on Jim Kincaid, DPE doing aerobatics in N73EW. Door prize for the evening a VHS on aerobatics.

Date: Thursday, April 11, 6-9 P.M.
Location:Honolulu FSDO, 135 Nakolo Place
Contact: Hank Bruckner, CFI, ASC 836-1031

Thanks to the support of Aviation Safety Volunteers and friends, we are now online.

The PACIFIC ISLAND FLYER can be found at: http://www.aero.com or http://www.armory.com/norcal/

If you can receive the seminar schedule from the Internet, please let your local Safety Program Manager know at the next safety seminar.

Chuck Hicks, Jr.
Regional Safety Program Manager

ROBINSON MODEL R-22B (BETA) Magneto 2412

During an engine operational test at the completion of an annual inspection, the engine was hard to start, and an excessive left magneto drop was noted.

During an inspection, it was discovered the left magneto timing was retarded 15 to 20 degrees. The proper setting is 25 degrees before top dead center. When the magneto was removed, it was discovered the magneto drive gear was very loose on the shaft, and the cotter pin was missing. The submitter suspected the cotter pin had not been installed when the magneto was manufactured. The missing cotter pin allowed the nut and gear to loosen during operation. The submitter's opinion was reinforced by a wear pattern matching the gear on the magneto case indicating the gear may have been loose for some time.

Aircraft total time - 73 hours.

Malfunction or Defect (M or D) Reports. Some of the reports "zing" right to the defect, probable cause, and recommendation to prevent recurrence.

EXAMPLE:
DEFECT - left main tire flattened on landing.
PROBABLE CAUSE - pilot's feet.
TO PREVENT RECURRENCE - take pilot's feet off brakes.

There are no wasted words in this report, and even considering its brevity, it is usable information which can be added to the SDR data base. It may seem at times, the reports you so diligently prepare and submit go from the post office directly into a black hole never to be heard of again! Not true. Each report, which contains enough information for entry into the SDR data base, is used. These reports are published weekly in the SDR Summary, General Aviation, and are available free of charge by contacting:

Federal Aviation Administration
Attn: Safety Data Analysis Section, AFS-643
P.O. Box 25082
Oklahoma City, OK 73125-5029

During this past year there has been another wire strike in the Rosamond area,an ultralight hitting a utility wire (440 volts) near 120th Street and Rosamond Blvd.,destroying the aircraft and it's pilot. Unfortunately, a wire strike is a game of "one strike and your're out". To help prevent these types of accidents a pilot should be aware that:

1. Most wire strikes are below 200 ft. AGL, and that 70% of all reported hits are at an altitude of 100 ft. AGL or below.
2. Most strikes occur on a clear day (those near the Skypark did) with three miles visibility or more and a ceiling of 1,000 ft. or more (90%).
3. Wire strikes involve the most experienced more than any other class i.e... ATP, Commercial, CFI's, and among the rotory wing pilots the highest risk group are pilots with more than 10,000 flight hours.
4. Remember the pilot is directly responsible for obstruction avoidance, this has been affirmed by both the FAA and Civil courts.

There are many things that a pilot can do to avoid wires and other obstructions, following are a few thoughts on this subject:
1. Study your aeronautical charts for obstructions in the areas you plan to fly. I remember on my first flight to the east coast in a light aircraft several years ago I started finding lots of tall towers (1500 ft. to 2000 ft. AGL) along my route of flight. These with long multiple guy wires awaiting to snare me if I got too close. It was quite an awakening for me to see and avoid them. I kept a close watch and used by charts to locate them, however most charts do not depict most lines and towers less than 200 ft. AGL.
2. Before descending to a low level flight, conduct a high level pass above the area first, looking for towers, lines and other obstructions.
3. Be vigilant when flying at low levels and (when possible) have an observer fly with you to act as a lookout for obstructions, wires themselves are hard to see, so look for supporting structures, towers, poles, etc.
4. Keep a good scan going while flying low, look 90 degrees to the left and right as you fly along, and note any clear paths or areas that might have wires or poles in them. Also, do a mind switch from "are there any wires near here?", to "where are the wires?"
5. Many wires that cross canyons or gullies have yellow marker balls on them, but not all of them do, so be on the lookout for supporting structures or towers on the side wall which might indicate wires across the canyon.
6. When operating near wires never attempt to fly through them, but cross above the supporting structures, tower or pole. The recent ultralight crash occurred by the pilot trying to cross between the poles and his wheels caught on a thin lighting wire on the top which threw him over into the 440 line.
7. When landing at a strange new airport, survey it from above first if possible, and fly a high approach to clear any unseen wires.

"Dan!", I wailed, Dan being Dan Ward, Air Attack Officer for the California Department of Forestry and Fire Protection (CDF). "Danny, don't talk to me about forest fire season. I'm still drenched from the winter rains. There's enough green in my Tony Lama's to re-foliate the Sahara. My wash cloth is hanging from a toadstool and I've leased my back yard, as is, to Universal for the remake of `Creature From The Black Lagoon.'

"Dick", he replied, "Granted, you're still soggy. It's only February and the cloud cover is keeping the moisture in the ground. Overnight low of 37 with an expected high of 38. But, follow me through on this: the monsoons that put grins on the faces of powder skiers has to go somewhere. And it's going to the root structure of our trees and shrubs. Now, that foliage, bigger and healthier than it has been in years, will dry out. And when it does, you've got yourself hillsides covered with sap-laden sticks of dynamite ready to blow. So, yeah, while the face of your watch is still the color of Kermit The Frog's backside, the fires are coming, Dick. And when they arrive, they'll come with a vengeance. And, some mighty fine pilots will be fighting them. And they need your help."

Now, imagine yourself in the seat of a C-130 or P-2: You are listening to three radios and an intercom. At tree-top height. At maximum gross weight. You're focused upon flying through a smoke-filled canyon or up a ridge to the Drop Zone. Turbulence is moderate to severe. A few hundred feet below are fire fighters whose lives depend upon your precision. The noise and heat are terrible.

When you release, the aircraft becomes tons lighter and the control forces change dramatically. It takes a moment to become accustomed to the different feel, during which time, you must pull up and turn away from the fire, always remaining aware of the other fire-fighting aircraft ahead of and behind you: their types, speeds and climb capabilities. It isn't that you don't want to scan for traffic; you simply don't dare shift your attention from the aircraft or the mission.

CDF Pilots flew over 12,000 accident-free hours last year, but they did experience some near mid-air collisions. So our pals at CDF have asked us to remind you of a single, simple strategy that can, more than anything else, reduce the risk of an accident: when you see smoke, report it and, since fire-fighting aircraft are most probably on scene or on the way, avoid the area.

When you plan your flight, ask your FSS Briefer which areas to avoid. There may be Temporary Flight Restrictions. The Briefer will know and FAR Part 91.137 will tell you even more.

Airborne fire fighters land and re-load at airports, most of them uncontrolled. While it's not a requirement that they have priority, who among us would deny these pilots every possible courtesy and consideration?

When you operate at or near one of these airports, please remember these simple common-sense procedures:

1. Exercise extreme caution.
2. Keep your head outside the cockpit.
3. Be aware of wake turbulence.
4. Use UniCom. Announce your intentions and position at each point in the traffic pattern. Tankers frequently approach straight-in or fly a non-standard pattern. Listen and watch for them.
5. If you can do so safely, defer to them whenever you can

WINGS PROFICIENCY AWARD PROGRAM

PHASE I
Pitch Bencharit
Lanny Guyton
Mark Hendricks
Roger Jimenez
Yuko Matsumoto

PHASE IV
Douglas Gurel

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