Metar Abbreviations Metar/Taf List of Abbreviations and Acronyms
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How to Read a METAR
How to read a METAR A METAR will look something like this: PHNY 202124Z AUTO 27009KT 1 1/4SM BR BKN016 BKN038 22/21 A3018 RMK AO2 Let’s decipher what each bit of the METAR means. PHNY The first part of the METAR is the airport identifier for the facility which produced the METAR. In this case, this is Lanai Airport in Hawaii. 202124Z Next comes the time and date of issue. The first two digits correspond to the date of the month, and the last 4 digits correspond to the time of issue (in Zulu time). In the example, the METAR was issued on the 20th of the month at 21:24 Zulu time. AUTO This part indicates that the METAR was generated automatically. 27009KT Next comes the wind information. The first 3 digits represent the heading from which the wind is blowing, and the next digits indicate speed in knots. In this case, the wind is coming from a heading of 270 relative to magnetic north, and the speed is 9 knots. Some other wind-related notation you might see: • 27009G15KT – the G indicates gusting. In this case, the wind comes from 270 at 9 knots, and gusts to 15 knots. • VRB09KT – the VRB indicates the wind direction is variable; the wind speed is 9 knots. 1 1/4SM This section of the METAR indicates visibility in statute miles. In this case, visibility is 1 ¼ statute miles. Note that the range is typically limited to 10 statute miles, so a report with 10 statute mile visibility could well indicate a situation with more than 10 statute miles of visibility. -
Final Exam December 16, 2004 Name (Print, Last first): Signature: on My Honor, I Have Neither Given Nor Received Unauthorized Aid on This Examination
21111 21111 Instructor(s): Prof. Seiberling PHYSICS DEPARTMENT MET 1010 Final Exam December 16, 2004 Name (print, last ¯rst): Signature: On my honor, I have neither given nor received unauthorized aid on this examination. YOUR TEST NUMBER IS THE 5-DIGIT NUMBER AT THE TOP OF EACH PAGE. (1) Code your test number on your answer sheet (use 76{80 for the 5-digit number). Code your name on your answer sheet. DARKEN CIRCLES COMPLETELY. Code your UFID number on your answer sheet. (2) Print your name on this sheet and sign it also. (3) Do all scratch work anywhere on this exam that you like. Circle your answers on the test form. At the end of the test, this exam printout is to be turned in. No credit will be given without both answer sheet and printout with scratch work most questions demand. (4) Blacken the circle of your intended answer completely, using a #2 pencil or blue or black ink. Do not make any stray marks or some answers may be counted as incorrect. (5) The answers are rounded o®. Choose the closest to exact. There is no penalty for guessing. (6) Hand in the answer sheet separately. There are 33 multiple choice questions. Clearly circle the one best answer for each question. If more than one answer is marked, no credit will be given for that question, even if one of the marked answers is correct. Guessing an answer is better than leaving it blank. All questions are worth 3 points except 1, marked 4 points. Good Luck! 1. -
Winter Precipitation Liquid–Ice Phase Transitions Revealed with Polarimetric Radar and 2DVD Observations in Central Oklahoma
MAY 2017 B U K O V CICETAL. 1345 Winter Precipitation Liquid–Ice Phase Transitions Revealed with Polarimetric Radar and 2DVD Observations in Central Oklahoma PETAR BUKOVCIC ´ NOAA/National Severe Storms Laboratory, and Cooperative Institute for Mesoscale Meteorological Studies, and School of Meteorology, and Advanced Radar Research Center, University of Oklahoma, Norman, Oklahoma DUSAN ZRNIC´ NOAA/National Severe Storms Laboratory, Norman, Oklahoma GUIFU ZHANG School of Meteorology, and Advanced Radar Research Center, University of Oklahoma, Norman, Oklahoma (Manuscript received 30 June 2016, in final form 8 November 2016) ABSTRACT Observations and analysis of an ice–liquid phase precipitation event, collected with an S-band polarimetric KOUN radar and a two-dimensional video disdrometer (2DVD) in central Oklahoma on 20 January 2007, are presented. Using the disdrometer measurements, precipitation is classified either as ice pellets or rain/freezing rain. The disdrometer observations showed fast-falling and slow-falling particles of similar size. The vast majority (.99%) were fast falling with observed velocities close to those of raindrops with similar sizes. In contrast to the smaller particles (,1 mm in diameter), bigger ice pellets (.1.5 mm) were relatively easy to distinguish because their shapes differ from the raindrops. The ice pellets were challenging to detect by looking at conventional polarimetric radar data because of the localized and patchy nature of the ice phase and their occurrence close to the ground. Previously published findings referred to cases in which ice pellet areas were centered on the radar location and showed a ringlike structure of enhanced differential reflectivity ZDR and reduced copolar correlation coefficient rhv and horizontal reflectivity ZH in PPI images. -
Downloaded 10/01/21 08:52 PM UTC 186 WEATHER and FORECASTING VOLUME 16
FEBRUARY 2001 NOTES AND CORRESPONDENCE 185 Further Investigation of a Physically Based, Nondimensional Parameter for Discriminating between Locations of Freezing Rain and Ice Pellets ROBERT M. RAUBER,LARRY S. OLTHOFF, AND MOHAN K. RAMAMURTHY Department of Atmospheric Sciences, University of Illinois at Urbana±Champaign, Urbana, Illinois KENNETH E. KUNKEL Midwestern Climate Center, Illinois State Water Survey, Champaign, Illinois 9 December 1999 and 16 August 2000 ABSTRACT The general applicability of an isonomogram developed by Czys and coauthors to diagnose the position of the geographic boundary between freezing precipitation (freezing rain or freezing drizzle) and ice pellets (sleet or snow grains) was tested using a 25-yr sounding database consisting of 1051 soundings, 581 where stations were reporting freezing drizzle, 391 reporting freezing rain, and 79 reporting ice pellets. Of the 1051 soundings, only 306 clearly had an environmental temperature and moisture pro®le corresponding to that assumed for the isonomogram. This pro®le consisted of a three-layer atmosphere with 1) a cold cloud layer aloft that is a source of ice particles, 2) a midlevel layer where the temperature exceeds 08C and ice particles melt, and 3) a surface layer where T , 08C. The remaining soundings did not conform to the pro®le either because 1) the freezing precipitation was associated with the warm rain process or 2) the ice pellets formed due to riming rather than melting and refreezing. For soundings conforming to the pro®le, the isonomogram showed little diagnostic skill. Freezing rain or freezing drizzle occurred about 50% of the time that ice pellets were expected. -
AMOFSG/10-Sod 19/6/13
AMOFSG/10-SoD 19/6/13 AERODROME METEOROLOGICAL OBSERVATION AND FORECAST STUDY GROUP (AMOFSG) TENTH MEETING Montréal, 17 to 19 June 2013 SUMMARY OF DISCUSSIONS 1. HISTORICAL 1.1 The tenth meeting of the Aerodrome Meteorological Observation and Forecast Study Group (AMOFSG) was held at the Headquarters of the International Civil Aviation Organization (ICAO) in Montréal, Canada, 17 to 19 June 2013. 1.2 The meeting was opened by Mr. Greg Brock, Chief of the Meteorology Section of the Air Navigation Bureau of ICAO, who extended a warm welcome to all the participants. Mr. Brock emphasized that this tenth meeting of the AMOFSG was likely to be the last of the group prior to the convening of an ICAO Meteorology (MET) Divisional Meeting in July 2014, to be held in part conjointly with the Fifteenth Session of the World Meteorological Organization (WMO) Commission for Aeronautical Meteorology (CAeM-XV). For this reason, Mr. Brock underlined the need for the group to work efficiently during its three days of deliberations, with a strong emphasis placed on determining whether proposals arising from each of the topics to be addressed were of sufficient maturity so as to reduce or eliminate entirely the need for significant further work and/or a meeting ahead of the MET Divisional Meeting. 1.3 The names and contact details of the participants are listed in Appendix A . Mr. Bill Maynard was elected Chairman of the meeting. The meeting was served by the Acting Secretary of the AMOFSG, Mr. Greg Brock, Chief, Meteorology Section. 1.4 The meeting considered the following agenda items: Agenda Item 1: Opening of the meeting; Agenda Item 2: Election of Chairman; Agenda Item 3: Adoption of working arrangements; Agenda Item 4: Adoption of the agenda; (41 pages) AMOFSG.10.SoD.en.docx AMOFSG/10-SoD - 2 - Agenda Item 5: Aerodrome observations; Agenda Item 6: Forecasting at the aerodrome and in the terminal area and ATIS requirements; Agenda Item 7: Deliverables; Agenda Item 8: Any other business; and Agenda Item 9: Closure of the meeting. -
Soaring Weather
Chapter 16 SOARING WEATHER While horse racing may be the "Sport of Kings," of the craft depends on the weather and the skill soaring may be considered the "King of Sports." of the pilot. Forward thrust comes from gliding Soaring bears the relationship to flying that sailing downward relative to the air the same as thrust bears to power boating. Soaring has made notable is developed in a power-off glide by a conven contributions to meteorology. For example, soar tional aircraft. Therefore, to gain or maintain ing pilots have probed thunderstorms and moun altitude, the soaring pilot must rely on upward tain waves with findings that have made flying motion of the air. safer for all pilots. However, soaring is primarily To a sailplane pilot, "lift" means the rate of recreational. climb he can achieve in an up-current, while "sink" A sailplane must have auxiliary power to be denotes his rate of descent in a downdraft or in come airborne such as a winch, a ground tow, or neutral air. "Zero sink" means that upward cur a tow by a powered aircraft. Once the sailcraft is rents are just strong enough to enable him to hold airborne and the tow cable released, performance altitude but not to climb. Sailplanes are highly 171 r efficient machines; a sink rate of a mere 2 feet per second. There is no point in trying to soar until second provides an airspeed of about 40 knots, and weather conditions favor vertical speeds greater a sink rate of 6 feet per second gives an airspeed than the minimum sink rate of the aircraft. -
Performance Evaluation of Misting Fans in Hot and Humid Climate
Building and Environment 45 (2010) 2666e2678 Contents lists available at ScienceDirect Building and Environment journal homepage: www.elsevier.com/locate/buildenv Performance evaluation of misting fans in hot and humid climate N.H. Wong*, Adrian Z.M. Chong Department of Building, School of Design and Environment, National University of Singapore, 117566 Republic of Singapore article info abstract Article history: Singapore experiences a hot and humid climate throughout the year. This in turn results in heavy reli- Received 3 March 2010 ance on mechanical systems especially air-conditioning to achieve thermal comfort. An alternative would Received in revised form be the use of evaporative cooling which is less energy intensive. Objective and subjective measurements 14 May 2010 were conducted at an experimental setup at the National University of Singapore (NUS) to evaluate the Accepted 27 May 2010 thermal conditions and thermal sensations brought about by misting fans. Field measurements were also conducted at food centres in Singapore to determine if they are coherent with the objective and Keywords: subjective measurements conducted. Analysis of objective and subjective data showed that the misting Misting fan fi Evaporative cooling fan was able to signi cantly reduce the dry-bulb temperature and thermal sensation votes. This is fi Singapore consistent with eld measurements taken, where regression analysis showed that with the misting fan, Hot thermal neutrality can be obtained at a higher outdoor effective temperature (ET*). However, the Humid reduction in temperature comes at the expense of higher relative humidity which results in consistently greater biological (bacterial and fungal) pollutants being enumerated from samples collected under the misting fan system. -
CALIFORNIA STATE UNIVERSITY, NORTHRIDGE FORECASTING CALIFORNIA THUNDERSTORMS a Thesis Submitted in Partial Fulfillment of the Re
CALIFORNIA STATE UNIVERSITY, NORTHRIDGE FORECASTING CALIFORNIA THUNDERSTORMS A thesis submitted in partial fulfillment of the requirements For the degree of Master of Arts in Geography By Ilya Neyman May 2013 The thesis of Ilya Neyman is approved: _______________________ _________________ Dr. Steve LaDochy Date _______________________ _________________ Dr. Ron Davidson Date _______________________ _________________ Dr. James Hayes, Chair Date California State University, Northridge ii TABLE OF CONTENTS SIGNATURE PAGE ii ABSTRACT iv INTRODUCTION 1 THESIS STATEMENT 12 IMPORTANT TERMS AND DEFINITIONS 13 LITERATURE REVIEW 17 APPROACH AND METHODOLOGY 24 TRADITIONALLY RECOGNIZED TORNADIC PARAMETERS 28 CASE STUDY 1: SEPTEMBER 10, 2011 33 CASE STUDY 2: JULY 29, 2003 48 CASE STUDY 3: JANUARY 19, 2010 62 CASE STUDY 4: MAY 22, 2008 91 CONCLUSIONS 111 REFERENCES 116 iii ABSTRACT FORECASTING CALIFORNIA THUNDERSTORMS By Ilya Neyman Master of Arts in Geography Thunderstorms are a significant forecasting concern for southern California. Even though convection across this region is less frequent than in many other parts of the country significant thunderstorm events and occasional severe weather does occur. It has been found that a further challenge in convective forecasting across southern California is due to the variety of sub-regions that exist including coastal plains, inland valleys, mountains and deserts, each of which is associated with different weather conditions and sometimes drastically different convective parameters. In this paper four recent thunderstorm case studies were conducted, with each one representative of a different category of seasonal and synoptic patterns that are known to affect southern California. In addition to supporting points made in prior literature there were numerous new and unique findings that were discovered during the scope of this research and these are discussed as they are investigated in their respective case study as applicable. -
Manuscript Was Written Jointly by YL, CK, and MZ
A simplified method for the detection of convection using high resolution imagery from GOES-16 Yoonjin Lee1, Christian D. Kummerow1,2, Milija Zupanski2 1Department of Atmospheric Science, Colorado state university, Fort Collins, CO 80521, USA 5 2Cooperative Institute for Research in the Atmosphere, Colorado state university, Fort Collins, CO 80521, USA Correspondence to: Yoonjin Lee ([email protected]) Abstract. The ability to detect convective regions and adding heating in these regions is the most important skill in forecasting severe weather systems. Since radars are most directly related to precipitation and are available in high temporal resolution, their data are often used for both detecting convection and estimating latent heating. However, radar data are limited to land areas, 10 largely in developed nations, and early convection is not detectable from radars until drops become large enough to produce significant echoes. Visible and Infrared sensors on a geostationary satellite can provide data that are more sensitive to small droplets, but they also have shortcomings: their information is almost exclusively from the cloud top. Relatively new geostationary satellites, Geostationary Operational Environmental Satellites-16 and -17 (GOES-16 and GOES-17), along with Himawari-8, can make up for some of this lack of vertical information through the use of very high spatial and temporal 15 resolutions. This study develops two algorithms to detect convection at vertically growing clouds and mature convective clouds using 1-minute GOES-16 Advanced Baseline Imager (ABI) data. Two case studies are used to explain the two methods, followed by results applied to one month of data over the contiguous United States. -
Assessing and Improving Cloud-Height Based Parameterisations of Global Lightning Flash Rate, and Their Impact on Lightning-Produced Nox and Tropospheric Composition
https://doi.org/10.5194/acp-2020-885 Preprint. Discussion started: 2 October 2020 c Author(s) 2020. CC BY 4.0 License. Assessing and improving cloud-height based parameterisations of global lightning flash rate, and their impact on lightning-produced NOx and tropospheric composition 5 Ashok K. Luhar1, Ian E. Galbally1, Matthew T. Woodhouse1, and Nathan Luke Abraham2,3 1CSIRO Oceans and Atmosphere, Aspendale, 3195, Australia 2National Centre for Atmospheric Science, Department of Chemistry, University of Cambridge, Cambridge, UK 3Department of Chemistry, University of Cambridge, Cambridge, UK 10 Correspondence to: Ashok K. Luhar ([email protected]) Abstract. Although lightning-generated oxides of nitrogen (LNOx) account for only approximately 10% of the global NOx source, it has a disproportionately large impact on tropospheric photochemistry due to the conducive conditions in the tropical upper troposphere where lightning is mostly discharged. In most global composition models, lightning flash rates used to calculate LNOx are expressed in terms of convective cloud-top height via the Price and Rind (1992) (PR92) 15 parameterisations for land and ocean. We conduct a critical assessment of flash-rate parameterisations that are based on cloud-top height and validate them within the ACCESS-UKCA global chemistry-climate model using the LIS/OTD satellite data. While the PR92 parameterisation for land yields satisfactory predictions, the oceanic parameterisation underestimates the observed flash-rate density severely, yielding a global average of 0.33 flashes s-1 compared to the observed 9.16 -1 flashes s over the ocean and leading to LNOx being underestimated proportionally. We formulate new/alternative flash-rate 20 parameterisations following Boccippio’s (2002) scaling relationships between thunderstorm electrical generator power and storm geometry coupled with available data. -
January 2, 2020 Notices to Airmen
U.S. Department of Transportation Federal Aviation Administration NOTICES TO AIRMEN Domestic/International January 2, 2020 Next Issue January 30, 2020 Notices to Airmen included in this publication are NOT given during pilot briefings unless specifically requested by the pilot. An electronic version of this publication is on the internet at http://www.faa.gov/air_traffic/publications/notices Air Traffic Products and Publications Team NOTICES TO AIRMEN - January 2, 2020 Part 2. INTERNATIONAL NOTICES TO AIRMEN Notices to Airmen International GENERAL This part features significant international notices to airmen (NOTAM) information and special notices. The information contained in the International Notices to Airmen section is derived from international notices and other official sources. International notices are of two types: Class One International Notices are those NOTAMs issued via telecommunications. They are made available to the U.S. flying public by the International NOTAM Office (Washington, DC) through the local Flight Service Station (FSS). Class Two International Notices are NOTAMs issued via postal services and are not readily available to the U.S. flying public. The International Notices to Airmen draws from both these sources and also includes information about temporary hazardous conditions which are not otherwise readily available to the flyer. Before any international flight, always update the International Notices to Airmen with a review of Class One International Notices available at your closest FSS. Foreign notices carried in this publication are carried as issued to the maximum extent possible. Most abbreviations used in this publication are listed in ICAO Document DOC 8400. Wherever possible, the source of the information is included at the end of an entry. -
Aerodrome Actual Weather – METAR Decode
Aerodrome Actual Weather – METAR decode Code element Example Decode Notes 1 Identification METAR — Meteorological Airfield Report, SPECI — selected special (not from UK civil METAR or SPECI METAR METAR aerodromes) Location indicator EGLL London Heathrow Station four-letter indicator 'ten twenty Zulu on the Date/Time 291020Z 29th' AUTO Metars will only be disseminated when an aerodrome is closed or at H24 aerodromes, A fully automated where the accredited met. observer is on duty break overnight. Users are reminded that reports AUTO report with no human of visibility, present weather and cloud from automated systems should be treated with caution intervention due to the limitations of the sensors themselves and the spatial area sampled by the sensors. 2 Wind 'three one zero Wind degrees, fifteen knots, Max only given if >= 10KT greater than the mean. VRB = variable. 00000KT = calm. 31015G27KT direction/speed max twenty seven Wind direction is given in degrees true. knots' 'varying between two Extreme direction 280V350 eight zero and three Variation given in clockwise direction, but only when mean speed is greater than 3 KT. variance five zero degrees' 3 Visibility 'three thousand two Prevailing visibility 3200 0000 = 'less than 50 metres' 9999 = 'ten kilometres or more'. No direction is required. hundred metres' Minimum visibility 'Twelve hundred The minimum visibility is also included alongside the prevailing visibility when the visibility in one (in addition to the 1200SW metres to the south- direction, which is not the prevailing visibility, is less than 1500 metres or less than 50% of the prevailing visibility west' prevailing visibility. A direction is also added as one of the eight points of the compass.