Severe Weather Flying , livre ebook

Aviation Supplies & Academics, Inc. - Dennis Newton

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123 pages

English

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At the outset of Severe Weather Flying, author Dennis Newton reminds readers that this book is not about flying in severe weather, but rather how to detect and therefore avoid it, with advice on how to escape it if you become caught in it accidentally. Newton is a meteorologist, weather research pilot, engineering test pilot, ATP, and flight instructor. He speaks pilot-to-pilot in this valuable guide on how not to fly severe weather. He believes that given the knowledge, pilots can truly lessen their chances of being caught in thunderstorms and other extreme weather conditions.The emphasis is on types of weather that are potentially hazardous to flight; with each type of weather discussed, the author provides rational answers to a pilot's very sensible question, "And then what? How does this affect me?" He also discusses the capabilities and limitations of airplanes and equipment in avoiding and in dealing with severe weather.Meteorology can be a tough "language" and not always clear to the lay person. The author translates and brings across the most crucial principles pilots can use to fly more wisely in weather. Covering weather fundamentals, the atmosphere, and the stability of the air, he then digs deeper into the individual aspects of severe weather situations: air mass and nocturnal thunderstorms, downbursts, lightning, icing, turbulence and wind shear.In print for more than 30 years, this book in its Fourth Edition blends in good coverage of detection equipment for the cockpit, and the weather briefing information available to the pilot for decision-making in flight planning - even the enroute phase. Details on aircraft icing certification, critical aircraft icing information, and high altitude ice crystals are also included.

Informations

Publié par	Aviation Supplies & Academics, Inc.
Date de parution	26 janvier 2018
Nombre de lectures	0
EAN13	9781619544154
Langue	English
Poids de l'ouvrage	2 Mo

Informations légales : prix de location à la page 0,0900€. Cette information est donnée uniquement à titre indicatif conformément à la législation en vigueur.

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Severe Weather Flying Fourth Edition by Dennis W. Newton
Aviation Supplies & Academics, Inc. 7005 132nd Place SE Newcastle, Washington 98059-3153 Email: asa@asa2fly.com www.asa2fly.com
© 2016 Aviation Supplies & Academics, Inc.
All rights reserved. Reproduction or use without express permission of the publisher, of editorial content, in any manner, is prohibited. No patent liability is assumed with respect to the use of the information contained herein. While every precaution has been taken in the preparation of this book, the publisher assumes no responsibility for damages resulting from the use of the information contained herein.
Published 2002 by Aviation Supplies & Academics, Inc. Third Edition.
First hardcover edition published 1983, copyright Dennis W. Newton; Second edition 1991 by Aviation Supplies & Academics, Inc.
ASA-SWF-4-EB ISBN 978-1-61954-415-4
Portions of the Introduction and Chapters 1, 3, 4–6 and 9 previously appeared in “Thunderstorm!” The AOPA Pilot , June and July 1979; Chapter 7 in “The Downburst, Microburst and Other Severe Winds,” Business and Commercial Aviation (B & CA) , July 1983 and “Training for Wind Shear,” B & CA , August 1987; Chapters 7 and 15 in “Weather Technologies to Watch,” B & CA , February 1988; Chapter 8 in “Lightning Update,” B & CA , October 1988; Chapters 12, 14, and 15 in “Icing Update,” B & CA , October 1978; and Chapter 14 in “Icing Forecasts,” B & CA , March 1979; all articles listed here are by Dennis W. Newton.
Photo, illustration credits and acknowledgments: Figure 1-1, NOAA; Figures 5-3a and 5-3b, Dr. Bernice Ackerman; Figure 5-7, Lester M. Zinser; Figures 6-5 and 6-6, Bill Wood, Sperry Flight Systems; Figure 7-1, US Navy Approach; Figures 8-1 and 8-2, and 16-6, NASA; Figure 8-3, USAF; Figure 8-4, Wes Cowan, NTSB; Figure 14-1, Dr. Ron Smith; Figures 16-1, 16-2 and 16-3, provided by Eugene Hill, FAA National Resource Specialist for Environmental Icing; Figure 16-5, Wichita State University, Dept. of Aerospace Engineering; Figure 17-3, Cessna Aircraft Company.

Preface to the Fourth Edition
Welcome to the fourth edition of Severe Weather Flying . I’ll resist the temptation to wax poetic here as to my motives for writing this and only pause to tell those of you who read the earlier editions how much I appreciate your response to them. The book has never been out of print since 1983, and in all that time I have only ever seen three copies in used book stores and only a few online. I hope that means that people are finding it useful enough to hang onto.
While I hope that practically anyone interested in weather, or in flying for that matter, will be able to read this book and gain some knowledge and enjoyment from it, it is primarily a book written for pilots by a pilot. As any prudent person would probably guess, it is mostly a book about how not to fly severe weather. Anyone except a knowledgeable research pilot with all the necessary safety nets who deliberately launches into a severe weather situation has pulled away from the factory a few bricks short of a load. (The cynics among you will probably already have guessed that the research pilot exception is there to cover my own adventures. All research pilots are crazy except me and thee, and sometimes I wonder about thee?) While occasional careless exceptions are not unheard of, pilots as a group are sane, responsible people who do not put themselves, their passengers, or their airplanes deliberately at risk.
Seekers after some advice on what to do if caught in a severe weather situation, a totally different matter that can and does happen occasionally, will (I hope) not be disappointed. However, to paraphrase an old saying in the flying business, superior weather pilots are those who demonstrate their superior judgment and knowledge of severe weather by avoiding situations which might force them to demonstrate their superior skill. I hope that this book will be a little help in the knowledge department. The judgment, of course, you’ll have to supply for yourself.
In writing this book, from the first edition on, I have found myself caught on the horns of an age-old dilemma—to wit, how to characterize weather elements such as thunderstorm structures and stability, which are so complex that they defy characterization without resorting to mathematics or without so many except for’s and whereas’s that the thing degenerates into technical obscurities. Meteorologese is a language not readily translatable into everyday English. In addition, although my studies of meteorology have been extensive enough to earn a master’s degree in the subject from Penn State, which definitely do not come in boxes of cereal, I make no claim to possession of the revealed Truth about weather or anything else. Many details will be revised as a result of both current and future research, and many new lessons will be learned. However, if you let these obstacles be too much in your way, what you write is nothing. I have therefore taken the excellent advice of the ancient Roman philosopher who said that one should philosophize, but not too much. If one gets too nitpicky in presenting aviation weather—and particularly if one makes the all too common assumption (among weather guessers) that the pilot who doesn’t happen to be interested in a particular esoteric detail is just not capable of comprehending it—then the only people who listen are other meteorologists. That amounts to preaching to the choir and ignoring the congregation.
What I have chosen to do instead is basically the same thing that scientists since Archimedes have done when confronted with a physical phenomenon too involved to be easily swallowed in one gulp. I’ll resort to using more or less detailed conceptual models of the beast, which will help to explain it. Such models stand or fall not on whether they are literally Truth in a philosophical sense but on how useful they are in making decisions about the real-world occurrences being modeled. If you understand the model, and if that understanding lets you draw correct conclusions about the real thing, then the model has accomplished its purpose.
As a pilot who is writing for pilots (not as a meteorologist for whomever), when it comes to a choice of trying to draw a picture of the forest versus burying it in the trees, I will worry less about true in tedious detail than about useful . For example, in full knowledge that things are not really quite that straightforward, I will later make references to the thunderstorm models developed by the late Dr. Fred Bates of St. Louis University. They were excellent tools in understanding the processes at work in the atmosphere and the hazards they present when they were created in the 1960s, and they still are.
Will the details of any given thunderstorm differ from the model? Sure. The point is that the models are extremely useful from the pilot’s viewpoint because they portray the hazards understandably and clearly enough to make them avoidable. That, after all, is the object. Likewise, pilots who savvy the explanations of stability in this book will not be able to whip out their pocket calculators and estimate Richardson numbers or equivalent potential temperatures (which terms by the way, you have just seen for the last time in this book. Most such technical meteorological terms you will not find here at all). Does that mean the subject has been oversimplified? I hope not. Rather, I think it has been presented in a way appropriate to people who fly airplanes and will give them an insight into a whole big bag of weather tricks which they may not have had before.
This is a book not only about weather but also about airplanes and flying. While the emphasis is admittedly on types of weather that are potentially hazardous to flight, it is not a “cry-wolf.” With each type of weather discussed, I have attempted to come up with rational answers to the pilot’s very sensible question, So what? How much downdraft? How much wind shear? How much does the ice really weigh? Having done that, I have also taken a look at what the capabilities and limitations of airplanes and equipment are in avoiding and in dealing with severe weather. How much vertical gust is an airplane designed to take? What can really happen when an airplane takes a lightning strike? What does ice do to stall speeds? To drag? Questions of this type are too often responded to with admonitions instead of answers, such as, “more than you can handle and it’ll kill you dead as a doornail if you ever get near one of those things.” That’s what I mean by cry-wolf, and that’s counterproductive because it’s such an obvious exaggeration that it’s widely ignored. Pilots don’t have to be led around by the hand, and people who try to do that, however well-intentioned, at best accomplish nothing. At worst, they discredit themselves. In either case, when weather is presented in the worst possible light and it becomes the common experience of a pilot that there is no wolf, there are no effective words of warning left when the day finally comes that the wolf is really there. Pilots as a group are more than conservative enough to keep themselves safe if they are only given the facts, and that’s what I have done my best to do.
The world has changed in many ways since the previous edition was published. Again, as then, two of the most dramatic changes in the aviation world are the virtual implosion of the aviation manufacturing industry and the rise of the internet as the information resource of choice. When the third edition was published in 2003, for example, Mooney was bankrupt, Beech as well as the Hawker business jet line had become part of Ratheon, Canadair, DeHaviland and LearJet had been absorbed into Bombardier, the Israeli Aircraft Industries business jets were part of Gulfstream, North American Rockwell, McDonnell Douglas, and even the venerable Jeppessen