What to check prior to pattern work?

[UA-RESURRECTED]

Until now, the only thing I've been doing is checking local forecasts and listening to ASOS prior to each lesson. Now, my instructor has signed me off to fly solo in the pattern, and it's all up to me. Just wondering what kind of weather data I should be obtaining prior to each flight. Is a full weather-briefing necessary just for pattern work? Again, just wondering what specific sources I should be checking prior to pattern work.

Thanks.

 

[Ralgha]

If there was ever a good question to ask your flight instructor, this is it.

 

[Alex429595]

Normally, ones CFI would go over this with a student before sending them solo.

But assuming you simply forgot...

The surface analysis is a good place to start. It can answer the question "is the weather good, bad, or ok?" It can answer the question "Is the weather stable, getting better, or getting worse?" Of course, the only thing you can really do is make an educated guess, but once you get experience with the weather, your guesses become more accurate.

After examining the surface analysis, move on the the TAFs and METARs. Get your current weather with the METAR. Is it looking good? What about some surrounding airports? Checking those is a good way to gauge where the weather is good, and where it is not so good. Then check the TAF. This goes back to the same basic question, "Is the weather stable, getting better, or getting worse?" Compare you METARs against your TAFs, to see how accurate they are.

And always remember, forecasts are only so good->Never trust your life with them.

 

[b82rez]

weather channel

 

[Amish RakeFight]

Honestly, checking the METAR and TAF's should be fine if you intend on remaining in the pattern. Sometimes patterns can extend a few miles from the airport but never more than that. The METAR and TAF both cover areas of approximately 5 NM in radius.

You should also be mindful of the limitations your instructor has set in your logbook and be sure not to exceed them. Remember, the METAR is more or less an hourly obsevational report and can be outdated along with the ATIS. AWOS/ASOS are more up to the minute. TAF's are forecast models that predict the weather 24 hours ahead. This is just as important for your pattern work, as winds can shift and make landing difficult should a crosswind become a factor.

Since you are a student and will eventually begin leaving the pattern and going further away to the practice area, as well as x-try's in due time, you should get into the habit of checking all of the weather reports including obtaining an official weather briefing over the phone. Weather briefings over the phone can be a little overwhelming at first. The briefer can rattle off a lot of conditions and numbers which may be hard to absorb without having to have it repeated. After a while, you will develop an ability to copy this stuff down in your own shorthand and build mental pictures of the weather and where it might be trending. It's also important to practice obtaining the briefing on your own via the internet. It makes sense to get use to looking at the different types of charts and reports that are available so that you can look at them and understand whats going on very quickly. Many sites allow for an FAA or plain language interpretation of the briefing. At first, its good to have both to see that you're reading/interpreting them properly, but get used to the FAA short hand model.

Here's a good site for weather: www.aviationweather.gov
If you're an AOPA member, they have weather data as well on thier website.

The FAR's state that for IFR flights or flights not in the vicinity of an airport you must obtain current weather reports and forecasts, alternate airports if the flight cannot be completed as planned, any known ATC delays, runway lengths of all aiports of intended use and the takeoff and landing distances required.

 

[UA-RESURRECTED]

Guys thanks for the information. I didn't think a whole lot would be required for simple pattern work, but just wanted to be sure about this.

Thanks.

 

[sky37d]

Better sure than sorry.
That's why we have checklists. In addition to checks.

 

[big_al]

no offense to your instructor, but shouldn't they be telling you this prior to signing you off to fly solo?

 

[gkrangers]

If it is hot out and the density altitude is high, it doesn't hurt to do takeoff/landing roll calculations...even just as practice.

 

[UA-RESURRECTED]

no offense to your instructor, but shouldn't they be telling you this prior to signing you off to fly solo?

It's an imperfect world, I guess.

I received ground instruction from someone other than my instructor. Perhaps he assumed I already knew about all this stuff?

Anyway, it's my fault for not asking him about this today. I figured asking here was better than nothing.

 

[Metro752]

why is anyone seriously answering Mr. Unanswered.

It's obvious the answer he is looking for is to not tighten the fuel caps so they easily come off, and don't worry about that frayed alternator belt.

 

[User546]

I will typically do a search before.

METAR's - I check airports within about 50 miles from the West and North of me (as that typically is the direction weather travels where I live). I'm looking for wind speeds/directions, visibility, cloud heights. If there is a significant difference between the METAR at my home airport as opposed to an airport 50 miles to the west, I take note and will look a little further into the trend, and if I can expect it to get worse or not.

TAFs - Even if I'm just going out to some slam and go's for a couple hours, I always like to look at the TAF. Although it's not science, it will give you a good general trend to expect as the day goes on. It can atleast reveal if things are expected to be stable or unstable. I'm looking for wind shifts, directions, lowering visibility, lowering clouds, etc. If I notice that I'll file that away in the back of my head for note while flying to watch for any possible changing weather.

NOTAMs and TFRs - I can't believe no one has mentioned this one yet! TFRs are very important to check now a days, cause a President (or other entities) can pick up and move into your area with little or no notice. It's your responsibility to know this, and don't rely on hearing this kind of information on the ATIS either. If the Prez decides to show up in your town they'll typcially be a 30 mile TFR around where he's at, and that can get you in big trouble quick (even doing pattern work!).

PIREPs - I like to take a quick glance at PIREPs to see what other pilots are reporting out there right now. Main thing I'm looking for is turbulence reports, or wind shear information.

And thats about it really. Sounds like a lot, but once you get good at doing it, and get comfortable with reading and understanding the reports, this should be a couple minute ordeal, unless the weather is going down the tubes, then you'll need to spend a few more minutes taking in all other available information to make a safe decision. And no need to call FSS for the reports either, just use the available info online.

Remember, your PIC now even if your just in the pattern, so you have a huge responsibility in making all the proper decisions with all the available information you have. Don't take this responsibility lightly!

 

[User546]

Also, just as a suggestion for someone starting out.

Check the weather reports every day, even if your not flying, to give you lots of practice reading and understanding them. It'll also allow you to see different weather "on paper" then just the weather of a particular day you fly. Then most importantly, look outside and put a face to the text. This'll help you better identify what "Winds 210@18G25, Viz 5 miles, and OVC at 3,000" looks like.

Read the METARs, TAFs, Charts - Radar Summary, Wx Depiction, Surface Anaylsis, PIREPs, and Winds & Temps aloft.

If weather isn't looking clear and a million then ask yourself "Would I fly today if I was scheduled to?"

This practice will go a long way in helping you better understand the weather reports, and make you more comfortable at reading and understaning them when the time comes that the weather is marginal and you have to make the actual decision.

 

[NW_Pilot]

Until now, the only thing I've been doing is checking local forecasts and listening to ASOS prior to each lesson. Now, my instructor has signed me off to fly solo in the pattern, and it's all up to me. Just wondering what kind of weather data I should be obtaining prior to each flight. Is a full weather-briefing necessary just for pattern work? Again, just wondering what specific sources I should be checking prior to pattern work.

Thanks.

For pattern work go out side and look up at the horizon and turn around 360 degrees to see what it looks like! Anyway why you staying in the pattern? Go out and practice your maneuvers stalls steep turns, etc!

 

[Stifler's Mom]

Farmer's Almanac.

 

[DrewBlows]

NOTAMs and TFRs - I can't believe no one has mentioned this one yet! TFRs are very important to check now a days, cause a President (or other entities) can pick up and move into your area with little or no notice. It's your responsibility to know this, and don't rely on hearing this kind of information on the ATIS either. If the Prez decides to show up in your town they'll typcially be a 30 mile TFR around where he's at, and that can get you in big trouble quick (even doing pattern work!).

You beat me to it. I suggest that students call a flight service station specialist before every flight for just this reason. Plus they keep track of all the calls so your butt will be covered if something out of the ordinary happens. I think that the FSS have been privatized at this point (I'm not totally up on current events) but I used to call Lansing Flight Service Station directly from where ever I was in the country so they could log the call. I had a briefer tell me that the kept track of calls and the more they got the better in order to stay in business. Not sure how that worked out.

 

[Airway]

I have my students call Flight Service prior to every flight. Why not? Full WX brief and TFR/NOTAMS. Also other pertinent info about the airport and surrounding areas a METAR or TAF wouldn't tell you.

I suggest you do the same, since you're asking for advice. Ask your CFI about Flight Service (he might not have gotten to it with you because you haven't done X/C work yet. A lot of CFIs wait till that point). Do that and you'll be covering (most) of your bases in the weather arena.

 

[User546]

Here's a great FAA-ran website to help you check for all current TFR's, to save you a call to FSS. It also has a map you can click on and see graphically where all of them are in place (great for x-country planning):

http://tfr.faa.gov/tfr2/list.html

Also, I use this government ran website for checking all NOTAMs:

https://www.notams.jcs.mil/

 

[Stifler's Mom]

why is anyone seriously answering Mr. Unanswered.

I just realized his name is UnAnswered Resurrected. Too bad Tony C isn't around here anymore. I enjoyed watching the two of them go back and forth.

 

[sessman]

I call Flight Service for TFR notams for almost every flight now unless I know the Pres. is in another state. When I was learning I didn't, but the way TFRs pop up, I don't take any chances. Of course I live in Houston and you never know when he's going to show up a Ellington.

 

[Alex429595]

NOTAMs and TFRs - I can't believe no one has mentioned this one yet! TFRs are very important to check now a days, cause a President (or other entities) can pick up and move into your area with little or no notice. It's your responsibility to know this, and don't rely on hearing this kind of information on the ATIS either. If the Prez decides to show up in your town they'll typcially be a 30 mile TFR around where he's at, and that can get you in big trouble quick (even doing pattern work!).

Personally, I don't fly an airplane without calling FSS up, and its a habit for me to specifically inquire about TFRs when I am on the phone with them, every time. Its the one time you don't check that GWB rolls in and ruins your day.

 

[Amish RakeFight]

There will be times when a computer is unavailable or the FBO doesn't have a weather briefing room outfitted with monitors. Maybe just a sectional and phone.

It's good practice to also use FSS for this reason. Being able to develop a shorthand to jot down all ofthat info. in spit-fire fashion in an orderly way without havign to have everyhting repeated. Most FSS will provide the necessary information in an orderly way so that each tiem you call you will know what comes next and how to format the short hand.

It will also make you more conversant in weather and you can ask questions to clarify things you might not understand so well by checking weather on your own from the internet.

As I mentioned before , the FAA provides a plain language version of most written weather reports, but it sometimes leaves things out or omits the translation of some numbers, etc. This can be helpful in learning to decipher the coded text of reports.