chapters 3, 4, & 5

chapters 3, 4, & 5 - 1 P.5-2 The cause of this is due...

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Philip Allen Aviation Weather Bret Oleis 10-Sep-07 Chapter 3 1. P.3-2   2116.8 2. P.3-13  4,000 ft 3. Flight comp. 4800 ft 4. Flight comp. 5200 ft 5. P.3-11 700 millibars 9. P.3-5 This is a fragile instrument that has to be kept up right. Plus the toxicity  of  mercury is dangerous 13. P.3-4 Because the atmospheric pressure is pushing downward Chapter 4 4. P.4-4 030 @ 3 knots, 100 @ 20 knots gusting to 23 knots, no wind, variable  @ 5 knots, 190 @ 6 knots, and 210 @ 5 knots  5.
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1. KMEM 20003KT KGLH 12004KT KTUP 00000KT KGWO 05004KT KUTA 00000KT 2. Wind is 070 @ 15 3.        9.   P. 4-8 The surface rapidly cools down which creates high pressure and causes the  pressure      gradient to move to the sea. Then, when the air moves over the sea it warms  up again. Chapter 5
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Unformatted text preview: 1. P.5-2 The cause of this is due to the converging winds. These are caused by winds from 2 directions and meet over an area then when they meet the flow upward. 2. P.2-10 1,500ft = 68.75c 4. P.5-11 1) A,B,C 2) E 3)D 4) B 5) C 6. P.5-5 In the day time the heat is radiating off the surface creating turbulence because of the rise of air. At night the air become smooth because lifting action isn’t as strong. 8. P.5-7 The pilot is moving through a parcel of air that is unstable because the parcel is moving up because the hot air wants to rise. 10. 5-11 Altitude is increasing and temperature is decreasing so this means the air will be stable....
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This note was uploaded on 04/22/2008 for the course CAV 256 taught by Professor Olies during the Fall '07 term at Delta State.

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chapters 3, 4, & 5 - 1 P.5-2 The cause of this is due...

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