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#51
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I use FSS virtually every flight. I have them check all of the TFRs and
NOTAMs for me, and they provide a second source of weather information and most importantly interpretation. They also can tell me about older PIREPS. I still use FliteStar to print the weather, but in each telephone briefing I almost always have a couple of questions that I can't answer from the DUATs output. |
#52
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A month or so ago I was flying from Austin, TX to Hunstville, AL. The
briefer described a big weather system using the town names, or waypoints, or whatever they are. I asked is it sitting over East Texas and Louisiana. Yes. I asked how far north I had to go to avoid it. He gave me a waypoint to head for, north, and then a turn east. Changed the original flight plan, glanced at the weather map when I got to the FBO, making sure the new route looked good and headed out on an uneventful flight. I still don't know where 4 of the 5 waypoints of the original weather description are. Not an issue. Michael "Tom S." wrote in message ... "Michael 182" wrote in message news:JEHeb.655738$uu5.107349@sccrnsc04... You're missing the point. Of course we can all read a map. The point is to get the appropriate info *and* save time in briefings, not extend it by proving our map reading abilities. "Tom S." wrote in message ... If you're that bad at reading a map, especially a map for the area you're flying in, I dare say you should be grounded. And the "appropriate info" concerning weather (especially wide spread conditions) is graphically positioned...how? If you're trying to bypass a front, how far would you have to go if you don't know the area you're in/transiting? How would you know how to proceed? |
#53
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"Michael 182" wrote in message news:doXeb.482176$cF.167798@rwcrnsc53... A month or so ago I was flying from Austin, TX to Hunstville, AL. The briefer described a big weather system using the town names, or waypoints, or whatever they are. I asked is it sitting over East Texas and Louisiana. Yes. I asked how far north I had to go to avoid it. He gave me a waypoint to head for, north, and then a turn east. Changed the original flight plan, glanced at the weather map when I got to the FBO, making sure the new route looked good and headed out on an uneventful flight. I still don't know where 4 of the 5 waypoints of the original weather description are. Not an issue. Michael Geography challenged? :~) |
#54
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Tom S. wrote:
So when they say "...a front moving over the Front Range of the Rockies, extending from Cheyenne to Colorado Springs...", what reporting station(s) are they referring to? Cheyenne is on the list of reference points, but Colorado Springs isn't. Is that an actual quote from an area forcast? Certainly, in an area forcast, they'll refer to major geographical featuers such as quadrants of states, large mountain chains, or oceans to give you a general idea of the area. But, I've never seen a specific location mentioned to define the location of a front or the corners of a airmet/sigmet area which wasn't on the official list. Here's the current area forecast for Boston Center: SYNOPSIS...LOW PRES OVR NRN NY WILL APCH NRN ME THRU 18Z. CDFNT ALG PLB-SAX-ORF LN WILL CONT EWD OVR ERN ME THRU CNTRL PTN CSTL WTRS THRU 15Z. BTR I translate that as: Low pressure over northern New York State will approach norther Maine through 18Z. Coldfront along Plattsburgh-Sparta-Norfolk line will continue eastward over eastern Maine through central portion of coastal waters through 15Z. BTR are the initials of the forecaster. The specific locations mentioned (PLB, SAX, ORF) are all on the approved list. The other locations are all vague things like "coastal waters" and states. BTW, the great lakes are all treated like pseudo-states (LO = Lake Ontario, LE = Lake Erie, etc). |
#55
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#56
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Well .. I hope my butt is covered. I had a FSS guy tell me at a seminar
that DUATS has what they have. And the published ones are at: http://www1.faa.gov/NTAP/ So far it's worked. A call to FSS enroute will check the area ahead. And Center is a big help. I can plug my laptop into my cellphone at stops and update the info. If the weather is complex then a call is certainly in order prior to flight. "Ron Natalie" wrote in message m... "Roger Tracy" wrote in message ... I look at ADDS and WeatherTap. Then I get a DUATS briefing and print it out. That takes care of the legal requirement. And DUATS is a good reference. If I need to file (IFR or VFR) I file it on DUATS. Other than a bit after 9/11 while things were in turmoil .. I seldome talk to FSS. It's still in turmoil. You're well advised to continue to overburden the system by calling up to see if there are any new TFR's frequently to cover your ass. |
#57
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"Roger Tracy" wrote in message ... Well .. I hope my butt is covered. I had a FSS guy tell me at a seminar that DUATS has what they have. Well he's incorrect. And the published ones are at: http://www1.faa.gov/NTAP/ The Published ones aren't so much of a problem. |
#58
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The FSS is the most common way to NOT get NOTAMS.
Which is the point. Sometimes I don't want to get NOTAMS. I want the ones pertinent to my flight, and the ones that might end up pertinent to my flight. But I don't want the three hundred seventy two others. Jose -- (for Email, make the obvious changes in my address) |
#59
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#60
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wrote in message ... I'm sure that's true with a TRACON. But, doesn't the center have a data person that works with the FSS? The Center has a D position, whether there's a person there or not is another matter. In the case of KBIH, I recall someone in the Air Traffic Division at the WP Region saying they didn't remote ZOA to the KBIH RCO because the center didn't want that link. The Center turned down direct pilot/controller communications in favor of a relay through FSS? I find that rather hard to believe. |
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