No single detail procedure can be outlined that is applicable to the planning of all IFR flights. However, the basic elements of preflight action are common to all flight-planning problems, irrespective of the simplicity or complexity of the factors affecting the safe and orderly conduct of the flight. This chapter deals with the computations, sources of aeronautical information, and weather information used in preparation for flight under Instrument Flight Rules.
Your first exercise in flight planning may seem unnecessarily time-consuming and discouraging as you plod through computer operations and a mass of information in search of data relevant to your flight. With practice in the preparation of flight logs, you will become increasingly handy with the computer and familiar with the contents of the appropriate flight planing documents. The exercise that follows later in this chapter lists the steps involved in preparing for a typical IFR flight. At each stage of the exercise, the applicable regulations, charts, and other sources of information are listed.
You should study AC 00-6A, AVIATION WEATHER, to obtain a basic knowledge of weather fundamentals and refer to AC 00-45B, AVIATION WEATHER SERVICES for information about the weather service in general and the details of interpreting and using reports, forecasts, weather maps, and prognostic charts. Many of the charts and tables in AC 00-45B apply directly to flight planning and inflight decisions.
Computer Operations
The amount of computer work necessary to plan an IFR flight depends
on a number of factors, including flight plan requirements, weather, type
of aircraft, route, ATC services available, and airborne equipment. Your
flight plan will require airspeed, time, and fuel estimates normally derived
by means of any one of many types of navigation computers.
Pilots are sometimes tempted to be careless about these estimates
on the assumption that weather forecasts, routes, and altitudes are subject
to change and therefore not worth the time spent on detailed and careful
computer operations. If you are tempted to make haphazard "guestimates,"
bear in mind that it is easier to revise a well-organized flight plan that
to improvise in the air. Accurate flight-planned estimates reduce your
enroute workload and provide greater safety in the event of enroute emergencies.
In addition, weather conditions can keep you preoccupied enough with aircraft
control, navigation, and coordination with Air Traffic Control without
the added burden of inflight attention to computations overlooked or ignored
during preflight planning. The more adverse the weather, the more thorough
must be your preparation.
As an applicant for the instrument rating, it is assumed that you understand the wind triangle, possess an acceptable navigation computer, and are thoroughly familiar with the instructional booklet that accompanied it at the time of purchase. By use of your computer, you should be able to determine:
1. Altitude change in a certain period of time when the rate
of climb or rate of descent is given.
2. Time between two points when groundspeed and distance are
given.
3. Density altitude when pressure altitude and temperature are
given.
4. True altitude when indicated altitude, pressure altitude,
and outside air temperature are given.
5. Groundspeed and track when true heading, true airspeed, and
wind are given.
6. Wind when true heading, true track, true airspeed, and groundspeed
are given.
7. Total fuel consumed when time and rate of fuel consumption
are
given.
8. Rate of climb in feet per minute when groundspeed and required
climb in feet per mile are given.
Sources of Flight Planning Information
In addition to the Enroute Charts, Area Charts, and Instrument Approach Procedure Charts discussed in Chapter X, the FAA publishes the AIRMAN'S INFORMATION MANUAL, AIRPORT/FACILITY DIRECTORY, GRAPHIC NOTICES AND SUPPLEMENTAL DATA, and NOTICES TO AIRMEN (CLASS II) for flight planning in the National Airspace System. Each of these publications is revised on a periodic schedule. The revision cycle is based on the relative stability of the different types of information presented. For availability, see "Supplementary Reference Material" in the Appendix of this handbook.
Because these publications are for all airspace users, much of the information applies to flight operations of no more than casual interest to the student instrument pilot familiar with only typical light plane equipment. For example, "OMEGA," "LORAN," and "CONSOLAN" relate to navigation systems normally of concern only to pilots of sophisticated civil and military aircraft. Specific other information may be important to you only under occasional or rare circumstances. In this category are "Ground-Air Visual code for Use by Survivors" and "ADIZ Procedures."
The sections of the AIRMAN'S INFORMATION MANUAL applicable to VFR as well as IFR operations, contain basic operational information especially helpful to inexperienced pilots and those "rusty" on current procedures. Descriptions, diagrams, and general discussions about airport lighting and marking, altimeter settings, radar services, approach lighting systems, and navigation facilities help to clarify these important elements of aeronautical knowledge. Of more immediate importance for the planning and conduct of instrument flights are such listings as "Special Notices," "VOR Receiver Check Points," and "Preferred IFR Routes," found in the AIRPORT/FACILITY DIRECTORY. A review of the contents of all the publications listed above will help you determine which material is useful for frequent or occasional reference. As you become more familiar with these publications, you will be able to plan your IFR flights quickly and easily.
Preferred IFR Routes are designed to provide for the systematic flow of air traffic in the major terminal and enroute environments. The AIRPORT/FACILITY DIRECTORY lists the preferred routes from the major terminals alphabetically, to other major terminals in the airspace system. Although this routing is not mandatory, filing via preferred routes has obvious advantages. Flight planning is simplified because of the probability that the route filed will be approved by ATC. Further, the clearance for a flight via SID and preferred route is in brief form, eliminating the complicated route descriptions familiar to instrument pilots.
Since the preferred routes provide for the most efficient flow of traffic in and out of terminal areas, route changes and traffic delays are minimized. For example, when planning a flight from New Orleans, La., to Dallas, Texas, you find several possible routes shown on the two Low Altitude Charts to be used. A check of the low altitude preferred routes listed shows this entry (Fig. 13-1).
Figure 13-1.
NEW ORLEANS METRO AREA
Dallas Walker V114N AEX V114 GGG V94 SCY
SCY296 Seago 0000-2359
The preferred route is Walker V114N AEX V114 GGG V94 SCY SCY 296
Seago. Since this preferred route begins with the fix Walker, and ends
with the fix Seago, your aircraft may be routed to and from these fixes
via a SID, radar vectors, or a STAR. The effective time for the route is
from 0000 to 2359 GMT. By thorough study of the navigation and communications
data appropriate to your selected route, you avoid uncertainty and confusion
during IFR departures from busy terminal areas.
The GRAPHIC NOTICES AND SUPPLEMENTAL DATA contains a tabulation
of Area Navigation (RNAV) Routes, Military Refueling, Tracks, and areas,
Parachute Jumping Areas, Terminal Area Graphics, and other information
that is not subject to frequent change.
The NOTICES TO AIRMEN (CLASS II) contains NOTAMs which are considered essential to safe flight as well as supplemental data affecting the AIRMAN'S INFORMATION MANUAL, AIRPORT/FACILITY DIRECTORY, and the GRAPHIC NOTICES AND SUPPLEMENTAL DATA. It also includes current FDC NOTAMs, which are regulatory in nature, issued to established restrictions to flight, or to amend charts or published instrument approach procedures.
The AIRPORT/FACILITY DIRECTORY contains information on airports, communications, navigational aids, instrument landing systems, VOR receiver check points, IFR preferred routes, FSS/Weather Service telephone numbers, ARTCC frequencies, part-time control zones, and various other pertinent, special notices essential to air navigation.
If your preliminary check of weather indicates marginal conditions, the facilities and services available at your destination will determine whether or not you can complete your flight. For complete instrument approach and landing data, refer to the "Instrument Approach Procedure Charts."
As your flight progresses from sector to sector, you will be advised of the frequency to be used and when the frequency change is required. If your communications equipment is limited, the limitations should be specified in your flight plan. For example, if you have 90 channel capability (118.0 - 126.9 MHz), enter "VHF T/R 90 ch." under "Remarks" on your flight plan. This entry tells ATC that your flight enroute can be controlled directly by the centers on Sector Discrete Frequencies below 127.0 MHz.
If your equipment includes only the standard FSS VHF frequencies, enter this limitation on your flight plan so that the ARTCC will communicate to you through Flight Service. This information not only facilitates enroute communications; it also affects the separations standards (radar vs nonradar) applied to your flight. The use of radar separation minimums requires instantaneous interference-free controller-to-pilot communications.
Notices to Airmen (NOTAMs)
In addition to the basic flight information found in the publications already discussed, you will be interested in the current information concerning the National Airspace System. This information is distributed in the form of NOTAMS which have been previously described on pages 194 and 195 of this handbook. For further details, refer to the AIRMAN'S INFORMATION MANUAL.
Flight Planning Problem
The flight planning exercise presented here is not intended as an inflexible procedure for the instrument pilot to follow. Many factors affect the sequence of your preflight activity and the content of your flight log entries. For example, the preflight time and inflight attention to fuel consumption are minor problems for a 1-hour IFR flight in an aircraft with 5 hours of fuel aboard, as compared with fuel management problems in a jet aircraft on maximum range IFR flight to a destination where the weather is just above minimums. In the first instance, your fuel problem involves only routine inflight checks on fuel consumption for subsequent planning purposes and the usual management of the aircraft fuel system. In the second case, there is little or no margin for error, either in preflight computations or enroute record.
The low-time instrument pilot can benefit from experience in the use of all the facilities and sources of information available. Through experience you will find a reliable basis for adapting planning methods to operational needs. The professional corporation pilot familiar with the proposed route and terminal facilities may be concerned primarily with weather and loading data. Other professional pilots limit their preflight computations to those necessary for the IFR flight plan (estimated true airspeed, estimated time enroute, and fuel on board). Then they prepare a tentative flight log suitable for quick and continuous inflight computations and revisions. Regardless of their experience and differences in planning methods, they overlook no detail that might invite unnecessary inflight problems.
The following problem involves preparation for an IFR training flight from Fort Worth, Texas (Meacham), to Oklahoma City, Oklahoma (Wiley Post). An instrument approach is planned at Wiley Post. The problem begins with the preliminary check with the weather forecaster and ends with the completed flight plan.
Although the 8 steps and the flight log may need adapting to your
particular operational needs, they include the aeronautical knowledge applicable
to an IFR flight in controlled airspace. Since the FAA written tests for
the Instrument Rating are based on comparable problems, the exercise will
assist you in preparing for the tests. Each step discussed in the preflight
action is related to the appropriate Federal Aviation Regulations and sources
of information related to the planning procedure.
Aircraft equipment, performance and operating data, weight and
balance information, and weather reports and forecasts are included. The
Enroute Low Altitude Chart Segment on the last page of this handbook applies
to this exercise. For completion of this exercise and further practice,
you will need, in addition to the chart segment supplied in this handbook,
the following "tools of the trade.":
1. Airman's Information Manual;
2. Airport/Facility Directory;
3. Notices to Airmen (Class II);
4. Graphic Notices and Supplemental Data;
5. Aviation Weather, AC 00-6A;
6. Aviation Weather Services, AC 00-45B; and
7. A navigation computer.
AIRCRAFT DATA - FASTFLIGHT N5432K
The aircraft is a 5- to 7-place twin-engine "Fast-flight" typical of various light twins in current use. It is appropriately equipped for instrument flight and has the following radio equipment:
One L/MF receiver
One automatic direction finder (ADF)
Dual VHF receivers (both with frequency range 108.0 - 117.95
MHz) with omni heads of the three-element type (course selector, course
deviation indicator, and TO/FROM indicator), and instrument landing equipment
(ILS localizer and glide slope receivers).
One marker beacon receiver.
Two 360 channel transceivers (range 118.0 - 135.95 MHz).
DME
Transponder
EMPTY WEIGHT - As equipped, 4,940 lbs.
MAXIMUM ALLOWABLE GROSS WEIGHT. - 7,000 lbs.
OIL CAPACITY - 10 gallons (5 gal./engine).
USABLE FUEL -
Main, 156 gal.
Aux., 67 gal. (38.5 gal. in each of 2 aux.).
FUEL CONSUMPTION - 40 gal./hr. (20 gal./hr./engine).
BAGGAGE COMPARTMENT - See Weight and Balance information.
CALIBRATED AIRSPEEDS -
Climb...................... 145 knots
Cruise..................... 165 knots.
Approach................... 110 knots.
Stall...................... 85 knots.
ALTITUDES - All flight altitudes will be in terms of MEAN SEA
LEVEL (MSL) unless otherwise specified.
RADIO CALL - Fast flight 5432K.
DE-ICING EQUIPMENT - Aircraft is equipped with propeller anti-icing,
and wing, and vertical and horizontal stabilizer de-icers.
COMPASS CORRECTION CARD -
FOR (MH)
0 30 60 90 120 150 180 210 240 270 300 330
STEER (CH)
1 30 58 90 122 153 179 210 240 272 300 330
Preflight Action
As you proceed with the preflight steps, refer to the flight logs and the sources listed within the parentheses. Step 1, for example, refers you to (a) Federal Aviation Regulations, which specify what checks are REQUIRED and (b) AVIATION WEATHER, AC 00-6A and AVIATION WEATHER SERVICES, AC 00-45B, which explain the meaning of the weather information.
STEP 1. PRELIMINARY WEATHER CHECK. Regardless of how good the current weather looks in your departure area, you may save planning time by making use of forecast services well in advance of your expected departure time. Usually, a detailed forecast is accurate for about 6 hours in advance. Beyond 24 hours, only general weather outlooks are possible. It is therefore important to know the types of forecasts available, their filing times, and their valid times. Familiarization with weather service facilities as you plan practice IFR flights in VFR weather conditions is excellent preparation for all-weather flying capability. (FAR 91. AVIATION WEATHER, AC 00-6A, AVIATION WEATHER SERVICES, AC 00-45B, and the weather data at the end of this chapter.)
STEP 2. TENTATIVE ROUTE(S) TO DESTINATION AND ALTERNATE(S). If possible, choose preferred routes and select more than one alternate if weather is marginal. Start preparation of flight log (Fig. 13-2). (FAR 91.83(a)(5) {§ 91.83 recodified to § 91.153}; Enroute Chart(s); AIRMAN'S INFORMATION MANUAL; AIRPORT/FACILITY; NOTICES TO AIRMEN (CLASS II); Winds Aloft Forecasts.)
a. PROPOSED ALTITUDE. This will depend on factors such as aircraft performance and equipment, winds aloft, freezing level, turbulence, cloud tops, and minimum instrument altitudes. (FAR 91.119 {§ 91.119 recodified to § 91.177}; FAR 91.121(a) {§ 91.121 recodified to § 91.179} and (b).)
b. ROUTE AND CHECK POINTS. A study of Enroute Low Altitude Chart L-13 indicates that direct BPR and V17 is an appropriate route from Fort Worth to Oklahoma City since no preferred route is listed. Enroute check points which can be used are Bridgeport VORTAC, Bowie Intersection, Duncan VORTAC, and Alexx Intersection. (FAR 91.123 {§ 91.123 recodified to § 91.181}; Enroute Low Altitude Chart segment inside back cover.)
c. TRUE OR MAGNETIC COURSES. The courses entered on the sample flight log are true courses. Some pilots reference their computations to true direction; others to magnetic. If you start with magnetic direction in your computations, winds aloft data must be corrected for variation; if you use winds aloft as reported or forecast (true direction/knots), magnetic courses shown on the chart must be corrected for variation.
d. DISTANCES. The first leg (32 NM) entered on the flight log is measured from the departure airport (Meacham) to the first enroute fix, Bridgeport VORTAC. Although you can expect a handoff to Oklahoma City Approach Control for a vector to Wiley Post, the entries shown in Figure 13-2 are adequate for flight planning purposes. Your flight plan will supply ATC with the necessary route data in the event of radio communications failure.
e. COMMUNICATIONS/NAVIGATION FREQUENCIES. You may wish to list the VOR frequencies and radials used to establish intersections in the "Reporting Frequencies" column. You may also use this column to note the frequencies as ATC assigns them enroute. It is a good idea to record the ARTCC Sector Discrete Frequencies for each Center involved in your flight. For this flight, you should record 126.0 - Blue Mound, 135.6 - Wichita Falls, and 128.3 - Oklahoma City. (FAR 91.125. {§ 91.125 recodified to § 91.183})
STEP 3. CURRENT INSTRUMENT APPROACH PROCEDURE CHARTS FOR -
a. Meacham (for the possibility of an emergency return after
takeoff).
b. Wiley Post.
c. Alternate airport (Ardmore Municipal). (FAR 91.83 {§
91.83 recodified to § 91.153}; 91.116 {§ 91.116 recodified to
§ 91.175}; Approach Charts appropriate to your aircraft equipment.)
Figure 13-2. Flight log entries.
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STEP 4. CURRENT INFORMATION ON FACILITIES AND PROCEDURES RELATED TO YOUR FLIGHT, INCLUDING -
a. AIRPORT/FACILITY DIRECTORY. Check airport conditions, including
lighting, obstructions, and other notations under "Airport Remarks." Also,
check services at destination and alternate.
b. NOTICES TO AIRMEN (CLASS II). Check FDC NOTAMs in addition
to other information listed.
STEP 5. CONTACT FLIGHT SERVICE STATION IN PERSON OR BY TELEPHONE FOR PREFLIGHT BRIEFING. Refer to page 194 for details concerning the information provided by FSSs during a pilot preflight briefing. (FAR 91.5 {§ 91.5 recodified to § 91.103}; current AIRMAN'S INFORMATION MANUAL; AVIATION WEATHER, AC 00-6A;
AVIATION WEATHER SERVICES, AC 00-45B; weather data at the end of this
chapter.)
STEP 6. COMPLETE THE FLIGHT LOG (Fig. 13-3) TO INCLUDE:
a. True airspeed, wind data, groundspeed.
b. Estimated time enroute.
c. Estimated time between check points.
d. Fuel required.
On the completed flight log (Fig. 13-3), note that the enroute times are computed to the tenth of a minute. In actual practice, the figures are rounded off. Note also that the groundspeed (166 knots) from Meacham to BPR VORTAC is computed on the basis of the winds aloft at 3,000 feet for DAL (210° at 16 knots) and an assumed average temperature of +8° Celsius. The other true airspeed values are based on 165 knots CAS and on the temperatures given in the winds aloft data for the flight planned altitudes. The only estimated arrival time is logged at BPR VORTAC; the other ETAs are added enroute.
The fuel REQUIRED is computed as follows, based on an average
consumption of 40 gph:
Gallons
a. Enroute fuel (FTW-OKC).................... 39.2
b. Fuel to alternate......................... 18.5
c. 45-minute reserve......................... 30.0
d. 10-minute additional allowance for
approach at PWA........................... 6.6
Total required......................... 87.7
(FAR 91.23 {§ 91.23 recodified to § 91.167}; Aircraft Flight Handbook data in this chapter; weather data for wind forecasts.)
STEP 7. COMPUTE WEIGHT AND BALANCE. To the empty weight and oil data given, enter weights for pilot, instructor, and fuel. Assume 196 gallons total fuel load. The moments are derived from the weight and balance chart (at the end of this chapter), and the minimum and maximum moments (shown under "limits" in the following table) are interpolations between 6,500 and 6,550 pounds.
(FAR 91.31 {§ 91.31 recodified to § 91.9}; Aircraft Flight
Handbook data; Pilot's Weight and Balance Handbook, AC 91-23A.)
Pounds Moment/1,000
Empty weight................... 4,940
854.8
Oil............................
75 15.0
Pilot and Instructor...........
340 32.0
(standard weight = 170 lbs.)
Fuel (156 gal. main tank)......
936 175.0
Fuel (20 gal. each aux.).......
240 43.0
Totals....................... 6,531
1,119.8
Limits. - Minimum 1093 (1092.96)
Maximum 1139 (1138.96)
STEP 8. COMPLETE THE FLIGHT PLAN (FAA Form 7233-1) and file with FSS at least 30 minutes before estimated departure time (Fig. 13-4).
Figure 13-3. Completed flight log.
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Instrument Weather Flying
Your first flight under instrument conditions - like your first solo, first night flight, and first simulated instrument flight under the hood - will probably involve some normal apprehensions.
Notwithstanding your temperament, quality of your training, and the thoroughness of your flight planning, the decision to fly under instrument conditions is a commitment for which you ALONE are responsible. What affects your decision to go ahead with an IFR flight or to wait out a weather change for VFR conditions? Your instructor will probably elaborate on the following considerations affecting your judgment.
Flying Experience. The more experience, the better - both VFR and IFR. Night flying promotes both instrument proficiency and confidence. Progressing from night flying under clear, moonlit conditions to flying without moonlight, natural horizon, or familiar landmarks, you learn to trust your instruments with a minimum dependence upon what you can see outside the aircraft. The more VFR experience you have in terminal areas with high traffic activity, the more capable you can become in dividing your attention between aircraft control, navigation, communications, and other cockpit duties.
The greater your total experience, the greater the number of unexpected situations you have behind you, the fewer surprises you can expect ahead. If you have had the benefit of instrument instruction under instrument weather conditions as well as under the hood, you may have noted that weather flying seemed routine to the instructor. This is the mark of a professional; the unusual is routine because the professional expects it and is ready for it before it happens.
Figure 13-4. Flight plan entries.
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Recency of experience is an equally important consideration. You may not act as pilot-in-command of an aircraft under IFR or in weather conditions less than VFR minimums unless you have met the requirements of FAR 61.57. Remember, these are minimum requirements. Whether they are adequate preparation for YOU is another question.
Airborne Equipment and Ground Facilities. Here again, regulations
specify MINIMUM equipment for filing an IFR flight plan. It is your own
responsibility to decide on the adequacy of your aircraft and NAV/COM equipment
for the conditions expected. A single-engine, well-equipped aircraft in
excellent condition and flown by a competent pilot is obviously safer under
instrument conditions than a twin, superbly equipped and in perfect condition,
in the hands of a reckless or ill-prepared pilot. Whether your aircraft
is single-engine or multiengine, its performance limitations, accessories,
and general condition are directly related to the weather, route, altitude,
and ground facilities pertinent to your flight, as well as to the cockpit
workload you can expect.
Weather Conditions. Departure, enroute, arrival, and alternate
weather items that should be checked out before determining weather conditions
are within your capabilities. Turbulence, icing, and ceiling/visibility
at your destination and alternate should be evaluated in terms of their
effect on your aircraft, route and altitude, and the cockpit workload that
you can safely handle.
IFR flying is a team effort, using a network of facilities manned
by many people. Your instrument rating puts you on this team, making air
safety your responsibility also.
Weather Data
SA 111800
ADM M5 OVC 2R-F 185/49/46/1106/008
FTW M3 OVC 2R-F 169/54/49/1115/003
OKC E3 OVC 2R-F 185/47/45/1208/008
TUL E50 OVC 8 205/50/36/1308/014
PNC E15 OVC 5F 194/48/46/1210/010
AVIATION WEATHER REPORTS
(SA)
* * * * * *
* * * * * *
DFW FA 111240
13Z FRI-07Z SAT.
OTLK 07Z-19Z SAT.
NM OK TX AND CSTL WTRS...
HGTS ASL UNLESS NOTED...
SYNS...LO PRES TROF ALG DHT-MRF LN MOVG EWD 15 KTS TO A END-DRT LN BY 07Z. WRM FNT LRD-PSX-60 S BPT LN MOVG SLOLY NWD TO A BWD-ACT-LFK LN BY 07Z.
SIGCLDS AND WX...
TX AND OK E OF TROF AND N OF WRM FNT...
CIGS FQTLY BLO 1 THSD VSBY BLO 3 MI IN R-F. TOPS LYRS 200. CONDS SLOLY
IMPVG BCMG CIGS 15-20 OVC VRBL BKN TOPS 150 BY 21Z. SCTD RW LWRG VSBY TO
1 MI. RW TOPS 250.
OTLK...MVFR CIG RW.
TX E OF TROF AND S OF WRM FNT AND CSTL WTRS...
CIG 15-25 OVC TOPS 120. VSBY 3-5FH. CONDS BCMG 25-30 BKN VRBL SCT TOPS
120 By 18Z.
OTLK...MVFR CIG FOG.
TX W OF TROF AND NM...
100-150 SCT 250 SCT.
OTLK...VFR.
ICG...LGT TO MDT MXD ICGICIP ABV FRZG LVL. FRZG LVL 80 NRN NM NRN OK SLPG TO 125 EXTRM S TX.
AREA FORECAST
(FA)
* * * * * *
* * *
ADM 111515 C10 OVC 3R-F CHC C3X 1R-F. 18Z C12 OVC 4-F. 01Z
C8 OVC 2L-F. 09Z IFR CIG LF..
FTW 111515 3 SCT C8 OVC 2 1/2R-F 1310 SCT V BKN CHC C3 OVC.
18Z 10 SCT C14 OVC 1312 VRBL C10 2R-F. 04Z C20 BKN 3210
BKN V SCT. 09Z VFR..
OKC 111515 C5 OVC 1L-F CHC C12 OVC 3-F. 18Z C15 OVC 4F CHC
2R-. 22Z C20 BKN 100 BKN LWR BKN V SCT. 04Z 100 SCT
C250 BKN. 09Z IFR CIG LF..
TUL 111515 C30 OVC 6F SLGT CHC C10 OVC 2F. 18Z C20 BKN 100
BKN CHC C12 OVC 3R-F. 03Z C10 OVC 3L-F. 09Z MVFR
CIG LR..
PNC 111515 C50 OVC CHC C3X1F. 18Z C20 OVC 4F CHC C12 OVC 2R-F.
23Z C20 BKN 100 BKN LWR SCT V BKN. 04Z 100 SCT C250 BKN.
09Z VFR..
TERMINAL FORECASTS
(FT)
* * * * * * * * *
* *
FDUS1 KWBC 111740
DATA BASED ON 111200Z
VALID 120000Z FOR USE 1800-0300Z. TEMPS NEG ABV 24000
FT 3000 6000 9000 12000 18000 24000
DAL 2116 2419+07 2321-01 2223-06 2438-21 2253-33
OKC 0907 1205+05 1406-01 1612-07 1820-21 1927-33
WINDS AND TEMPERATURES ALOFT FORECAST
(FD)
* * * * * * * * *
* *
DFW WA 111735
111735-112335
AIRMET BRAVO 4. FLT PRCTN. OVR OK AND TX AND CSTL WTRS
GENLY E AND N OF A AMA-BWD-GLS LN DUE CIGS BLO 10 VSBY
BLO 3 MI. IMPVG FM W BUT CONTG BYD 2335Z.
AIRMET
(WA)
* * * *********
Weight and balance table
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