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  #11  
Old 12-10-2018, 07:02 AM
scottd scottd is offline
 
Join Date: Nov 2018
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Quote:
Originally Posted by scsmith View Post
Wow, Carl, thanks for posting that. I use Skew-T all the time, but there is way more here in the fine print than I knew.

Thanks
One of the problems with some of the "free" tutorials you can get on the Internet is that they are not presented from a pilot's perspective. That's why as a CFI I created my own 3 hr program and went on the road and taught a weekend workshop to pilots for over a decade. You need to understand how to read the diagram with respect to things like cloud tops, icing, turbulence, thunderstorm potential, non-convective LLWS, etc. It's really hard to find this kind of information all in one place. So I spent about 2,000 hours and created my own. There's a right way and wrong way to teach this to pilots.
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  #12  
Old 12-10-2018, 07:05 AM
scottd scottd is offline
 
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Originally Posted by jbDC9 View Post
I was thinking the same; to steal a line from Blazing Saddles, that looks like authentic frontier gibberish to me!
LOL! Once you unlock its secrets, you won't want to leave home without it! In a single diagram you can drill down and analyze every form of adverse weather that pilots care about. Pretty amazing stuff.
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  #13  
Old 12-10-2018, 07:08 AM
scottd scottd is offline
 
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Quote:
Originally Posted by Steve Melton View Post
I wish I knew Skew-T... need more help. It's always been a mystery. Post some more.
The real reason I use the Skew-T diagram isn't to unlock its mysteries, instead, I use it as a canvas to teach pilots about weather. In order to learn how to use the diagram, you need to understand (well) the basic principles of weather...what causes turbulence, what causes icing, what causes non-convective LLWS, etc. And after the class, you not only understand how to use the diagram, but you secretly have learn a ton about weather.
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  #14  
Old 12-10-2018, 07:35 AM
scottd scottd is offline
 
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Originally Posted by rocketman1988 View Post
My point is still that the level of intensity is still subjective; extreme turbulence in a 172 is quite different than in a 747...

At work, they are trying to integrate some of the newer aircraft's technology, ie acceleration sensors, to quantify, objectively, levels of turbulence...hope they get it working. It work give a much more accurate indication of turbulence level than relying on each individuals perception...
Even better, GPS occultation is one of the promising technologies for determining that turbulence is present.
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  #15  
Old 12-10-2018, 11:21 AM
dtw_rv6 dtw_rv6 is offline
 
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Location: Martinsville, IN
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I saw a brief presentation at Oshkosh last summer. It?s definitely a Swiss Army knife that I want to learn more about.

Don
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  #16  
Old 12-10-2018, 09:47 PM
Tommy123 Tommy123 is offline
 
Join Date: Jul 2018
Location: Naples fl
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Quote:
Originally Posted by rocketman1988 View Post
I always wonder about the ?extreme turbulence? pireps.

By definition, this means that ?the aircraft is practically impossible to control and may cause structural damage?.

Granted this is a subjective thing but I?m curious if this pilot wrote the airplane up for potential structural damage...

The problem is most folks have never experienced that kind of turbulence, so there really isn?t a common frame of reference to decide what is moderate, severe, or extreme....
Yes if a airplane wrote up extreme turbulence at the airlines there would be a fleet of ambulances waiting and a trip to the hangar.
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  #17  
Old 12-11-2018, 07:53 AM
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maniago maniago is offline
 
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Location: Bowie MD
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Pilotworkshops introduced a Skew-T lesson series. I just finished it about 2 weeks ago. Not plugging their product, but I found it way full of good info, but pilot oriented, not weather guy oriented. Takes you from zero to Skew-T hero - its 3hrs long but took me about 2 weeks to go thru, sitting by the fire pit with a beer. So much info, I had to go back to various modules and take notes once I started to get the gist. I'll probably go back thru the whole thing again cause I never catch the significance of specific comments until I'm done with something....I look at the charts often now, and get a good sense of whats going on along a specific route. Good news is that once you buy it you own it for life, so you can go back and review what you forgot.....

It was worth it for me anyway......

------
Oh, haha on me, I see Scott Dennstaedt posted above. He wrote the Skew-T series that Pilotworkshops now plugs......no I'm not a plant, and no I dont know Scott....and no I didnt read all the above comments before I posted.....
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Last edited by maniago : 12-11-2018 at 08:07 AM.
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  #18  
Old 12-11-2018, 09:33 AM
Charlie Sisk Charlie Sisk is offline
 
Join Date: Oct 2018
Location: Willis Texas
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I have gone through almost all the training videos Scott has on the site. Learned a ton of things. Still go back every now and then to refresh. I?m still no expert by any means but wwwaaaaaayyyyy further along the curve than when I started.
In my opinion, this has improved my safety much more than the piles of money I have stuck in backup systems....backup instruments, alernators, battery?s, etc.
Charlie
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  #19  
Old 12-13-2018, 05:09 PM
cccjbr6 cccjbr6 is offline
 
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Location: Birmingham, AL
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I bought Scott's skew T course on CD probably 10 years ago and I still dust it off from time to time to review It is like new technology. I can understand and use about 10% of its capability. But that 10% is mighty helpful- finding the layers, freezing levels, cloud bases and tops, and instability.
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  #20  
Old 12-14-2018, 05:29 AM
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Steve Melton Steve Melton is offline
 
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OK, I need a Christmas study course. How to get Scott's Skew-T course?
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