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get the services you need. Check the
CFS for where you can obtain it.
Some FBOs have access to a private
system based on DUATS computer
terminals. Again, check the CFS for
availability, but you can also get it at
home on your own computer.
ATIS (Automatic Terminal Information
Service) is typically broadcast on a
VOR frequency at major
aerodromes (you can use it as an ID
on instrument rides), although it may
have its own channel. You should
listen to it and take down the details
before you contact ATC.
Weather 145
NDB stations are used to broadcast
Transcribed Weather Broadcasts (TWB),
which may also contain NOTAMs.
VOLMET is usually transmitted
over HF for long-distance flights
(North Atlantic and Arctic for
Canada), but can be found
elsewhere. It consists of long
readouts of TAFs and METARs in a
sequence, so if you miss the
aerodrome you want, just wait for it
to come round again.
Otherwise, you may find:
The GFA
The Graphic Area Forecast was
introduced in April 2000. It’s not
one, but a series of six charts
(actually, three sets of two) showing
the most probable weather below
24,000 feet amsl at a particular time
for a particular region, which could
be Arctic, Yukon-Northwest Territories,
Nunavut, Pacific, Prairie, Ontario-Quebec
and Atlantic. There is one for the
ocean West of the Arctic, but you
only get that if you ask for it. They
are issued 4 times a day, about ½
before the periods they relate to,
which are 0000, 0600, 1200 and 1800
UTC, so expect to see 24 pieces of
paper across your desk in the course
of a day. One GFA will therefore
consist of 6, which is what you will
get in the exam.
The period covered is 12 hours for
each issue, with an IFR outlook for
another 12 under the comment box,
although it's possible that new charts
will have been issued. If amended,
they will have the letters CCA for
the first revision, CCB for the
second, and so on, in the first line of
the title box.
As mentioned, you will get three sets
of two, for the start, middle and end
of the period. Of each group, one
will show clouds and weather, whilst
the other shows what you might
expect in terms of icing, turbulence
and freezing level.
Naturally, over a fax line from a
flight service station, all you will get
is black and white, and probably not
very readable at that, but colour ones
are available from NAV Canada, at
www.navcanada.ca/flight/.
The Charts
Below is a clouds and weather chart:
This one is for icing and turbulence:
146 Canadian Professional Pilot Studies
When asked to check the weather at
a certain time (it will usually be near
the end of the period), don't do the
computations from the first GFA
chart, but the one just before the
time required. Get used to making
deductions, as a typical question
might ask for the conditions in a
descent just when the edge of a
cloud area is over the destination, so
brush up your interpolations.
The chart is split into several areas:
·  The information box (the big one
on the left) has the pictures.
·  In the title box at the top right is
the chart name, based on the
GFA domain, with the type of
chart, underneath which are the
issue and valid times.
·  A limited supply of symbols is in
the legend box, with a scale in
nautical miles.
·  The comments box contains any
the forecaster cares to make.
·  The IFR Outlook is a summary
for the 12 hours afterwards.
Points to note (for exams):
·  Heights are above sea level,
unless noted otherwise, and in
hundreds of feet. Only base and
tops of clouds are given.
Scalloped areas indicate
organised clouds.
·  Visibility is given only when
below 6 statute miles. Over that,
it is shown as P6SM.
·  Wind is given only above 20 kts,
or gusts 30 kts or more.
·  All fronts are included, as are
highs and lows. As with normal
weather maps, isobars are 4 mb
apart. There will be an arrow
with a number next to it,
showing the direction and speed
of movement (on the exam,
don't just deduce it from the
first chart – look at all the charts
before answering a question
about this). The letters QS
mean Quasi-Stationary where
movement is less than 5 kts.
·  Use the abbreviations in TAFs
　
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