"private" wrote in message
news:8Wyhe.1356992$6l.528407@pd7tw2no...
I can't help you with terrain but

When the local FSS were closed NavCan recognized that the briefers
in the
centers may lack the local knowledge that the local FSS had
provided. A
project to gather this local knowledge for briefer training lead to
the
production of weather manuals for each of the weather regions.
These
manuals are available on their website. The general weather chapter
seems
to be common to each manual.

for weather manuals

http://www.navcanada.ca
click english
under flight operations
click local weather manuals

for aviation weather

http://www.navcanada.ca
click english
under flight operations
click aviation weather web site
click route data tab(my favorite) or local data tab

Blue skies to all

snip

Bull's-eye!! Anyone interested should go back and read my questions
about local terrain and weather and then check this out. Here's an
example:
Northwestern Ontario is a vast area, much of which lies on the gently
inclining,

rocky and forested terrain of the Canadian Shield. A myriad of lakes
cover the region

and pilots flying it for the first time often find it disorienting,
saying that after a period

of time "it can all start to look the same." Broad sections of the
Shield are also subject

to cloud development under conditions of upslope flow and, while much
of the

terrain is low in elevation, cloud can engulf power lines and
communication towers

perched atop the higher hills making them difficult to see.

A north or northwest flow is upslope across much of this region, and
at Pickle Lake

this is also true for winds out of the west. Winds from these
directions can often generate

broken cloud cover in the absence of larger scale weather systems.
This is frequently

the case in late summer or early winter when prevailing winds begin to
favour

the west or northwest and moisture is still freely available from open
water. In addition,

because of upslope, this region is often slow to clear following the
passage of

frontal systems under a west or northwest flow.

Lake effect convection and precipitation is common to the lee of some
of the larger

lakes where wind direction favours airflow over longer fetches of open
water. This

is most pronounced in the late summer and early winter. Lake effect
convection can

cause marked reduction in local ceilings and visibility, due to
showers. Local reports

of one half mile to one quarter mile visibility in lake effect snow
showers occur relatively

frequently and these conditions can persist over several hours.

Thunderstorms, on average, occur 15 to 20 times per season. They
commonly

develop throughout the summer, peak in frequency during July, and
rarely occur outside

the period between May and September.Widely spaced air mass
thunderstorms

are common, however, more organised lines of thunderstorm activity
often accompany

the passage of cold fronts.

Fog does make an appearance but usually only reduces visibility to
less than half a

mile 2 or 3 times per month. The occurrence of fog is higher in late
summer and early

winter while lakes and rivers remain open and much less frequent after
freeze up.

Radiation fog is the most common, often generating poor visibility
within a few hours

of sunrise, and rarely lasts until the afternoon. Ice fog will
sometimes occur near these

communities in the winter, developing from moisture associated with
chimney smoke

that forms into ice crystals under cold, calm conditions. Aircraft
engine exhaust can

also quickly trigger local ice fog development and temporarily
restrict airport visibility,

until ice crystals gradually settle out.

Blowing snow is not a common occurrence but does occur with greater
frequency

at some of the more exposed sites, like Big Trout Lake.

Based on the above information, I will definitely try and fly the last
leg on a second day in order to be rested. There is a plethora of
applicable information at these links.
Much obliged, Private.



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