Aviation weather thread

Gaoth Laidir

As it's now winter and delays due to weather are on the increase, this could be a good place for any weather-related updates pertaining to aviation/airports.

Link to SIGMET map here. Select Layers to overlay satellite, winds, etc.


Eurocontrol post twice-daily weather updates and live delay info on this page
https://www.public.nm.eurocontrol.int/PUBPORTAL/gateway/spec/index.html

Jeppesen Weather
http://www.jeppesen.com/aviation/personal/aviation-weather.jsp#

Live Satellite with clickable Metars
http://www.ogimet.com/cgi-bin/gmsat2?lang=en

World METAR Map (clickable)
http://www.ogimet.com/gmetar_nav.phtml.en

Guide to decoding METARs and TAFs
https://irishweatheronline.wordpress.com/aviation-weather-a-guide-to-metars-and-tafs/

Current IR satellite



SigWX charts: charts showing areas of
●Strong jet stream winds (thick black lines with pennants (each worth 50 knots) and barbs (each worth 10 knots), with the Flight Level of the core marked (e.g. FL340 = 34,000 ft. Extra levels show the boundary of 80-knot winds)
●Clear-air Turbulence (CAT, numbered dashed areas, see legend for upper and lower levels),
●Areas of icing and turbulence (squiggly lines, with upper and lower levels. XXX means Below FL100),
●Tropopause heights (squared numbers, in FL), tropopause maxima and minima (pentagonal shapes)

00Z
http://brunnur.vedur.is/flugkort/PGDE14_EGRR_0000.PNG

06Z
http://brunnur.vedur.is/flugkort/PGDE14_EGRR_0600.PNG

12Z
http://brunnur.vedur.is/flugkort/PGDE14_EGRR_1200.PNG

18Z
http://brunnur.vedur.is/flugkort/PGDE14_EGRR_1800.PNG

Negative_G

Carnacalla wrote: »

Also to note Cork at the moment:
EICK 091930Z = Cork Airport, 09th Sept, 19:30 hours
30007KT= Wind 300 degrees 7 knots
0500= Visibility 500m
R17/1000U= RVR (Runway visual range) Runway 17 1000m up
R35/1100U= RVR (Runway visual range) Runway 35 1100m up
FG VV002= Fog, vertical visibility 200m
03/03= Temp 3c, Dewpoint 3c
Q0976= Air pressure 976hpa (Hector Pascals)
BECMG 3000 BKN003= Trend: Becoming vis 3000m, clouds broken at 300ft.

In terms of RVR and D, U and C:
D indicates downward trend.
U upward trend.
N no change.

This may change for example throughout the passage of a warm front.
From a piloting perspective, the wind speed and the dew point split will aid in discussion for approach planning.

The time of issue will also help decision making. The above example is at 1930Z (7.30pm), the dew point split is unlikely to increase heading into the night time, generally speaking in our climate at least.
However if it was in the morning, the dew point split is likely going to increase as the air temperature increases towards its diurnal maximum. This will result in the fog lifting and wind speed increasing, generally speaking.

Fog is unlikely to cause any delays where you have tightly spaced isobars. On the other hand, an area under the influence of a high pressure with the associated slack pressure gradient may experience issues in the early morning, or all day depending on humidity and dew point split.



From an Irish aviation point of view, Ireland is particularly complex compared to other areas of Europe.
The prevailing winds in Ireland generally come from a south westerly to westerly direction. This wind comes in from the Atlantic. Many of the weather systems that develop in the Atlantic happen to be low pressure systems.

Low pressure systems (also known as depressions) are areas where the pressure is relatively lower than the surrounding area. This results in the air movement on the earths surface moving toward the centre of the depression. As it reaches the centre from all directions it then rises upward toward the sky(imagine a funnel) where it will then move outward from the centre, the opposite of what happens on the surface. It converges at the surfaces and diverges at the top.

As the air mass moves across the surface it will pick up moisture until it becomes saturated, in other words, it cannot carry any more moisture. As the air mass rises, it becomes cooler as it moves away from the surface. Once the temperature (the actual temperature of the air) and the dew point (the temperature which causes the moisture laden air to freeze, which can vary depending on atmospheric conditions) are the same, this results in cloud formation.

You then have this moisture laden air which is steadily moving toward Ireland. Land mass is often warmer than the sea, particularly during the summer. As this moisture laden air mass moves toward Ireland the warm convection currents over land cause the moisture laden air mass to rise further into the atmosphere where it becomes colder and colder. The water droplets help in suspension condense (turn from gas to a liquid form) and become heavier until such time as they can no longer be held in suspension, and then fall as rain.

Thats a very simple view of why ireland receives so much rainfall and weather systems. The weather we experience mostly originates in the Atlantic and our prevailing wind means that Ireland and indeed France, the UK and Iceland often bear the worst as we are the first land mass in its path.
Of course there are other considerations such as stationary high pressures over mainland europe and greenland which can keep these depressions away from us and then you have to consider the different types of fronts which can form as part of these pressure systems, each bringing their own unique characteristics which are often observable from the ground.

Weather is a complex subject and getting a grasp of the basics can be difficult, it certainly was for me, but if you have more than a passing interest it can be rewarding. For the most part and in my own opinion, any local forecast more than 48/72 hours should not be relied upon except in the exceptional circumstances of a blocking high for example.

I have to laugh when I hear of the Donegal postman et al, predicting specific weather three months in advance. Pure codswallop and guess work.

Gaoth Laidir

Negative_G wrote: »

There is already a dedicated weather forum with many very informative posters who post regularly.

Any adverse weather which which has an impact on airline traffic is already discussed in depth, with links to external sites, in the FR24 & LiveATC threads.

Yes, I know, but the weather thread gets bogged down in all sorts of side discussions. This is purely for weather affecting flight operations. Maybe the title should be Aviation weather and delays thread.

For example, at one point on Wednesday I noticed that 53% of all delays in Europe were caused by weather. At the moment it's just 11%. The links above complement the FR24 and LiveATC threads and the thread in general can be a quick reference guide.

Gaoth Laidir

EFHK 03-09 –SN
ESSA 00-05 2000M SN
ENGM 00-00 –SN
EPWA 00-08 –SNRA
EGPH 02-08 300m FG FZFG
EGLL 00-10 tempo 300’
London area 16-22 +SHRA 20G30kts
Paris area 00-06 600m BCFG tempo 200m
LOWW 00-09 400M FZFG
LSZH 00-00 tempo -SN
LIML 03-08 400M FZFG
LDZA 00-12 300m FG 200’

smurfjed

EDIT: added image posted by smurfjed in a later post

Growler!!!

Gaoth Laidir wrote: »

EFHK 03-09 –SN
ESSA 00-05 2000M SN
ENGM 00-00 –SN
EPWA 00-08 –SNRA
EGPH 02-08 300m FG FZFG
EGLL 00-10 tempo 300’
London area 16-22 +SHRA 20G30kts
Paris area 00-06 600m BCFG tempo 200m
LOWW 00-09 400M FZFG
LSZH 00-00 tempo -SN
LIML 03-08 400M FZFG
LDZA 00-12 300m FG 200’

As I said to Carnacalla, the above means nothing to your average poster on here. You need to provide translations so everyone can learn from it, not just licensed individuals ( on their high horse:D)

Gaoth Laidir

Growler!!! wrote: »

Perhaps pm the mods before launching the thread? That way they can decide before it goes live?

Jeez, does every other thread that is opened get forensically dissected too?

As I said, maybe I should have titled it Delays thread, which in most, but not all, cases relates to weather delays. I see no other thread related to delays. The Eurocontrol link above covers all delays, network issues, etc. Relevant to many people here. Most people here will understand metars, etc. They may find this useful.

PukkaStukka

+1 for this thread.

I like aviation and meteorology, and this thread being a hybrid of the two is something I'd find interesting. There are a number of threads in this forum which I'd have shag all interest in, but hey it's not my place to dictate anything to those with an interest in these threads, nor stand in their way!

Live and let live as they say!

Pat Dunne

Gaoth Laidir wrote: »

EFHK 03-09 –SN
ESSA 00-05 2000M SN
ENGM 00-00 –SN
EPWA 00-08 –SNRA
EGPH 02-08 300m FG FZFG
EGLL 00-10 tempo 300’
London area 16-22 +SHRA 20G30kts
Paris area 00-06 600m BCFG tempo 200m
LOWW 00-09 400M FZFG
LSZH 00-00 tempo -SN
LIML 03-08 400M FZFG
LDZA 00-12 300m FG 200’

I would be interested in acquiring more of an insight to Aviation Meteorology. Perhaps you could you provide a translation, for us who are a less learned

JCX BXC

Pat Dunne wrote: »

I would be interested in acquiring more of an insight to Aviation Meteorology. Perhaps you could you provide a translation, for us who are a less learned

Based on what I know, (Which is still fairly little), the four letter codes like EGLL=London Heathrow are airport codes, ICAO codes, (SN= Snow, -SN= Light Snow +Snow= heavy snow) FG=Fog, FZFG=Freezing Fog,

BZ

Pat Dunne wrote: »

I would be interested in acquiring more of an insight to Aviation Meteorology. Perhaps you could you provide a translation, for us who are a less learned

Example: LIML 0300z to 0800z 400 metres visibility in freezing fog

Long Time Lurker

Loving this thread. Still learning. This ones helping.

JCX BXC

Also to note Cork at the moment:
EICK 091930Z = Cork Airport, 09th Sept, 19:30 hours
30007KT= Wind 300 degrees 7 knots
0500= Visibility 500m
R17/1000U= RVR (Runway visual range) Runway 17 1000m up
R35/1100U= RVR (Runway visual range) Runway 35 1100m up
FG VV002= Fog, vertical visibility 200m
03/03= Temp 3c, Dewpoint 3c
Q0976= Air pressure 976hpa (Hector Pascals)
BECMG 3000 BKN003= Trend: Becoming vis 3000m, clouds broken at 300ft.

Gaoth Laidir

From Eurocontrol

CB activity:
Ocnl CB act (top FL 260) :
EISN/DW, EGTT

Occasional Cumulonimbus with tops to FL260 (26,000 ft) in Shannon, Dublin and London FIRs.

STRONG WIND:
EGLL/KK/LC/GW/SS/BB/CC: 0000-1500 G 25-30 KT
LFPG/PO: 0000-1300 G 35 KT
EBBR: 0000-1500 G 28 KT
EHAM:0300-1200 G 30 KT
LPPR: 0000-1200 G 42 KT
LEPA: 0400-1300 G 37 KT
LEMD: 0300-2400 G 43 KT

e.g. Heathrow, Gatwick, London City, Luton, Stansted, Birmingham, Manchester. Midnight to 3 pm Sunday, wind gusting 25-30 kt.
LFPG=CDG, EBBR=Brussels, EHAM=Amsterdam, LPPR=Porto, LEPA=Majorca, LEMD=Madrid.
Depending on direction, winds could cause crosswind issues, especially if runways are wet.

LOW VISIBILITY/SN/ICING:
LIMC/L/E/F/PZ/PO: 0000-0700 400m FG
LOWW: 0900-1800 700m FG vv 001
LSZH: 0000-0800 1200m PRFG
EDDM: 0300-0900 1200m BCFG
EDDT: 0200-1000 800m FZFG
EPWA: 1000-1800 2000m SN

Tenger

Gaoth Laidir wrote: »

It's for the mods to decide. If this is a waste of time then close the thread and let's be done with it.

Let see how it goes. While we do have a weather forum this thread doesn't overlap hugely with other threads here (FR24 perhaps)
If this particular topic invites discussion then good. If it becomes 1-2 members posting weather reports each day then it will be locked.

kub

OP well done i think this is a great idea for a thread, for example if anyone was planning on flying in Europe over the next few days they would have an idea of the weather where they are heading too and this may help with plans and indeed issues with connections etc.

highlydebased

Excellent idea OP.

Negative_G

Seeing as this thread is going to persist, for the time being at least, it may be prudent to edit the first post and include an explanation including what charts signify, an explanation of what an ATIS is as well as what TAF and METAR's are and the frequency of their issuing. Likewise with explaining sig weather charts and the symbols you may encounter on these.

An EASA abbreviation decoder will greatly help peoples understanding.

The jeppesen intro section gives good nuggets of information but is probably a bit too in depth for most. Older versions of this are available online for free.

In my own experience most people don't understand what is to be expected with warm fronts, cold fronts, occlusions, isobars, trough lines, jet streams and pressure systems amongst everything else other than they appear as lines on the RTE weather amongst all the rain.

I would agree that if this is going to become a copy and paste of METARs with little or know explanation, it is a pointless exercise.

EDIT: As most weather discussion increases around significant weather an explanation of what a SIGMET is and how to break it down would also be beneficial.

Negative_G

Carnacalla wrote: »

Also to note Cork at the moment:
EICK 091930Z = Cork Airport, 09th Sept, 19:30 hours
30007KT= Wind 300 degrees 7 knots
0500= Visibility 500m
R17/1000U= RVR (Runway visual range) Runway 17 1000m up
R35/1100U= RVR (Runway visual range) Runway 35 1100m up
FG VV002= Fog, vertical visibility 200m
03/03= Temp 3c, Dewpoint 3c
Q0976= Air pressure 976hpa (Hector Pascals)
BECMG 3000 BKN003= Trend: Becoming vis 3000m, clouds broken at 300ft.

In terms of RVR and D, U and C:

D indicates downward trend.
U upward trend.
N no change.

This may change for example throughout the passage of a warm front.

From a piloting perspective, the wind speed and the dew point split will aid in discussion for approach planning.

The time of issue will also help decision making. The above example is at 1930Z (7.30pm), the dew point split is unlikely to increase heading into the night time, generally speaking in our climate at least.

However if it was in the morning, the dew point split is likely going to increase as the air temperature increases towards its diurnal maximum. This will result in the fog lifting and wind speed increasing, generally speaking.

Fog is unlikely to cause any delays where you have tightly spaced isobars. On the other hand, an area under the influence of a high pressure with the associated slack pressure gradient may experience issues in the early morning, or all day depending on humidity and dew point split.

lfc200

Negative_G wrote: »

In terms of RVR and D, U and C:

D indicates downward trend.
U upward trend.
N no change.

This may change for example throughout the passage of a warm front.

From a piloting perspective, the wind speed and the dew point split will aid in discussion for approach planning.

The time of issue will also help decision making. The above example is at 1930Z (7.30pm), the dew point split is unlikely to increase heading into the night time, generally speaking in our climate at least.

However if it was in the morning, the dew point split is likely going to increase as the air temperature increases towards its diurnal maximum. This will result in the fog lifting and wind speed increasing, generally speaking.

Fog is unlikely to cause any delays where you have tightly spaced isobars. On the other hand, an area under the influence of a high pressure with the associated slack pressure gradient may experience issues in the early morning, or all day depending on humidity and dew point split.

Thanks Negative_G, really interesting snippets of info there!

Negative_G

lfc200 wrote: »

Thanks Negative_G, really interesting snippets of info there!

No problem, if you want me to elaborate further I'll do my best to answer as best I can.

While predictable to a degree, the weather is far from an exact science in reality and does not often follow what the experts or textbooks might say. That's not to say that there isn't merit in the study that has been done but it is important to note that it can be incredibly difficult to predict accurately.

From an Irish aviation point of view, Ireland is particularly complex compared to other areas of Europe.

The prevailing winds in Ireland generally come from a south westerly to westerly direction. This wind comes in from the Atlantic. Many of the weather systems that develop in the Atlantic happen to be low pressure systems.

Low pressure systems (also known as depressions) are areas where the pressure is relatively lower than the surrounding area. This results in the air movement on the earths surface moving toward the centre of the depression. As it reaches the centre from all directions it then rises upward toward the sky(imagine a funnel) where it will then move outward from the centre, the opposite of what happens on the surface. It converges at the surfaces and diverges at the top.

As the air mass moves across the surface it will pick up moisture until it becomes saturated, in other words, it cannot carry any more moisture. As the air mass rises, it becomes cooler as it moves away from the surface. Once the temperature (the actual temperature of the air) and the dew point (the temperature which causes the moisture laden air to freeze, which can vary depending on atmospheric conditions) are the same, this results in cloud formation.

You then have this moisture laden air which is steadily moving toward Ireland. Land mass is often warmer than the sea, particularly during the summer. As this moisture laden air mass moves toward Ireland the warm convection currents over land cause the moisture laden air mass to rise further into the atmosphere where it becomes colder and colder. The water droplets help in suspension condense (turn from gas to a liquid form) and become heavier until such time as they can no longer be held in suspension, and then fall as rain.

Thats a very simple view of why ireland receives so much rainfall and weather systems. The weather we experience mostly originates in the Atlantic and our prevailing wind means that Ireland and indeed France, the UK and Iceland often bear the worst as we are the first land mass in its path.

Of course there are other considerations such as stationary high pressures over mainland europe and greenland which can keep these depressions away from us and then you have to consider the different types of fronts which can form as part of these pressure systems, each bringing their own unique characteristics which are often observable from the ground.

Weather is a complex subject and getting a grasp of the basics can be difficult, it certainly was for me, but if you have more than a passing interest it can be rewarding.

For the most part and in my own opinion, any local forecast more than 48/72 hours should not be relied upon except in the exceptional circumstances of a blocking high for example.

I have to laugh when I hear of the Donegal postman et al, predicting specific weather three months in advance. Pure codswallop and guess work.

Gaoth Laidir

I've updated the op with more info to help with deciphering the info provided.

smurfjed

This should help with the decoding.

JCX BXC

Wouldn't mind an ole +TSSNGR tbh.

highlydebased

SHRAGS is probably my favourite one- showers of rain and small hail

smurfjed

My favourite is CAVOK!

JCX BXC

smurfjed wrote: »

My favourite is CAVOK!

Ah but thats boring!

Gaoth Laidir

Carnacalla wrote: »

Ah but thats boring!

Not if you're a PPL waiting months for flyable weather!

JCX BXC

Gaoth Laidir wrote: »

Not if you're a PPL waiting months for flyable weather!

BFS is currently CAVOK, go there.

Gaoth Laidir

Plenty of SIGMETs (blue) issued for Iberia (Icing, Turbulence) and Italy (Turbulence).

Porto not the nicest TAF. Heavy thunderstorms this evening, with crosswinds gusting to 45 knots. Windshear already reported on all runways.

Link to map here. Select Layers to overlay satellite, winds, etc.

JCX BXC

Gaoth Laidir wrote: »

Porto not the nicest TAF. Heavy thunderstorms this evening, with crosswinds gusting to 45 knots. Windshear already reported on all runways.

The 19:30 AMD TAF only gives wind gusts up to 25kts with no thunderstorms.

Razor44

smurfjed wrote: »

This should help with the decoding.

Thanks for that smurfjed! Iv only ever had a ruff idea of them

Tenger

Thanks for the informative posts. I hope ye dont mind but I deleted the why/is it needed? debate from page 1. Also I edited posts on page 1 by smurfjed and Negative_G to include their very helpful posts from page 2. I thought it better to have that info on the first page for reference.

smurfjed

This is from a handy Ipad APP called Wx Charts from ProgAero. The chart is from FL240-630, so when they use XXX in these charts it signifies that the level of weather/icing/turbulence is below the chart bottom limit of FL240. It doesn't mean that it's below FL100.

The official blurb is this... Heights are indicated on SWH and SWM charts in flight levels (FL), top over base. When XXX is used, tops or bases are outside the layer of the atmosphere to which the chart applies.

smurfjed

Carnacalla wrote: »

Ah but thats boring!

I get paid the same for boring days as exciting days, and there is a lot less paperwork involved with boring days

Gaoth Laidir

At the moment, almost 8000 (49%) of the total delay minutes throughout the Eurocontrol network are due to weather (probably fog).

crosstownk

FWIW, there's a good app called Aero Weather that can help you learn the coded text. I've been using it for a while and I'm at the stage where I no longer need to use the decoded version. It's available for iPhone and I'd imagine it's also available on other platforms.

Here's a couple of screenshots:

Once you've selected the airports you want you can see a quick summary of all of them. They refresh when you pull down:



This is the weather info in raw format:


And when you tap the decoded button it shows the following:



So if you compare the raw and decoded you'll soon get an understanding of what the raw version means. Alternatively you could just be lazy and use the decoded version.......... but that wouldn't be in the spirit of A&A :pac:

smurfjed

Aeroweather is great, but have you dug into the meanings of codes like TEMPO?

Gaoth Laidir

I use the Metam app for Android, which is very similar and also has notams, SigWX, winds, satellite, etc.

JCX BXC

Gaoth Laidir wrote: »

At the moment, almost 8000 (49%) of the total delay minutes throughout the Eurocontrol network are due to weather (probably fog).

Can't assume that, ever! Usually Europe widespread fog is something we hear well about, and there's very little fog around in Europe in actual fact. Most of Poland has low vis (Mostly workable), and NCL in the UK has, but that's caused 1 diversion.

crosstownk

smurfjed wrote: »

Aeroweather is great, but have you dug into the meanings of codes like TEMPO?

As someone with just an interest rather than a career in aviation, I don't think I can say that I've 'dug' into any of it. I've probably just scratched the surface but I'd have a basic grasp of TEMPO, BECMG and few others. I often come across codes that I've seen before but need to look up as I forget some of those that appear infrequently but Google usually points me in the right direction if the decoded app data doesn't satisfy my curiosity.

I also use the app for up to date weather conditions like wind direction and speed for my own outdoor purposes.

Gaoth Laidir

Carnacalla wrote: »

Can't assume that, ever! Usually Europe widespread fog is something we hear well about, and there's very little fog around in Europe in actual fact. Most of Poland has low vis (Mostly workable), and NCL in the UK has, but that's caused 1 diversion.

Many airports in Germany, Baltic states and SE Europe had fog when I reported that earlier but I think de-icing was probably a large contributor to delays.

smurfjed

You might also like this one, look how complicated a simple term like TEMPO becomes...

Gaoth Laidir

Yes, the US format is very different but I prefer it as it gives a lot more information, such as actual temp/dewpoint, start and end times of precipitation, time of peak gust, lightning, cloud-types, etc.

crosstownk

smurfjed wrote: »

You might also like this one, look how complicated a simple term like TEMPO becomes...

Maybe I have this wrong but TEMPO in itself is simple enough - something temporary that doesn't warrant inclusion in a more broad forecast. It's what follows the TEMPO that needs proper deciphering so awareness of the temporary conditions is understood. For example, there might be a temporary forecast of SHRA for an hour or two possibly accompanied by 21025KT G45 and further to that there may also be a probability estimate - PROB40 for 40%. All the while, the main forecast over (lets say) an 8 hour period might be 26015KT 9999 FEW015 SCT023. Can I assume that because the TEMPO is noted that the main forecast would no longer use NOSIG?

Have I missed something? I feel a school day in the making............

Gaoth Laidir

crosstownk wrote: »

Maybe I have this wrong but TEMPO in itself is simple enough - something temporary that doesn't warrant inclusion in a more broad forecast. It's what follows the TEMPO that needs proper deciphering so awareness of the temporary conditions is understood. For example, there might be a temporary forecast of SHRA for an hour or two possibly accompanied by 21025KT G45 and further to that there may also be a probability estimate - PROB40 for 40%. All the while, the main forecast over (lets say) an 8 hour period might be 26015KT 9999 FEW015 SCT023. Can I assume that because the TEMPO is noted that the main forecast would no longer use NOSIG?

Have I missed something? I feel a school day in the making............

No Sig comes at the end of a METAR (not in a TAF) and is included when no significant change in weather is expected in the 2 hours following the time of the METAR.

TEMPO in a TAF means occurring for less than half of the period specified after it, so, as you say, something like showers with conditions temporarily notably different than the general forecast for that period. Conditions are expected to revert back to those forecast unless a permanent change is expected, in which case BECMG is used.

PROB40 means there is a good chance but still not warranted in the main forecast. PROB30 means a remote chance worth mentioning but probability is low. Remember, a TAF only applies to within 10 miles of the airport.

smurfjed

TEMPO in a TAF means occurring for less than half of the period specified after it

Don't forget that its for periods less than an hour and not more that half of the Tempo forecast time, if its more than this it will be a BECMG.

PROB30/40, if its more than PROB 40, it must change to BECMG or TEMPO.

Gaoth Laidir

Sigmet out for severe turbulence from the surface to FL060 this morning. Standard enough.

Growler!!!

Anyone have a decent easy to follow guide on Snowtam (Sneactham as gaeilge) decoding? Looks like we'll need it soon.

Gaoth Laidir

Growler!!! wrote: »

Anyone have a decent easy to follow guide on Snowtam (Sneactham as gaeilge) decoding? Looks like we'll need it soon.

I find this one very helpful.

The Metam app decodes them and runway conditions too.

ProfessorPlum

Growler!!! wrote: »

Anyone have a decent easy to follow guide on Snowtam (Sneactham as gaeilge) decoding? Looks like we'll need it soon.

I use an app called 'Airports' on my phone. http://airportsapp.info

It also has a runway state decoder, as well as lots of other handy tools, as well as an airport database.