Pilots and weather types always reference sea level pressure. Whether it be 29.92 inches of mercury or 1013.2 millibars (hectopascals), it is where it all starts. If you are lucky enough to visit the Dead Sea in Israel you will be descending well below this epic reference level. 

Going to work. One of the best attributes of being a pilot is..."the job is dynamic." 

This A330 pic was taken by Erik Ritterbach in Frankfurt, Germany. He is a "tail spotter." He has allowed use of his many pictures. 

This device measures  the RVR (runway visual range) here in Canada. Transmissometers no longer exist in Canada

A "sucker hole" can be very luring to a pilot. Remember thunderstorms never stay the same. They are forming and reforming as you near them. 

This new system calculates actual holdover times. For example, at minus 3 Celsius holdover time in light snow is six minutes for type I deice fluid. But the DIIS may state the holdover is realistically 22 minutes. It buys the pilot time and saves money since Type IV is not necessary. 

Manoeuvring around weather. If you carry passengers in IFR you will be needing a reliable weather radar.

The Northern Lights north of Yellowknife. Picture is compliments of Nick Czernkovich.

This pic was sent by Dave in England who frequents the Maldives. The Maldives is just  three degrees north of the equator i.e in the ITCZ (InterTropical Convergence Zone). See chapter 11

Orographic oscillation is evident in this mountain wave undulating downwind of the Rockies. 

This device points a laser beam upward to detect bases of clouds. 

Every Canadian pilot must contend with winter operations. It makes Canadian flying even more unique and challenging.

This is one of two centres that write your TAFs, SIGMETs and GFAs. They are certified meteorologists and the lights in the office are always on.

Many books will have you to believe only two jet streams exist - the polar and sun topical jet. This diagram depicts FOUR zonal (west to east) jets with one zooming at 180 knots.

Very little is written on the perils of volcanic ash. But as of late, pilots are getting more and more savvy as to the implications and danger of airborne ash.

As Kermit the Frog says, "it is not easy being green." But Type IV deice fluid is a must in winter weather precipitation.

Numerous weather websites offer radar imagery. This pic from WSI shows thunderstorms heights topped at 70,000 feet over Cape Hatteras (Atlantic Coast)

Whenever a cold outbreak flows over the relatively warm Great Lakes expect lake effect cloud, showers and airframe icing. Snow showers can reduce visibility to near zero.

Montreal mired in a snowstorm. (Brian Losito's picture)

This temperature depicts the frigid temperatures at flight level over the North Pole. Four polar routes are added as a reference.

Many of you will be destined to the far north to build time or to fly as a rewarding career. (Picture compliments of Nick Czernkovich)

Hurricanes are born just off the coast of Africa (Cape Verde) and track westward under the upper easterly flow. Coriolis force begins to deflect them to the right (north). 

A view from my living room. CYTZ (Toronto Island a.k.a BIlly Bishop Airport) was reporting the ceiling at 700 feet AGL. Makes sense.

Dave from England frequently vacations in the Maldives. He brought my book along. He also portaged my previous book, From the Flight Deck, on a previous Maldives vacay. Thank you Dave for promoting CAW!

St. Elmos Fire (Chapter 15-Thunderstorms)

Due to static build up near thunderstorms, one may experience this phenomenon. 

Every airplane has to have it to be certified. Frobisher Bay is a good place to go for it. From an an acquaintance in CYFB.

Minus 30 here and only 18:00 local time with NW wind with an extreme cold warning on Environment Canada site.

Freezing rain hit Toronto with vengeance causing millions in damage. Yup, I built the shed and cupola. Maybe I can add carpentry to my resume. :)