Turbulence encounter: Airbus A321-211, N189UW, accident occurred on June 22, 2025, near Miami, Florida

• Location: Miami, Florida 
• Accident Number: DCA25LA240 
• Date & Time: June 22, 2025, Local 
• Registration: N189UW 
• Aircraft: AIRBUS INDUSTRIE A321-211 
• Aircraft Damage: None 
• Defining Event: Turbulence encounter 
• Injuries: 1 Serious, 9 Minor, 179 None 
• Flight Conducted Under: Part 121: Air carrier - Scheduled

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200362/pdf

https://data.ntsb.gov/Docket?ProjectID=200362

American Airlines flight 1286 (AAL1286) encountered unexpected convectively induced turbulence (CIT) while at 25,000 ft (FL250) about 17 minutes after departure from Miami International Airport (MIA), Miami, Florida. One flight attendant (FA) received a serious injury, and 3 FAs and 6 passengers received minor injuries. The seatbelt sign was illuminated at the time of the event. No significant convective weather or turbulence was forecasted or depicted during the flight crew’s flight planning or displayed on the onboard weather radar, or WSI weather app before the event.

At the time of the event, multiple FAs were conducting cabin service with beverage carts positioned in the aisle, and one passenger was occupying the aft lavatory. The turbulence lasted about 5 to 8 seconds and consisted of abrupt vertical accelerations, resulting in multiple FAs being thrown to the floor or striking interior cabin structures, unsecured service items becoming airborne, and damage to the aft lavatory door.

AAL1286 flight crew indicated they had the airborne radar tilt up to 3.5 degrees during the period and likely scanned over the area. Airborne radar does not detect echoes less than 20 dBZ, while echoes of 45 dBZ were detected under the flight track. The model High-Resolution Rapid Refresh (HRRR) sounding indicated a potential for updrafts to 144 knots or 4,173 fpm, and an unstable atmosphere.

Following the turbulence encounter, the captain transferred control to the first officer and communicated with the cabin crew to assess injuries. A deadheading captain assisted with cabin coordination and injury assessment. The flight crew contacted dispatch and MedLink and declared an emergency with air traffic control. Based on medical guidance and aircraft position, the decision was made to continue to Raleigh-Durham International Airport (RDU), North Carolina. The airplane landed without further incident. Emergency medical personnel met the flight upon arrival at RDU, and injured crew members and at least one passenger were transported to local hospitals for evaluation and treatment. One FA was diagnosed with a fracture to her arm.

A review of the weather conditions indicated that there were no frontal boundaries over the area and no organized jet streams or strong winds aloft to indicate any potential clear air turbulence (CAT). While the NWS convective outlook expected a widely scattered area of general thunderstorms over Florida and the surrounding coastal waters during the time period. The High-level Significant Weather Prognostic Chart indicated no organized areas of convection or turbulence over the general route of flight, and no PIREPs or inflight weather advisories for thunderstorms or turbulence were current at the time of the turbulence encounter.

A review of the NWS weather surveillance radar 1988 doppler (WSR88D) and satellite imagery showed an area of scattered echoes over central Florida and off the Florida coast between the Bahamas Islands. A review of the flight path confirmed that the flight over flew an area of developing echoes near 45 dBZ which rapidly increased in height between FL250 to FL420 surrounding the period, while the GOES-19 infrared image indicated radiative cloud tops near FL380 at the time of the turbulence encounter. Several cloud-to-ground lightning strikes were noted with the echoes after the flight had overflown the area of echoes. Thus, other than the flight’s airborne weather radar no visual clues were available prior to the encounter.

A HRRR numerical model indicated an unstable atmosphere with potential strong updrafts or maximum vertical velocities (MVV) near to 14,173 fpm. The Eddy Dissipation Rate (EDR) recorded by the accident flight was 0.665 which corresponded to the upper bounds of severe turbulence for a medium weight category aircraft.

A review of the astronomical conditions indicated that official nighttime conditions existed at the time of the encounter with no illumination from the Moon, which was more than 30 degrees below the horizon at the time of the encounter.

- Probable Cause: The unexpected encounter with a rapidly developing convective cell during climb resulting in convectively induced turbulence on a dark moon-less evening.

Prop/jet/rotor blast/suction: Airbus A319-131, N822UA, accident occurred on July 18, 2025, at Santa Barbara Municipal Airport (SBA/KSBA), Santa Barbara, California

• Location: Santa Barbara, California 
• Accident Number: DCA25LA268 
• Date & Time: July 18, 2025, 17:35 Local 
• Registration: N822UA 
• Aircraft: AIRBUS INDUSTRIE A319-131 
• Aircraft Damage: None 
• Defining Event: Prop/jet/rotor blast/suction 
• Injuries: 1 Serious, 133 None 
• Flight Conducted Under: Part 121: Air carrier - Scheduled

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200619/pdf

https://data.ntsb.gov/Docket?ProjectID=200619

On arrival at Santa Barbara Municipal Airport (SBA), Santa Barbara, California, United Airlines flight 2428 (UAL2428), operating from San Francisco International Airport (SFO), San Francisco, California, experienced multiple electrical system fault indications after landing and during taxi-in. Following the aircraft’s arrival at its gate, a ramp service agent sustained serious injuries after entering the jet blast area of an engine that remained running during ramp operations. No damage to the aircraft was reported.

The flight crew reported that the flight segment from SFO to SBA was uneventful. After landing and clearing the runway, the first officer (FO), who was the pilot monitoring, started the auxiliary power unit (APU) and conducted the after-landing checklist. The captain, who was the pilot flying, taxied the airplane toward gate 2, where ramp personnel were positioned to receive the aircraft.

As the airplane approached the stopping point at the gate, the Electronic Centralized Aircraft Monitoring (ECAM) system annunciated a Level 2 caution chime and light with a “ELEC APU GEN FAULT” on the Engine/Warning Display. The captain verbalized “ECAM” and instructed the FO to “Stand by” on the ECAM procedure as the captain prioritized their parking guidance. Upon reaching the designated gate stop point, the marshaller signaled the flight crew to stop the airplane, and the captain set the parking brake. The FO subsequently shut down the Number 2 (right) engine in accordance with the standard parking procedure.

Immediately following the right engine shutdown, the flight crew observed multiple ECAM fault messages, including an intermittent right engine fire warning accompanied by an aural alert and illumination of associated warning lights. The indication cleared within several seconds. With the left engine still running and the aircraft beacon still on the captain instructed the FO to begin ECAM actions to try and get the APU GEN back online. The flight crew attempted to reset the APU generator; however, the fault condition persisted. The crew then requested ground power before shutting down the remaining Number 1 (left) engine. Ramp personnel informed the crew that jet bridge power could not be connected while the left engine was still operating. A portable ground power unit (GPU) was subsequently retrieved and connected to the aircraft. After verifying that external power was available, the flight crew shut down the left engine and completed the parking checklist. According to the captain, the elapsed time from parking brake set to engine shutdown was approximately 10 minutes.

Once the aircraft was secured, the captain and FO coordinated with United Maintenance Control to troubleshoot the electrical system faults. During this time, the FO was informed by the ramp lead that one of the ground crew members, serving as a wing walker, had sustained a serious injury from jet blast while the left engine remained running. According to the ramp lead, the injured wing walker approached the aircraft prematurely to place chalks at the main landing gear and entered the jet blast zone without confirming that the left engine had been shut down. The ramp lead indicated that the employee was relatively new and may have misinterpreted marshalling procedures, potentially confusing the procedures with those used by other carriers operating at SBA.

According to United, there were 5 ground crew members in place to bring in UAL2428. The marshaller was behind the aircraft nose stop mark, one wing walker was on the left-wing side of the airplane, the lead ramp agent and the right wing walker was at the right-wing side of the airplane, and another support ramp agent was by the jetbridge to handle the chocks and other arrival duties. Once the aircraft came to a stop, the marshaller gave the X signal (stop), and the support agent placed the nose landing gear chocks.

The support ramp agent does not need an all-clear signal to chock the nose landing gear, as this position is not exposed to engine jet blast. The marshaller then gave the hand signal to the flight crew indicating that the aircraft was chocked and lowered his hands. Standard procedure requires the left and right wing walkers—who are potentially exposed to engine jet blast—to wait for an all-clear signal from the marshaller before approaching the airplane to chock the main landing gear.

The injured ramp service agent (left wing walker) indicated that he was waiting for the “safe-to-approach” signal from the marshaller but was uncertain whether he misinterpreted the signal or received it in error. He proceeded behind the left engine while carrying wheel chocks, unaware that the engine was still operating. He recalled being struck by jet blast and falling onto his left side, sustaining multiple injuries. He reported experiencing shock and was unable to feel pain immediately after impact. Nearby personnel assisted him and transported him to the on-site emergency response vehicle. The injured agent reported that he was not distracted or under time pressure and had already serviced four flights that day.

The lead ramp agent stated that the ramp experienced a brief delay due to the ongoing electrical issue reported by the flight crew. During this time, the injured ramp agent appeared to misinterpret the marshaller’s gestures as the all-clear signal and began approaching the aircraft carrying two wheel chocks. The lead agent observed that the anti-collision beacon remained illuminated and that the left engine was still operating. He attempted to radio the injured agent to stop, but the agent did not appear to have heard the transmission. Moments later, the agent was struck by the exhaust blast from the operating left engine resulting in the agent being thrown to the ground.

Following the accident, United issued a safety alert reminding the employees that aircraft must only be approached after marshallers give the “Safe to Approach” signal and only after confirming the nose gear is chocked, both engines are fully shut down and spooled down, the beacon light is off, and emphasizing “when in doubt, wait.”

- Probable Cause: The ramp worker’s premature entry into the jet blast hazard area of an operating engine due to his failure to maintain situational awareness and his misinterpretation of the marshaller’s hand signals.

Turbulence encounter: Embraer ERJ-175LR, N229JQ, accident occurred on July 21, 2025, near Jacksonville, Florida

• Location: Jacksonville, Georgia 
• Accident Number: DCA25LA269 
• Date & Time: July 21, 2025, 13:01 Local 
• Registration: N229JQ 
• Aircraft: EMBRAER-EMPRESA BRASILEIRA DE ERJ 170-200 LR 
• Aircraft Damage: None 
• Defining Event: Turbulence encounter 
• Injuries: 1 Serious, 79 None 
• Flight Conducted Under: Part 121: Air carrier - Scheduled

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200620/pdf

https://data.ntsb.gov/Docket?ProjectID=200620

Republic Airways, dba Delta Connection, flight 5826 encountered unanticipated moderate turbulence while deviating around convective weather during climb-out from Jacksonville International Airport (JAX), Jacksonville, Florida en route to General Edward Lawrence Logan International Airport (BOS), Boston, Massachusetts. The turbulence occurred as the airplane passed through approximately 10,000 feet and resulted in a serious injury to a flight attendant (FA). Following the event, the flight diverted to Washington Dulles International Airport (IAD), Dulles, Virginia.

Before the event flight, the flight crew had completed an inbound leg from BOS to JAX during which they experienced light turbulence during descent, between 6,000 ft and landing. Before departure, the captain conducted a standard crew briefing and advised the FAs that “light chop” was expected during climbout, with smoother conditions anticipated during cruise. The captain was the pilot flying (PF) for the return flight to Boston.

During climbout, the captain observed cloud tops along the flight path at about 10,000 ft and believed the flight would skim the tops. However, the airplane passed through the cloud tops, and immediately encountered light chop, which intensified into moderate turbulence. The captain selected manual speed control and maintained 250 knots while climbing through the area.

The first officer made the “10,000 ft” callout and turned off the sterile cockpit light (which informs the FAs that the flight is above 10,000 feet) prior to the onset of moderate turbulence.

Shortly after the turbulence encounter, the “B” FA contacted the flight crew and reported that the “A” FA had fallen in the aft galley and appeared to be injured. The captain transferred airplane control and radio communications to the first officer so that she could handle the injury situation. The captain contacted dispatch and was subsequently connected to StatMD medical services, who advised they apply ice and administer acetaminophen from the Emergency Medical Kit.

The flight crew and dispatch discussed if the flight should continue to BOS or divert to a closer airport. After determining that the “A” FA could not perform her duties due to her injuries, dispatch recommended the flight divert to IAD.

After the injury, the “B” FA assumed the “A” FA’s duties in the forward cabin, and the injured FA remained seated in the aft jumpseat. Medical personnel met the airplane upon arrival at the gate and transported the injured FA to the hospital where she was diagnosed with a broken ankle.

- Probable Cause: The airplane’s encounter with unanticipated moderate turbulence.

Evacuation: Airbus A220-300, C-GYLQ, accident occurred on August 31, 2024, at Denver International Airport (DEN/KDEN), Denver, Colorado

• Location: Denver, Colorado 
• Accident Number: DCA25LA308 
• Date & Time: August 31, 2025, 09:00 Local 
• Registration: C-GYLQ 
• Aircraft: Airbus Canada BD500 
• Aircraft Damage: None 
• Defining Event: Evacuation 
• Injuries: 1 Serious, 123 None 
• Flight Conducted Under: Part 129: Foreign 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/200905/pdf

https://data.ntsb.gov/Docket?ProjectID=200905

Air Canada flight 1038, a scheduled international passenger flight from Denver International Airport (DEN), Denver, Colorado, to Toronto Pearson International Airport (YYZ), Mississauga, Ontario, Canada, experienced smoke and an electrical odor in the cabin, resulting in an air turnback. After landing, an evacuation was initiated, and one passenger sustained a serious injury.

According to the flight crew, during climb out, the flight attendants (FAs) informed them of an electrical burning odor in the aft cabin. The flight crew turned the power to the aft galley off, but the FAs stated the odor was getting stronger and that they observed haze in the cabin. At that time, the flight crew declared an emergency and coordinated with air traffic control for a return to DEN.

After landing, the flight crew stopped the aircraft on the runway and contacted the flight attendants to get an update on the situation in the cabin. The FAs stated that the situation was worse and that passengers were experiencing eye irritation. At that time, the captain commanded an evacuation.

During the evacuation, FAs observed passengers standing on both wings. One FA exited onto each wing and assisted with the overwing evacuations. A passenger sustained a serious injury to their right ankle and was unable to move away from the slide. At that time, passengers were redirected into the cabin and out the left overwing exit. The remainder of the evacuation was uneventful.

Post-event evaluation revealed burned debris on the baffle plate, carriers, and tray installed in an aft galley oven.

- Probable Cause: Unidentified burned debris in an aft galley oven, which generated smoke and odor in the cabin and led to an air turnback and subsequent evacuation, during which a serious injury occurred.

Loss of control on ground: Boeing 737-890 (WL), N583AS, accident occurred on January 15, 2026, at Kodiak Airport (ADQ/PADQ), Kodiak, Alaska

• Location: Kodiak, Alaska 
• Accident Number: DCA26LA102 
• Date & Time: January 15, 2026, 12:53 Local 
• Registration: N583AS 
• Aircraft: Boeing 737 
• Aircraft Damage: Substantial 
• Defining Event: Loss of control on ground 
• Injuries: 2 None 
• Flight Conducted Under: Part 121: Air carrier - Non-scheduled 

https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/202353/pdf

https://data.ntsb.gov/Docket?ProjectID=202353

Alaska Airlines cargo flight 9623 from Ted Stevens Anchorage International Airport (ANC), Anchorage, Alaska to Kodiak Airport (ADQ), Kodiak, Alaska collided with two stationary baggage carts while taxiing on the contaminated (slush, ice and water) ramp at ADQ. The airplane sustained substantial damage to the aft right cargo door and frame. There were no injuries.

According to the flight crew, the airplane landed uneventfully on runway 26, then taxied to the ramp via taxiway F. They reported the braking action on the runway as good to medium, and that the brakes were effective while on taxiway F.

After turning left from taxiway F to the ramp, the captain noticed that “eventually the braking action went to nil” and when he attempted to stop, the airplane weather vaned (nose to the left) and struck the ground equipment at the airplane’s right rear side. 

The reported accident time was 1253 Alaska Standard Time. The weather reported at ADQ at the time of the accident included moderate rain and mist, temperature 39° F, and wind from 120° at 15 knots with gusts to 25 knots. Field condition reports (FICONs), provided in Notices To Airmen for ADQ, described the condition of different surfaces around the airport. The flight crew had these FICONs, however the most recently available reports were issued several hours prior to the accident, including:

At 0531, all of the apron/ramp area was described as having 2 inches of wet snow;

At 0715, taxiway F contained ice;

At 0825, runway 26 was described as 100 percent of the surface being wet.

The flight crew reported that at the time of the accident, the ramp surface initially appeared as though it had “a lot of slush.” After the airplane came to a stop, they noticed standing water over ice on the ramp. The flight crew had a difficult time walking on the ramp and requested sand be spread in the area between the airplane and the terminal.

- Probable Cause: The reduced surface friction of the contaminated ramp which led to a loss of directional control during taxi.

Aero Commander 500B, N444CA, fatal accident occurred on March 17, 2026, at Spirit of St. Louis Airport (SUS/KSUS), St Louis, Missouri

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

https://registry.faa.gov/AircraftInquiry/Search/NNumberResult?nNumberTxt=N444CA

- History of Flight:
On March 17, 2026, at 0324 local time, an Aero Commander 500B, N444CA, registered to Central Airlines Inc and doing business as Central Air Southwest, was destroyed when it was involved in an accident at Spirit of St. Louis Airport (SUS/KSUS), St Louis, Missouri. The sole pilot onboard was fatally injured. The cross-country Part 135 cargo flight originated from KSUS and was destined to New Century AirCenter (JCI/KIXD), Olathe, Kansas.

According to preliminary automatic dependent surveillance-broadcast (ADS-B) data, at 0321:51, the airplane was observed departing runway 26L about 2,700 ft down the 7,486 ft runway when it entered a climbing right turn over the airport to an altitude 600 ft. The groundspeed was sluggish and averaging about 60 knots. At 0322:40, the airplane started a climb to 675 ft which was followed by a descent to 600 ft and another climb, this time to 850 ft, the groundspeed started averaging around 80 knots at this point. At 0323:28, the airplane was at 900 ft and 80 knots groundspeed when it began a descent for runway 26L. At 0323:57, the last ADS-B return was recorded about 0.24 mile from the runway threshold. The airplane was at 500 ft, 60 knots groundspeed, with an average rate of -5300 feet per minute (fpm).

Figure 1: ADS-B exchange data ran through Google Earth

Figure 2: ADS-B exchange data for accident flight.

There were no known witnesses to the accident at the time of this writing.

- Pilot Information:
Unknown.

- Airplane Information:
The airplane, serial number 1458-162, was a high wing, two-engine airplane manufactured in 1964. It was powered by two 300-horsepower Continental Motors IO-520 engines. Each engine drove a metal, three-bladed, variable pitch, Hartzell fullfeathering propeller.

The minimum control speed for this aircraft type, which is the minimum speed at which the airplane is controllable in flight, with sudden failure of one engine and takeoff power on the other engine is 61 knots. 

According to the airplane flight manual, the stall speed in level flight with the wing flaps extended was 59 knots (68 miles per hour).

- Wreckage and Impact Information:
The airplane came to rest upright and was consumed by a post crash fire. The fire spread to both wings and tail.

- Airport Information:
Spirit of St Louis Airport is a public airport located 17 miles west of St Louis, Missouri. The airport field elevation is 463.3 ft. The airport features two runways, runway 8R/26L concrete/grooved in good condition which is 7486 x 150 ft, and runway 8L/26R asphalt/rubberized friction seal coat in good condition which is 5000 x 75 ft.

- Weather:
(1) Brief:
The reported weather at KSUS at 0254 LT, included: Winds 310 at 8 knots, 10 mile visibility, no clouds under 12,000 ft (CLR), temperature -7 °C, dewpoint -14 °C, and an altimeter setting of 30.18 inches of mercury.

(2) METARs:

METAR KSUS 170754Z AUTO 31008KT 10SM CLR M07/M14 A3018 RMK AO2 SLP230 T10671139 $

METAR KSUS 170854Z AUTO 29005KT 10SM CLR M07/M13 A3019 RMK AO2 SLP234 T10721133 53007 $

(3) Area Forecast Discussion:

Area Forecast Discussion
National Weather Service Saint Louis MO
211 AM CDT Tue Mar 17 2026

.KEY MESSAGES...

- Today`s temperatures will be slightly milder than Monday, but remain
  around 20 degrees below normal with highs in the 30s to low-
  40s.

- Light snow is expected over sections of northeast Missouri and west-
  central Illinois tonight. Accumulations remain under an inch.

- Temperatures warm significantly from Wednesday through the end
  of the week with highs expected to be well above normal.


&&

.SHORT TERM...  (Through Late Wednesday Afternoon)
Issued at 205 AM CDT Tue Mar 17 2026

Skies have cleared out over much of the area with the only semblance
just now exiting the eastern fringes of the CWA. Surface
observations show gusts continuing to subside with sustained winds
dropping below 10 mph over central Missouri. This eastward will
continue through early morning, which may allow low temperatures to
cool a bit more efficiently that previously thought. Mornings lows
could be trimmed just a hair, but negligible in sensible terms. Most
locations wake up to the teens with a few single digit readings in
northeast Missouri.

Subtle warming is expected today after such a cold start. Calling it
a warm-up may be more insulting that truthful with highs largely in
the 30s to near 40 degrees. We`re ahead of a weak clipper system
that will bring additional clouds to the region through the
afternoon. How quickly this occurs could stymie diurnal trends,
mainly over central and northeast Missouri. The favored northern
track, quick pace, and lack of moisture will keep winter hazards at
bay. An added benefit is that precipitation chances largely lie
between sunset tonight and sunrise Wednesday morning.

The clipper rides along a wing of strong warm air advection with
surface temperatures at or above freezing from Kirksville to St.
Louis through Mt. Vernon (IL) through tonight. The warm nose
continues to cut into northeast fringes of the CWA between 09z-11z
prior to sunrise, resulting in slowly rising temperatures between
06z-12z tonight into early Wednesday morning. Even the coldest
locations across the northeast fringes of the CWA only bottom out in
the low-30s. HREF spreads have been consistently showing around
0.05" of QPF from KUIN through K3LF. There`s also reassurance in the
LPMM data that shows an inch of accumulation in these areas.
Realistically, maybe an inches is achieved north of KUIN with less
than an inch elsewhere. Moisture depth decreases southwest from
there with a more notable dry layer in the surface to mid-level
layer. What moisture is available is likely to be very light and in
liquid form. No hazards are expected at this time.

There is high confidence in a significant warm-up starting Wednesday
as a ridge axis crosses the region, shifting winds out of the
southwest. H8 temperatures climb about 10C with highs largely in the
60s.


Maples

&&

.LONG TERM...  (Wednesday Night through Monday)
Issued at 205 AM CDT Tue Mar 17 2026

The later half of the week features much warmer temperatures that
will compare closer to the first half of May. NBM IQR provides high
confidence in the warm-up with just a few degrees of separation
between the 25th/75th percentiles. Global deterministic guidance
shows mid-level temperatures inching upward through this stretch,
starting out at 10-15C Thursday and near 20C Saturday. This will
bring temperatures into the 60s/70s Thursday and well into the 70s
Friday. Saturday is a touch warmer than Friday, which includes low-
80s over sections of central and southeast Missouri. Prominent flow
at the surface is more westerly than southwesterly and therefore
does not indicate much potential for over-performance. NBM output
looks reasonable with IQR remaining tightly clustered through
Saturday.

Sunday remains the biggest question with relation to a cold front
that brings cooler air to the region. This morning`s deterministic
ECMWF/GFS are in fair agreement with the surface front arriving in
the early morning over northern Missouri/west-central Illinois, mid-
morning along I-70, and by 18z over the southern stretch of the CWA.
NBM spreads around 30 degrees persist, which is largely playing off
the warmer ECMWF solutions from prior runs. This spread also shows
up in the HREF ensembles, but I suspect this will begin to tighten
over the next couple of run as we draw closer to the weekend. That
being said, most areas along and north of I-70 likely reach their
high temperatures in the early part of the day, then follow a non-
diurnal trend through the afternoon. 70s are most favored across
southeast Missouri and southwest Illinois as 20-25C H8 air is
compressed along and just ahead of the boundary with some time for
normal diurnal processes to have greater influence on temperatures.
Considering the surface ridge remains to our southwest ahead of the
front, moisture return is lacking until the front approaches the
Missouri/Arkansas border. Thus, a dry FROPA is favored.

A strong surface ridge builds eastward through the north-central
U.S. early next week. NBM spreads aren`t terribly large (~10
degrees) with the most notable characteristic being an initial drop
in temperature Monday with modest moderation thereafter.


Maples

&&

.AVIATION...  (For the 06z TAFs through 06z Tuesday Night)
Issued at 1232 AM CDT Tue Mar 17 2026

Skies have cleared and winds continue to die off at all terminals
early this morning. A quick-moving clipper system passes over the
region tonight with light rain/snow possible, mainly around KUIN.
Surface to mid-levels become increasingly dry southwest of KUIN,
including central Missouri/metro terminals. The lack of moisture
and quick pace of this system may not provide much opportunity to
overcome the dry layer. Therefore, the only mention of -SN is at
KUIN. Even in this instance cloud bases remain VFR with MVFR
skimming northeast of KUIN through central Illinois.

- Additional Information:
No