Popped into BHX on Sunday and the winds were very strong. The aircraft were landing and taking off on RWY 15 and the winds were given as 230 degrees at 12 to 16 knots gusting up to 28 knots. One set of winds was given as gusting to 36 knots with windshear reported below 800 feet. One aircraft, a Gulfstream IV seemed to be really struggling and went around. There had apparently been two go-arounds earlier and some of the 757’s etc. seemed to be struggling on take off having to head crab wise into the wind to maintain their assigned heading.
Question is, what would have that been like from the cockpit? I know some of the passengers looked a little green after landing. How bad would a crosswind like that have to be before operations were aborted?
Regards,
kev35
By: Bmused55 - 23rd March 2004 at 13:05
Originally posted by Spotty M Driver
If you landed on the numbers, you got it wrong, good pilots aim for the 1,000′ point or TDZ (Touchdown zone). 😀That way we probably won’t remove any lights or other obstacles on landing.
Spotty M Driver.
Well, thats where flight sim can differ, no lights to chew up :D.
I was aiming for the TDZ, but the wind gave up suddenly and I sank like a rock. A squirt of thrust stopped the main gears bursting through the wings on touch down LOL
One landing that realy made me sweat was a night landing in 500 foot visability in glasgow. Nav radios refused to tune in so I had no ILS. Approach talked me down.
In real life, that would be a divert. But this was flight sim and only credit was at stake 😀
By: Spotty M Driver - 23rd March 2004 at 12:55
If you landed on the numbers, you got it wrong, good pilots aim for the 1,000′ point or TDZ (Touchdown zone). 😀
That way we probably won’t remove any lights or other obstacles on landing.
Spotty M Driver.
By: Bmused55 - 23rd March 2004 at 08:06
I was watching a ryanir 737-200 on approach to EDI the other day. Poor thing was getting blasted from all angles by the wind. Must have felt like a rollercoaster onboard.
Would love to wrestle with a cross wind.
I do so on flight sim from time to time, once landed me a 737-400 with a 35knot crosswind at Madrid. On the numbers too. I was fairly chuffed with that 🙂 But talk about a hairy final.
By: EGNM - 22nd March 2004 at 13:42
had done already Wilag 😀
By: wilag - 22nd March 2004 at 12:56
Emerald
Preston,
Fancy giving me a mail on my personal address?
By: Spotty M Driver - 22nd March 2004 at 12:41
Sounds about right EGNM 😀 😀
Spotty M Driver
By: EGNM - 22nd March 2004 at 12:19
Wilag – yes i do,
Spotty M driver – sounds about right! I suppose captains weather was the “light and variable” winds and Cavok down at Malaga or wherever you were returning from!
By: Spotty M Driver - 22nd March 2004 at 09:57
My heart went out to the BHX guys and gals at the weekend. At LGW and LTN it was rough as hell, and exciting, but more or less down the runway.
Winds at 1,500′ at LTN when i landed at about 13.15 were 240/70, made the groundspeed about 90kts!!!!!
Perfect leg for F/O’s landings LOL
Spotty M Driver
By: wilag - 22nd March 2004 at 09:00
Emerald
Preston
Know anybody by the name of sean conner?
By: EGNM - 20th March 2004 at 10:59
Yep
By: wilag - 19th March 2004 at 15:55
hey Preston,
U work for Emerald?.
By: EGNM - 19th March 2004 at 15:11
always good fun, and today we had problems with aircraft on the ground, never mind in the air! One SD360 at DUB and a HS748 at the same place Jumped double cocks on all gear as the wind swang from a southern to a westerly / north westerly jumping up to gusting 49 knots – the IOM actually had wind at a constant 47 knots – not gusting. One of our early morning got in, but the second one was out of limits to land at IOM, and shortly after even to t/o from LPL! All good fun eh!
By: atc pal - 18th March 2004 at 21:40
The strange thing is that (in some parts of the world) the go around will be on the front page next day, the “pressed” landings will not?
A handful of approaches on this 10.000 foot runway will remain in my mind – because the crew decided to land. Finger hovering above the “panic” button. In one case the fire crew decided for themselves and set after the culprit DC-9. They made the landing – with some very suspicious looks at the smoking brakes.
By: Bmused55 - 18th March 2004 at 12:50
Re: kev35
Originally posted by dv8
You ask how the Dash 8 would cope with x/wind and windshearI have flown the ATR72/42 F100 F28 & F27 and in my opinion the DHC 8 has its poor features but it is the one a/c that can be safely flown up to the max x/wind component of 36kts (more so the 200 & 300 series)
The rudder is extremely powerful and hydraulically powered unlike the ATR and F27 But more than that the way the rudder works gives it so much more controllability The rudder is split vertically and the trailing section moves more than the fore section Viewed from above it resembles a ‘fish tail’
dv8, do you fly for flybe?
By: dv8 - 18th March 2004 at 12:30
kev35
You ask how the Dash 8 would cope with x/wind and windshear
I have flown the ATR72/42 F100 F28 & F27 and in my opinion the DHC 8 has its poor features but it is the one a/c that can be safely flown up to the max x/wind component of 36kts (more so the 200 & 300 series)
The rudder is extremely powerful and hydraulically powered unlike the ATR and F27 But more than that the way the rudder works gives it so much more controllability The rudder is split vertically and the trailing section moves more than the fore section Viewed from above it resembles a ‘fish tail’
By: Whiskey Delta - 18th March 2004 at 03:50
It was more of an expansion than a correction. 🙂
By: Bmused55 - 17th March 2004 at 22:13
Ah there we go. Thank you to both for correcting me where I was wrong.
Great thread! 5 stars from me!
By: Whiskey Delta - 17th March 2004 at 22:07
Windshear is the rapid shift of high velocity wind direction. Not only can wind shear vertically but also horizontally from a tail wind to a head wind. The most dramatic windshear is ususally associated with microbursts which are found in the vicinity of thunderstorms. But windshear is also found well clear any weather.
One of the first encounters I had with windshear was with a frontal passage over the field. It wasn’t your traditional verticle shear but a horizontal one as the gusting quartering headwind turned into a gusting quartering tailwind in the last 1000′ of an approach. The winds were something like 30 knots gusting to 45 knots and we were already pushing our crosswind component limitation. In the interest of safety we decided to shelve the egos and go around.
That lead to another interesting aviation occurance. The conditions were just as poor for those aircraft preceeding us on the approach (according to their PIREPs) but as soon a we called the missed approach the following 6 airplanes denied their clearances. It only takes 1 pilot who’s willing to bypass a clearance or abort a landing/takeoff in the interest of safety and then everyone else will follow suit. It’s common to think that if the previous guy made it that I can make it too. In deteriorating conditions it’s only a matter of time before someone dings an airplane.
By: Moondance - 17th March 2004 at 22:06
Windshear is a rapid change in windspeed or direction. The result on the aircraft can be positive (speed gain) or negative (speed loss) or, in the case of a severe microburst, as Bemused says, disastrous.
By: Bmused55 - 17th March 2004 at 21:29
Originally posted by Jeanske_SN
What exactly is windshear? does it mean the air is no longer floating over the wing in a healthy way? I know modern flightdecks have a calliut PEEPPOOP WINDSHEAR WINDSHEAR WINDSHEAR!
Put simply its a sudden loss of lift and usualy accompanied by a downdraft of air which, if not detected qucik.ly enough and countered, can blow a plane out of the air.
That Delta L1011 crash at Dallas was a result of a sudden loss of lift and a downdraft of wind. What we now recognised as Windshear
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March 16, 2004 at 9:07 pm