mcr 24r

[dme30]

Just visiting today on the groung but magnificent job to everyone involved (most of all the pics!!). Superb airmanship. Windshear + - 20 and character building to watch never mind fly:p

on the subject of windshear how does that force a go around?

[foxmoth]

Windshear can cause a sudden loss/gain of airspeed, this will have a number of effects including screwing up the approach glidepath and leaving you to fast and high or to low and slow, this can be corrected to a certain extent, but when it reaches a level that the pilot is not happy with, that is the time for a go around - In some aircraft they have a windshear detection system, if that calls out windshear ahead, then most will go around on the call (or it gets VERY hard to explain why you did not at the subsequent board of enquiry:rolleyes: )

[chubbs]

The aim of the crew is to land the aircraft at the right speed and on the the right spot - the touchdown zone. That way they know they will be able to safely stop after landing. To achieve the desired landing it is best to have a stable approach. At Manchester they will invarably be performing an ILS approach when on 24R. The crews will be guided by the glidescope to make sure they not too high or low and by the localiser to make sure they are not left or right of approach.

Windshear might be described as a sudden change of direction or strength of wind. With a hand flown approach the effect on the aircraft may be to blow it off the glidepath or localiser course and cause a change in airspeed. A stable approach would then be unstable. It is the crews job to counter the effects of the wind and return the aircraft back onto a stable approach. Sorting out an unstable approach several miles out is one thing. If the approach is unstable close in then that is a completely different matter. The decision has to be made whether the safest option is to go around rather than mess about so close in.

From a crew perspective a go around is no big deal. From a passenger perspective it is and for that reason consideration has to be given to how many unsuccesful approaches should be made before diverting to another airfield with more favourable landing conditions.

As an addition some aircraft are fitted with fancy equipment which gives the crew a "windshear warning". In my company it is mandatory in such a situation to activate the recovery guidance provided by the equipment and go around. From an observers viewpoint the difference might be noticed with how long the landing gear remains down. For a normal go around the gear is raised as soon as the aircraft climbs but for a windshear guidance go around the aircraft configuration is not changed until terrain clearance is assured - which may take longer.

At Manchester on 24R with a wind from about 300' what will add to the excitement is that the wind blows over the terminal buildings making conditions even more turbulent as you come over the threashold.

So to answer your question: yes, if the windshear was bad enough then it would (should) force the crew to go round.

[mgerrard]

I have heard in the past people mention the railway line as a factor in unstable approaches at MAN.
More specifically the wind blowing through the cutting and coming up against the road bridge, forcing the air upwards.

Anyone know if this is the case or just speculation?

[BN2A]

Ssshhhhhhh......

That's excuse 38.b.(ii) for crunching it in...

:\