Originally Posted by
bobdazzle
The PWS system issues a warning for a windshear detected 1.5nm ahead. Firstly, that's hardly predictive, you'll agree.
Some of the pictorial examples show the culprit CB even 7 miles or so away. Could the PWS warning even be issued for weather further than 1.5nm?
Is the Go Around Windshear ahead warning a rule that one goes around or a recommendation?
What would you do if, You were in very calm conditions at 300 feet on short finals( no precipitation, calm winds, whole runway in sight) and got the Go Around Windshear ahead wx with a very mature and threatening CB on the Go Around path 6nm ahead of you. Would you land or go around?
Hi,
regarding the tech background of the topic, I'd leave that to a
or to your FCOM/FCTM references.
Then
Originally Posted by
bobdazzle
What would you do if, You were in very calm conditions at 300 feet on short finals( no precipitation, calm winds, whole runway in sight) and got the Go Around Windshear ahead wx with a very mature and threatening CB on the Go Around path 6nm ahead of you. Would you land or go around?
During approach, visual and aural warnings are downgraded to caution between 370ft and 50ft AGL, anyhow as long as You can satisfy yourself that there are no other signs of possible windshear and the reactive WS system is operational, you can disregard those alerts.
In Your example we are missing a few elements to be able to answer your question, for example the lateral and vertical extension of the CB. In your example if 6NM is the distance from the edge of the cell to your aircraft it means the downburst is spreading out wet particles for a huge distance hence there could be some very threatening weather you should be able to observe visually and by wx radar analysis, SIGMET and so on. Point is, the PWS is a valuable tool that must be used in addition to several other pieces of information and to confirm a preliminary weather analysis done by the flight crew, it is there to confirm what You already suspect. Another important point: never start an approach without knowing how you will fly the missed approach, i.e. when and where you will turn with respect to weather and hence coordinate early with ATC.
Hope that helps.