Crossing the ITCZ
Thread Starter
Crossing the ITCZ
A question for the jet guys.
When crossing the Inter tropical Convergance Zone, in a Jet, is higher always better. If you aircraft can get to FL 450 does that put you clear of most of the nasty stuff?
In this sort of area, where one can expect deviations and possibly turbulence, is it wiser to stay visual or will wx radar give you a good enough picture to pick your way round the cells.
Also, if you chose to go high, if that puts you right on the altitude limit for your weight, is that dangerous or should you be lower towards the optimum altitude for your weight.
Any difference in the strategy you would use in a light jet (Citation) compared to a 767/747 category aircraft...ie heavy.
Lastly as an aside issue, whats the highest CB anyone has seen. I jumpseated on a 76 one time and we were at 390 or 410, we went round one cell and I had to look way up to see the tops. Was most impressive.
When crossing the Inter tropical Convergance Zone, in a Jet, is higher always better. If you aircraft can get to FL 450 does that put you clear of most of the nasty stuff?
In this sort of area, where one can expect deviations and possibly turbulence, is it wiser to stay visual or will wx radar give you a good enough picture to pick your way round the cells.
Also, if you chose to go high, if that puts you right on the altitude limit for your weight, is that dangerous or should you be lower towards the optimum altitude for your weight.
Any difference in the strategy you would use in a light jet (Citation) compared to a 767/747 category aircraft...ie heavy.
Lastly as an aside issue, whats the highest CB anyone has seen. I jumpseated on a 76 one time and we were at 390 or 410, we went round one cell and I had to look way up to see the tops. Was most impressive.
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When crossing the Inter tropical Convergance Zone, in a Jet, is higher always better. If you aircraft can get to FL 450 does that put you clear of most of the nasty stuff?
Also, if you chose to go high, if that puts you right on the altitude limit for your weight, is that dangerous or should you be lower towards the optimum altitude for your weight.
In this sort of area, where one can expect deviations and possibly turbulence, is it wiser to stay visual or will wx radar give you a good enough picture to pick your way round the cells.
Any difference in the strategy you would use in a light jet (Citation) compared to a 767/747 category aircraft...ie heavy
I found that the lighter jets tend to have their 'coffin corners' at a much higher altitude, allowing you to stay at the higher levels to ride out the bumps.
Lastly as an aside issue, whats the highest CB anyone has seen. I jumpseated on a 76 one time and we were at 390 or 410, we went round one cell and I had to look way up to see the tops. Was most impressive.
Lastly as an aside issue, whats the highest CB anyone has seen.
We cross the ITCZ and SPCZ about two to three times a week in a medium turboprop at about FL 200 (of course depending on where they are, at the moment they're still further North). The weather radar does help dodge most of the worst parts. The icing at that level is phenomenal. So having the ability to change height (usually down) to get out of it is good.
Ozgrade3,
The cells are usually spaced enough to get around them without too much trouble
1. Divert early rather than when you are on top of them.
2. There are often narrow, tubular cells that don't paint at all well on the radar and can give a nasty wake up if you are unlucky enough to fly into one
3. Winds are usually light, however usually best practice to divert upwind
to avaid anvil etc
4. ISA deviation can change quite significantly in a short time/distance as you near a cell eg from ISA + 5 to ISA + 17. This can cause grief if you are at/near the max altitude for the aircraft as you are suddenly 1000' or so above it!
Safe Flying
The cells are usually spaced enough to get around them without too much trouble
1. Divert early rather than when you are on top of them.
2. There are often narrow, tubular cells that don't paint at all well on the radar and can give a nasty wake up if you are unlucky enough to fly into one
3. Winds are usually light, however usually best practice to divert upwind
to avaid anvil etc
4. ISA deviation can change quite significantly in a short time/distance as you near a cell eg from ISA + 5 to ISA + 17. This can cause grief if you are at/near the max altitude for the aircraft as you are suddenly 1000' or so above it!
Safe Flying