Windshear On Final.
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Windshear On Final.
First time in over 100 hours flying I had windshear on final today. Scared the poo out of me.
Lined up all nice and lovely (well as nice and lovely you could be with a 16 knot wind 50 deg off runway heading) when about 100 foot from touchdown the left wing decided to dip, the plane decided to gain 100 ft and the speed decided to increase 10 knots all in the space of a second. So it was all hands to the pump and niftier footwork than Mr Beckham..
Got down fine but my nerves were a little jangled.
28th,,,
Lined up all nice and lovely (well as nice and lovely you could be with a 16 knot wind 50 deg off runway heading) when about 100 foot from touchdown the left wing decided to dip, the plane decided to gain 100 ft and the speed decided to increase 10 knots all in the space of a second. So it was all hands to the pump and niftier footwork than Mr Beckham..
Got down fine but my nerves were a little jangled.
28th,,,
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You should try flying somewhere hot/and or mountainous (does your Welsh airport count as mountainous?) happens all the time! But then you get used to it pretty quickly! the roll over the trees on private stips is a bit hairy too!
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It's not fun when it catches you unexpectedly....
Quite often wind effects on final can be predicted. At my home airfield the terrain causes some fairly vicious effects at low altitude on final if there's a crosswind from the West. If you know about it, a slightly higher / steeper approach path than normal keeps you out of most of it.
There is a technique which works well for dealing with windshear, especially on the approach into shorter strips where you need an accurate approach. With a bit of practice you can consistently touchdown just where you want regardless of what the wind does to you (within reason, of course).
First, forget about trying to fly a "standard" 3 degree approach.
Try instead to fly a slightly steeper approach, with full flaps, and with the power set midway between idle and full power. On most aircraft, that's around 1700 rpm. That gives you the maximum room for manouver for dealing with up / down drafts.
If you were flying a flat / high-powered approach, you don't have much in reserve to deal with a down draft. If it's violent enough, you'll be in the trees, especially if it's a short strip and you were mistakenly flying a slow and flat approach. Conversely with a glide approach, you can't correct downwards other than by slipping, and any up draft on final will cause you to land long.
I also find it much easier to fly the approach by holding an aiming point at a fixed position on the windshield using the elevators, and use the throttle to control the approach speed (as opposed to the "throttle for altitude, elevators for speed" technique which is normally taught. It's not actually any different if you analyse it, it's just easier for me). If you fix your aiming point, any updraft will cause your speed to rise while a downdraft will cause it to fall. Quick reactions will keep you on your chosen approach path.
Remember also that the wind is out to get you! 8 times out of 10 an updraft on final will be closely followed by a downdraft and vice versa which calls for a bit of anticipation. If you throttle back for the updraft, then relax, the downdraft will be there to mess things up for you!
As sensible says, it happens all the time in some situations. It never gets to be a whole lot of fun, but it can be quite manageable in the end!
Quite often wind effects on final can be predicted. At my home airfield the terrain causes some fairly vicious effects at low altitude on final if there's a crosswind from the West. If you know about it, a slightly higher / steeper approach path than normal keeps you out of most of it.
There is a technique which works well for dealing with windshear, especially on the approach into shorter strips where you need an accurate approach. With a bit of practice you can consistently touchdown just where you want regardless of what the wind does to you (within reason, of course).
First, forget about trying to fly a "standard" 3 degree approach.
Try instead to fly a slightly steeper approach, with full flaps, and with the power set midway between idle and full power. On most aircraft, that's around 1700 rpm. That gives you the maximum room for manouver for dealing with up / down drafts.
If you were flying a flat / high-powered approach, you don't have much in reserve to deal with a down draft. If it's violent enough, you'll be in the trees, especially if it's a short strip and you were mistakenly flying a slow and flat approach. Conversely with a glide approach, you can't correct downwards other than by slipping, and any up draft on final will cause you to land long.
I also find it much easier to fly the approach by holding an aiming point at a fixed position on the windshield using the elevators, and use the throttle to control the approach speed (as opposed to the "throttle for altitude, elevators for speed" technique which is normally taught. It's not actually any different if you analyse it, it's just easier for me). If you fix your aiming point, any updraft will cause your speed to rise while a downdraft will cause it to fall. Quick reactions will keep you on your chosen approach path.
Remember also that the wind is out to get you! 8 times out of 10 an updraft on final will be closely followed by a downdraft and vice versa which calls for a bit of anticipation. If you throttle back for the updraft, then relax, the downdraft will be there to mess things up for you!
As sensible says, it happens all the time in some situations. It never gets to be a whole lot of fun, but it can be quite manageable in the end!
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In gusty conditions, I prefer 10 degrees of flaps (increase speed accordingly) and a steeper approach especially with trees or buildings on final below 300 feet. Tree landings are for birds!
Maybe it’s my imagination but the wind seems to be less of a factor with less flaps!
Maybe it’s my imagination but the wind seems to be less of a factor with less flaps!
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Oh yes, it does lead to an interesting few seconds.
I did my first solo crosswind circuit session this afternoon, coincidentally using exactly the technique mentioned by Aerobatic Flyer, using 1700-1800 rpm in a C172 with 40 deg flaps.
It does work, although the transition to the flare from a crabbed position did have my mind in knots for the first couple of tries.
The extra airflow over the wings seems to smooth out the bumps aswell. Beware the temptation to straighten up too high/early, as I was, as you can easily convert a crabbed on-line approach into a straight one wandering towards the edge with not a lot of time to do something about it ("err, G-XXXX going around"!)
(Edit: just noticed the "100 hours", please excuse the inadvertent aged-relative-egg-emptying tone<G> )
I did my first solo crosswind circuit session this afternoon, coincidentally using exactly the technique mentioned by Aerobatic Flyer, using 1700-1800 rpm in a C172 with 40 deg flaps.
It does work, although the transition to the flare from a crabbed position did have my mind in knots for the first couple of tries.
The extra airflow over the wings seems to smooth out the bumps aswell. Beware the temptation to straighten up too high/early, as I was, as you can easily convert a crabbed on-line approach into a straight one wandering towards the edge with not a lot of time to do something about it ("err, G-XXXX going around"!)
(Edit: just noticed the "100 hours", please excuse the inadvertent aged-relative-egg-emptying tone<G> )
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ppppp
When you "uncrab" yourself in a crosswind, just lower the upwind wing a few degrees and use a touch of opposite rudder to stop yourself from turning towards the lowered wing.
You'll find you don't drift towards the edge of the runway! In the right aircraft, you can touch down that way on wheel with no problems at all.
sensible
What aircraft do you fly? The two types that I am flying most often at the moment (Jodel D140 and Rallye) are happy with full flap in quite bumpy conditions. Aileron response remains good, the nose is lower (good vis) and speed control is easier in a steep approach (although the Rallye doesn't pick up much speed whatever the configuration, even with full throttle...
)
When you "uncrab" yourself in a crosswind, just lower the upwind wing a few degrees and use a touch of opposite rudder to stop yourself from turning towards the lowered wing.
You'll find you don't drift towards the edge of the runway! In the right aircraft, you can touch down that way on wheel with no problems at all.
sensible
What aircraft do you fly? The two types that I am flying most often at the moment (Jodel D140 and Rallye) are happy with full flap in quite bumpy conditions. Aileron response remains good, the nose is lower (good vis) and speed control is easier in a steep approach (although the Rallye doesn't pick up much speed whatever the configuration, even with full throttle...
)
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Aerobatic Flyer - Yes thanks for that tip, I did try to do that but wasn't ready for how much the wind direction and strength could change between 50 feet and the green bits
All part of the learning experience, but I guess I should have continued the tap-dancing lessons, not to mention the weight-training to get the yoke back far enough
All part of the learning experience, but I guess I should have continued the tap-dancing lessons, not to mention the weight-training to get the yoke back far enough
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I hadn't flown for over three weeks and was itching to go yesterday. Unfortunately, the windsock blew away last month so I didn't quite know how windy it was. By the time I got to 500 feet I realised it was really quite windy -- 35 knots according to the GPS, but straight down the runway. For the first time for a long while on final the wing dipped so much and the airspeed indicator fluctuated so much that I felt like I was falling. The thought passed stupidly through my mind, 'Is this what it feels like to spin in on final?' Thankfully, I can confirm that isn't what it feels like. It was quite disconcerting, but all was well in the end and it's a useful addition to the experience bank.
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I'm sure it was a lot windier than the 7-10 knots the Tower were giving out. The wind was 50-90 degrees off the runway, gusting 7-11 knt.
It just felt a lot worse, probably due to me being very out of practice.
It was also very hazy and downwind was directly into the low sun - apart from all that, it was great to be flying again!
It just felt a lot worse, probably due to me being very out of practice.
It was also very hazy and downwind was directly into the low sun - apart from all that, it was great to be flying again!
Why do it if it's not fun?
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I think the idea of less flaps if you're expecting wind-shear is to increase your approach speed. With a higher approach speed, any wind-shear will be a lower percentage of your airspeed, and will have less effect on you. At least, I think that's the theory! Never experienced any really bad wind-shear myself yet - the mild stuff I have experienced is no problem if you're expecting it, but a bit scary if you're not.
PPPPP - the de-crabbing technique will come with practice, don't worry! Out of interest, has your instructor taught you the wing-down method? Everyone's different, but I personally find it much easier than de-crabbing. If you haven't been shown it, then ask your instructor to demonstrate the next time you're flying in a cross-wind. Try both methods, and use whichever one you find easiest!
FFF
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PPPPP - the de-crabbing technique will come with practice, don't worry! Out of interest, has your instructor taught you the wing-down method? Everyone's different, but I personally find it much easier than de-crabbing. If you haven't been shown it, then ask your instructor to demonstrate the next time you're flying in a cross-wind. Try both methods, and use whichever one you find easiest!
FFF
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28th
Don't ever hesistate to go around if you encounter low level shear and feel uncomfortable.
The same thing happened to me as a student and the instructor took over quick as a flash and up we went. The difference was that we were well under 30' at the time.
It was a good lesson.
Don't ever hesistate to go around if you encounter low level shear and feel uncomfortable.
The same thing happened to me as a student and the instructor took over quick as a flash and up we went. The difference was that we were well under 30' at the time.
It was a good lesson.
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I encountered possibly the worst sort of windshear during my PPL training: 15kt straight headwind suddenly turned into virtually a tailwind, whilst we were coming in over the threshold, slow, and with idle power because it was a PFL.
Aircraft, Cessna 152, basically stopped mid-air, stall horn blaring, nose-drooped, and started to drop like a brick! Best I could do, with my hand being nowhere near the throttle, was just pull right back and yell "arghhhhhh" - luckily this (pulling back - not screaming!) did recover the nose and reduce the descent rate just before we hit the runway and I guess also the ground effect helped, so it ended up as a perfect touchdown, albeit at about 20kts. Instructor and I had a great laugh about it as we taxied off the runway - at the first intersection having used hardly any landing distance! He had thought we were going to die for sure... anyhow, we both learnt that it's best not to do PFLs during forecast windshear and gusty wind conditions... and that an extra 10kts is a useful precaution incase your headwind disappears at the critical moment...
Aircraft, Cessna 152, basically stopped mid-air, stall horn blaring, nose-drooped, and started to drop like a brick! Best I could do, with my hand being nowhere near the throttle, was just pull right back and yell "arghhhhhh" - luckily this (pulling back - not screaming!) did recover the nose and reduce the descent rate just before we hit the runway and I guess also the ground effect helped, so it ended up as a perfect touchdown, albeit at about 20kts. Instructor and I had a great laugh about it as we taxied off the runway - at the first intersection having used hardly any landing distance! He had thought we were going to die for sure... anyhow, we both learnt that it's best not to do PFLs during forecast windshear and gusty wind conditions... and that an extra 10kts is a useful precaution incase your headwind disappears at the critical moment...
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Liverpool can be like that on 27 when you have a wind 30-40 degrees off the runway at 13+ knots. You can get about a 100' drop just before the threshold. Very nasty the first time it happens! Now, I tend to do much steeper approaches as matter of routine as there is plenty of runway to play with.
Why do it if it's not fun?
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Carb,
I have to admit I'm completely baffled by your post! No doubt it was a pretty scary experience, and I'd guess that may have affected your recollection?
First of all, you said "Best I could do, with my hand being nowhere near the throttle..." Hopefully you've learnt from that! Right from my very first attempt at landing, well before I started formal work in the circuit, my instructor drilled into me that my hand is on the throttle all the time on final. One hand on the throttle, one hand on the yoke. The same is true during take-off as well - one hand on the yoke, and one ensuring the throttle remains firewalled.
Next question - why did you pull back? Pulling back should be the last thing you would do if the stall-warner is going off unexpectedly. If a headwind turns into a tailwind, your airspeed will drop. The correct solution to a falling airspeed is the same as the solution to the stall warner - gently lower the nose.
Then there's the landing roll. Why should it be any shorter as a result of the wind-shear? The whole point about wind-shear is that your ground-speed is un-changed - and since the landing roll is related to your ground-speed, it shouldn't be any shorter if you encounter wind-shear. In fact, the tail-wind you say you experienced would have (not instantaneously, but after a short while) increased your ground-speed, and therefore increased the ground roll.
I'm not sure you'll be able to answer my questions - like I said, I'm sure this was pretty scary, and especially so early on during your training you probably weren't too aware of what was going on. But maybe you could try to think back and confirm whether your post is accurate?
But anyway, the most important thing is that you lived to tell the tale... and what's more, you got to re-use the aeroplane, which makes it a "great landing"!
FFF
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PS - just read my post, and it sounds a little harsh. Please don't take it personally - I'm not trying to flame you here! Just want to make it absolutely clear that raising the nose if you have low airspeed and the stall warner going off, when on very short final, is not the thing to do!
I have to admit I'm completely baffled by your post! No doubt it was a pretty scary experience, and I'd guess that may have affected your recollection?
First of all, you said "Best I could do, with my hand being nowhere near the throttle..." Hopefully you've learnt from that! Right from my very first attempt at landing, well before I started formal work in the circuit, my instructor drilled into me that my hand is on the throttle all the time on final. One hand on the throttle, one hand on the yoke. The same is true during take-off as well - one hand on the yoke, and one ensuring the throttle remains firewalled.
Next question - why did you pull back? Pulling back should be the last thing you would do if the stall-warner is going off unexpectedly. If a headwind turns into a tailwind, your airspeed will drop. The correct solution to a falling airspeed is the same as the solution to the stall warner - gently lower the nose.
Then there's the landing roll. Why should it be any shorter as a result of the wind-shear? The whole point about wind-shear is that your ground-speed is un-changed - and since the landing roll is related to your ground-speed, it shouldn't be any shorter if you encounter wind-shear. In fact, the tail-wind you say you experienced would have (not instantaneously, but after a short while) increased your ground-speed, and therefore increased the ground roll.
I'm not sure you'll be able to answer my questions - like I said, I'm sure this was pretty scary, and especially so early on during your training you probably weren't too aware of what was going on. But maybe you could try to think back and confirm whether your post is accurate?
But anyway, the most important thing is that you lived to tell the tale... and what's more, you got to re-use the aeroplane, which makes it a "great landing"!
FFF
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PS - just read my post, and it sounds a little harsh. Please don't take it personally - I'm not trying to flame you here! Just want to make it absolutely clear that raising the nose if you have low airspeed and the stall warner going off, when on very short final, is not the thing to do!
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Carb
You don't need to carry 10 knots extra over the threshold!
Your piston engine gives instant power unlike a jet, so use the POH speed.
If you carry 10 knots extra you'll float forever, which is not what you ought to do at anytime, but especially on a windy day.
You don't need to carry 10 knots extra over the threshold!
Your piston engine gives instant power unlike a jet, so use the POH speed.
If you carry 10 knots extra you'll float forever, which is not what you ought to do at anytime, but especially on a windy day.
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carb's dodgy memory
Yup indeed, with hindsight, full power would have been the best solution and not surprising we were at the mercy of the winds without it. The reason that didn't happen was that my instructor had drilled into me, "hand on your knee" when we were doing PFLs, for realism. So, my hand was away from the throttle and I the possibility of power wasn't on my mind. Lesson learnt alright!
I also take the point re proper stall recovery, but also, we were very close to the ground, not far above flare height, and with no power (doh!), so pulling up was more to do with getting the aircraft level enough to land on the main wheels rather than the nose. Anyhow, that recovery did work! On further thought though, I think also I'd already had a moment of nose-down so presumably I had enough airspeed to pull up.
As for shorter landing roll -- my recollection does make sense I think -- with a 15kt headwind obviously the ground speed had been 15kts less than average, and sudden windshear would not do much to increase that. It did though cause us to 'land' a lot sooner, we kinda dived & dropped onto the runway not far beyond the threshold.
Final3Greens agreed but a few kts extra until over the threshold is surely a good precaution, at least when the ATIS is specifically warning of windshear?
I also take the point re proper stall recovery, but also, we were very close to the ground, not far above flare height, and with no power (doh!), so pulling up was more to do with getting the aircraft level enough to land on the main wheels rather than the nose. Anyhow, that recovery did work! On further thought though, I think also I'd already had a moment of nose-down so presumably I had enough airspeed to pull up.
As for shorter landing roll -- my recollection does make sense I think -- with a 15kt headwind obviously the ground speed had been 15kts less than average, and sudden windshear would not do much to increase that. It did though cause us to 'land' a lot sooner, we kinda dived & dropped onto the runway not far beyond the threshold.
Final3Greens agreed but a few kts extra until over the threshold is surely a good precaution, at least when the ATIS is specifically warning of windshear?
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A piston engine may well give you a better response time, but a 100hp engine at full power still puts you on the wrong side of the drag curve if you fall below it.
I'd rather float 1' off the runway for half a mile than fall short of it from 200'. I've been in both situations, and I felt a lot happier with the banter from the guys than I did when I was at full power barely managing straight and level with the approach lights passing between my wheels. It was a very close call.
In gusty conditions, you should fly with enough speed to keep you on the happy side of the drag curve at either extreme.
I'd rather float 1' off the runway for half a mile than fall short of it from 200'. I've been in both situations, and I felt a lot happier with the banter from the guys than I did when I was at full power barely managing straight and level with the approach lights passing between my wheels. It was a very close call.
In gusty conditions, you should fly with enough speed to keep you on the happy side of the drag curve at either extreme.
Why do it if it's not fun?
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Yes, it's making a bit more sense now carb, thanks! I suppose the short landing role is possible given the initial head-wind, but it certainly would have been no shorter than if you hadn't encountered that wind-shear!
Personally, I'd keep my hand on the throttle even for a forced landing. Imagine the scenario... engine failure, you set up for the glide, find a field, and line yourself up perfectly. It's a short bumpy field, but your speed is good and your height is good - you come over the hedge, flare, and touch down. The bumpy ride over the rough ground dislodges that bit of dirt which had blocked the fuel filter, the engine coughs back into life... and your hand is nowhere near the throttle. You've just turned a perfectly good forced landing into an encounter with the hedge at the far end of the field. Ok, so it's not that likely, and if you've got time your crash checks would ensure the fuel and ignition were off anyway - but I'd rather be in a position where I can have as much control as possible, and my hand on my knee doesn't give me very much control! 
I agree with carb and Dusty re. the extra speed, by the way. Half of the gust factor on top of the POH speed was what I was taught. The engine may respond immediatley, but the aircraft still takes time to gain momentum. If field length is a concern, then don't go to that field on a gusty day.
FFF
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(PS - all this talk of having your hand on your knee reminds me of when my sister learnt to drive. She would turn a corner in first gear, and when she changed to second gear she'd completely forget to steer while her hand was on the gear-stick! Instructor made her drive around with one hand on her knee for an hour to prove she only needs one hand to steer!)
Personally, I'd keep my hand on the throttle even for a forced landing. Imagine the scenario... engine failure, you set up for the glide, find a field, and line yourself up perfectly. It's a short bumpy field, but your speed is good and your height is good - you come over the hedge, flare, and touch down. The bumpy ride over the rough ground dislodges that bit of dirt which had blocked the fuel filter, the engine coughs back into life... and your hand is nowhere near the throttle. You've just turned a perfectly good forced landing into an encounter with the hedge at the far end of the field.
Ok, so it's not that likely, and if you've got time your crash checks would ensure the fuel and ignition were off anyway - but I'd rather be in a position where I can have as much control as possible, and my hand on my knee doesn't give me very much control! I agree with carb and Dusty re. the extra speed, by the way. Half of the gust factor on top of the POH speed was what I was taught. The engine may respond immediatley, but the aircraft still takes time to gain momentum. If field length is a concern, then don't go to that field on a gusty day.
FFF
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(PS - all this talk of having your hand on your knee reminds me of when my sister learnt to drive. She would turn a corner in first gear, and when she changed to second gear she'd completely forget to steer while her hand was on the gear-stick! Instructor made her drive around with one hand on her knee for an hour to prove she only needs one hand to steer!
)
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Dusty/FFF/Carb
Adding half the gust component is a heavy technique, that works really well in big iron
BEagle (who has forgotten more about flying than I have learned) made a very good posting a month or two ago about approach speeds - may be worth a search if you are interested.
If you are concerned about being on the wrong side of the drag curve, why don't you try steepening your descent a little and using less power? That way you add to your potential energy if you need to call on it. By the way, where is the back of the drag curve in your aeroplane? (In mine, it is not at POH Vref, with a 5 degree glidepath.)
BTW, I own a share in a Pup 100 and agree that there is little if any redundant power, but I've always managed nicely at the figure in the POH, even on gusty days.
Obviously, everyone is entitled to their opinion, but I don't like arriving fast over the threshold if I can possibly avoid it - as it means that my approach is not stabilised.
Adding half the gust component is a heavy technique, that works really well in big iron
BEagle (who has forgotten more about flying than I have learned) made a very good posting a month or two ago about approach speeds - may be worth a search if you are interested.
If you are concerned about being on the wrong side of the drag curve, why don't you try steepening your descent a little and using less power? That way you add to your potential energy if you need to call on it. By the way, where is the back of the drag curve in your aeroplane? (In mine, it is not at POH Vref, with a 5 degree glidepath.)
BTW, I own a share in a Pup 100 and agree that there is little if any redundant power, but I've always managed nicely at the figure in the POH, even on gusty days.
Obviously, everyone is entitled to their opinion, but I don't like arriving fast over the threshold if I can possibly avoid it - as it means that my approach is not stabilised.
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A similar thing happened to me, after having completed 3 hours flying after my skills test. It was also the first time I had taked Mr B up with me. Having never experienced it before it was pretty nerve racking, especially on short final, and having a passenger for the first time.
I was set up so nicely on the centreline in a very slight xwind (about 2-3kts I seem to remember), and then suddenly at about 60 feet, I got caught out. A gust of wind pushed me way off the centreline into the helicopter circuit area, and then we got a hell of an updraft followed by a sudden downdraft. The ASI was all over the place. I tried to get it back onto the centreline but whatever I tried to do, the aircraft did the opposite. Just as I had decided to go around, the wind settled down again, and we slowly drifted back onto the centreline. We landed safely a bit further down the runway than planned, not needing the go around after all.
I wet my pants. And so did Mr B.
I was set up so nicely on the centreline in a very slight xwind (about 2-3kts I seem to remember), and then suddenly at about 60 feet, I got caught out. A gust of wind pushed me way off the centreline into the helicopter circuit area, and then we got a hell of an updraft followed by a sudden downdraft. The ASI was all over the place. I tried to get it back onto the centreline but whatever I tried to do, the aircraft did the opposite. Just as I had decided to go around, the wind settled down again, and we slowly drifted back onto the centreline. We landed safely a bit further down the runway than planned, not needing the go around after all.
I wet my pants. And so did Mr B.