Go around and weather update 30Jan
Join Date: Apr 1999
Location: LHR
Posts: 115
Likes: 0
Received 0 Likes
on
0 Posts
Some of the boys coming into LHR this morning were earning thier wages as well. Most of them had thier noses pointed at Oxford instead of Windsor to keep them lined up!
A couple of the 319s I saw looked like rides at Disneyland!
Oh to be flying today!
C&B
A couple of the 319s I saw looked like rides at Disneyland!
Oh to be flying today!
C&B
Mental Floss Prevents Moral Decay
Join Date: Dec 2002
Location: Sim City
Posts: 88
Likes: 0
Received 0 Likes
on
0 Posts
Not too many moons ago experienced a 8/9 Beaufort (45+ kn) landing on LHR in a BA 737. A kid seating behind me totally freaked out, kicking in my back seat, parents on the verge of a break down literally hitting the kid to be quiet. The purser came down, sat beside him and got the kids and parents reasonably quiet while in the meantime the pilot made a greaser of a landing (don't know under which angle 
). The pax applauded and for the first (and only) time in my life I joined them, extremely well display of workmanship by the whole BA crew!
). The pax applauded and for the first (and only) time in my life I joined them, extremely well display of workmanship by the whole BA crew!
Join Date: Mar 2001
Location: Glasgow, U.K.
Posts: 53
Likes: 0
Received 0 Likes
on
0 Posts
If you want to 'enjoy' windy landings, look no further than Loganair.
You could have 'enjoyed' regular landings throughout Scotland over the last few days in winds of 45+ knots with cross-winds of up to 35 knots in Islay, Stornoway, Kirkwall, Sumburgh etc. - mostly at night, often in near minima conditions!
Just a normal winter week in Scotland!
You could have 'enjoyed' regular landings throughout Scotland over the last few days in winds of 45+ knots with cross-winds of up to 35 knots in Islay, Stornoway, Kirkwall, Sumburgh etc. - mostly at night, often in near minima conditions!
Just a normal winter week in Scotland!
Join Date: Dec 2001
Location: Malta
Posts: 177
Likes: 0
Received 0 Likes
on
0 Posts
Last month I landed at night in Cologne with winds 55 knots gusting 65. It was one hell of a roller coaster. Luckily it was in VMC and relatively down the runway. In the 15 mins after my landing 3 other A/C had to go around due windshear, back into the turbulence and heavy rain showers all around.......later, during transit, it rained horizonal........have you ever seen that??!!
I was not terribly comfortable with the approach, but it was my first in such conditions so I did not really know what to expect.
My question is.......shouldn't there be maximum limits (from which ever angle), and not just limits which will tear off aircarft doors. I believe this aspect of flying is rather a 'cowboy' area.
I was not terribly comfortable with the approach, but it was my first in such conditions so I did not really know what to expect.
My question is.......shouldn't there be maximum limits (from which ever angle), and not just limits which will tear off aircarft doors. I believe this aspect of flying is rather a 'cowboy' area.
Join Date: Dec 2002
Location: London
Posts: 54
Likes: 0
Received 0 Likes
on
0 Posts
Ah, the old 'greaser off a bumpy approach' story. Why?
Well, in strong and gusty winds, companies (and manufacturers) require pilots to add speed increments, which are, IMHO, often pointless. the result is usually a fast approach, problems getting thespeed off and the pitch attitude right for touchdown, and thus a deep, fast, high-energy landing.
Alternatively, why not use the normal approach speed and have a good, safe, on-speed, on-the-marks, touchdown? With Autothrottle in, this is allowed. I have yet to meet an autothrottle which genuinely does a better job than do when I'm concentrating...
Well, in strong and gusty winds, companies (and manufacturers) require pilots to add speed increments, which are, IMHO, often pointless. the result is usually a fast approach, problems getting thespeed off and the pitch attitude right for touchdown, and thus a deep, fast, high-energy landing.
Alternatively, why not use the normal approach speed and have a good, safe, on-speed, on-the-marks, touchdown? With Autothrottle in, this is allowed. I have yet to meet an autothrottle which genuinely does a better job than do when I'm concentrating...
Join Date: Aug 2002
Location: Stockport, Cheshire, U.K.
Posts: 13
Likes: 0
Received 0 Likes
on
0 Posts
Windy
Hi,
I work in an office under the manchester airport flight path (cheadle heath) and saw the planes coming in for a landing when it was really windy on tuesday.
I was wondering do they land manually when its gusting like that or automatic.
It made me glad i was on the ground watching them planes bouncing around.
Ive never been in a plane when its really windy. Whats it like?? Is it similar to bad turbulance? as i was freaked out by turbulence once over france?
tia
jon.
I work in an office under the manchester airport flight path (cheadle heath) and saw the planes coming in for a landing when it was really windy on tuesday.
I was wondering do they land manually when its gusting like that or automatic.
It made me glad i was on the ground watching them planes bouncing around.
Ive never been in a plane when its really windy. Whats it like?? Is it similar to bad turbulance? as i was freaked out by turbulence once over france?
tia
jon.
Join Date: Mar 2002
Location: Manchester
Posts: 185
Likes: 0
Received 0 Likes
on
0 Posts
Whoopedo_STALL
As one of the intrepid of Tuesday night, I can assure you it was a manual landing. The aircraft I fly (Airbus A321) has autoland limits of 30 kts Headwind, 20 kts Crosswind, and 10 kts Tailwind. The wind at Manchester was 310/30G39 when I landed, so well outside Autoland Limits, and what's more it was great fun!
As one of the intrepid of Tuesday night, I can assure you it was a manual landing. The aircraft I fly (Airbus A321) has autoland limits of 30 kts Headwind, 20 kts Crosswind, and 10 kts Tailwind. The wind at Manchester was 310/30G39 when I landed, so well outside Autoland Limits, and what's more it was great fun!
Join Date: Feb 2000
Location: NZ/UK
Posts: 67
Likes: 0
Received 0 Likes
on
0 Posts
Have to agree Rongatai. WN is one hell of a ride. Add to that the lack of runway. There is a great website (NZ based i think) which has a very good video comprising a number of landings at Wellington on a bad day
Join Date: Aug 2002
Location: Europe
Posts: 4
Likes: 0
Received 0 Likes
on
0 Posts
Go around and weather update 30Jan
18 Hour TAF
EGLL 300419Z 301206 34018G32KT 9999 SCT030 TEMPO 1206 5000 -SHSN BKN030CB
PROB40 TEMPO 1406 2000 SHSN BKN014 BKN020CB TEMPO 1806 34017KT=
9 Hour TAF
EGLL 301505Z 301601 35023G35KT 9999 SCT025 BECMG 1620 34015G25KT PROB40
TEMPO 1620 1500 SHSN BKN010CB PROB30 TEMPO 2001 5000 -SHSN BKN010=
METAR
EGLL 301520Z 34027G41KT 3000 -SHSN SCT020 BKN038 01/M02 Q1007 TEMPO 1500
SHSN BKN010=
EGLL 301550Z 34020KT 0600 R27L/0900 R27R/0800 SN VV/// M00/M00 Q1008 BECMG
4000 -SHSN BKN010=
A few go around at LHR today. Any other news or update please post here. Thanks.
EGLL 300419Z 301206 34018G32KT 9999 SCT030 TEMPO 1206 5000 -SHSN BKN030CB
PROB40 TEMPO 1406 2000 SHSN BKN014 BKN020CB TEMPO 1806 34017KT=
9 Hour TAF
EGLL 301505Z 301601 35023G35KT 9999 SCT025 BECMG 1620 34015G25KT PROB40
TEMPO 1620 1500 SHSN BKN010CB PROB30 TEMPO 2001 5000 -SHSN BKN010=
METAR
EGLL 301520Z 34027G41KT 3000 -SHSN SCT020 BKN038 01/M02 Q1007 TEMPO 1500
SHSN BKN010=
EGLL 301550Z 34020KT 0600 R27L/0900 R27R/0800 SN VV/// M00/M00 Q1008 BECMG
4000 -SHSN BKN010=
A few go around at LHR today. Any other news or update please post here. Thanks.
Join Date: Mar 2001
Location: Glasgow, U.K.
Posts: 53
Likes: 0
Received 0 Likes
on
0 Posts
Rumba
I think you'll probably find that the main reason for additional speed increments on the approach in strong winds has more to do with the liklihood of windshear being encountered.
But you knew that anyway.
I think you'll probably find that the main reason for additional speed increments on the approach in strong winds has more to do with the liklihood of windshear being encountered.
But you knew that anyway.
Join Date: Aug 2002
Location: Europe
Posts: 4
Likes: 0
Received 0 Likes
on
0 Posts
EGLL 1820Z
METAR
EGLL 301820Z 35020KT 5000 -SN SCT012 BKN025 OVC050 00/M00 Q1012 RESN NOSIG
99520194 99210095=
Breaking is good.
wet snow, extent 11% to 25%, depth 1mm
wet, extent 10% or less, depth less than 1mm, braking action: good
more GA just now...1942..due to weather/slow ops
EGLL 301850Z 34020KT 9999 FEW012 SCT025 BKN050 00/M02 Q1012 NOSIG 99520194
99210095=
EGLL: Issued on the 30th at 18:50 UTC
wind 340 degrees, 20 knots
visibility 10km or more
few clouds at 1200 feet
scattered cloud at 2500 feet
broken cloud at 5000 feet
temperature 0, dew point -2 (degrees C)
QNH = 1012 mb
no significant change
(as before), wet snow, extent 11% to 25%, depth 1mm, ?
(as before), wet, extent 10% or less, depth less than 1mm, braking action: good
EGLL 301820Z 35020KT 5000 -SN SCT012 BKN025 OVC050 00/M00 Q1012 RESN NOSIG
99520194 99210095=
Breaking is good.
wet snow, extent 11% to 25%, depth 1mm
wet, extent 10% or less, depth less than 1mm, braking action: good
more GA just now...1942..due to weather/slow ops
EGLL 301850Z 34020KT 9999 FEW012 SCT025 BKN050 00/M02 Q1012 NOSIG 99520194
99210095=
EGLL: Issued on the 30th at 18:50 UTC
wind 340 degrees, 20 knots
visibility 10km or more
few clouds at 1200 feet
scattered cloud at 2500 feet
broken cloud at 5000 feet
temperature 0, dew point -2 (degrees C)
QNH = 1012 mb
no significant change
(as before), wet snow, extent 11% to 25%, depth 1mm, ?
(as before), wet, extent 10% or less, depth less than 1mm, braking action: good
Join Date: Jun 2001
Posts: 33
Likes: 0
Received 0 Likes
on
0 Posts
How many approaches before diverting (EGLL 30JAN)
From our office on the 9th floor in between runways 27L and R on about 1.5 miles final, we have a great view on landing traffic. It became interesting when the vis dropped to below 1000m in SHSN with W/V 35020G35. After reported heavy turbulence, a Swiss A321 went around and reported rotor action, causing a 70-75 degrees bank angle at 400' AGL on short final for 27L. A while later, he performed another go-around. After asking for his intentions, he requested another approach "with a different configuration". This time it was to 27R and he landed.
My question is that isn't it standard practise to divert after two go-arounds? I may of course be wrong, but as a passenger, I would get pretty nervous when a third approach to the same airport is commenced (and I fly IR myself, albeit not for money, unfortunately). I guess I've read too many accident reports involving a third approach.
My question is that isn't it standard practise to divert after two go-arounds? I may of course be wrong, but as a passenger, I would get pretty nervous when a third approach to the same airport is commenced (and I fly IR myself, albeit not for money, unfortunately). I guess I've read too many accident reports involving a third approach.
Join Date: Jan 2001
Location: UK
Posts: 2,044
Likes: 0
Received 0 Likes
on
0 Posts
I'll await to see if he really got to 75 degrees of bank!
<<My question is that isn't it standard practise to divert after two go-arounds?>>
With us it is "advised", or "consideration should be given" - largely due potential distress to passengers. A 3rd approach should really only be done if there is good reason to believe that the 3rd will succeed i.e. something has changed / is being done differently.
NoD
<<My question is that isn't it standard practise to divert after two go-arounds?>>
With us it is "advised", or "consideration should be given" - largely due potential distress to passengers. A 3rd approach should really only be done if there is good reason to believe that the 3rd will succeed i.e. something has changed / is being done differently.
NoD
Join Date: May 1999
Location: Genolier, Switzerland
Posts: 198
Likes: 0
Received 0 Likes
on
0 Posts
Wind
Reminds me of how a friend described the high winds at Galway airport a few years ago. (When are there not high winds there, you might ask...)
According to him "It was great! We didn't even taxi to the runway. They just cut the ropes, and up we went!" (EI Saab 340)
According to him "It was great! We didn't even taxi to the runway. They just cut the ropes, and up we went!" (EI Saab 340)