Astro,
The air traffic controller didn’t get the hint as to why the other aircraft were declining take off, not realize the cell in immediate area ?
Luckily the aircraft didn’t crash after take off climb.
Don't think he will do that regardless. if he's overly cautious he'll be blamed for delays, if he's not cautious enough he gets blamed for crashes.
Now it's entirely on the pilots.
Sounds like that part of the operations manual was written by lawyers…Our company policy says to be aware of possible microbursts even if not detected.
When you say “max thrust” are you talking about pushing the thrust levers full forward ( firewall/over boost ) or just taking off with max normal thrust?Sounds like that part of the operations manual was written by lawyers…
Microburst can kill you. Straight up. Windshear due to other causes can still kill you, but it’s not the massive downdraft that comes with a microburst, like the linked accident at Stapleton.
We actually encountered windshear on takeoff in Denver this past Wednesday. Gusty day. Nothing special beyond weird winds. LLWS (Low Level Windshear) advisories were published on ATIS (Airport Terminal Information System).
We carefully briefed our plan for Windshear - maximum thrust, flap setting, delayed rotation speed (calculated based on several parameters). Normal rotation for our weight, flap setting, winds, runway, and temperature that day was 151 Knots. The calculated maximum at which we could rotate with those conditions was 165.
Tower duly reported a “20 knot loss reported by previous aircraft” without particulars like altitude or distance from the runway. Their duty was discharged.
The decision rested with us.
We took off at max power (757-200 with RB-211s has quite a bit of extra thrust, so very nice). Rotated at 165.
At roughly 800 feet, the jet lost at least 20 knots. The GPWS (Ground Proximity Warning System) called out “Windshear! Windshear!”
We flew the escape profile, including max thrust, and the jet didn’t lose a single foot of altitude. My student FO was flying and did a good job of following the flight directors.
The precautions - power, flaps, and speed - all worked to make it a momentary event that didn’t affect us much.
We continued on to our destination.
I’m quite certain that our passengers, even our flight attendants, had no idea that we had encountered Windshear.
I had planned for it, I made a decision to go, and we were prepared. We consider, and then plan, for lots of things in aviation. This event clearly demonstrates why we do - that plan, and our preparation, kept us safe despite the threats presented by the weather.
ATC is supposed to advise pilots of dangerous weather but not all ATC is able to see bad weather on their radar.
In the U.S, ATC can see adverse weather on their radar ( moderate to heavy/severe precipitation ) and will advise us like on my flight from Montreal to Florida last night ( lots of thunderstorms ).
Canadian ATC doesn’t have the proper radar to warn us.
When flying in the Caribbean or Mexico, you're on your own.
Over the ocean, ATC doesn’t have radar so your on your own ( they will ask us if we are aware of any “Sigmet” weather advisories and give us the general area if we don’t have it ).
Last night, U.S ATC was warning us about moderate to severe precipitation ( on their radar ) and “Sigmet” information about tornadoes.
We could see everything on our radar and had a smooth flight into FLL.
Sounds like that part of the operations manual was written by lawyers…
Microburst can kill you. Straight up. Windshear due to other causes can still kill you, but it’s not the massive downdraft that comes with a microburst, like the linked accident at Stapleton.
We actually encountered windshear on takeoff in Denver this past Wednesday. Gusty day. Nothing special beyond weird winds. LLWS (Low Level Windshear) advisories were published on ATIS (Airport Terminal Information System).
We carefully briefed our plan for Windshear - maximum thrust, flap setting, delayed rotation speed (calculated based on several parameters). Normal rotation for our weight, flap setting, winds, runway, and temperature that day was 151 Knots. The calculated maximum at which we could rotate with those conditions was 165.
Tower duly reported a “20 knot loss reported by previous aircraft” without particulars like altitude or distance from the runway. Their duty was discharged.
The decision rested with us.
We took off at max power (757-200 with RB-211s has quite a bit of extra thrust, so very nice). Rotated at 165.
At roughly 800 feet, the jet lost at least 20 knots. The GPWS (Ground Proximity Warning System) called out “Windshear! Windshear!”
We flew the escape profile, including max thrust, and the jet didn’t lose a single foot of altitude. My student FO was flying and did a good job of following the flight directors.
The precautions - power, flaps, and speed - all worked to make it a momentary event that didn’t affect us much.
We continued on to our destination.
I’m quite certain that our passengers, even our flight attendants, had no idea that we had encountered Windshear.
I had planned for it, I made a decision to go, and we were prepared. We consider, and then plan, for lots of things in aviation. This event clearly demonstrates why we do - that plan, and our preparation, kept us safe despite the threats presented by the weather.
I don't understand what you mean by "we don't have any method of increasing rotation speed". Why can you rotate at a higher speed than V2?the Airbus because we don’t have any method of increasing rotation speed to offset any loss of IAS due to wind shear.
I don't understand what you mean by "we don't have any method of increasing rotation speed". Why can you rotate at a higher speed than V2?
Thanks.Thanks for the clarification and explanation.
What aircraft are you flying ?
Vr is rotation speed. V2 is only once in the air if lose an engine.I don't understand what you mean by "we don't have any method of increasing rotation speed". Why can you rotate at a higher speed than V2?
Single engine guys get confused easilyVr is rotation speed. V2 is only once in the air if lose an engine.
Please see above where I talk about it ( my aircraft type ).Single engine guys get confused easily
Why can't you increase Vr if you know there is a potential wind shear condition?
Got it - not sure how I missed your great explanation above! Thank you.Please see above where I talk about it ( my aircraft type ).