For anyone watching this video entirely confused, here's some information: Wind shear is a loss of lift and downdraft a plane can encounter due to weather. Most dangerous during landing and takeoff. "TOGA" stands for "Takeoff/Go Around" and is the maximum power setting on an airliner. "VR" Is the speed the plane 'rotates' up, to lift off the ground. Really enjoyed the video.
@@norbert.kiszka Wanna be exact, the Alpha Floor is the region of speed where the air speed is too low and the Angle of Attack, or alpha, will increase to a stall. A. FLOOR A/THR forces TO/GA to get out of the floor
The automated system detects it, and there’s a prescribed procedure the pilots follow... so the short answer is that it would handle things in the same way, possibly even better due to faster reaction times
@@matthendricks9666 that doesn't make sense, even if there is windshear that isn't detected you could make an algorithm to feel it based on the planes behavior anyway
excelente video.....muy buena instruccion y acertada la ayuda visual de los instrumentos y lista de chequeo en cada fase.....quiero ver todos sus videos así de ésta forma.....gracias desde colombia.
What is terrifying is how fast it occurs and just how close the plane comes to a stall. The split second airspeed bleed and drag on the aircraft. Any roll in either direction would've rolled the plane over and it would've been all over at that altitude.
@@Lak62_101 If it's in normal law, the a320 can't stall no matter how much you pull back, even during a windshear. You can pull back all the way and hold it there, and it will not stall.
@@lucaspusparajah9765 absolutely true, but if your indicated airspeed drops below Vs due to the wind changing from head 20 to 60 tail for example and you find yourself at 80 kias instead of 160 then the normal law will kick in, probably push down (if it does that during windshear as well) and trigger TOGA if it hasnt already been selected manually but at that point the plane can barely be recovered from this stall at a low altitude
Ive only ever had one windshear after takeoff, 4th flight with PMDG 737, i recovered but afterwards it was climbing with V/S of over 10.000ft/m, also i want to ask you, do you have FSUIPC? If yes free or purchased? Because i have the free version, but my flight controls keep bugging out which makes it impossible to fly sometimes, so i wanted to know maybe its something with FSUIPC...
I guess that in real operation, the crew would have verbalized the clues of a possible wind shear during the takeoff run. Not to mention the briefing would have clearly notified this risk regarding the weather conditions. Can someone tell me if the crew have to verbalize these strong wind changes before V1 and Vr in order to prepare to a possible wind shear ?
@@Arya-ov3ke Not exactly the same, during take-off the plane is a lot heavier, you don't have a lot of excess power. It will take much longer to gain a considerable amount of speed. During landing, the plane is much lighter, so using TO/GA thrust will have a much bigger effect.
Lol no. Windshear on APPR and Landing you go around no questions. A turbofan takes approx 8 secs to spool up and we dont want downdrafts or loss of lift during an approach to land.
How do the pilots know where direction that windshear is coming from? Might be tailwind, headwind, upward and downward, right? The acoustic warning is always the same, right?
...obviously in this scenario windshear is unexpected. you wouldn't knowingly t/o into windshear toga or no. but yes, if windshear above 100knots toga power is set. if below, it's rejected and the mawfucka stops
@@noway9880 Well it's not realistic training to have a completely unexpected windshear. When I was at the regionals they would play these stupid games. At the majors I find training to be much more real world grounded and better overall.
They did full thrust before. Reason might be that the plane loses height uncontrolled right after take off and they try to get the plane up no matter what. Mentour Pilot explains it very well ua-cam.com/video/pP5Z7_x9UEk/v-deo.html
No can do, lowering the nose is how you die. You see, windshear has a very intense downburst wind which pushes the aircraft towards ground, we follow the aircrafts speed reference system (SRS) with TOGA thrust, which gives a value of 17.5 degrees pitch up, if SRS unavaliable we again pitch up to 17,5 degrees. With TOGA, that pitch value gives an optimum climb value in intense downbursts which is key to survival.
That's why the PM never calls "Speed Speed" otherwise the PF will instinctively lower the nose to gain speed and the outcome is no a bueno. In the event of a windshear, pilots fly the Angle of Attack and in the Airbus it is called the SRS, referred to Speed reference system and in case of no Flight director, pilots will pitch to 17.5 degrees. Hope that helps :)
20 degrees pitch during windshear and you almost hit stall speed. If that was at max take off weight you would probaly stall. I don't think it's such a good idea to use this high pitch angle during windshear, even if flight directors wants you to do that. i guess you really need to say thanks to engeners that created alfa floor.
Ne kadar boş konuşmuşsun, Airbus pilotu olmayan herkesin bir yorumu var, 1-airbus pilotları bu eğitimi böyle alıyor srs’i takip et diyor gerekirse full back yap ama valentin_Mel i dinle demiyor. 2-zaten bu eğitimler max take off içinde böyle yapılıyor 3-Kendi uçtuğun uçağı yapan mühendislere sen teşekkür etme, çünkü yapmamışlar
All great, but why they did not abort take-off when 3 times IAS stoped during roll? What is smart to takeoff in those conditions? Maybe was better reject and delay take-off?
@@AlpayYildirayyeah but even at 80kts, well below the 100kts high speed gate, the speed got "stuck" for quite a while. I'm not sure what the procedure is but it was definitely still allowed to stop.
Because windshear happens near the ground and you want to escape it as fast as possible, meaning you want a high vertical speed, meaning you follow the SRS command. Every windshear is unique, this procedure has the best odds.
@@rayanaltowayan9558 1. You aren’t necessarily yanking it full back. Just following what SRS demands. 2. On an airbus full back stick is just a command for max g or alpha, whichever is more limiting.
When he called the tower he gave a PIREP saying, “Windshear between 500 and 7000,” I am assuming he meant, “700 Ft.” Anyone feel this may not be the case for the radio call?
From what I know, Airbus procedures for LOW altitude stall warnings (during climb out, at least) are to pitch the nose moderately up and give TO/GA power. I believe this is because you can't really trade altitude for airspeed this close to the ground, and pitching down, though it might increase the airspeed faster, could also lead to (obviously) a descent. It's a different game when you have altitude to spare and you can stall at a much lower AoA up high. This has been theorized to be part of the reason Air France 447 kept trying to pull their nose up even as they stalled right down into the Atlantic they were applying the low altitude stall warning recovery scenario to a high altitude stall that requires you to pitch down.
For anyone watching this video entirely confused, here's some information:
Wind shear is a loss of lift and downdraft a plane can encounter due to weather. Most dangerous during landing and takeoff.
"TOGA" stands for "Takeoff/Go Around" and is the maximum power setting on an airliner.
"VR" Is the speed the plane 'rotates' up, to lift off the ground.
Really enjoyed the video.
I thought windshear was when the wind rapidly changes that can cause a stall due to the lack of lift because the wind changed
Yes that’s correct wind shear stands for a sudden change of wind direction.
"Alpha Floor" is a software-imposed limit on how slow the plane can fly, to avoid stalling.
@@aspecreviews nope. A. Floor is something like TO/GA. A. Floor makes full thrust not depending on current lever position.
@@norbert.kiszka Wanna be exact, the Alpha Floor is the region of speed where the air speed is too low and the Angle of Attack, or alpha, will increase to a stall. A. FLOOR A/THR forces TO/GA to get out of the floor
Makes you wonder how a fully automated system would deal with wind shear. good video.
The automated system detects it, and there’s a prescribed procedure the pilots follow... so the short answer is that it would handle things in the same way, possibly even better due to faster reaction times
@@audigex Yes, and according to the memory items, if you already have AP engaged, you keep it on, only thing you have to do is to set TOGA
@@audigex Yeah? How so? Since it cannot detect a windshear in the takeoff run until 3 seconds after liftoff.
@@matthendricks9666 that doesn't make sense, even if there is windshear that isn't detected you could make an algorithm to feel it based on the planes behavior anyway
@@audigex Not better, you can see the pilots notice it and react before the aircraft announces it
Wow. I would dread being on the flight, lol. That plane would be bouncing all over the place!
good job man 👍👍👍
excelente video.....muy buena instruccion y acertada la ayuda visual de los instrumentos y lista de chequeo en cada fase.....quiero ver todos sus videos así de ésta forma.....gracias desde colombia.
brilliant
Nice! It's good to learn something even no experience plane pilots just incase of emergency as a passenger.
01:28
Windshear
Thank you for Turkish Airlines and its captains.
What is terrifying is how fast it occurs and just how close the plane comes to a stall. The split second airspeed bleed and drag on the aircraft. Any roll in either direction would've rolled the plane over and it would've been all over at that altitude.
Yes but he kept climbing high while in windshear.
The thing is the a320 in the video was in normal law, and that means you cannot stall no matter how much you pull back on the sidestick.
@@lucaspusparajah9765 Yeah under normal conditions its almost impossible but during an wind shear even an A320 can stall.
@@Lak62_101 If it's in normal law, the a320 can't stall no matter how much you pull back, even during a windshear. You can pull back all the way and hold it there, and it will not stall.
@@lucaspusparajah9765 absolutely true, but if your indicated airspeed drops below Vs due to the wind changing from head 20 to 60 tail for example and you find yourself at 80 kias instead of 160 then the normal law will kick in, probably push down (if it does that during windshear as well) and trigger TOGA if it hasnt already been selected manually but at that point the plane can barely be recovered from this stall at a low altitude
Last time i had windshear ahead on my FSlabs A320 takeoff. It ended by crash XD
well a great addon meeting wind physics of FSX...
Ive only ever had one windshear after takeoff, 4th flight with PMDG 737, i recovered but afterwards it was climbing with V/S of over 10.000ft/m, also i want to ask you, do you have FSUIPC? If yes free or purchased? Because i have the free version, but my flight controls keep bugging out which makes it impossible to fly sometimes, so i wanted to know maybe its something with FSUIPC...
This a very nice video, why did you stop posting more training videos? 👍
Nice
1:28
👏🏼👏🏼👏🏼👏🏼
Why turning during wind shear recovery procedures
very informative, I would have thought that the pilot would lower the nose to gain speed over gravity
Thank you for this very constructive information video, sir.
I hope to see emergency decent and TCAS warning
follow tcas first
Van - Ferit Melen Havaalanı...
thats cool and all but is it CHECKED??????
Dây bọc nhựa, 1 mm
Plz can someone till me what the last part of information what it was ,, plz .. thnx
កន្លែងពិសោធន៏របស់ខ្ញុំ
I guess that in real operation, the crew would have verbalized the clues of a possible wind shear during the takeoff run. Not to mention the briefing would have clearly notified this risk regarding the weather conditions.
Can someone tell me if the crew have to verbalize these strong wind changes before V1 and Vr in order to prepare to a possible wind shear ?
Those oscillations in speed before V1 always have to be notified for both pilots. Take Off should be interrupted
@@pabloxderte3070 NO.
50kts wind?
FO be screaming in your ears LOL
Windsheer from gpws during landing is kind of okay you just go TO/GA but during take off is really difficult 130 knots is real slow
Its the same
@@Arya-ov3ke Not exactly the same, during take-off the plane is a lot heavier, you don't have a lot of excess power.
It will take much longer to gain a considerable amount of speed.
During landing, the plane is much lighter, so using TO/GA thrust will have a much bigger effect.
Lol no. Windshear on APPR and Landing you go around no questions. A turbofan takes approx 8 secs to spool up and we dont want downdrafts or loss of lift during an approach to land.
@@dgp320 thats true. I was mainly thinking about jets
@@Arya-ov3ke *takeoff, 500ft* "monitor radar display..WINDSHEAR AHEAD! WINDSHEAR AHEAD! GO AROUND!" ok lets go around and takeoff again??
1:28 I like his voice
Would you follow the turn as they did in a wind shear manoeuvre
No.
I was looking for this comment, and the answer is nope!
How do the pilots know where direction that windshear is coming from? Might be tailwind, headwind, upward and downward, right?
The acoustic warning is always the same, right?
The information is on the ND. Upper left side provides wind information!
Thats what the co-pilot is for. He opens his window and with his hand he feels where the wind is coming from and with what speed.
@@maluch792 🤣🤣
@@maluch792 HAHAHAHAA
@@maluch792😂
Why did they do a Flex T/O in those conditions? TOGA T/O takeoff would of been prudent.
...obviously in this scenario windshear is unexpected. you wouldn't knowingly t/o into windshear toga or no. but yes, if windshear above 100knots toga power is set. if below, it's rejected and the mawfucka stops
@@noway9880 Well it's not realistic training to have a completely unexpected windshear. When I was at the regionals they would play these stupid games. At the majors I find training to be much more real world grounded and better overall.
Why did they continue to climb at low speed? Wouldn't it be better to lower the nose and scatter in the horizon?
They did full thrust before.
Reason might be that the plane loses height uncontrolled right after take off and they try to get the plane up no matter what.
Mentour Pilot explains it very well ua-cam.com/video/pP5Z7_x9UEk/v-deo.html
No can do, lowering the nose is how you die. You see, windshear has a very intense downburst wind which pushes the aircraft towards ground, we follow the aircrafts speed reference system (SRS) with TOGA thrust, which gives a value of 17.5 degrees pitch up, if SRS unavaliable we again pitch up to 17,5 degrees. With TOGA, that pitch value gives an optimum climb value in intense downbursts which is key to survival.
Airbus procedure is follow there srs. Lowering the nose would not be a good idea
That's why the PM never calls "Speed Speed" otherwise the PF will instinctively lower the nose to gain speed and the outcome is no a bueno. In the event of a windshear, pilots fly the Angle of Attack and in the Airbus it is called the SRS, referred to Speed reference system and in case of no Flight director, pilots will pitch to 17.5 degrees. Hope that helps :)
Why are they turning if they haven't confirmed that they are out of windshear yet? Strange.
Vass22 You might not have a choice if you are heading towards restricted airspace or an obstacle... or a thunderstorm/hail
He’s accelerating well and clear of shear when he makes the turn.
@@EdgyNumber1 airspace should be secondary to wind shear escape
They put the pic of procedure.
Are you able to read and understand what you read
Anywhere you see a “level flight”?
forgot A/C type
Are you supposed to pull up all the way?
Yes if necessary
20 degrees pitch during windshear and you almost hit stall speed. If that was at max take off weight you would probaly stall. I don't think it's such a good idea to use this high pitch angle during windshear, even if flight directors wants you to do that.
i guess you really need to say thanks to engeners that created alfa floor.
Ne kadar boş konuşmuşsun,
Airbus pilotu olmayan herkesin bir yorumu var,
1-airbus pilotları bu eğitimi böyle alıyor srs’i takip et diyor gerekirse full back yap ama valentin_Mel i dinle demiyor.
2-zaten bu eğitimler max take off içinde böyle yapılıyor
3-Kendi uçtuğun uçağı yapan mühendislere sen teşekkür etme, çünkü yapmamışlar
Text book
Not really.
Attitude indicator: WINDSHEAR
Me: wtf
Why plane over 5000 feet when it was on ground? 💀
It means 5000ft over sea level, the airport elevation is then 5000 feet.
All great, but why they did not abort take-off when 3 times IAS stoped during roll? What is smart to takeoff in those conditions?
Maybe was better reject and delay take-off?
KukosEQ the goal of this simulation is to deal with wind shear mid-air. In normal conditions takeoff would be aborted due to speed oscillations
Windshear came after V1, so aborting takeoff is not an option anymore
@@AlpayYildirayyeah but even at 80kts, well below the 100kts high speed gate, the speed got "stuck" for quite a while. I'm not sure what the procedure is but it was definitely still allowed to stop.
U should report to ATC to do “windshear escape”.And then, u should report to complete that .
Why he didnt decrease the climb rate
Because windshear happens near the ground and you want to escape it as fast as possible, meaning you want a high vertical speed, meaning you follow the SRS command. Every windshear is unique, this procedure has the best odds.
@@LaborchefDrKlenk-gb8rv what about stalling?
@@rayanaltowayan9558 a320 wont stall under normal law
@@thicc800ty I just find it hard to believe that if I yank the side stick full aft the aircraft won't stall
@@rayanaltowayan9558
1. You aren’t necessarily yanking it full back. Just following what SRS demands.
2. On an airbus full back stick is just a command for max g or alpha, whichever is more limiting.
When he called the tower he gave a PIREP saying, “Windshear between 500 and 7000,” I am assuming he meant, “700 Ft.” Anyone feel this may not be the case for the radio call?
He should've said 5000 and 7000 feet.
shouldn't he down the nose? like at least a little
From what I know, Airbus procedures for LOW altitude stall warnings (during climb out, at least) are to pitch the nose moderately up and give TO/GA power. I believe this is because you can't really trade altitude for airspeed this close to the ground, and pitching down, though it might increase the airspeed faster, could also lead to (obviously) a descent. It's a different game when you have altitude to spare and you can stall at a much lower AoA up high. This has been theorized to be part of the reason Air France 447 kept trying to pull their nose up even as they stalled right down into the Atlantic they were applying the low altitude stall warning recovery scenario to a high altitude stall that requires you to pitch down.
They speak like they are scared or not too sure..
more like serious
He said "chat"when they started to rolling i guess he wanted to say "checked"instead of "chat"😂