I experienced low level wind shear.(wd 340 variable 5-10 kts. started to gust to 15kts. RWY 7- 25) on a short final, it looked like and felt like the plane was pushed to the ground, I immediately added full power for go around, kept gear and flaps down. Cleaned up plane at a safe altitude, change landing to opposite runway, challenging but uneventful . I will take Jason's advise and not fly under conditions like this again.
I'm not a pilot but just got off a plane and wanted more info on this type off stuff... pretty informative. Now I can sound like a pilot on my next flight....
An excellent video as always. A question regarding leave gear down, is this because of distraction or is it because of the potential of being forced back down. I have seen the same commentary however did not get the reasoning.
Hello Jason and readers. I am a student pilot studying for a stage check. One thing I cant understand about wind shear "avoidance" is why would you even be caught in a wind shear/microburst if it isn't safe to fly around thunderstorms anyway?
It means that during the final approach, the pilot(s) experienced a loss of up to 10 knots from his (their) final approach speed. This information is passed on to the next arrival as awareness. Pilots should give a PIREP to the appropriate ATC frequency whenever workload permits, when clear of wind shear, and include of possible: - altitude of the encounter - loss or gain in airspeed or altitude - type of aircraft - location of occurrence
I experienced low level wind shear.(wd 340 variable 5-10 kts. started to gust to 15kts. RWY 7- 25) on a short final, it looked like and felt like the plane was pushed to the ground, I immediately added full power for go around, kept gear and flaps down. Cleaned up plane at a safe altitude, change landing to opposite runway, challenging but uneventful . I will take Jason's advise and not fly under conditions like this again.
I'm not a pilot but just got off a plane and wanted more info on this type off stuff... pretty informative. Now I can sound like a pilot on my next flight....
Good, to the point information with a straightforward delivery. Very much appreciated sir!
Nicely done, operational meteorologists can spot signs of LLWS as well.
An excellent video as always. A question regarding leave gear down, is this because of distraction or is it because of the potential of being forced back down. I have seen the same commentary however did not get the reasoning.
Drag increases in transition I would think might be the #1 reason to leave the gear down. 🤙🏼
Hello Jason and readers. I am a student pilot studying for a stage check. One thing I cant understand about wind shear "avoidance" is why would you even be caught in a wind shear/microburst if it isn't safe to fly around thunderstorms anyway?
What does -10 wind shear mean, this showed up recently, Thanks!
It means that during the final approach, the pilot(s) experienced a loss of up to 10 knots from his (their) final approach speed. This information is passed on to the next arrival as awareness.
Pilots should give a PIREP to the appropriate ATC frequency whenever workload permits, when clear of wind shear, and include of possible:
- altitude of the encounter
- loss or gain in airspeed or altitude
- type of aircraft
- location of occurrence
Thanks, I thought so but wasn't sure!
How can you have reported a loss or gain of 10 knots?? As in the pilots reports “plus or minus 10 knots on final”