Windshear on short final in light aircraft
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- Опубликовано: 24 авг 2024
- The Flying Reporter experiences strong wind shear on short final to Biggin Hill in the PA28.
This was a flight from Leicester which departed VFR, and arrived IFR. A transit of the Luton controlled airspace was not possible because of arriving traffic. Following an ILS approach to land, the strong gusty wind created significant wind shear on short final.
About me/ faqs/ flight tracks: www.jonhunt.net/
Facebook: / theflyingreporter
Music:
Summer In My Heart & Sunshine Dreams by Adam Drake & Tom Jenkins are licensed for use in this film by The Audio Network.
Mapping: www.skydemon.aero/
Watching this and seeing how much work is involved with navigation, charts, radio and flying the aircraft seems pretty scary. So much to remember and do. Amazing to watch and see how it is done up there by you pilots. Thanks for posting.
Very well handled Jon. I imagine you get that feeling of the aircraft drop is a bit scary seeing as you don't have altitude in your favour at that point should you not be able to get the speed up. I guess also it's very easy to panic and pull back for lift as a natural reaction, when of course you wouldn't get it at that air speed.
Hi Jason. It's the first time I actually wondered if I'd be able to recover. The aircraft just kept sinking, despite full power. The video doesn't really do it justice.
Nice landing, even with this gusty crosswind and the wind shear on short final. Well done
The navigation around the controlled airspace and around Luton in IIMC was very interesting.
I experienced this same situation today, i was slightly lower (transition from descend to landing attitude). I did a go around. Prefer not to try to salvage landing.
Fantastic! I love how much use you're getting from your IRR, I'm quite jealous.
Thanks Andy. Quite easy to achieve..you should do it.
I once again enjoyed your video, Well done. And good for you for reporting the wind shear. It is getting better over here in the US but there was a time when the amount of pilot reports was severely lacking. But it is getting much better now. So good for you for reporting it.
Thanks Greg.
Really good one for rt examples
Great flying
Wind shear on short final is scary and awful. I was flying a PA-38-112 with a 900' long runway at 1000' AMSL with 50+ degrees C. On final, nice 20kt headwind, I'm flying at 70 kias as per Tomahawk approach speed, stall speed is 47kts full flap. Suddenly the cockpit gets very quiet and I start to sink, I immediately apply power, and look over at the windsock only to see it limp and my airspeed dropped to 50kias. 3 kts above stall speed. Got my heart racing and super thankful my instincts kicked in immediately before I even realized what was fully happening. I think I did one more circuit and called it a day after that...
Superb video. One of your best yet Jon. That was amazing to see the wind shear. I’m yet to experience anything that severe yet but I now see why my instructor always suggested less flap and a touch more speed. Thanks.
Thanks Rory.
Nice video. I love Biggin Hill. Many fond memories of providing First Aid cover at the annual Air Show before moving to Devon. Would love to go back one day.
The festival of flight is still going strong.
Good to know.
Well done Jon. Extra speed in gusty conditions is a good lesson to remember.
Thanks Michael.
Hi Jon,
I am 24 and 40 hours into my ppl and with a completed night rating. Your videos are helping me grasp an idea of "real world" GA flying in the U.K. Watched nearly all of them in less than one month. Thanks for all the hard work you put into them.
James @ stapleford
Hey James. Thanks for watching. Before long you'll be having the same adventures!
Thanks again for a superbly educational video. I wish RUclips and your videos were about when I was flying! Your honesty and talent at the helm is so appreciated. You have a truly professional attitude. Keep up the good work.
Thanks Eric.
Well done with how you handled a tricky situation with windshear. I once had exactly same experience (same runway and short final) coming in to land at Biggin Hill. It's a double whammy to drop like a stone and see airspeed drop so quick. Fortunately I acted in the same way as you did here, power up, nose down, fly the plane and land with a bit power on. Then reported to ATC. It helps to have a long runway there. My other experience with windshear was at Maypole. Decided to go around then. I used to fly G-BSFR (a C152 owned by a very nice gentleman at 'shipping and airlines') which is/was generally parked next to G-BHOR. I wish I had discovered your videos back then and met you in person. Fly out of Stapleford these days.
Foxtrot romeo is my hangar buddy! The long runway certainly helped...
I'm not a pilot myself, just doing it as a hobby in flight simulators and building knowledge, god knows why
But watching the airspeed go down despite the increase in power gave me the creeps. It just makes you realize how easy it is to stall if you aren't prepared for these things.
Fantastic video, Jon. They get better and better! Had me on the edge of my seat and glued to the screen all the way to the end. In fact by the time you'd dealt with that wind shear, my Pinot Grigio had warmed to room temperature! I miss the privileges of the IR(R) here in the US. Keep up the great work, from Paul (aka Rog), Gareth and all at Team Dixon, here in Florida.
Thanks Paul! All the best.
Another great video Jon. So professional and educational for pilots and non-pilots.
Thank you Kevin.
Totally awesome once again Jon, I have been in a rapid sink situation on finals quite a few times and each time I found my pants had turned a different colour!! You are so right when you say the Video didn't do that bit justice, you have to be very slick to survive!!
Thanks David.
Very busy and challenging flight, well handled, nicely filmed and topped off with great editing! Well done Jon
Thank you Tim.
Very nicely handled! I'm a bit guilty of sticking too close to 70kt on final in gusty conditions so this was a little eye opener for me and I will try to add a little margin on in gusty conditions. Thanks for sharing!
Cheers!
Well handled indeed! One warm day I approached Old Hay on 28, very short final in a Luscombe when, at about 50 feet she dropped like a stone. I actually watched the fence get higher... Again, full power saved the day, but afterwards I was wiping the adrenaline stains off the seat.
'wiping the adrenaline stains off the seat'....classic!
Wow, well done Jon. Looked like a very busy flight. You were very on the ball for catching that Class A clearance, I think I would have missed that (as a IR(R) holder...)
Thanks. You have to be on your guard for that around the LTMA, had that a few times now.
Really enjoy watching these where you're making good use of your IR(R). I really need to do more of this myself, most I've done since I got the rating is practice holds and approaches at Southend. Love seeing a bit of IMC flying with the ir(r)
I'm pleased to have got a bit of real IMC practise.
Excellent and informative video Jon. Many thanks for your work. And well done on that landing. Was watching your variometer. Wow.
Thank you Jonathan.
great video gripping from start to finish thank you
Cheers Lars.
Saw The Flying Reporter on BBC's The One Show last night with a live report from Manston - in the snow. It was like an episode of the old Nationwide.
I'm almost too young to remember Nationwide....only just though.
Nationwide used to do a "round robin" of the UK regions most nights which was always a bit of fun. It made stars of many local TV reporters. I wish The One Show did a bit more of it rather than rely so much on celebs pushing TV shows and films.
That wind shear was a bit dramatic I have to say. Good job you had a bit of altitude to play with.
I think that this is your best pure flying video to date. Excellent content and very nicely edited.
It also must be a fair bit of work to edit footage from four cameras in the plane and what appear to be two cameras outside. If I can ask, how are the outside cameras attached?
Hi. Thanks. There's a bit on this on my FAQs. www.jonhunt.net/faq/
Great vid.
Thanks Fergus.
Wae what a final! 💨
I know!
Exciting flight! Thanks for sharing
Thanks!
Great video!
Cheers Aaron.
The Flying Reporter if you ever fancy a flight in a glass cockpit C172 from EGSX just let me know 😊
Really enjoying these videos.
Who are the three who didn't like it and why?
I have some regular haters.
The Flying Reporter Strange,
I have bee flying very infrequently for some years and had settled into a bubble, not getting any better but your videos answer some questions that older pilots are too ashamed to ask. You say you aren't an instructor which is a shame as you have a great attitude towards it.
Keep it up. 👏
Dear Jon, a few days ago, the same happened to me while landing at the airport with the very similar geography like Biggin Hill, i.e. having RWY threshold higher than the descending runway foreground. I would say that the headwind flow "sticks" to the ground, which causes additional loss of altitude. A good lesson also for me, which favours steeper descent to very flat landings - at least in my opinion. I am editing my video, which will appear soon. And thanks for all your RUclips videos. Always great pilot comments, excellent editing job, absolutely professional :-)
Ah, interesting. There's always sink at Biggin Hill on 21 in the valley there, but this was something else altogether.
Jon, links to my recent experience with similar surprises on final, if you would like to see. ruclips.net/video/_OsyuLHwnEU/видео.html and ruclips.net/video/V2aCC7hDzaU/видео.html Greetings, Petr
ruclips.net/video/V2aCC7hDzaU/видео.html
ruclips.net/video/_OsyuLHwnEU/видео.html
Great land with wonderful control
Congratulations on 7k subs Jon!
Thrilled that you noticed!
Masterfully done ✅
Excellent stuff. Close up of the instruments would be good for ILS approaches. Great start to the weekend.
Thanks Mark.
Am I right in saying that you have no auto pilot. Impressive.
It seems to work in HDG mode only...but altitude keeping is so hard in these bumpy conditions, might as well be hand flying.
Great job sir at last minute wind change terribly well done 👍
Thank you!
Oh man... flying at these conditions is NOT fun. Mastered very well. 👍
The difference between limited and full instrument rating is pretty interesting. I guess that given the climate in the UK and the complex airspace, having some limited skills is probably a good idea from a safety point of view for most pilots. That wind shear looked pretty scary indeed. I could see that ending up in tears easily for people coming in too slow or not trained to do the right thing.
I think we have it because of the climate, exactly. It was my worse case of windshear I've experienced to date.
That really was some windshear! Speed dropping about 10KT pretty fast. Great decision to carry some extra speed!
Agreed. Never experienced it so bad before.
thank you for an excellent video, very interesting, cheers
Thanks for watching.
Very nice presentation...and timely. I recently posted a presentation on windshear (and in a PA28) that covers strategies and computing a corrected Vref. This subject gets a great deal of attention in the airline world, but much lower emphasis in general aviation. Good to see you bring attention to this important and dangerous phenomenon.
Thanks!
Bet you needed a new pair of trousers after that! Great landing though
As usual Jon very professional video. If you ever fancy some company on a flight I would be happy to share costs. Rik
Wow, a heck of a lot going on there. I bet it’s a very satisfying feeling after landing. I think I’d need a first officer to keep on top of everything. 😌
It's not so bad once you get used to it!
On ws ceap full power and procead a go araond. Never play with luck. Gradings from a comercial pilot.
Hi Jon,
Why don’t you use your GNS 430 for navigation? Also I can’t believe that you fly in IMC and not be in radar contact with ATC, squawking 7000 (1200 here in the US )
John, I suspect I am at a similar stage to yourself. I have about 320 hours, a share in a Piper Arrow and an IR(R). I began to learn in 2009, qualified in 2010 and took the IMC rating (as it then was) in 2011. At the age of sixty-five, I have decided to upgrade my IR(R) to the IR(A), using the Competence-Based Route. As you probably know, this is a full ICAO IR but via a route that is more suitable to the private pilot. You mention in this current video that the full IR involves ATPL type exams and I want to comment on that. I have passed five out of seven so far with the remaining two next week. They go into a lot more depth than the IR(R) theory, but they are not more difficult. There is a lot more to learn but it is not difficult to understand and it is quite interesting.
The flying is somewhat more rigorous. Approaching to 200' takes quite a lot of practice compared to the higher levels recommended for the IR(R) but I wouldn't want to overstate it. I think most pilots with an IR(R) could make the step up. Of course, I haven't passed the rating yet, so I may be in for a shock!
My reasons for upgrading are twofold. I have flown to Friedrichshafen in Germany, Waterford in Ireland and Perpignan in France and I find being stripped of my IFR rights as soon as I cross the sea to be a real pain. Crossing the Vosges Mountains in VMC was a real challenge, for example, because the terrain was all above 3,000', which meant that I had to remain 1500m horizontally and 1,000 vertically from cloud at all times, which is not easy. I also had to weave around military airspace in France because the cloud-base prevented me from going over the top. The other reason is illustrated in your video. With an IR(R) you often have to skulk around in cloud below Class A when, as the controller said, he could easily have cleared you across at 4,000'. It is much easier to get into the sunshine with the full IR. But there is another point. I prefer controlled airspace! When in CAS, I know that I am being carefully monitored and separated from other traffic.
Keep the videos coming. I really enjoy them.
I'd be interested to know more Hugh. I haven't looked into it too much yet to be honest, but it is something I'd like explore. Which of the ATPL TK exams do you need to do? Do your standard x country IFR flights on the IR(r) count, or only the training flights? Where are you doing the course?
Hi John. You don't actually do any ATPL TK exams as such. EASA has developed a set of seven subjects for the CB-IR (competency-based IR) and they are: Air Law, Meteorology, Flight Planning and Monitoring, IFR Comms, Aircraft Instrumentation and Radio Navigation (including GNSS) and Human Performance and Limitations. These will NOT count towards an ATPL as they are specifically aimed at the private and commercial (non-airline) pilots - like you and me. However, the IR that you get is the full ICAO IR, not a cut-down version. The exams are non-trivial and I actually failed Flight Planning and Monitoring and IFR Comms at the first attempt, but they exclude much of what only an airline pilot would need to know. You do have to learn about, for example, temperature and compressibility errors in altimetry and airspeed since you could, in theory, use this qualification to fly a small pressurised turbo-prop at FL280, so there is quite a lot of theory that you may never use, but which is very interesting and gives you a better appreciation of what other pilots on frequency may be dealing with.
The flying requirements are: forty hours flight by sole reference to instruments, of which ten must have been taken at an ATO. Your own flying under the IR(R) DOES count, but only the time actually in IMC or wearing a vision blocker. Merely being under IFR does not count and it is flight time, not block-to-block time. The test is the standard IR test with no concessions, and I have been made painfully aware of the fact that my "adequate" IR(R) flying is just not precise enough for the full IR. You are expected to reach DA at 200' on the centreline and GP whilst juggling the radio, plates and everything else and your RT technique has to be far more precise and professional than that of many a PPL. But it just requires practice and instruction and more practice. And once you have passed, flying becomes easier than it was before (they tell me!)
I am doing the flying training at Cambridge, where I did my original PPL. I am doing the TK with CTC in Coventry, but they have discontinued the course to focus on ATPL work, which is more lucrative. But there are at least three other TK schools around.
The CAA summary is here: www.caa.co.uk/Commercial-industry/Pilot-licences/Aeroplanes/Competency-based-instrument-rating/
Thanks. I'll read up some more on this. Thanks
Great job! I'm just wondering because I know commercial pilots often have a policy of windshear then instance go-around. Would you consider a go-around when you experience windshear or would you normally land like you just did? Keep up the great work!
I am always prepared to go-around. I managed to stabilise the approach, and was happy to continue this time.
Ok, makes sense. I always find it interesting the differences between ga procedures and commercial procedures in certain circumstances!
Hi Jon,
Why don’t you use your GNS 430 for navigation. Also bing from the US I can’t believe that you can fly in IMC with no radar coverage just squawking 7000 (1200 for us)
I do use the GNS430, but the diversion route doesn't include gps waypoints, I'm weaving around a tight spot between sectors of controlled airspace. I could use the OBS mode to track towards the VOR waypoints, but I'm not going to overfly those waypoints, and ideally I'd have two GNS430's to toggle between them. I had to make use of 3 radials from 3 different VORs to track the route. Hope that explains it.
Another good video...and some good critiques as well. We are always learning. Jon on a technical matter, what mounts do you have on the underside to capture footage. Are they the standard GoPro stick-ons or something else. Tx Ian
Hi Ian. I have details of the mounts in my FAQs here: www.jonhunt.net/faq/
Tx Jon
Hey Jon, great video as usual, really helpful for us who aspire to IMC (R) in the future. I must admit I think I'd have gone around so very impressed that you brought it home.
2 questions on the video recording, I counted 6 camera's, 4 inboard and one on each wing, however you only used the port view for a short time on taxi'ing onto the runway, was that "B" roll from another flight as never saw you use that view again. Also, the GoPro mounted on the internal roof, your cable loops behind the camera, do you have it tied up to the camera mount? I'm wondering whether I should do that, last 3 flights I've had intermittent rubbish audio and have faulted it down to being either the USB plug that goes into the GoPro or the USB socket in the GoPro, I'm hoping its the fore and not he latter, otherwise it's probably a new camera.
Keep them coming
Keith
Hi. Nothing wrong with going around. The 2nd wing camera got fogged up in the cloud and was mostly unusable. I do wrap the cable around to stop it moving in flight, as it can affect the audio recording.
thanks Jon.
The same thing happened to me except it was on take off and the plane felt like it was falling like a stone but then quickly regained lift and continued climbing.
The same principles apply for take off in such situations. A little bit of extra airspeed will give you a better margin.
The Flying Reporter Ok thank you
Hi John. Given that you were on short final, would it not been better to have gone missed and tried agaihn?
Regards, Christopher from Australia.
Going around was always an option, but I was satisfied the aircraft was safely under control, and I could land without further issue.
Hi Jon, great video as always. Your videos are a great way of relaxing on a Friday afternoon after a long day of marking BA or MA assignments! Quick Question, you say you are not permitted to fly over 3,500 feet; if you were to fly over that, what would happen to you and/or the controller?
Thanks for your time as always
Thanks. My license/rating does not permit it...I'd be breaking the law. If I was caught, I could be prosecuted. The controller is in the clear, because the controller doesn't know what privileges I have.
Well thats a good reason.
Just to add to Jon's reply, the restriction is that with the IR(r) rating you are not permitted to fly in class A airspace and the base of class A is 3,500 at that point.
Hey Jon,
It looks like you have a GNS400-series navigator in your panel. Why do you use VORs instead of loading a flight plan via GPS waypoints? Does Jepp publish UK VOR GPS coordinates in its UK Garmin navdata database?
(we still have a small number of VORs in Australia, but only as backups, and virtually all IFR navigation is done by reference to GNSS waypoints)
I had the primary route programmed, not the diversion around...and it would have been a fiddle, because I wasn't routing all the way to the vor...tracking a radial for a bit, turning and tracking a radial to another one, then before getting the VOR tracking a radial from another one. So would have been a fiddle, even using the OBS function. I could have programmed in the diversion in advance, using user waypoints, but that's a fiddle, and would have taken me 5-10 minutes on the ground...decided to go with old school method for ease.
Interesting Flight & Also educational from an ILS' Point of View' - also does Your 'Restricted' IR' Rating' Emerge &/or have some Advantage &/or Eventual Entry Into FULL IR' Rating' in UK &/or Internationally' - Thanks For Sharing your Experience' >> Shalom >
Hi, thanks for watching. Your Instrument hours obtained during the training for the IR(r) and used subsequently can count towards the hours requirement for the CBIR, the European competency based IR, although you still need to complete the theoretical knowledge and undergo some training for it.
How much flap did you have down on landing there Jon? Had wind shear once immediately went around, i wasn’t skilled enough to catch it at that time..
2 stages of flap...rather than 3.
I am impressed at how accurately you are able maintain altitude sometimes with only 100 feet buffer to CAS with everything else going on around you (particularly the diversion around luton). I presume that PA28 doesnt have an autopilot and you are very good at trimming the plane ?!
The autopilot really only works single axis HDG mode, so you really have to watch the altitude on these bumpy flights.
Do I get royalties for my starring role taxying G-ZZ from the pumps to 1Aviation ;-)
I'll send you a penny! The ATIS was not reflective of the reality that day was it?
Expected the unexpected
Re wind-shear...
Recently I watched a 2016 U.S. Federal Aviation Administration webinar for glider instructors about glider accidents. The video is on RUclips at ruclips.net/video/MXFaPNqKtS8/видео.html
One of the points made during the webinar is that too many pilots think that “low and slow” is a good idea.
This struck me because, only a couple of hours earlier, I had watched a video uploaded by a glider pilot that raised this issue. Several viewers commented that the pilot’s approach was too steep and too fast, and that his landing, which the commentors did not find fault with otherwise, was contrary to good practice.
His quite diplomatic response was that his approach was entirely deliberate, and that their view of what constituted a safe approach, and his view, differed.
I’m no expert, but his landing looked quick, deliberate and controlled, and he was certainly in no danger of stalling or hitting the obstructions (trees, if I recall) on his approach.
It looked more like the landing of a Harrier than what is frequently the case of glider landings in RUclips videos :)
Very interesting.
I see a new headset. Bose A20?
William Stainer Certainly looks like one!
That's right. I finally took the plunge.
What are they like compared with the David Clark H10 13.4? Considering a pair
And breathe! 😬
Yes, it was a bit like that!
Boo! Was that scary? :)
You should consider buying a photo chromic lenses for your glasses to stop juggling it in flight.
It was a bit of a fright! I couldn't use those lenses in the day job.