Eddy Currents

I planned to give some night flight rides to friends and family
visiting this weekend. Winds during the day were steady at 8 or so at
MGW and ACG. I called the Connellsville (VVS) AWOS and it reported
winds calm after dark. So it looked like a good night to take a
pleasant joy ride.

Temps were hovering around 50 so no preheat required. The engine
started up immediately and I maintained a 1000-1100 RPM idle for a
while to get the engine up to operating temps.

After a suitable warm-up, I briefed my two passengers and rolled onto
23.

The ground roll felt fine and initial take off was normal -- but once
we hit 150' AGL the pleasant flight turned into a battle to stay
upright.

The topography near VVS is somewhat complicated with low level series
of hills known as the Pittsburgh plateau to the west and the
westernmost ridge of the Alleghenies immediately to the east (you can
hit that ridge if you don't turn soon enough after taking off from
14). The mountains run slightly west of south in a line towards West
Virginia.

This evening the rather light winds were being reported as variable
(all over, actually) by the AWOS. But what was really happening was
that a very strong wind was blowing from the south very close to the
ridge altitude (approximately 2500' MSL), and then rolling off the
ridge line. So what VVS AWOS was sensing and reporting were the
swirling eddie undercurrents (thus the generally west winds). The A36
is usually a very stable airplane, but in these conditions it was
taking full control deflection to remain upright. I apologized to the
passengers and told them we were heading back.

I continued climbing at 110 KIAS until about 2500' MSL (only about
1300' AGL) where it seemed a bit less turbulent. Once established
level I began a shallow 270 degree turn with the initial turn to the
west to keep us away from the direct lee of the ridge. While still
turbulent, it was less violent than what we had experienced on climb
out.

I considered landing on 14, but it is a shorter runway with no PAPI. I
decided I would take my chances on 5, given it is the longest runway
at VVS and that surface winds were variable, so there would be no
certainty of headwind or tailwind. I listened to the AWOS and the wind
direction was unpredictable, yet velocity never exceed 8 knots.

I trimmed the airplane for 85, but airspeed fluctuated between 80 and
100 on extended final. I was actually approaching runway 5 at about a
40 degree approach angle to stay as far from the ridge as long as
possible.

Once the runway environment was in sight and established, the PAPI
indicated high on the glideslope. But I wanted to come in somewhat
steep and fast to avoid ground turbulence. I decided to add flaps to
help steepen and slow the approach.

This worked out, and the steep descent at 80 KIAS brought me just shy
of the aiming point. I reduced power and flared flat. A final kick of
the rudder and we were straight and centerline. We touched down very
gently and maintained centerline on rollout, with minimal braking
required.

This night was nearly identical to my experience in the V a few months
ago -- wild, full-deflection turbulence with near smooth as glass
touchdown. I think the main issue when the wind is blowing from
between 060 and 190 is the strong sheer above the airport -- the
stronger the wind, the higher the eddy area. In really strong winds
(30 Kts), the AWOS is completely unreliable and the eddy currents
200-1000 AGL are nearly unflyable.

If I was going someplace, I would have turned west and climbed to at
least 8000 before picking up any heading between 030 and 180.

I only logged 0.5 tonight but it was quite a bit packed into that .5!

Dan
http://trainingforcfi.blogspot.com/

Dan, I was with with my husband in our Mooney years ago, landing at
the airport near Urbina (spelling? In IL, near the university). There
was a cross wind of maybe 15 or 20 kts, not much of a problem for him,
he crossed the numbers maybe 10 feet AGL and pretty slow (the FBO was
near the approach end of the runway, as I remember). He did not notice
a barn just upwind of the numbers, but the wind did. The headwind
component changed into a tailwind, and we came down so firmly we
worried about damage to the airplane.

Mooneys are tough.

Lessons learned:

1 -- at an unknown airport, look for things that might cause eddies in
the wind on the upwind side of the runway

2 -- there are times to carry more speed into the flare, messy
crosswinds would be one of those times.

3-- there are times when it's ok to touch down a little hot.

Some habits are hard for him to break. On a long runway if the turnoff
is 3000 feet from the numbers he still plans a touchdown 2000 feet
from the numbers because "airplanes are supposed to fly, not taxi" and
"it''s faster to fly down the runway and clear it sooner for following
traffic." Those may be his mantras, mine is amended to "but not in a
cross wind, dear."

Don't you guys hate back seat (or right seat) drivers?




On Dec 23, 9:34 am, " wrote:
I planned to give some night flight rides to friends and family
visiting this weekend. Winds during the day were steady at 8 or so at
MGW and ACG. I called the Connellsville (VVS) AWOS and it reported
winds calm after dark. So it looked like a good night to take a
pleasant joy ride.

Temps were hovering around 50 so no preheat required. The engine
started up immediately and I maintained a 1000-1100 RPM idle for a
while to get the engine up to operating temps.

After a suitable warm-up, I briefed my two passengers and rolled onto
23.

The ground roll felt fine and initial take off was normal -- but once
we hit 150' AGL the pleasant flight turned into a battle to stay
upright.

The topography near VVS is somewhat complicated with low level series
of hills known as the Pittsburgh plateau to the west and the
westernmost ridge of the Alleghenies immediately to the east (you can
hit that ridge if you don't turn soon enough after taking off from
14). The mountains run slightly west of south in a line towards West
Virginia.

This evening the rather light winds were being reported as variable
(all over, actually) by the AWOS. But what was really happening was
that a very strong wind was blowing from the south very close to the
ridge altitude (approximately 2500' MSL), and then rolling off the
ridge line. So what VVS AWOS was sensing and reporting were the
swirling eddie undercurrents (thus the generally west winds). The A36
is usually a very stable airplane, but in these conditions it was
taking full control deflection to remain upright. I apologized to the
passengers and told them we were heading back.

I continued climbing at 110 KIAS until about 2500' MSL (only about
1300' AGL) where it seemed a bit less turbulent. Once established
level I began a shallow 270 degree turn with the initial turn to the
west to keep us away from the direct lee of the ridge. While still
turbulent, it was less violent than what we had experienced on climb
out.

I considered landing on 14, but it is a shorter runway with no PAPI. I
decided I would take my chances on 5, given it is the longest runway
at VVS and that surface winds were variable, so there would be no
certainty of headwind or tailwind. I listened to the AWOS and the wind
direction was unpredictable, yet velocity never exceed 8 knots.

I trimmed the airplane for 85, but airspeed fluctuated between 80 and
100 on extended final. I was actually approaching runway 5 at about a
40 degree approach angle to stay as far from the ridge as long as
possible.

Once the runway environment was in sight and established, the PAPI
indicated high on the glideslope. But I wanted to come in somewhat
steep and fast to avoid ground turbulence. I decided to add flaps to
help steepen and slow the approach.

This worked out, and the steep descent at 80 KIAS brought me just shy
of the aiming point. I reduced power and flared flat. A final kick of
the rudder and we were straight and centerline. We touched down very
gently and maintained centerline on rollout, with minimal braking
required.

This night was nearly identical to my experience in the V a few months
ago -- wild, full-deflection turbulence with near smooth as glass
touchdown. I think the main issue when the wind is blowing from
between 060 and 190 is the strong sheer above the airport -- the
stronger the wind, the higher the eddy area. In really strong winds
(30 Kts), the AWOS is completely unreliable and the eddy currents
200-1000 AGL are nearly unflyable.

If I was going someplace, I would have turned west and climbed to at
least 8000 before picking up any heading between 030 and 180.

I only logged 0.5 tonight but it was quite a bit packed into that .5!

Danhttp://trainingforcfi.blogspot.com/

Dani
I have had similar experiences at our airport along the CA coast at
KHAF. If the winds are from the east they create rotors off of the
coastal range. On the ground they are barely perceptible and show up
only as "variable" in direction but once above 300'AGL you get your
tucas kicked until above the ridge line or approx 2000'. But it is a
battle in the pattern as it will take full aileron deflection and some
top rudder to keep upright, add to this negative Gs from the
turbulence and it can really rattle your passengers. Thankfully
things stay calm close to the ground...

you checked all the local airport surface winds.. but did you check winds
aloft? or look for Airmets for Turbulence?
BT

wrote in message
...
I planned to give some night flight rides to friends and family
visiting this weekend. Winds during the day were steady at 8 or so at
MGW and ACG. I called the Connellsville (VVS) AWOS and it reported
winds calm after dark. So it looked like a good night to take a
pleasant joy ride.

Temps were hovering around 50 so no preheat required. The engine
started up immediately and I maintained a 1000-1100 RPM idle for a
while to get the engine up to operating temps.

After a suitable warm-up, I briefed my two passengers and rolled onto
23.

The ground roll felt fine and initial take off was normal -- but once
we hit 150' AGL the pleasant flight turned into a battle to stay
upright.

The topography near VVS is somewhat complicated with low level series
of hills known as the Pittsburgh plateau to the west and the
westernmost ridge of the Alleghenies immediately to the east (you can
hit that ridge if you don't turn soon enough after taking off from
14). The mountains run slightly west of south in a line towards West
Virginia.

This evening the rather light winds were being reported as variable
(all over, actually) by the AWOS. But what was really happening was
that a very strong wind was blowing from the south very close to the
ridge altitude (approximately 2500' MSL), and then rolling off the
ridge line. So what VVS AWOS was sensing and reporting were the
swirling eddie undercurrents (thus the generally west winds). The A36
is usually a very stable airplane, but in these conditions it was
taking full control deflection to remain upright. I apologized to the
passengers and told them we were heading back.

I continued climbing at 110 KIAS until about 2500' MSL (only about
1300' AGL) where it seemed a bit less turbulent. Once established
level I began a shallow 270 degree turn with the initial turn to the
west to keep us away from the direct lee of the ridge. While still
turbulent, it was less violent than what we had experienced on climb
out.

I considered landing on 14, but it is a shorter runway with no PAPI. I
decided I would take my chances on 5, given it is the longest runway
at VVS and that surface winds were variable, so there would be no
certainty of headwind or tailwind. I listened to the AWOS and the wind
direction was unpredictable, yet velocity never exceed 8 knots.

I trimmed the airplane for 85, but airspeed fluctuated between 80 and
100 on extended final. I was actually approaching runway 5 at about a
40 degree approach angle to stay as far from the ridge as long as
possible.

Once the runway environment was in sight and established, the PAPI
indicated high on the glideslope. But I wanted to come in somewhat
steep and fast to avoid ground turbulence. I decided to add flaps to
help steepen and slow the approach.

This worked out, and the steep descent at 80 KIAS brought me just shy
of the aiming point. I reduced power and flared flat. A final kick of
the rudder and we were straight and centerline. We touched down very
gently and maintained centerline on rollout, with minimal braking
required.

This night was nearly identical to my experience in the V a few months
ago -- wild, full-deflection turbulence with near smooth as glass
touchdown. I think the main issue when the wind is blowing from
between 060 and 190 is the strong sheer above the airport -- the
stronger the wind, the higher the eddy area. In really strong winds
(30 Kts), the AWOS is completely unreliable and the eddy currents
200-1000 AGL are nearly unflyable.

If I was going someplace, I would have turned west and climbed to at
least 8000 before picking up any heading between 030 and 180.

I only logged 0.5 tonight but it was quite a bit packed into that .5!

Dan
http://trainingforcfi.blogspot.com/

On Dec 23, 12:19 pm, "BT" wrote:
you checked all the local airport surface winds.. but did you check winds
aloft? or look for Airmets for Turbulence?
BT

wrote in message

...

I planned to give some night flight rides to friends and family
visiting this weekend. Winds during the day were steady at 8 or so at
MGW and ACG. I called the Connellsville (VVS) AWOS and it reported
winds calm after dark. So it looked like a good night to take a
pleasant joy ride.

Temps were hovering around 50 so no preheat required. The engine
started up immediately and I maintained a 1000-1100 RPM idle for a
while to get the engine up to operating temps.

After a suitable warm-up, I briefed my two passengers and rolled onto
23.

The ground roll felt fine and initial take off was normal -- but once
we hit 150' AGL the pleasant flight turned into a battle to stay
upright.

The topography near VVS is somewhat complicated with low level series
of hills known as the Pittsburgh plateau to the west and the
westernmost ridge of the Alleghenies immediately to the east (you can
hit that ridge if you don't turn soon enough after taking off from
14). The mountains run slightly west of south in a line towards West
Virginia.

This evening the rather light winds were being reported as variable
(all over, actually) by the AWOS. But what was really happening was
that a very strong wind was blowing from the south very close to the
ridge altitude (approximately 2500' MSL), and then rolling off the
ridge line. So what VVS AWOS was sensing and reporting were the
swirling eddie undercurrents (thus the generally west winds). The A36
is usually a very stable airplane, but in these conditions it was
taking full control deflection to remain upright. I apologized to the
passengers and told them we were heading back.

I continued climbing at 110 KIAS until about 2500' MSL (only about
1300' AGL) where it seemed a bit less turbulent. Once established
level I began a shallow 270 degree turn with the initial turn to the
west to keep us away from the direct lee of the ridge. While still
turbulent, it was less violent than what we had experienced on climb
out.

I considered landing on 14, but it is a shorter runway with no PAPI. I
decided I would take my chances on 5, given it is the longest runway
at VVS and that surface winds were variable, so there would be no
certainty of headwind or tailwind. I listened to the AWOS and the wind
direction was unpredictable, yet velocity never exceed 8 knots.

I trimmed the airplane for 85, but airspeed fluctuated between 80 and
100 on extended final. I was actually approaching runway 5 at about a
40 degree approach angle to stay as far from the ridge as long as
possible.

Once the runway environment was in sight and established, the PAPI
indicated high on the glideslope. But I wanted to come in somewhat
steep and fast to avoid ground turbulence. I decided to add flaps to
help steepen and slow the approach.

This worked out, and the steep descent at 80 KIAS brought me just shy
of the aiming point. I reduced power and flared flat. A final kick of
the rudder and we were straight and centerline. We touched down very
gently and maintained centerline on rollout, with minimal braking
required.

This night was nearly identical to my experience in the V a few months
ago -- wild, full-deflection turbulence with near smooth as glass
touchdown. I think the main issue when the wind is blowing from
between 060 and 190 is the strong sheer above the airport -- the
stronger the wind, the higher the eddy area. In really strong winds
(30 Kts), the AWOS is completely unreliable and the eddy currents
200-1000 AGL are nearly unflyable.

If I was going someplace, I would have turned west and climbed to at
least 8000 before picking up any heading between 030 and 180.

I only logged 0.5 tonight but it was quite a bit packed into that .5!

Dan
http://trainingforcfi.blogspot.com/

Always do.

If you've been flying long enough you soon learn to winnow out more
reliable forecast data from more speculative. Winds aloft and AIRMETS
often lean towards the latter.

If you don't fly anytime there's an AIRMET, I feel sorry for you if
you're a pilot n the Northeast..

Dan

On Dec 23, 10:18 am, Tina wrote:
Dan, I was with with my husband in our Mooney years ago, landing at
the airport near Urbina (spelling? In IL, near the university). There
was a cross wind of maybe 15 or 20 kts, not much of a problem for him,
he crossed the numbers maybe 10 feet AGL and pretty slow (the FBO was
near the approach end of the runway, as I remember). He did not notice
a barn just upwind of the numbers, but the wind did. The headwind
component changed into a tailwind, and we came down so firmly we
worried about damage to the airplane.

Mooneys are tough.

Lessons learned:

1 -- at an unknown airport, look for things that might cause eddies in
the wind on the upwind side of the runway

2 -- there are times to carry more speed into the flare, messy
crosswinds would be one of those times.

3-- there are times when it's ok to touch down a little hot.

Some habits are hard for him to break. On a long runway if the turnoff
is 3000 feet from the numbers he still plans a touchdown 2000 feet
from the numbers because "airplanes are supposed to fly, not taxi" and
"it''s faster to fly down the runway and clear it sooner for following
traffic." Those may be his mantras, mine is amended to "but not in a
cross wind, dear."

Don't you guys hate back seat (or right seat) drivers?

On Dec 23, 9:34 am, " wrote:

I planned to give some night flight rides to friends and family
visiting this weekend. Winds during the day were steady at 8 or so at
MGW and ACG. I called the Connellsville (VVS) AWOS and it reported
winds calm after dark. So it looked like a good night to take a
pleasant joy ride.

Temps were hovering around 50 so no preheat required. The engine
started up immediately and I maintained a 1000-1100 RPM idle for a
while to get the engine up to operating temps.

After a suitable warm-up, I briefed my two passengers and rolled onto
23.

The ground roll felt fine and initial take off was normal -- but once
we hit 150' AGL the pleasant flight turned into a battle to stay
upright.

The topography near VVS is somewhat complicated with low level series
of hills known as the Pittsburgh plateau to the west and the
westernmost ridge of the Alleghenies immediately to the east (you can
hit that ridge if you don't turn soon enough after taking off from
14). The mountains run slightly west of south in a line towards West
Virginia.

This evening the rather light winds were being reported as variable
(all over, actually) by the AWOS. But what was really happening was
that a very strong wind was blowing from the south very close to the
ridge altitude (approximately 2500' MSL), and then rolling off the
ridge line. So what VVS AWOS was sensing and reporting were the
swirling eddie undercurrents (thus the generally west winds). The A36
is usually a very stable airplane, but in these conditions it was
taking full control deflection to remain upright. I apologized to the
passengers and told them we were heading back.

I continued climbing at 110 KIAS until about 2500' MSL (only about
1300' AGL) where it seemed a bit less turbulent. Once established
level I began a shallow 270 degree turn with the initial turn to the
west to keep us away from the direct lee of the ridge. While still
turbulent, it was less violent than what we had experienced on climb
out.

I considered landing on 14, but it is a shorter runway with no PAPI. I
decided I would take my chances on 5, given it is the longest runway
at VVS and that surface winds were variable, so there would be no
certainty of headwind or tailwind. I listened to the AWOS and the wind
direction was unpredictable, yet velocity never exceed 8 knots.

I trimmed the airplane for 85, but airspeed fluctuated between 80 and
100 on extended final. I was actually approaching runway 5 at about a
40 degree approach angle to stay as far from the ridge as long as
possible.

Once the runway environment was in sight and established, the PAPI
indicated high on the glideslope. But I wanted to come in somewhat
steep and fast to avoid ground turbulence. I decided to add flaps to
help steepen and slow the approach.

This worked out, and the steep descent at 80 KIAS brought me just shy
of the aiming point. I reduced power and flared flat. A final kick of
the rudder and we were straight and centerline. We touched down very
gently and maintained centerline on rollout, with minimal braking
required.

This night was nearly identical to my experience in the V a few months
ago -- wild, full-deflection turbulence with near smooth as glass
touchdown. I think the main issue when the wind is blowing from
between 060 and 190 is the strong sheer above the airport -- the
stronger the wind, the higher the eddy area. In really strong winds
(30 Kts), the AWOS is completely unreliable and the eddy currents
200-1000 AGL are nearly unflyable.

If I was going someplace, I would have turned west and climbed to at
least 8000 before picking up any heading between 030 and 180.

I only logged 0.5 tonight but it was quite a bit packed into that .5!

Danhttp://trainingforcfi.blogspot.com/

:-)

Fortunately, this airplane has an ISO switch for intercom, so I could
concentrate on task Number one (Fly the Airplane).

A bit more airspeed is good in gusts, which is why I targeted 80 KIAS
-- 73 is my normal approach speed. I agree with Dick Collins on this
one -- keep airspeed excursions above your minimum approach speed.

Adding half the gust factor is too much math in that situation.
Besides, I don't have instantaneous gust data available to me as I
approach.

Dan

Dan.. I agree.. I learned in the Northeast..
have flown a lot in the mid west.. if you can't fly in a crosswind.. you'll
never fly..
And in the desert southwest.. there is almost most always mechanical or
thermal turbulence.

BT


Always do.

If you've been flying long enough you soon learn to winnow out more
reliable forecast data from more speculative. Winds aloft and AIRMETS
often lean towards the latter.

If you don't fly anytime there's an AIRMET, I feel sorry for you if
you're a pilot n the Northeast..

Dan

About 30 years ago while I was working in Oklahoma City at PWA, I had a
doctor working on his IFR rating. It was a clear night, winds were calm on
the surface, dead calm. Winds aloft reports and forecasts were normal at
20-30 knots.
We took off and at about 200 feet hit some very heavy chop that lasted about
5 seconds. Then it smoothed out.
We did a VOR nav problem up to Kingfisher to hold, then an ADF to Norman for
an ADF approach.
We did some TAS and wind calculations just to fill in the time. The winds
we calculated [we didn't have DME and this was well before GPS] was out of
the south at over 100 knots. We were at 4-5000 feet [3000 AGL].
A Cessna 150 had called in up north, enroute to OKC, approach asked his
speed. They were tracking him at less than 20 knots GS.
A Saberliner called in, approach asked if they had TAS computer and knew the
actual wind. They reported 190 at 130 knots on descent through 9,000 feet
and 120 knots at 3000 on initial.

Sometimes the jet stream dips down. When we finally landed, winds were
still dead calm at PWA.

I also experience a downburst at PWA, while checking out a Texas
International Airlines captain to rent an Archer to take his grandkids for a
ride. On our first pattern on 17R we saw a dark cloud over the small lake
just sw of the airport. The next time around we looked up and saw a black
wall in front of us and began a steep turn to avoid it, but it was too late.
We swallowed the bank and went on instruments. This began at about 500-600
feet and we came out of the turn with a very clear view of the tree leaves.
We declared an emergency and advise the tower of what was happening. They
said the wind was calm, but we could land on any runway of our choice. We
landed on 17 L and taxied into Catlin and had it in the hanger in just a few
minutes. The down burst drifted north over the parallel runways for 10-15
minutes. You could see the winds was blowing directly away from the center
of the down draft. The tower reported a gust of over 45 knots.


wrote in message
...
| On Dec 23, 12:19 pm, "BT" wrote:
| you checked all the local airport surface winds.. but did you check
winds
| aloft? or look for Airmets for Turbulence?
| BT
|
| wrote in message
|
|
...
|
| I planned to give some night flight rides to friends and family
| visiting this weekend. Winds during the day were steady at 8 or so at
| MGW and ACG. I called the Connellsville (VVS) AWOS and it reported
| winds calm after dark. So it looked like a good night to take a
| pleasant joy ride.
|
| Temps were hovering around 50 so no preheat required. The engine
| started up immediately and I maintained a 1000-1100 RPM idle for a
| while to get the engine up to operating temps.
|
| After a suitable warm-up, I briefed my two passengers and rolled onto
| 23.
|
| The ground roll felt fine and initial take off was normal -- but once
| we hit 150' AGL the pleasant flight turned into a battle to stay
| upright.
|
| The topography near VVS is somewhat complicated with low level series
| of hills known as the Pittsburgh plateau to the west and the
| westernmost ridge of the Alleghenies immediately to the east (you can
| hit that ridge if you don't turn soon enough after taking off from
| 14). The mountains run slightly west of south in a line towards West
| Virginia.
|
| This evening the rather light winds were being reported as variable
| (all over, actually) by the AWOS. But what was really happening was
| that a very strong wind was blowing from the south very close to the
| ridge altitude (approximately 2500' MSL), and then rolling off the
| ridge line. So what VVS AWOS was sensing and reporting were the
| swirling eddie undercurrents (thus the generally west winds). The A36
| is usually a very stable airplane, but in these conditions it was
| taking full control deflection to remain upright. I apologized to the
| passengers and told them we were heading back.
|
| I continued climbing at 110 KIAS until about 2500' MSL (only about
| 1300' AGL) where it seemed a bit less turbulent. Once established
| level I began a shallow 270 degree turn with the initial turn to the
| west to keep us away from the direct lee of the ridge. While still
| turbulent, it was less violent than what we had experienced on climb
| out.
|
| I considered landing on 14, but it is a shorter runway with no PAPI. I
| decided I would take my chances on 5, given it is the longest runway
| at VVS and that surface winds were variable, so there would be no
| certainty of headwind or tailwind. I listened to the AWOS and the wind
| direction was unpredictable, yet velocity never exceed 8 knots.
|
| I trimmed the airplane for 85, but airspeed fluctuated between 80 and
| 100 on extended final. I was actually approaching runway 5 at about a
| 40 degree approach angle to stay as far from the ridge as long as
| possible.
|
| Once the runway environment was in sight and established, the PAPI
| indicated high on the glideslope. But I wanted to come in somewhat
| steep and fast to avoid ground turbulence. I decided to add flaps to
| help steepen and slow the approach.
|
| This worked out, and the steep descent at 80 KIAS brought me just shy
| of the aiming point. I reduced power and flared flat. A final kick of
| the rudder and we were straight and centerline. We touched down very
| gently and maintained centerline on rollout, with minimal braking
| required.
|
| This night was nearly identical to my experience in the V a few months
| ago -- wild, full-deflection turbulence with near smooth as glass
| touchdown. I think the main issue when the wind is blowing from
| between 060 and 190 is the strong sheer above the airport -- the
| stronger the wind, the higher the eddy area. In really strong winds
| (30 Kts), the AWOS is completely unreliable and the eddy currents
| 200-1000 AGL are nearly unflyable.
|
| If I was going someplace, I would have turned west and climbed to at
| least 8000 before picking up any heading between 030 and 180.
|
| I only logged 0.5 tonight but it was quite a bit packed into that .5!
|
| Dan
| http://trainingforcfi.blogspot.com/
|
| Always do.
|
| If you've been flying long enough you soon learn to winnow out more
| reliable forecast data from more speculative. Winds aloft and AIRMETS
| often lean towards the latter.
|
| If you don't fly anytime there's an AIRMET, I feel sorry for you if
| you're a pilot n the Northeast..
|
| Dan

On Dec 23, 10:57 pm, "Jim Macklin"
wrote:

We declared an emergency and advise the tower of what was happening. They
said the wind was calm, but we could land on any runway of our choice. We
landed on 17 L and taxied into Catlin and had it in the hanger in just a few
minutes. The down burst drifted north over the parallel runways for 10-15
minutes. You could see the winds was blowing directly away from the center
of the down draft. The tower reported a gust of over 45 knots.

| If you don't fly anytime there's an AIRMET, I feel sorry for you if
| you're a pilot n the Northeast..

Interesting stories! The difference in wind speed at even 200' AGL can
be amazing.

Weather forecasts are not weather -- what you encounter in the air is
weather.

This is something learned with certainty only though experience. The
hard part is predicting what's next based on what's observed.

Dan

On 2007-12-23, Tina wrote:
near the approach end of the runway, as I remember). He did not notice
a barn just upwind of the numbers, but the wind did. The headwind

Oh, Weiser Air Park in Houston - the runway is right angles to the
prevailing wind, and there's always a crosswind. There are hangars and
other buildings upwind of this.

Landing a tailwheel aircraft at Weiser is always sporting :-)

I've only had to use the "not normally used" grass crosswind runway
there once, the wind was a good 20 knots that day.

--
From the sunny Isle of Man.
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