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Wind Shear: An Invisible Enemy To Pilots?
Wind Shear: An Invisible Enemy To Pilots?
Wind shear
Wind shear:
an invisible enemy
to pilots?
Weather plays a significant role in aviation safety and is
regularly cited as a contributing factor in accidents or major
incidents. Wind shear in the form of microbursts particularly,
can be a severe hazard to aircraft during take-off, approach
and landing.
Definitions
>> Wind shear
(fig.2)
Microburst caused by a cumulonimbus
•W
hen first entering a microburst, •T
o descend the aircraft back on
the pilot notices a performance its descent path and decrease
enhancing headwind gust, which speed, the pilot will naturally retard
instantaneously increases the air- the engines and push the side
craft airspeed, thus causing lift and stick, thereby forcing the aircraft to
the aircraft to rise above its intended descend.
path and/or accelerate (see (fig.3),
items 1 and 2).
(fig.3)
Effects of a microburst on aircraft
performance
Downburst
1
2 Gust front
3
Headwind Tailwind
INFORMATION
The LLWAS is comprised of a central anemometer (sensing wind velocity and
direction) and peripheral anemometers located approximately two nautical
miles from the center. Central wind sensor data are averaged over a rolling
two-minute period and compared every 10 seconds with the data from the
peripheral wind sensors.
There are two LLWAS alerting modes: wind shear alert and microburst alert. A
wind shear alert is generated whenever the wind speed loses 15 to 29 knots,
or gains more than 15 knots. Microburst alert condition is when the wind speed
loses more than 30 knots. LLWAS may not detect downbursts with a diameter
of 2 nm or less. This system enables Air Traffic Controllers to warn pilots of
existing or impending wind shear conditions.
The TDWR enables to detect approaching wind shear areas and thus, to pro-
vide pilots with more advance warning of wind shear hazard.
Today, most aircraft models have pre- The PWS provides typically a one-min-
dictive wind shear equipment to warn ute advance warning by showing first
pilots of possible threats via aural and an amber “W/S AHEAD” message on
visual means. the PFD (fig.4).
>> Summary
The wealth of tools and indications listed previously should allow crews to
gather sufficient knowledge about the weather conditions ahead, and thus
plan accordingly. But how can these pieces of information be best used to be
prepared to react and effectively avoid an actual encounter with wind shear?
Here are a few tips.
•C
onsider delaying the take-off until •U se the weather radar (and the
conditions improve. Remember predictive wind shear system, as
a downburst is not a long-lasting available) before commencing the
phenomenon and can clear within
minutes.
take-off roll to ensure that the flight
path is clear of hazard areas.
BEST
•
Select the most favourable • Select the maximum take-off PRACTICE
runway and initial climb out path, thrust.
considering the location of the • Closely monitor the airspeed and If wind shear is suspected, or is de-
likely wind shear / downburst. This speed trend during the take-off tected by the Predictive Wind shear
may involve asking ATC for “an roll to detect any evidence of wind System (PWS), delay the take-off.
immediate left or right turn after shear.
take-off to avoid”.
RECOVERY: HOW TO
RECOGNIZE AND HANDLE
ACTUAL WIND SHEAR
CONDITIONS
Despite the available prevention means, an
actual encounter with wind shear can happen.
A timely recognition of this weather phenomenon
is crucial to allow enough time for the crew to
decide on the next course of action.
As far as wind shear is concerned, the encounter, piloting techniques exist for
best course of action is almost always coping with a shear situation.
avoidance. But in case of an actual
Recognition
As rare as an actual encounter with severe wind shear may be, timely recog-
nition of this condition is key for the successful implementation of wind shear
recovery / escape procedures.
A reactive wind shear warning system The wind shear warning system asso-
is available on most aircraft models. ciated to the Speed reference System
(SRS) mode of the flight guidance con-
This system is capable to detect a wind stitute the Reactive Wind shear Sys-
shear encounter based on a measure tem (RWS), since both components
of wind velocities, both vertically and react instantaneously to the current
(fig.5) horizontally. When it activates, the variations of aircraft parameters.
“WINDSHEAR” reactive warning audio “WIND SHEAR” is repeated 3
display on PFD times, and a red “WINDSHEAR” warn-
ing appears on the PFD (fig.5).
The aircraft can only survive severe floor protection, even if TOGA was
wind shear encounters if it has already selected (do not forget to
enough energy to carry it through the disconnect the Autothrust in this
loss-of-performance period. It can case, when out of alpha floor).
sustain this energy level in the follow- • If possible, trade height energy for
ing three ways: speed. Any aircraft can do this.
• Carry extra speed. The aircraft does
this automatically when in approach Proper pilot technique helps in this
in managed speed (Ground speed process, providing the following few
mini). recommendations are duly followed,
• Add maximum thrust. The aircraft in a timely manner.
does this automatically with alpha
If a wind shear is detected by the exceeding the target V1) and the
RWS or by pilot observation during pilot assesses there is sufficient run-
the take-off roll, V1 may be reached way remaining to stop the aircraft.
later (or sooner) than expected. In
this case, the pilot may have to rely • After V1:
on his/her own judgement to assess if - Maintain or set the thrust levers
there is sufficient runway remaining to to the maximum take-off thrust
stop the aircraft, if necessary. (TOGA);
- Rotate normally at VR;
In any case, the following recovery - Follow the Flight Director (FD) pitch
techniques must be applied without orders if the FD provides wind
delay: shear recovery guidance, or set
• Before V1: the required pitch attitude as rec-
Reject the take-off if unaccept- ommended in the FCOM.
able airspeed variations occur (not
If a wind shear is detected by the pilot, •A pplying full back stick on Airbus
or by the RWS, during initial climb or fly-by-wire aircraft, or flying close
approach and landing, the following to the stick shaker / stall warning
recovery technique must be applied Angle-Of-Attack (AOA) on aircraft
without delay: models that do not have full flight
envelope protection, may be nec-
•S
et the thrust levers to the maxi- essary to prevent the aircraft from
mum take-off thrust (TOGA); sinking down;
•
If the Auto Pilot (AP) is engaged • Do not change the flaps and land-
and provides wind shear recovery ing gear configuration until out of
BEST guidance, keep the AP engaged;
or, if the AP is not engaged, do
the wind shear condition;
• Closely monitor airspeed, airspeed
PRACTICE not engage it. Follow the FD pitch trend and flight path angle (if flight
command if the FD provides wind path vector is available and dis-
If wind shear is detected by the Reac- shear recovery guidance, or set the played to the PM);
tive Wind shear System during take- required pitch attitude, as recom- • When out of the wind shear, let the
off or approach, recover with max- mended in the FCOM; aircraft accelerate in climb, resume
imum thrust and follow the Speed •
Level the wings to maximize the normal climb and clean aircraft con-
Reference System (SRS) guidance. climb gradient, unless a turn is figuration.
required for obstacle clearance;
NOTE
To recover from an actual wind shear encounter, recovery measures are indi-
cated in the FCOM ABNORMAL AND EMERGENCY PROCEDURES. Refer
to PRO-ABN-80, or FCOM Inclement Weather Operations on A300/A310/
A300-600.
RWS PWS
- Aural - Aural
WARNING - Visual - Visual
Avoidance
•A ssess the conditions for a safe more suitable airport.
take-off or approach-and-landing •B
e “go-around minded” when flying
based on all the available meteor- an approach under reported wind
ological data, visual observations shear conditions.
and on-board equipment. •
Be prepared and committed to
• As far as possible, delay the take- respond immediately to a predictive
off or the approach, or divert to a wind shear caution or warning.
Recognition
•B
e alert to recognize a potential and on the monitoring of the aircraft
or existing wind shear condition flight parameters and flight path.
based on all available weather data, •
Scan instruments for evidence
on-board equipment indications of impending wind shear. NOTE
To safely operate an aircraft in wind
Recovery shear or downburst conditions, best
recommendations are indicated in
• If a wind shear warning occurs, • Make
maximum use of aircraft the FCOM SUPPLEMENTARY PRO-
apply the recommended FCOM equipment, such as the flight-path CEDURES.
recovery / escape procedure i.e. vector (as available).
set maximum thrust and follow the
FD wind shear recovery / escape
pitch guidance.