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(my friends applauded). The airplane was thrown upward by
a microburst. I added some power and regained control and
brought it down again. The airplane was then slammed to the
runway. When I taxied in, I noticed that the wind was coming from
approximately 130 degrees and at least 15 knots (the windsock was
fully extended).
I called the Tower to report the microburst and the wind difference.
They told me that the winds were all over the compass and that
they had received reports of Low Level Wind Shear…My left prop
grazed the runway and my nose strut was pushed up. There were
no injuries….
“Ceiling Unlimited” (Rush)
The forecast of Ceilings and Visibility Unlimited (CAVU) brings
visions of great flying weather. A B757 flight crew discovered that
CAVU may also mask less desirable weather conditions.
n …It was night CAVU. Descending through 5,000 feet we
encountered continuous light turbulence…with periods of
continuous moderate chop and moderate turbulence. We had
the airport in sight on downwind, but requested vectors to the
final due to the turbulence, night, and we were both a bit tired…
On final, the Tower reported the winds out of the northwest at 7
knots. The FMC was showing 30 knots of wind at 1,000 feet, so we
selected a target speed of VREF plus 15 knots, expecting the wind
to diminish by landing. The ride was very rough, and descending
through approximately 400 feet, we received a reactive windshear
warning. We executed the windshear recovery procedure per the
flight manual. Once through the shear, we cleaned up and received
vectors back for landing …We did not encounter windshear on the
second approach and landed uneventfully.
Number 358 October 2009
Hit Parade
Hit Parade
Hit Parade
Hit Parade
The The ASRS Weather
decreased amount of power that kept us anywhere from 200 knots to
220 knots, as airspeed was also hard to control due to turbulence. I
continued to run the QRH and cut out both pitch trim systems. Then
I turned the main system back on and the First Officer was then
able to use the trim. We stabilized the aircraft at 7,000 feet….
In our climb I informed ATC our intentions were to divert to…our
best alternate, where weather was better. I thought this was the best
decision due to current [area] conditions….
“Snowbird” (Anne Murray)
For a C150 instructor and student, weather conditions changed a
planned training flight into a demo of soft field landing techniques.
n The objective of the training flight was to gain cross-country
experience as well as to learn how to navigate around isolated
snow showers. We were in a non-IFR certified aircraft. No flight
plan was filed. A web site was consulted for weather, but no
preflight brief was obtained. The weather was reported as isolated
snow showers and light winds. We departed…with an en route
distance/time of 56 miles/50 minutes. As we circumvented the
isolated snow showers, our time en route had extended to 1 hour
40 minutes. The sun had set and daylight was fading, our original
destination was obscured with snow, so we decided to divert to
another airport. We contacted Approach Control and asked for
vectoring assistance, but all airports within 20 miles were IMC
with snow. The area where we were flying was VFR with unlimited
ceiling. I decided it was safer to land the airplane in a field while
we had remaining daylight instead of trying to navigate around
snow showers in the dark. No Mayday call was made, but the
Approach Controller was informed of our decision. We were given
a phone number to contact the Tower after we landed, and then
descended to the farm field. The field was frozen solid with about 3
inches of snow. The approach was upwind parallel to the furrows. A
soft field landing technique was used with no damage/injuries to the
aircraft or the 2 occupants.
In conclusion, a full preflight brief would have given us a more
accurate understanding of the weather we encountered. A better
understanding of the weather could have led us to the decision not
to fly that day.
358
“Crying Lightning” (Arctic Monkeys)
A pilot and passenger aboard a corporate high-performance turbine
aircraft encountered unexpected lightning in clouds.
n At FL250…began to encounter light turbulence in clouds.
Without warning, a lightning bolt struck the aircraft and [we]
concurrently encountered severe turbulence. All EFIS screens went
blank, static in cockpit [was] so loud that intercom to backseater
[was] unusable, generator fell off line, landing gear unsafe lights
　
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