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To cope with these challenges, airline glass flight decks contain a vertical navigation function (VNAV) that keeps the autopilot, and the crew, on the right path to arrive at the finalapproach fix, or downwind leg, at speed and on altitude. Both of these approaches work with one significant caution. When to Start Down?
The mechanical force is via the wind velocity and direction. Wind velocity of greater than 20 knots with higher gusts, especially flowing over rough terrain, can lead to an unwelcome flight. As we got crossed the finalapproach fix, the rain shaft grew. I looked at the airspeed and it was jumping +/-5-10 knots.
VORTAC – VHF Omni-directional Range/Tactical Air Navigation VORTAC is a navigational aid operating in the VHF band that is used to provide guidance along airways, air traffic service routes, and intermediate and finalapproach tracks. It consists of two independent components VOR and TACAN.
Considering the delay in the AWOS reporting, it may also be helpful to proactively use the radio to ask anyone on the ground for the current winds (e.g. Microbursts are not the only source of severe wind-shear close to the ground. Sudden and very powerful surface winds can have various other causes. the local FBO).
I intercepted the approach course and after a few moments, reached the finalapproach fix at JUNIA. I pulled the power back and set a notch of flaps to establish a 90 knot, 500 foot/minute descent. My clever plan was to beat it, but the rain was faster and arrived early. At least there were no witnesses.
Seconds later, now within 50 feet of the ground, the turbulence completely vanished, granting us a steady, moderate wind straight down the runway, and allowing us our standard over-the-fence speed of 65 knots, a gentle flair, and a greased on landing like Dad had done countless times on our little airstrip in St. Peter, Wisconsin.
A go-around is a maneuver performed to abort or reject a landing on the finalapproach or once the aircraft has already touched down. Weather Go-arounds due to weather occur due to windshear caused by gusting winds or microbursts. When an aircraft encounters horizontal windshear, it could be blown off centerline.
Moderate windshear in some areas could make some thermals somewhat difficult to work but that, too, is typical. Between 5:10 and 5:34 PM, Rifle’s AWOS system reported light winds out of the west in the range of 4 to 9 kts (see chart below) with no wind gusts. Some passing high clouds were unlikely to be a factor.
The pilots fought to recover, but the windshear was too strong. Detecting them is difficult, which makes finalapproach and landing especially dangerous. Detecting them is difficult, which makes finalapproach and landing especially dangerous. It is the most severe type of windshear.
Flight Characteristics The Piper Seminole has predictable handling characteristics, but its twin-engine nature demands more precision during the approach phase. Approach speeds typically range from 80 to 90 knots depending on weight and flap settings, while full flaps are often used to provide the necessary lift during landing.
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