Bryand From United States of America, joined Jul 2002, 14 posts, RR: 0 Posted (12 years 10 months 3 days 15 hours ago) and read 1496 times:
On the approach,at 1000 feet AGL,because of an uncontrolled change from normal steady-state parameters.............15 knots indicated airspeed,500 FPM vertical speed,5 degree pitch attitude,1 dot displacement above or below the glidescope,Abnormal thrust requirements to regain control.EXECUTE AN IMMEDIATE GO-AROUND..........Is this realilistic?To me this doesn't sound believable!Of course possible,but how likely that the average pilot can react in such a time frame?I can recall in 1978,that an EASTERN B727-200 crashed on Rockaway Blvd.NY,due to windshear(on approach).Sure that was long ago and now windshear is part of the aviation mind-set and glossary.But if not identified immediately or 20 seconds late,does the 727 have the capability and climb rate to overcome?
Rick767 From United Kingdom, joined Jan 2000, 2662 posts, RR: 50
Reply 1, posted (12 years 10 months 3 days 15 hours ago) and read 1485 times:
I am puzzled a little with your explanation.
Are you suggesting an aircraft on final @ 1,000ft AAL loses 15 knots headwind (a negative performance shear)?
Our aircraft (757/767) are equipped with a windshear warning system, advising the crew of any abrupt loss of airspeed. The action on receipt of the warning is to execute a go-around, no questions asked. 15 knots airspeed loss is nothing too serious, even @ 1,000ft. The aircraft remains well above the stall even at the new speed, and the thrust from the engines is sufficient to allow a very good climb rate away from the ground.
I am sure the 727 can boast similar performance?
I used to love the smell of Jet-A in the morning...
Broke From United States of America, joined Apr 2002, 1322 posts, RR: 3
Reply 2, posted (12 years 10 months 3 days 2 hours ago) and read 1449 times:
The Eastern 727-200 accident (Flight 66) occurred in 1974 not 1978. The airplane hit the approach light stanchions and went end over end. This accident served as the catalyst in wind shear research. It also resulted in the light stanchions being made a lot lighter.
There have been several incidents in which 727 crews have attempted a take off during a period of wind shear advisories. One was a Pan Am flight out of New Orleans and the airplane went down with a loss of all. Another was a United flight out of Denver, Stapleton (This was an airport with a lot of wind shear advisories), this airplane hit the approach lights are the other end of the runway but got airborne. The plane returned to the airport because the crew could not pressurize the cabin. An approximately 4' X 5' hole in the aft lower fuselage did the trick. The F/A's in the back knew they had hit something, but the crew did not. Before you get on the crew's case about not knowing they hit something; I have read about and/or seen several 727-200's that hit something or had a heavy landing that resulted in significant damage that the crew did not realize what had happened. The airplane seems to have a lot of "spring" in it.
My personal opinion is; if there is a wind shear advisory, wait for things to clear or go somewhere else. Both crews thought they had sufficient knowledge and skills to handle the situation by continuing.