First off, I want to apologize to all the members who responded to my last questions about holding patterns, Cessna 310 nose intakes and mobile crew rests. I didn't post back because I was very sick & in the hospital. I'm very sorry about that.
Ok. on with the show!
Back in September on a very foggy morning (thick pea soup) I was listening to my receiver and could hear that Westjet 737's were unable to land at Hamilton Airport (YHM) which is a major hub for them. The pilots were attempting approaches, but were having to overshoot and divert to Ottawa Intl.
Then after the ATC arrival controller cleared another Westjet 737 for the ILS into Hamilton, he also stated ....."a heavy is about to start rolling. Hopefully he'll clear away some of the fog for you. That might help you get in".
To which the pilot responded "yeah, let's hope so."
I found this conversation very interesting.
At that time I don't know what the runway visual range (RVR) was, however, about a half hour later it was reported by the controller as 5000 feet.
My question is .........
How often do airline pilots on final approach in heavy fog hope the jet blast from a previous jet's takeoff will help them see the threshold environment?
Can a airliner's jet blast improve a runway's RVR to the point where it can determine whether or not an arriving aircraft can continue the approach past the DH or go around?
Have any pilots out there benefited from another aircraft's jetblast while landing or departing on a foggy day?
If fog dispersal systems beside runway thresholds can work, then I guess an airliner's jet blast couldn't hurt.
Photo © Andy Vanderheyden
Photo © Denis Roschlau
Photo © Rob Kablau