... showing up well on this series from Teesside (EGNV) airport (latest
at top): the third group is the surface wind, and the following group in
the top three are the variations: note the 040V250 of the 0950Z ob; wind
varying from 040 deg (i.e. from NE) to 250 deg (i.e. from WSW)
underneath a theoretical gradient flow of 270deg (or from the west).
Quite tricky for a/c on approach I would have thought- much stronger
winds above 500m or so .. see below.
EGNV 301020Z 16006KT 130V190 9999 SCT026 12/09 Q1018
EGNV 300950Z 15005KT 040V250 9999 SCT023 12/08 Q1018
EGNV 300920Z 23008KT 200V280 9999 SCT023 12/09 Q1018
EGNV 300850Z 25010KT 9999 SCT030 12/08 Q1018
EGNV 300820Z 26012KT 9999 SCT030 11/08 Q1018
EGNV 300750Z 25013KT 9999 FEW025 12/08 Q1018
EGNV 300720Z 23009KT 9999 FEW023 12/08 Q1018Boulmer midnight sounding
shows nearly 60kn at around 600m.

Martin.

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FAQ & Glossary for uk.sci.weather at:-
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Martin Rowley wrote:
... showing up well on this series from Teesside (EGNV) airport (latest
It's showing up well here in Wallsend too it blew a window open this
morning... latest from Newcastle:
EGNT 301020Z 26028G40KT 9999 FEW020 12/08 Q1014

Les

"Martin Rowley" wrote
Quite tricky for a/c on approach [at Teesside] I would have thought- much
stronger winds above 500m or so .. see below.

I posted this earlier under the thread started by Ken Cook

Shows up beautifully on the reports from Leeming and Teesside airfields at
(more or less) the same time

EGXE 301000Z 23015G37KT
EGNV 300950Z 15005KT 040V250

Leeming (EGXE) has wind from 230° at 15 knots, gusting 37

Teesside (EGNV) has wind from 150° at 5 knots but variable in direction
between 040° and 250° (which in practice, means from any direction)

Landing at Teesside (which I used to do a lot in the past) would be quite
fun in those conditions. Probably a rotor effect giving quite a rough ride
and major attention to power settings on the approach. Oh the good old
days. Used to enjoy conditions like that! (Not so sure about the
passengers though)

Jack

"Martin Rowley" wrote in
message

... showing up well on this series from Teesside (EGNV) airport (latest
at top): the third group is the surface wind, and the following group in
the top three are the variations: note the 040V250 of the 0950Z ob; wind
varying from 040 deg (i.e. from NE) to 250 deg (i.e. from WSW)
underneath a theoretical gradient flow of 270deg (or from the west).
Quite tricky for a/c on approach I would have thought- much stronger
winds above 500m or so .. see below.
EGNV 301020Z 16006KT 130V190 9999 SCT026 12/09 Q1018
EGNV 300950Z 15005KT 040V250 9999 SCT023 12/08 Q1018
EGNV 300920Z 23008KT 200V280 9999 SCT023 12/09 Q1018
EGNV 300850Z 25010KT 9999 SCT030 12/08 Q1018
EGNV 300820Z 26012KT 9999 SCT030 11/08 Q1018
EGNV 300750Z 25013KT 9999 FEW025 12/08 Q1018
EGNV 300720Z 23009KT 9999 FEW023 12/08 Q1018Boulmer midnight sounding
shows nearly 60kn at around 600m.

Martin.

Strange things going on at Leeming too :-

1000Z 22015G36KT
1100Z 27005KT
1200Z 26027G40KT
1300Z 26028G44KT
1400Z 26034G45KT

Jon.





--
Posted via Mailgate.ORG Server - http://www.Mailgate.ORG

Surface effects currently complimented by the orographic cirrus on the
IR imagery :-

http://www.metoffice.gov.uk/satpics/latest_uk_ir.html

Jon.


--
Posted via Mailgate.ORG Server - http://www.Mailgate.ORG

"Jack Harrison" wrote in message
...
snip
Landing at Teesside (which I used to do a lot in the past) would be
quite
fun in those conditions. Probably a rotor effect giving quite a rough
ride
and major attention to power settings on the approach. Oh the good
old
days. Used to enjoy conditions like that! (Not so sure about the
passengers though)


.... how much training is provided for these events Jack? Are modern
simulators equipped to provide the right conditions at each (simulator)
airport to allow new pilots to get used to them before going 'live'?

On a different note, large road vehicles also can have problems with
these conditions, along with caravans etc. You don't get any training
for *that* AFAIK!

Martin.

On Thu, 30 Dec 2004 14:59:00 +0000 (UTC), Jon O Rourke wrote in
news:0d5e3f54a2676877c14059b07aaae82b.62236@mygat e.mailgate.org

Surface effects currently complimented by the orographic cirrus on the
IR imagery :-

http://www.metoffice.gov.uk/satpics/latest_uk_ir.html

And a more detailed look via the 500m MODIS image taken at 11.10 today

http://www.mikett.plus.com/modis/MOD...30-12-2004.jpg

East Anglia is in the bottom left.

--
Mike 55.13°N 6.69°W Coleraine posted to uk.sci.weather 30/12/2004 15:18:15 UTC

"Martin Rowley" wrote

... how much training is provided for these events Jack? Are modern
simulators equipped to provide the right conditions at each (simulator)
airport to allow new pilots to get used to them before going 'live'?

Remember that I retired as a professional over six years ago (but was in the
air in a glider only yesterday) so things may have changed since I packed it
up.

Certainly we had simulator training for microbursts, but that was about as
far as it went apart form the ability to simulate general turbulence.

As for rotor, reversed winds, etc, that tended to be "on the job" experience
with a training captain. For many years, I was a training captain myself,
so with my particular interest in meteorological effects (not shared, I
should add, by all training captains - mind you unlike some trainers,
paperwork was never my forte), I would always try to explain and if
possible, demonstrate when appropriate by flying the approach myself.

I remember one landing at Teesside (it might have been Newcastle - can't
remember, but the wave effects are similar at both places) in strong lee
wave conditions. I was able to read the sky (if you like, gliding hat on at
this point) and give a running commentary as we went through the up and down
parts of the wave system:
"OK, anticipate the downcurrent now, so start feeding in the power" and
then:
"about to hit the up so be ready to throttle back".
It worked out a treat on this occasion, but I would not expect the ordinary
pilot to read the sky in that manner. Indeed, incorrect reading could make
things worse. But the point of my exercise was to illustrate that in these
"weird" conditions, you must be ready to apply quite considerable power
changes to keep on the right glide slope (even if you don't actually
understand what the sky is telling you). New pilots spend many years as
co-pilots - apprenticeships if you like - so they have vast experience
before being let loose in charge.

Back to the gliding aspect of flying in lee waves, two of my friends are
planning flights of 1,000 kilometres. They have both done 750 km flights in
Scottish wave, but there is a bit of a problem with the size of the landmass
to be able to go much further. I am slightly involved in their efforts with
advice on best airmasses, "hot spots" for wave and some ideas are beginning
to emerge. One option being seriously considered is fly into and out of
Ireland. (A qualifying flight must have no more than four legs). One pilot
has Shetland in mind for final landing!

For George Booth's info and interest, the pilots are Jack Stephen from
Aboyne and John Williams, Portmoak.

Jack

I was in the garden spraying at 1000 this morning wondering where all the
wind had gone - we had a light southeasterly.

"Jack Harrison" wrote in message
.. .
snip
Certainly we had simulator training for microbursts, but that was
about as far as it went apart form the ability to simulate general
turbulence.

As for rotor, reversed winds, etc, that tended to be "on the job"
experience with a training captain. For many years, I was a training
captain myself, so with my particular interest in meteorological
effects (not shared, I should add, by all training captains - mind you
unlike some trainers, paperwork was never my forte), I would always
try to explain and if possible, demonstrate when appropriate by flying
the approach myself.

snip fascinating account

..... many thanks for all that: I bet the palms sweat a bit the first
time you have to do it on your own responsibility!

Martin.