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degrees at 8 knots. A thunderstorm was about three miles
west of the field. I felt the Tower buffeted by the wind. I
issued to the pilot, based on observation of [current] ASOS
and the parking lot, “ASOS wind variable at 4 knots, in
reality it’s bending the trees.”
The aircraft required 3,200 feet of runway to land. On
touchdown, the ASOS still read variable at 4 knots. As the
aircraft exited the runway, ASOS updated the wind to 250
degrees at 9 knots gusting to 16 knots, then 270 degrees at
15 knots gusting to 21 knots.
The originally reported wind was 170 degrees different
from the actual wind at the time of landing, and 2.5 times
the velocity and approaching the aircraft’s demonstrated
crosswind landing capability.
Controllers may not transmit specific values (such as the
ceiling, visibility, or, in this case, wind), other than those
listed in the current ASOS. The exceptions include
airports at which an official weather observer is on site, or
at which the weather report has been composed or verified
by the weather station. Pilots must therefore rely on
their basic piloting skills (for example, observation of a
wind sock or comparison of ground speed vs. airspeed) for
final determination of safe landing conditions. To read
more about a Controller’s role in disseminating weather
information, refer to the Air Traffic Control Handbook
(7110.65L, Paragraph 2-6-7).
The Bottom Line
A final thought from a controller who is also a weather
observer charged with trying to update the ASOS report
during changing weather conditions:
n I attempted to manually override the system, but it was
so slow, we were still reporting VFR while the storm raged
outside. If you are using weather from an automated
station, when the weather is changing rapidly, don’t
believe what is being reported.
FOD (Foreign Object Damage) hazard at a Michigan airport
BAE-41 engine flameouts during reversal and at steady idle
Powerline Encounters: A Hit…
An unplanned encounter with powerlines is an experience
most pilots do not soon forget. Our first reporter, a glidertow
pilot, had avoided some well-known powerlines on
numerous prior approaches, but a downdraft at just the
wrong moment changed all that:
n After towing a glider to 2,000 feet AGL, I entered a
normal left-hand pattern for Runway 03. As I turned
short final at about 350-400 feet, some sink was encountered.
After crossing the last house and powerlines, I felt a
slight tug on the aircraft. A normal landing followed.
Upon visual inspection from the ground, 4-6 feet of the
200-foot tow rope had snagged, broken off, and was
hanging in the powerlines crossing the end of Runway 03.
No powerlines were down and no damage could be detected.
The local utility…came and removed the piece of tow rope.
My error occurred when I did not add power once the sink
was encountered. All remaining approaches were re-routed
over a less hazardous route (fewer wires), accompanied by
a steep slipping final approach, so the tow rope would
remain up behind the aircraft and not hang down below.
We hope that “less hazardous route” becomes the standard
route at this glider port from now on.
…and a Miss
Another General Aviation pilot, also familiar with the
powerlines at a local airport, overlooked an important
factor about best-rate-of-climb in an aircraft that was a
variant of the model usually flown. The result was a very
tight squeeze between the ground below and the
powerlines above.
n Before taking the active runway, I noted that the
checklist called for a VR of 55 knots. However, I failed to
notice the asterisk indicating that 55 knots required two
notches of flaps (25 degrees). Prior experience taking off
[from here] proved that a normal takeoff could be accomplished
without the use of flaps, but at a VR of 60-65 knots.
…Reaching 55 knots, I rotated the airplane. The stall
light came on so I reduced pitch slightly. By this time, I
was about two-thirds of the way down the runway and had
climbed no higher than 5 feet. I attempted to abort. The
end of the runway was quickly approaching, and I knew I
could either continue braking and possibly put the plane
over a 2-3-foot bank and into a canal…or I could add full
power and attempt to climb and avoid the obstacles. There
are powerlines…12-15 feet high at the departure end of the
runway. I applied full power, climbed over the bank and
the canal, maintained a 1-2 foot clearance over [a field of
grapevines], and avoided the powerlines approximately 3
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