WEATHER WISE

A
Geoff Smith & Mal Wa Ike r

L
:1r

Turbulence from
mountain waves is a
major threat for general aviation operations, particularly for
low level flying in low
powered aircraft.

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Aq

INTER IS THE TIME OF STRONG

westerly winds over the southern
half of Australia.
The subtropical ridge - a series of high
pressure systems that lie east west around the
world - has moved northwards, to lie between
about 30 S to 25 S.
As a result, the southern half of the continent experiences fronts embedded in the
westerly airflow giving rise to vigorous winds
in the late winter and early spring months.
Gale force winds are often found both ahead
of and behind a frontal system. Winds ahead
of a front are usually northwesterly; those
behind the front are mostly southwesterly.
Strong wind can force you to abandon a
flight, as the pilot of a Beechcraft Queenair
on a regular public transport flight between
Sydney and Nowra found.
This pilot encountered unusually strong
downward vertical currents not far from Sydney airport. At about 1700EST when the aircraft was in the climb about 23km south of
Sydney, it experienced a rate of descent of
about 400ft per minute.
The pilot increased the power setting to the
maximum climb power and the rate of
descent reduced to about 1 20ft per minute at
an elevation of about 3,800ft.

Abandoned flight

Wind
profile

Severe rotor

/
INVERS

60
kts

J/

1fl
26 FLIGHT SAFETY AUSTRALIA AUTUMN 1997

Returning to Sydney, climbing attitude and

power were initially maintained; however, the
aircraft had descended to about 2,000ft at
16km from Sydney airport. The aircraft left
Sydney for Nowra at 1800EST.
Turbulence and difficulty in maintaining
height and roll attitude were again experienced at about 24km out from Sydney. The
flight was again abandoned. A check of the
aircraft indicated that all systems were operating satisfactorily.
The atmosphere is like a fluid in motion.
Just like water, when the air passes over obstacles the flow is disrupted and new and faster
currents can be formed. The bigger the obstacle, the greater the effect.
If you operate in mountainous regions you
need to be acutely aware of the potential for
hills or mountains to induce severe wind
events.
During take-off and landing in strong
winds and mountainous terrain, airspeed
fluctuations can result in an inadvertent stall.
On days when the localised wind gusts are
exceeding SOkt, down draft winds can exceed

INDUCED WIND HAZARDS

600ft encountered standing wave conditions
associated with a strong westerly wind. As the
aircraft approached mountainous terrain, it
began to lose altitude.
Despite the application of climb power, the
aircraft was unable to climb clear of rising
ground. Only with the application of maximum continuous power was the aircraft able
to climb and track clear of the standing wave.

700mb 230/22 rn/sec 1

7 .
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...!':

/ Approx. area of strong

downward vertical veloci
and turbulence

:. /Wollongong

owl
300m

0 10
Nowra

km

tII
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1,000ft per minute. Greater downdrafts of

1,500ft per minute are not uncommon. A B747 operating out of Anchorage, Alaska several years ago, experienced an engine separation shortly after take-off as a result of a severe
downdraft.
Examples of incidents closer to home
involve a light helicopter as well as a DC3:
A Hughes 500 helicopter was approaching
to land at a rig site atop a 9000ft ridge line.
The approach was being conducted into a
prevailing 30kt wind at a shallow angle at
right angles to the ridge line.
As the helicopter approached within 1km
of the rig site, it began to lose height, and
despite application of full power, was unable
to regain a satisfactory approach angle. The
approach was aborted and another - successful - approach was conducted at a steeper angle, with crosswind, along the ridge
line.
A DC3 enroute from Canberra to Cooma at

Wave formation
Turbulence from mountain waves around
hills or mountains is a major threat for general aviation operations, particularly for low
level flying in low powered aircraft.
The effects increase with elevation as
power margins decrease and wind speeds
increase.
The conditions most favourable for the formation of mountain waves are:
Winds flowing at right angles or nearly
right angles to the ranges.
Wind strengths of at least 20 knots at the
ridge line. The stronger the wind the greater
the turbulence and more likelihood of loss of
control. If a localised gust were to reach 50
knots the downdraft effect is generally greater
than 500ft per minute.
Wind speed increasing with height.
A relatively stable atmosphere.

If there is enough water in the atmosphere,

lenticular clouds will provide a clue to mountain wave turbulence. If the atmosphere is dry,
as it often is ahead of a front, there will be no
visual indication of the presence of mountain
waves.
Gusts can increase significantly as a front
gets closer. Down draft winds may overcome
the flying capabilities of the aircraft.
Beware of mountain waves on very hot days
- the density altitude will be high and aircraft
performance will be reduced.
The keys to avoiding the effects of standing
waves are:
Select a cruising level at least 2,000-3,000ft
above prominent ridge lines or mountain
ranges.
Fly to the windward side of prominent
mountain ranges and ridge lines.
-Avoid flying in the vicinity of rotor clouds.
When operating in the vicinity of standing
waves, reduce aircraft loading.
If forced to cross ridge lines at low level, do
so at an oblique angle with a pre-determined
escape path.
Geoff Smith is regional aviation and defence manager
(NSW) for the Bureau of Meteorology. Mal Walker is
a CASA flying operations inspector.

FLIGHT SAFETY AUSTRALIA AUTUMN 1997 27