Fighter Pilot-Thunderstorm Flight

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If there's any disagreement, a light comes on and you can't do the landing. When you have a Category III landing with no visibility, you, as the pilot, don't see the runway until the wheels touch the runway. The plane lands itself, slows itself down, and stops itself by itself. The statistics are really interesting. The average airplane gets hit twice a year. In the cockpit you hear a "bang" and you see a flash.

Here's what you don't know -- you don't know if it's static discharge or lightning until you land. When an airplane flies through clouds, it picks up static electricity. When you get on the ground and if there are marks on the wing or nose, which looks like a cigarette burn, then you'll know it was lightning.

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One is structural, one is there to keep your hands off the structural one. It's Plexiglas, and it's just not going to break. The cockpit glass is not Plexiglas, it's actually glass, but very strong glass. The glass is actually heated -- if the heating system malfunctions, you could have a fracture of the cockpit glass. Once again, pretty rare. But people do see things, and they're afraid they're the only people who've seen it.


For example, under certain conditions, you'll get some vapor along the wings that looks like fog. And it will just pop up and go away. Bunn: Nothing. It doesn't matter, it never did. This was the FAA covering their ass. The FAA did not want to get into the business of testing every electronic device that could have possibly caused a problem. I guess it was smart, because if a plane went down and some lawyers sued the FAA saying it was because of an electronic device, they could have potentially tried to blame them, so the FAA just said you can't use them. They were never a threat, they don't operate on frequencies similar to the frequencies used in aviation.

Bunn: Something like three or four minutes. Usually you get up to the area above where you have to deal with geese in under five minutes. The reason we use the 30,ft range is because that's where you get the best fuel economy. It's also where you get the jet stream, but that's also where you get the most turbulence. You can go above or below the jet stream to give passengers a better ride, but that's safe.

In summer, passengers encounter more turbulence associated with storms. In winter, storms do not build up vertically to cruise altitude. Overall, then, a bumpier ride is more likely in summer than in winter. Though a bumpy ride isn't unsafe, many passengers feel unsafe when the ride gets rough. Bunn: People these days don't need to fret about taking an airliner, because airliners are so good that it's really not possible to figure whether one is safer than the other.

It's difficult to say one is safer than the other, because they're all remarkably safe. Bunn: I think flying at night is just easier for pilots. At night, you can see the lights of other airplanes when they're 50 or 80 miles away. You can also pick up the runway lights a lot easier than in the daytime. You can pick up thunderstorms visually miles away -- just because there's lighting. Plus, when you're headed west, you don't have the sun in your face. I think there was a movie like that that was inspired in part by that Alaska Airlines crash -- must've been 20 years ago -- where they had a failure in the tail, weren't able to adjust the nose up or down, and had to turn the plane upside down to bring the nose up.

And it worked, but not enough that they could manage, so they crashed in the Pacific. Bunn: Well, then you don't have anybody as a backup, unless you have some crew members that are deadheading. But I don't think that's ever happened…. Bunn: Sometimes when you're working for an airline, they need to position a pilot somewhere.

They don't need you to pilot the airplane, they just need to get you someplace to operate a plane. It's a term back from railroad days; they talk about an engine pulling a train and then you have a second engine that's just being hauled along to be used on another train. A North Dakota newspaper from reporting on hail tornadoes. Photo by Tim Evanson, flickr.

For those who only occasionally experience short bouts of hail, the idea of a hail belt might not seem that bad. But hail in this region can tear the shingles off roofs, pock cars so bad they look as if they were sprayed from above with a machine gun, pile so deep that snow plows need to be called out—a storm in Orient, Iowa left hail drifts six feet high—rip leaves and even branches and bark off trees. Death comes with hail: the ice chunks bludgeon to death birds, cows, and people.

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The last known human fatality in the U. One safeguard against the ice is hail insurance, which is now common across the nation, but in the hail belt there is a more proactive means of protection: cloud seeding pilots like Steffany Royal. Photo by Justin Nobel. In the 1st century A. This theory died hard; Napoleon believed volleys of gunfire could bring rain, as did the U. Civil War brigadier general, Joshua Lawrence Chamberlain.

In the late s, the U. Congress bankrolled a project to initiate rain over West Texas using an elaborate system of kites and homemade mortars—despite somewhat promising early results, the effort was eventually deemed a disaster. After World War II, and the Korean War, many North Dakota-bred fighter pilots returned to the farm, only to have their crops ruined by a succession of hail storms. As North Dakota farmers were pioneering ways to halt hail, the U. From mountaintop stations across the Rockies government scientists were spraying clouds with silver iodide.

But after several summers scientists concluded there was no evidence their work was enhancing rain or reducing hail and killed the project, which joined a long list of failed government weather mod schemes. If you fly into Salt Lake City in winter, a weather mod company may have helped clear the fog that allowed your plane to land. If you water ski on Lake Mead in summer, weather mod may have helped to prime the clouds that poured the rain that meandered into the rivers to fill the lake.

But weather mod goes far beyond the borders of North America. WMI pilots have flown airplanes into thunderstorms on six continents. WMI planes are equipped with silver iodide burners on both wings, each capable of running for about two to two and a half hours. The average cell only lasts minutes. Occasionally, a local entrepreneur reaches out to WMI, as has happened in Iran, Iraq, Afghanistan and Syria, but none of these projects made it off the ground. If drought equals poverty equals war and disaster, every single raindrop alleviates the situation. And, one imagines, in places where hail is common, every single crop-crushing hailstone worsens it.

Which seems to make a good case for cloud seeding: rein in the weather and you can literally end wars and save the world. Of course, the reverse seems to be happening. The weather appears to be on an unprecedented climate change-induced rampage, which involves stronger hurricanes and typhoons, and more frequent floods, droughts and wildfires.

In response, a sort of weather mod on steroids has been advocated: geoengineering. It differs from weather mod in that it posits that not only can the weather be modified on a local level, but with the right infusion of chemicals or mirrors or god knows what else, the entire climate system can be readjusted. Photo by Kirsten, flickr. Rain falls regularly from clouds onto our umbrellas and faces, yet rarely do we contemplate its dramatic journey. The Art of determining how to avoid hazardous weather, is life saving practice. Detect and avoid, if you penetrate the unknown you might not make it ….

It provides meteorologists with more accurate precipitation information for the general public. In that instance, the storms are travelling to the people. As pilots, we travel to the storm much faster than they move. We, in essence, are over-running the data. The access to nexrad data is invaluable but we must consider the limitations of the original intended use. There is some correlation with airborne precipitation, in recognition of additional uses of the product, but that correlation takes time.

Excellent points Charles!!! Not knowing the basics of technology and the basics of meteorology has proven to be fatal. Common sense and respect for the energy packed in a CB ready to be released.

After the energy is released,the air is smooth and a pleasure to fly through. I was shocked to hear when Scott Crossfield met his maker in his strut braced in an area of bad storms. He had an early version of portable satellite weather and I believe the unit was brand new to him. As a guy who would have read Air Force Manual and flown many aircraft at the extremes of performance limits, I have a difficult time thinking he would let a storm get the best of him and a pretty sturdy airframe. I can only think that he confidently entered an area of storms that showed up as benign on his new radar display and was caught unprepared.

Just my 2 cents. Scott Crossfield requested to deviate from his planned course to avoid the severe turbulence. Atlanta Center authorized his request and he began to turn. Approximately 30 seconds later, at a. The last indication was that the Cessna was descending through 5, feet. I read your article as always with great interest. Sadly enough the BAC was not the only jetliner accident due to thunderstorm activity. This scared me enough to re-think this entire subject and vow to be even more afraid of convective Wx than I already am!

Setting The Record Straight On Why Fighter Jets Can't All Simply Fly Away To Escape Storms

We are all told to avoid thunderstorms at all costs, but any pilot flying significant IMC will one day encounter a Thunderstorm. I have encountered three. He flew me right into it, even while I keep requesting a left turn before I got to the storm. He kept me going North despite my continued insistence that I really needed to turn West on course. Really bad weather day and I was the only one on frequency? The rain was so violent that it took most of the paint and primer off the leading edges.

Exeedlingly rough, a waterfall of rain, and lightning flashes. It was so rough my eyes were bouncing in my eye sockets and the needles were bouncing so hard I could barely read them. The second was with a new Stormscope that I pushed too hard and close to and suddenly found myself surrounded, IE, in it!

I have encountered the same sudden surrounding in a friends plane on the ground. He had a new Stormscope, and we could see the storm coming. So we got in his tied down plane and watched it coming toward us. When it still seemed miles from us it suddenly engulfed us. This is unnerving unless you understand to stay further from it than it seems.

The third time was when the weather was closing in around Galveston, and I thought I could beat it out. Turned out to be the most destructive storm and tornados in local history. Significant tornado damage in the millions of dollars. So, in addition to telling pilots not to go there, we need some information about what to do when it happens. It will be a lot rougher in there than you think it could possibly be, but the plane can survive it, if you do it correctly. Do not lower the flaps, as that significantly lowers the G loading the plane can handle.

Fly the Plane. Keep the wings level. Keep the pitch level. Do not try to hold altitude, because your speed will significantly vary if you do. Just ride the updrafts and downdrafts, and keep everything level. The two major airline failures were due to the pilots trying to turn out of the Thunderstorm.

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Turning decreases the structural G load the plane can handle. Technically turning increases the G load. Slow Down. Slow down generally to about half the speed between stall speed and maneuvering speed. The transition between an updraft and a downdraft will be even rougher, and close to out of control for seconds. Keep it level and slow. Lower the gear. Go straight through. Most Thunderstorms are not much larger than five miles in diameter, and you will soon be through it. Lowering the gear stabilizes the plane and makes it easier to keep it level. The rain will be unbelievable and make you wonder if the windshield will hold up.

It usually will. The DC8 as I remember did have their windshield broken, and the rain drowned both engines.

Lightning strike on fighter jet caught on cockpit video

The plane did not break in that extreme turbulence, but they hit a telephone pole with a wingtip after landing after congratulating themselves on making it down. Very sad ending. The lightning will be even louder, and much brighter. As Earnest Gann said, lower your seat, turn on your inside lights to the brightest, and ignore the flashes. If in the unlikely event that ATC asks why your altitude has changed, explain shortly why. If he persists, ask for a block altitude. The chances that any other plane will be in there with you are pretty slim.

It was suddenly smoother, quieter, and very rapid. I did not worry about my altitude. I think most Thunderstorms, if not all, can be handled if you keep the plane slow, and level in both roll and pitch. Slow down, keep the wings level, keep the pitch level, and hang on. The windshield will not burst.