Porter Airlines-Off end of Runway

[pdw]

METAR CYTZ 101300Z AUTO 34004KT 290V020 9SM CLR 24/12 A3006 RMK SLP180 DENSITY ALT 1100FT

....the 290V020 means 290 veering to 020?

If there's a surface weather analysis that matches the metar I can explain it for you.

[confuzed]

METAR CYTZ 101300Z AUTO 34004KT 290V020 9SM CLR 24/12 A3006 RMK SLP180 DENSITY ALT 1100FT

....the 290V020 means 290 veering to 020?

I'll bet a real education could be had in gaining knowledge in this weeks approach-mishap at Greenbank. The trailing trough into Quebec/Labrador no doubt helped aggravate unexpected MECH ("mechanical" turb) to make the approach "catasptophic". (Everybody knows "34004kts" means nothing to worry about at the airport.) But what's going on just above the airport windwise cannot be as clearly defined ahead of time in exactly how it will affect the approach. I see the 290V020 here only as a hint.

If there's a surface weather analysis that matches the metar I can explain it for you.

[Eric Janson]

the 290V020 means 290 veering to 020?

Just to clear up any confusion the "V" stands for "Variable"

In the above example the wind direction is variable between 290 degrees and 020 degrees.

[justwork]

the 290V020 means 290 veering to 020?

Just to clear up any confusion the "V" stands for "Variable"

In the above example the wind direction is variable between 290 degrees and 020 degrees.

Variations in Wind Direction: Example: METAR CYWG 172000Z 30015G25KT 260V340

This group reports variations in wind direction. It is only included if, during the 10-minute period preceding the observation, the direction varies by 60 degrees or more and the mean speed exceeds 3 knots. The two extreme directions are encoded in clockwise order. In the example above, the wind is varying from 260 degrees (true) to 340 degrees (true).

Either way it's a moot point as the wind likely had nothing to do with this incident. The crew landed long, in the split seconds that followed the captain determined there was not enough runway to take off and decided to stop. The plane was undamaged, and there were no injuries.

., someone mentioned this crew got lucky, then you and colonel go on some ego filled rant. Luck never bailed you out? Seriously? That PBY incident with the broken throttle quadrant that sent you hundreds of feet off the runway, check your ego because luck bailed your ass out that day.

You said then that

The decision to reject was the correct one considering the circumstances, the proof is the fact the airplane was brought to a stop with no damage.

This crew rejected, stopped the airplane on a paved clear way, and taxied to the gate with no assistance, no damage, no injuries. Don't arm chair quarterback, we all know maybe 1% of what happened, we don't know why the plane landed long, perhaps something unavoidable. We do know that there was no damage. So let's all have a beer instead of measuring dicks.

[pdw]

There it is, the Highpark Madis shows gusts (wunderground) up to 27.4km before and after the hour (highground just north of the bay under the approach). Maybe time for a WX-buoy there.

[Cat Driver]

justwork, may I remind you this is a public discussion forum for pilots and human nature dictates that when instances such as a commercial airline comes close to running off a runway into a lake there will be lots of us wondering why it happened......if it was mechanical failure would it not be public knowledge by now?

Which leaves us discussing the issue...

As to this:

., someone mentioned this crew got lucky, then you and colonel go on some ego filled rant. Luck never bailed you out? Seriously? That PBY incident with the broken throttle quadrant that sent you hundreds of feet off the runway, check your ego because luck bailed your ass out that day.

Luck had nothing to do with the rejected take off I wrote about that day.....I had been flying off that airstrip for two days and there was almost a thousand feet of flat grass after the actual runway which was gravel.

My decision to reject was based on """KNOWING """ there was sufficient usable surface ahead of me to safely stop after the rejected take off.

So may I suggest you find some other incident to drag up if you wish to make insulting comments like this.

check your ego because luck bailed your ass out that day.

[BverLuver]

4 1/2 pages of nothingness, when will it end?

BL

[Colonel Sanders]

Is that a trick question? When you stop posting?

check your ego because luck bailed your ass out that day

The harder I work, the luckier I get.

I have been working very hard in aviation for many decades,
which makes me really lucky, I guess.

Is that egalitarian enough for the children of Trudeau?

[pdw]

the 290V020 means 290 veering to 020?

Just to clear up any confusion the "V" stands for "Variable"

In the above example the wind direction is variable between 290 degrees and 020 degrees.

Thanks justwork for the AIM reference.

July 8th to 12th was the Greenland melt ... identifyable as the jolts (reversals) all along the west warm sector onto Lake Ontario that morning, the draw of a gigantic LO in AM of July 10 is suddenly tapping pressures off the mouth of St Lawrence more vigorously (see higher surface winds there 1300Z) extending its reach above the greatlakes basin further back at CYTZ.

Rising heat of the GTA (34004kts is ahead of the nearing cold front) is feeding into the stream above toward this strong LO more abruptly ... where 'turning final'/right-turn smoothly enters the 15kts/290, ... virtually undetectable except for gradual VSI/IAS drop (more GS-speed happens & temporary power likely needed for IAS) followed by the opposite (power is off yet still more slowing needed to reduce GS) after MAWP to touchdown. A very discreet anomaly (in this case more like a "Veering" when considering here that 1000AGL in the approach the aircraft is already in the shift represented by "290V020" that represents "Variable" at the surface.

[tbaylx]

the 290V020 means 290 veering to 020?

Just to clear up any confusion the "V" stands for "Variable"

In the above example the wind direction is variable between 290 degrees and 020 degrees.

Thanks justwork for the AIM reference.

July 8th to 12th was the Greenland melt ... identifyable as the jolts (reversals) all along the west warm sector onto Lake Ontario that morning, the draw of a gigantic LO in AM of July 10 is suddenly tapping pressures off the mouth of St Lawrence more vigorously (see higher surface winds there 1300Z) extending its reach above the greatlakes basin further back at CYTZ.

Rising heat of the GTA (34004kts is ahead of the nearing cold front) is feeding into the stream above toward this strong LO more abruptly ... where 'turning final'/right-turn smoothly enters the 15kts/290, ... virtually undetectable except for gradual VSI/IAS drop (more GS-speed happens & temporary power likely needed for IAS) followed by the opposite (power is off yet still more slowing needed to reduce GS) after MAWP to touchdown. A very discreet anomaly (in this case more like a "Veering" when considering here that 1000AGL in the approach the aircraft is already in the shift represented by "290V020" that represents "Variable" at the surface.

The more i read the stupider i get....(note to self, avoid temptation to WTF? post and move on to a different thread.)

[Sulako]

Thread has derailed. Locked.