winds changed from a north-easterly direction to a westerly direction, and where the two winds converged, the air would be forced to rise, resulting in turbulence. The satellite and radar image shows the
development of thunderstorms, with the pink and white areas showing the most intense rainfall, and therefore the area where the strongest downdraughts were likely to be. The satellite image shows lightning
strikes from the thunderstorms at 1730. The oldest strikes (purple) being in the south, and the most recent strikes (red) being in the north, show that it was moving northwards, around the time the turbulence was reported. This case shows that despite the thunderstorms being further west than the pilot was flying, the effects could still be felt many miles away. This is particularly true of these ‘summertime’ thunderstorms, which can produce strong downdraughts. It’s worth pilots bearing in mind the local affects these storms can cause, such as sudden change in wind direction, and that turbulence can be encountered without flying directly through the CB.
Inside the locker after the flight
The general conditions across the country should also be considered in these situations and not just along the planned flight route, as often the location of the thunderstorm development can change with short notice.
Sitting outside the café at Tollerton now in the calm morning air drinking tea while watching aircraft take off and land, it’s hard
to imagine just what those few minutes were like, but talk to Jonathan and it’s clear that they had a lasting effect – and until we got the explanation from The Met Office the worst part for him was not knowing what he had run into that day. Now it’s just another experience for the logbook and a reminder how quickly the weather can pull a fast one on you.
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