Meteorological hazards

The aircraft has to cover a long distance on the aerodrome surface before it finally becomes airborne. Snow, slush and ice, particularly when combined with strong winds and heavy rain, may all present difficulties in maintaining control when taxiing, taking off and landing the aircraft. Snow, slush and ice on the ground can hide the edges of taxiways and runways, making it much more difficult to keep the aircraft on the correct path. Standing water can seriously affect take-off and landing. During take-off, a flooded runway can have the same resistance to acceleration as if the aircraft had one engine in full reverse thrust. During landing, the pilot must ensure a firm touchdown is achieved to ensure wheel spin-up before the brakes can be applied. Failure to break through the water surface can result in the aircraft aquaplaning off the side of the runway. During severe weather conditions, where horizontal visibility may be almost nil, the pilot must remember that the tower controller may be unable to see his aircraft. It is vital that the pilot makes very clear and precise radio calls, especially to inform air traffic control of whether or not the aircraft is clear of a runway after landing.

Other meteorological factors, which may be hazardous during take-off and landing, are severe wind-gusts, turbulent conditions, downdraughts and microburst. Taking off or landing at any time with thunderstorms or cumulonimbus clouds in the vicinity of the airport should always be treated with great caution. Pilots can increase safety for other aircraft by reporting conditions of windshear on the approach to Air Traffic Control. A wind does not have to be strong to become a hazardous condition. For example, a light tailwind which the pilot may not have noticed can significantly increase the required take-off and landing distance, and this can be problematic for heavy aircraft with limited runway lengths.

Fog, haze, smoke, dust, torrential rain and low cloud are all approach and landing hazards. Such conditions have the potential to reduce conditions below the required landing minima. If this occurs, the pilot must not hesitate to abort the approach and proceed to an alternate destination.

Non-meteorological hazards can be just as dangerous as meteorological hazards. Large flocks of birds present at many coastal airports can cause severe damage when ingested into an engine. Something as simple as sun-glare can make the judgment of landing very difficult, or can obscure other traffic or obstacles from the pilot’s view. Towers and other man-made obstructions near the airport can sometimes be easily forgotten and therefore be hazardous for the pilot who is not paying attention.

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