Microbursts and their effect on Aviation

What are Microbursts?

Microbursts are rapid streams of air that push downwards/ are downdrafts. These ‘bursts’ of wind are
normally due to “terrific thunderstorms or rain” (Somashekar & Raj, 2021) and can have profound
effects that are “extremely uncertain” on an aircraft. (Somashekar & Raj, 2021). They are a direct
result of convection currents from which a strong updraft cools itself and then results in a rapid
decent, thus creating the downdraft that is a microburst. Additionally they are cause by the “rapid
evaporation of rain” (Yao & Lundgren, 1996) in conjunction with melting hail in “convective
thunderstorms” (Yao & Lundgren, 1996).

Figure 1: Formation of a microburst

Specific Hazards to Aviation

Microbursts raise a significant hazard in aviation due to “their associated low altitude wind shear”
(Yao & Lundgren, 1996). The ability for a microburst to violently and rapidly vary the air speed or
altitude of an aircraft are very real threats. The unpredictability of microburst have been seen to have a
profound impact in aviation history as seen in the US between 1970 and 1988 from which “more than
575 fatalities” being caused by microbursts.

The dangers of microburst can be further seen by Delta Airlines Flight 191. On August 2, 1985, Flight
191 would experience the deadly effects of a microburst. On the 2nd of August 1985, Flight 191 would
crash on approach to runway 17L at Dallas Fort Worth International Airport, Texas. The crash would
result in 39 of the 163 onboard surviving with a air crash investigations commencing immediately to
determine how the L-1011 Tristar crashed. Namely, the National Transportation Safety Board, or
NTSB would commence investigations into the cause of the accident. The report would conclude the
culminating factors to the crash of which the ultimate cause of the crash would be due to the aircraft
“passing through [a] rain shaft beneath a thunderstorm,” (Burnett, J. & Goldman, P.A., 1986) thus
Flight 191 “entered a microburst which the pilot was unable to traverse successfully.” (Burnett, J. &
Goldman, P.A., 1986). Upon loss of control, the Lockheed Tristar would plumet to earth, striking the

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“ground about 6,300 feet north of approach,” (Burnett, J. & Goldman, P.A., 1986) as well as striking a
car and two water tanks at the airport. The NTSB further noted a factor being the “flightcrew’s
decision to initiate and continue the approach into a cumulonimbus cloud,” (Burnett, J. & Goldman,
P.A., 1986) from which a lack f training and procedure was noted in avoiding low-altitude wind shear.

References:

a. Somashekar, V., & Raj, A. I. S. (2021). Experimental study of microburst effects on airfoil

for micro/unmanned aerial vehicle applications. ADVANCED TRENDS in MECHANICAL

and AEROSPACE ENGINEERING: ATMA-2019. https://doi.org/10.1063/5.0036503

b. Yao, J., & Lundgren, T. S. (1996). Experimental investigation of microbursts. Experiments in

Fluids, 21(1), 17–25. https://doi.org/10.1007/bf00204631

c. Burnett, J. & Goldman, P.A. (1986). National Transportation Safety Board: Aircraft Accident

Report Delta Airlines Lockheed L-1011-385-1.

https://www.ntsb.gov/investigations/AccidentReports/Reports/AAR8605.pdf

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