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Wind shear refers to the variation of wind over either horizontal or vertical distances. Airplane pilots generally regard significant wind shear to be a horizontal change in airspeed of 30 knots (15 m/s) for light aircraft, and near 45 knots (22 m/s) for airliners at flight altitude. Vertical speed changes greater than 4.9 knots (2.5 m/s) also qualify as significant wind shear for aircraft. Low level wind shear can affect aircraft airspeed during take off and landing in disastrous ways, and airliner pilots are trained to avoid all microburst wind shear (headwind loss in excess of 30 knots). The rationale for this additional caution includes:

(1) microburst intensity can double in a minute or less,
(2) the winds can shift to excessive cross wind,
(3) 40-50 knots is the threshold for survivability at some stages of low-altitude operations, and
(4) several of the historical wind shear accidents involved 35-45 knot microbursts. Wind shear is also a key factor in the creation of severe thunderstorms. The additional hazard of turbulence is often associated with wind shear.

Wind shear is sometimes experienced by pedestrians at ground level when walking across a plaza towards a tower block and suddenly encountering a strong wind stream that is flowing around the base of the tower. This phenomenon is a concern for architects.

Where and when it is strongly observed

Weather situations where shear is observed include:

  • Weather fronts. Significant shear is observed when the temperature difference across the front is 5 °C (9 °F) or more, and the front moves at 30 knots or faster. Because fronts are three-dimensional phenomena, frontal shear can be observed at any altitude between surface and tropopause, and therefore be seen both horizontally and vertically. Vertical wind shear above warm fronts is more of an aviation concern than near and behind cold fronts due to their greater duration.
  • Upper-level jet streams. Associated with upper level jet streams is a phenomenon known as clear air turbulence (CAT), caused by vertical and horizontal wind shear connected to the wind gradient at the edge of the jet streams. The CAT is strongest on the anticyclonic shear side of the jet, usually next to or just below the axis of the jet.
  • Low-level jet streams. When a nocturnal low-level jet forms overnight above the Earth’s surface ahead of a cold front, significant low level vertical wind shear can develop near the lower portion of the low level jet. This is also known as nonconvective wind shear since it is not due to nearby thunderstorms.
  • Mountains. When winds blow over a mountain, vertical shear is observed on the lee side. If the flow is strong enough, turbulent eddies known as “rotors” associated with lee waves may form, which are dangerous to ascending and descending aircraft.
  • Inversions. When on a clear and calm night, a radiation inversion is formed near the ground, the friction does not affect wind above the top of the inversion layer. The change in wind can be 90 degrees in direction and 40 kt in speed. Even a nocturnal (overnight) low level jet can sometimes be observed. It tends to be strongest towards sunrise. Density differences cause additional problems to aviation.
  • Downbursts. When an outflow boundary forms due to a shallow layer of rain-cooled air spreading out near ground level from the parent thunderstorm, both speed and directional wind shear can result at the leading edge of the three dimensional boundary. The stronger the outflow boundary is, the stronger the resultant vertical wind shear will become.

Note the downward motion of the air until it hits ground level, then spreads outward in all directions.
The wind regime in a microburst is completely opposite to a tornado.

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