FAST / NUMBER 18 a ea ean ran cianiee err aces ees Carer ia crenra itd (whether a human pilot or meat aos Dire aan Raa Raia a yer ee an a eae corr ay Mae eae Deane aerate aa ea eae ee RANT e RTM TRL aL eee car pea ea EMOREAU com to the A320/A330/A340 rere iy Lena A ae aS era a given for non-fly-by-wire rane eis eaeaS sD Defining the level of turbulence pate Pel ewe nL) UT aie Severe turbulence encountersat altitude have been experienced worldwide by all ‘models of jet transports, sometimes re- sulting in injuries passengersandeabin, attendants ‘The statistical data related to turbu- Ienceencounters reveal that narrowbody and widebody aircraft of all types and models are equally affected. A survey performed by the US FAA andthe Flight Safety Foundation revealed that turbu- lence causes twice as many serious inju ries to passengers and cabin attendants as does emergency evacuations. ‘The particular nature of flight in se- vere turbulence and its possible conse- quences, in terms of passengers or crew injuries and/or aircraft damage, should not be underestimated and should be highlighted whenever and wherever ap- plicable, Turbulence Vertical Effect on flight severity acceleration (y) £0.05g57S+0.2g — Marked frequent oscillations Severe £0Sg¢ ys+15g Aircraft handling affected ride comfort affected, Pea oad var err Considerations and procedures related to fight in severe turbulence are appli- cable only when such severe or very severe turbulence conditionsareencoun- tered, ICAO defines the turbulence se~ verity asa function of the vertical accel- eration at the aircralt centre of gravity andasa function ofthe turbulence effect onthe aircraft flight, as defined in Table 1 Severe turbulence is sometimes d fined as a turbulence level whi pairs reading of the cockpit instruments and /or gauges. A combination of crite~ ria based on years of flying experience ‘undoubtedlly constitutes the best blend for defining severe or very severe turbu- lence conditions. ‘An exhaustive overview of all the possible causes of turbulence would exceed the scope and size of this FAST magazine. The interested reader may refer to the numerous books available in ition book shops. One of these pub- lications provides a comprehensive and truly pilot-oriented review of this sub- ject, "TURBULENCE - ANew Perspec- tive For Pilors” by Peter F. Lester (Jeppesen Sanderson Training Systems). ‘Table 2 provides a brief synthesis of the vatious types of turbulence, together with remarks which may assist he flight crews in assessing the potential for se= vere turbulence based on the analysis of the following data @ significant weather chaets, @ upper winds forecast, @ AIRMET and SIGMET weather re- port or forecast messages, @ pilots’ reports (PIREPS) Ee Forecasting turbulence Type of turbulence Frontal surfaces Clear Air Turbulence Remarks - Forecasting tips Severe turbulence may he expected due to friction of air masses and due to horizontal windshear caused by wind component change across the frontal surface. CAT may be anticipated whenever one or more of the following conditions are met : + vertical wind gradient (rate of change or Shear Rate) > Skt 10008: (Table 3), + horizontal wind gradient > 40kt/ 100nm, + horizontal OAT gradient > 4°C/ 100nm, + route is close to the polar side of a jetstream (Figure 1) + route is close fo an altitude trough of low pressure Exiting CAT + if TAT/SAT increase — climb, + if TATISAT decrease > descend. FAST / NUMBER 18Forecasting turbulence ‘The likelihood of encountering severe turbulence during a given flight can be assessed using the data contained in the standard weather briefing, using the cri- teria and tips provided in Table 2 and For Clear Air Turbulence (CAT) due to vertical and/or horizontal wind gradi- ent, the US National Oceanie and At mospheric Administration (NOAA) has. analyzed wind patterns associated with Jetstreams around the globe and has de fined a Turbulence Index which allows maps of likely areas of CAT to be estab lished Some Computerized Flight Plans (CFP) provide a simple index at each waypoint, referred to as the Shear Rate (SR), expressed in kt/1000ft, as illus- trated in Table 3. This index represens the vertical wind gradient and consti- tutes a dependable turbulence indicator Moderate turbulence can be expected whenever the Shear Rate is equal to or greater than 3, Severe turbulence can be anticipated whenever the Shear Rate is equal 1o or greater than 5 However, itis a fact of life that severe turbulence may be experienced unex- pectedly and suddenly during the course of an otherwise smooth ride, despite the sophisticated forecasting techniques available, In readiness, turbulence anticipated ‘ornot, operational recommendations and procedures are published for @ fightin severe turbulence: turbulence penetration preventing exceedance of ‘maximum operating speeds (VMo/Mno} ‘Computerized Flight Plan (CFP) ‘Shear Rate (SR) POSN BIsr TC MsA DTG Mit winn TAS 2r R/O comp cs © ACTH ACEO N24 14.9 £120 37.2 WATER WATER 025 200 31 28082 378 0004 0018 10617532 40 338 0012 0056 ‘@ recovery from a turbulence upset: re= covery from Vo /Muo exceedance. How does turbulence upset the aircraft? Whether the turbulence is caused by vertical or a horizontal gust, the gust results in a change in the g-Ioad factor and, usually, in a pitch and airspeed upset. The aireraft design speeds and structure are defined to account for the above overload and overspeed condi- tions resulting from a defined gust being experienced atthe aircraft cruise design speed. ‘Tho analysis of events’ data, related to Airbus and non-Airbus aircraft, reveals the following possible variations as a result of a turbulence upset © Vertical gust: 2,000 to + 4,000 sein, » Vertical acceleration: -0.8 to +2.8g, © Horizontal gust (windshear) 20 mis, 40kt, * Indicated airspeed variation 20 to 40k, — Mach number var tion: 0.03 1000.05, Severe turbulence associated with jetstream (polar front jetstream) Polar tropopause SS Tropical tropopause 45° 60,0008 a Po (5 betstream core tial severe turbulence ~~ Iyotach lines (kt) 50° Isotherm lines (°C) - 40° . ae 20,0008 30”... 90°N 6OrN 30°N FAST / NUMBER 18AIRCRAFT RESPONSE TO TURBULENCE UPSET In turbulent conditions, the aircraft is, naturally stable. This natural stability is further enhanced by the auto-pilot (AP) ‘control laws. The AP has a built-in abil- ity to cope with turbulence upset and, therefore, should be kept engaged (un” less the AP action is considered to be "unsatisfactory or leads to marked speed excursions) and should not be overriden during turbulence Figure 2 provides the synopsis of a lypical sudden turbulence encounter, experienced during cruise on an A310 aircraft, Analyzing this event phase by phase provides an appreciation of the role of the three actors at play, the at- ‘mosphere, the aircraft and the pilot throughout the encounter. The flight data have been retrieved from the Digital Flight Data Recorder (DEDR). The vertical gust values have been derived by computation from the following data @ true Angle of Attack (AoA), assessed by correction of local AoA data pitch attitude, © flight pathanglerelativetothe ground, based on altitude history The inital conditions wereas follows: @ flight level 350 (35,0001 AP engaged in Command mode (CMD), (Flight Management System (FMS) engaged in PROFILE and Navigation (NAV) modes, © Mach 0.82, © very low turbulence level (y<0.05 8) his synopsis istypical and consistent with the analysis of many similar turbu- lence encounters. It clearly illustrates ‘and explains the following aspects: ‘the flight crew's manual pull-up der, leading to the AP disconnection, is conceivable instinctive responsetothe perception of the sinking tendency as well as the overspeed condition; ‘@ the large g-load factor variations are the result of the vertical gust effect and ‘orof the manual elevator orders, but are not the result of the AP activity in reac- tion to the gust. Synopsis of a typical turbulence enc Phases 1 18. Loud factor (2) TAS/Mo (kt) Angle of attack/ Pitch attinide (°) Elevator deflection (°) Horizontal stabilizer deflection (°) Aircraft nose up : Vertical gust (« L000Fv/mn} Mu IAS, Pitch attitude Angle of attack j aes — a Aircraft nose up "AP OFF. | se ie see ft at 1 it aie Seconds 10 10 FAST / NUMBER 18Tiree oa Cae PREZ red The aircraft response to turbulence up- set isa function of its aerodynamic and systems’ design. On the A310 and A300-600 the AP design objectives, inspeedaltitude hold (SPD/ALT HLD) modes, are to main- tain the selected targets as follows, © speed: by immediate thrust variations, @ altitude: by pitch variations, with a vertical acceleration authority not ex- ceeding 20.28. ‘The FMS design objectives, in PRO- FILE/NAV modes, are to maintain the speed andaltitude targets witha reduced authority to maximize the passenger's comfort On the Honeywell FMS, this reduced authority is achieved as follows: © speed: "soft speed concept For re duced auto-throttle activity, ( altitude: pitch variations, with a verti- cal acceleration not exceeding 40.058. Enhancement of FAC laws Enhanced yaw behaviour (Fish tailing) concept fulfils the same objectives. ‘The Flight Augmentation Computer (FAC) and the Flight Control Computer (FCC) are the brain and heart of the aircraft system's response toturbulence ‘Several changes summarized in Table 4 have been incorporated in the FAC 10 prevent the disconnection of the pitch trims and yaw dampers (and consi quently of the auto-pilot) in turbulence, Not applicable to A310 300-600 PIN BATIAAM3 ‘Modification 8020 Airbus SB 22-6013 (On the Smiths FMS, a "soft altitude” | and to enhance the aircraft's response to Analysis phase by phase Phase 1 © A first vertical gust is met (downdraft) which progressively reaches -700fvmn, © ‘The angle of attack and the g-load factor decrease in response to the downdraft. (© ‘The pitch attitude remains unchanged. © No AP activity is observed. This conforms to the AP control law design which responds only’to pitch or altitude variations. Phase 2 © A second vertical gust (updraft) builds up, within one second, up to +2,000 fi/mn. ‘This updraft results in an immediate increase of the angle of attack and, correspondingly, ofthe g-oad factor. © The pitch attitude starts to increase. © A horizontal gust (horizontal wind-shear) associated with the large updraft leads to an MMO exceedance (Mach increases up 100.85), Phase 3 © The updraft starts to decay resulting in a corresponding decay of the angle of attack and g-load factor. © The AP activity (elevator ‘aircraft nose down” order) is consistent with the pitch attitude increase (and the associated LO0ft gain relative to the initial altitude). Phase 4 (© ‘The updraft further settles. Perceiving the aircraft to be "sinking" as well asthe overspeed condition, the pilot applies (quite understandably) "nose up" elevator order. However, the corresponding force onthe control column exceeds the preset threshold nd results in the AP disconnection, © As aresult of the manual "nose up" elevator input, the pitch atitude, the angle of attack and - correspondingly - the g-load factor increase again, © The pitch attitude continuing increase is counteracted by the horizontal stabil attack protection, known as the a-trim function). raft nose down” deflection (angle of Phase 5 © The updraft completely setles and tums into a downdraft reaching -1,600 fyima. {© The angle of attack and g-load factor decrease in response to the downdraf. ‘© Under the combined effect of the downdraft and the "aircraft nose down" trimming (a-trim) the g-load factor reaches temporarily 0 g, © The AP is re-engaged, although the flight parameters are still significantly affected, Phase 6 (© The elevator order and horizontal stabilizer deflection return to normal values, while the downdraft starts to setle Phase 7 (© The turbulence encounter is over, all flight parameters return to stabilized values. FAST / NUMBER 18 "severe turbulence i likely tobe encou - tered. Enhancement oe REG IANS Using the AP in SPD/ALT HLD ASI ~__A300-600 modes, instead of PROFILE, will also ALTHLD mode P/N BATOABM2. PN B470ABM2 help to prevent the occurrence of a and AP connection Modification 10402 Modification 10403 | | Yo / Mato exeeedance condition. time delay Airbus $B 22-2036, Airbus SB 22-6021 The Control Whee! Steering (CWS) mode should nothe used. Because of the light stick forces, resulting from the ab- and recovery from a turbulence upset, | sence of artificial feel and pitch fee: After incorporating these changes, no | backin this mode, andof the availability APdisconnectioninturbulencehasbeen | of the auto-trim (the CWS mode being, “observed, except those resulting froma | an AP mode), the CWS mode is very force being applied by the lighterewon | sensitive and not appropriate for flight the control column, in severe turbulence. The response of the AP in turbulence | No attempt should be made to resist hhas been also enhanced by increasing | or override the AP action by applying a the rate of the altitude recovery in ALT | force onthe controlcolumn. This would HLD mode and by adding a time delay | result in the AP disconnection and fur- forthe APdisconnection by force onthe | ther upset of the flightpath. control column. These improvements | _ It is worth stressing that the g-loads have been incorporated in the most re- | felt during turbulence are mainly due to cent FCC standard (Table 5). the gusts and not due to the AP activity ‘On the A320 and subsequent fly-by- | In case of an overspeed condition, the wire (FBW) models, the in-service ex- | procedure for Vo / Muto exceedance perience has confirmed how well the | recovery should be followed. Using the FBW philosophy is ideally suited to | speedbrakesmay be considered buttheir enhance the aircraft behaviour in urbu- | extension may further amplify the g- lent conditions. The benefit of FBW is | load variations, particularly visible in manual flight in | Only ifthe AP actions are considered "stick neutral" condition. The character- | unsatisfactory orifamarkedexceedance isties of the FBW control laws (interms | of Vto/ Maioisexperienced, should AP Of response time and rate) are such that | bedisconnected and the aircraft be flown, the aireraft will stabilize quite rapidly | manually with smooth control inputs, whereas 1 conventional aircraft would ‘oscillate in the same conditions Cabin crew procedures Flight crew procedures AnFAA study reveals that mostof the serious injuries affecting passengers, ‘The procedures for Flight in Severe | walking in the cabin or seated unte- Turbulence published inthe Procedures | strained by their seat belts, have been and Techniques chapter of the FCOM | experienced after an announcement re for the A300/A310/A300-600 aircraft, | quiring the passengers to return to their Supplementary Techniques chapter for | seats and/or fasten their seat belts. the A320/A321/A330/A340aireraftyare | — Flight attendants take the greater toll consistent forall aircraft models regard- | in serious injuries as their crew duties ing the following recommendations: | require them to secure cabin and galley © disconnect auto-throttle (A/THR) to | equipment and check passengers before prevent auto-throttle activity, seating and securing themselves. © keep AP engaged, Without formally considering leaving On the A310 and 4300-600, the AP | the Fasten Sear Belt sign ON for the should be kept in CMD but a manual | entire flight (which would not fulfil the reversion should be made from PRO- | inten-ded purpose), the authorities are FILE to ALT HLD in cruise, or Level | considering stricter rules to enforce the Change (LVL CH) in climb or descent, | compliance with the cabin announce to take benefit of the full AP authority. | ments and signs, In the meantime, the This latter recommendation should be | operators could (or should) ead the way considered not only upon entering a | indeveloping stricter recommendations turbulent area but also as a preventive | and procedures to help flight attendants action whenever there is evidence that | enforce cabinannouncements andsigns. Although areas and severity of turbulence can be quite accurately forecast, unheralded turbulence encounters cannot be totally avoided. Whenever applicable, the product improvements, developed to énhance the aireraft behaviour in turbulence, should be considered for incorporation atthe carlest convenient opportunity. The particular nature of fight in severe turbulence and its possible consequences should be highlighted (together with the associated procedures) to flight crews and cabin crews as part of a dedicated awareness of turbulence in general training programmes. By adhering to the above recommendations, turbulence encounter should remain a normal play but by no means become a thriller. 7 12 FAST / NUMBER 18