Emirates Flight hits heavy turbulence over Goa
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Does anyone have authentic information on what happened? Was the turbulence while passing through a Cell or was it CAT? So many people shoot here left right and centre! Looking for experienced airline pilots sharing any severe turbulence encounters for benefit of others.....
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If they were passing through a cell, there would have been a prior PA and somebody would have pressed the FSB button. Judging by reported injuries, it appears this was not the case.
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Just for informational purposes...
aircraft turbulence—Irregular motion of an aircraft in flight, especially when characterized by rapid up-and-down motion, caused by a rapid variation of atmospheric wind velocities.
This can occur in cloudy areas (particularly towering cumulus and lenticular clouds) and in clear air. Turbulence is the leading cause of nonfatal passenger and flight attendant injuries. The U.S. Federal Aviation Administration (FAA) classifies aircraft turbulence as follows:
Light: Causes slight, erratic changes in altitude and/or attitude, and rhythmic bumpiness as occupants feel a slight strain against seat belts.
Moderate: Similar to light, but of greater intensity, with rapid bumps or jolts, and occupants feel a slight strain against seat belts.
Severe: Turbulence that causes large, abrupt changes in altitude and attitude, and large variations in airspeed, with the aircraft temporarily out of control. Occupants are forced violently against their seat belts and objects are tossed about, with food service and walking impossible.
Extreme: The aircraft is tossed about so violently that it is practically impossible to control, and structural damage may occur.
I wasn't there and I don't believe anything the Indian papers or any media say about aircraft incidents, so I can't speak to what happened. I just wanted to post the accepted definitions of turbulence severity for the purposes of this discussion.
aircraft turbulence—Irregular motion of an aircraft in flight, especially when characterized by rapid up-and-down motion, caused by a rapid variation of atmospheric wind velocities.
This can occur in cloudy areas (particularly towering cumulus and lenticular clouds) and in clear air. Turbulence is the leading cause of nonfatal passenger and flight attendant injuries. The U.S. Federal Aviation Administration (FAA) classifies aircraft turbulence as follows:
Light: Causes slight, erratic changes in altitude and/or attitude, and rhythmic bumpiness as occupants feel a slight strain against seat belts.
Moderate: Similar to light, but of greater intensity, with rapid bumps or jolts, and occupants feel a slight strain against seat belts.
Severe: Turbulence that causes large, abrupt changes in altitude and attitude, and large variations in airspeed, with the aircraft temporarily out of control. Occupants are forced violently against their seat belts and objects are tossed about, with food service and walking impossible.
Extreme: The aircraft is tossed about so violently that it is practically impossible to control, and structural damage may occur.
I wasn't there and I don't believe anything the Indian papers or any media say about aircraft incidents, so I can't speak to what happened. I just wanted to post the accepted definitions of turbulence severity for the purposes of this discussion.
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Many years ago my sister (age about seven) came home off a flight and told big brother it had been 'very bumpy'. Big brother poo-pooed her story but finally asked how bad it had been. 'Well, when it started I was sitting on the toilet and it threw me off and I hit my head on the door'. I guess that would be 'severe', then.
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PA - what are you prattling on about
§ 25.341 Gust and turbulence loads.
(a) Discrete Gust Design Criteria. The airplane is assumed to be subjected to symmetrical vertical and lateral gusts in level flight. Limit gust loads must be determined in accordance with the provisions:
(1) Loads on each part of the structure must be determined by dynamic analysis. The analysis must take into account unsteady aerodynamic characteristics and all significant structural degrees of freedom including rigid body motions.
(2) The shape of the gust must be:
for 0 ≤ s ≤ 2H
where—
s=distance penetrated into the gust (feet);
Uds=the design gust velocity in equivalent airspeed specified in paragraph (a)(4) of this section; and
H=the gust gradient which is the distance (feet) parallel to the airplane's flight path for the gust to reach its peak velocity.
(3) A sufficient number of gust gradient distances in the range 30 feet to 350 feet must be investigated to find the critical response for each load quantity.
(4) The design gust velocity must be:
where—
Uref=the reference gust velocity in equivalent airspeed defined in paragraph (a)(5) of this section.
Fg=the flight profile alleviation factor defined in paragraph (a)(6) of this section.
(5) The following reference gust velocities apply:
(i) At the airplane design speed VC: Positive and negative gusts with reference gust velocities of 56.0 ft/sec EAS must be considered at sea level. The reference gust velocity may be reduced linearly from 56.0 ft/sec EAS at sea level to 44.0 ft/sec EAS at 15000 feet. The reference gust velocity may be further reduced linearly from 44.0 ft/sec EAS at 15000 feet to 26.0 ft/sec EAS at 50000 feet.
(ii) At the airplane design speed VD: The reference gust velocity must be 0.5 times the value obtained under §25.341(a)(5)(i).
(6) The flight profile alleviation factor, Fg, must be increased linearly from the sea level value to a value of 1.0 at the maximum operating altitude defined in §25.1527. At sea level, the flight profile alleviation factor is determined by the following equation:
Zmo=Maximum operating altitude defined in §25.1527.
(7) When a stability augmentation system is included in the analysis, the effect of any significant system nonlinearities should be accounted for when deriving limit loads from limit gust conditions.
(b) Continuous Gust Design Criteria. The dynamic response of the airplane to vertical and lateral continuous turbulence must be taken into account. The continuous gust design criteria of appendix G of this part must be used to establish the dynamic response unless more rational criteria are shown.
[Doc. No. 27902, 61 FR 5221, Feb. 9, 1996; 61 FR 9533, Mar. 8, 1996]
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SLF3b
Big brother poo-pooed her story but finally asked how bad it had been
PA,
Non-event.
Hit a bump.
No altitude deviation
Minor abrasions to people who should have had their seat-belt on and didn't.
Indian Press reporting at about its usual (non) standard.
What else would you like to know?
Non-event.
Hit a bump.
No altitude deviation
Minor abrasions to people who should have had their seat-belt on and didn't.
Indian Press reporting at about its usual (non) standard.
What else would you like to know?
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Pugilistic Animus grasp of aerodynamics puts me in mind of what a certain aircraft designer once said:
"If someone can't explain the design of an aircraft in simple terms...then they are usually talking balls!" R.J.Mitchell
or should it be RJM?
"If someone can't explain the design of an aircraft in simple terms...then they are usually talking balls!" R.J.Mitchell
or should it be RJM?
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I was fying the same day arriving after Emirates ,Turbulence was there
but more it it the fast difference of ISA in this part of the area from +10 to ISA+20 wich can be a serious problem associated with turbulence
Margin decrease . We cannot say the monsoon start really in the south of India it is pre monsoon ,it comes after mid june ,the north of India is more concern.
Good job Emirates!
but more it it the fast difference of ISA in this part of the area from +10 to ISA+20 wich can be a serious problem associated with turbulence
Margin decrease . We cannot say the monsoon start really in the south of India it is pre monsoon ,it comes after mid june ,the north of India is more concern.
Good job Emirates!
