Ride Reports
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Are you guys totally stupid? Ride reports occur because we need to know what the duration of the turbulence will be so our cabin crew can do their service without fear of being tossed up to the ceiling.
We have had crew members seriously injured when caught out by turbulence while doing service. If I can get a heads up on what the ride will be ahead I can pass that information back to the part of the aircraft that pays the bills. Plus it’s so difficult to eat my ice cream sundae when it’s bumpy. And hard to read my BBC news app.
We have had crew members seriously injured when caught out by turbulence while doing service. If I can get a heads up on what the ride will be ahead I can pass that information back to the part of the aircraft that pays the bills. Plus it’s so difficult to eat my ice cream sundae when it’s bumpy. And hard to read my BBC news app.
^^^^THIS! JFK to LAX 100 mi west of DEN was in expected turbulence-Light occaisional Moderate when another aircraft 30 miles in front of us reported severe turbulence. I called back to told the inflight to drop everything and sit down NOW!!! Asked ATC for an immediate turn away from it and as we started it we got hammered. 5 to 6 seconds seemed like forever as we were slammed. Auto pilot kicked off, 20 knot overspeed and crap flying around. No injuries but when I called back they said that some pax were actually still in the aisle!! Seat Belt sign had been on since we left JFK...Ride reports? F-yeah I want them.
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For me personally, I sometimes ask for reports of higher levels to know if it's a good idea to climb and when to do it.
When you're close to the performance limited Flight Level it's always nice to get some more margin before climbing if the higher levels have some light turbulence for example.
Or not climb at all.
It's also nice to know, when you're entering turbulence, for how long it will most likely last for. To keep your crew and passengers informed and maybe considering changing FL.
Why this is being considered unreasonable and "problematic" by some is beyond me, but hey, I can only speak for myself.
When you're close to the performance limited Flight Level it's always nice to get some more margin before climbing if the higher levels have some light turbulence for example.
Or not climb at all.
It's also nice to know, when you're entering turbulence, for how long it will most likely last for. To keep your crew and passengers informed and maybe considering changing FL.
Why this is being considered unreasonable and "problematic" by some is beyond me, but hey, I can only speak for myself.
Maui-
Very true 
TSRA
Reminds me of that old saying--" one guys light chop is another guys severe turbulence" . Perhaps the definition of what constitutes " severe " needs to be better understood by some .
Of course , nothing wrong with erring on the side of caution . As always-" better safe than sorry. "
Having flown for a major LoCo and a major Legacy, the LoCo had the seatbelt sign on when sensibly required and the Legacy had the seatbelt sign on when the Captain forgot to turn it off, when there were a few bumps in the cruise, when there was cloud, when there were clouds up ahead, when they could see clouds somewhere, when clouds where on the sigmet chart anywhere, when they felt like it and when the stars aligned in a certain way... result: seatbelt sign ignored by everyone on the Legacy and the seatbelt sign having practical meaning on the LoCo.
TSRA
Now, if I may also add - a related point to ride reports I promise - is the increase in "moderate turbulence" reports. I've flown behind a lot of aircraft reporting moderate and have come to understand that around 50% of pilots have no clue. Far, far too many times light turbulence is being reported as moderate
Of course , nothing wrong with erring on the side of caution . As always-" better safe than sorry. "
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As an ATCO, I want ride reports and am perfectly happy to pass them on also. At the end of the day I’m a service provider and anything I can do to improve that service (time permitting of course) is a good thing.
And yes I’ve noticed an increase in the frequency of severe turb reports and sigmets in recent years. It could be as much do with more congested airspace as with climate change. I got my first ever “extreme” turbulence report a couple of years ago (from an A380 of all things). I had forgotten there was a category above “severe”.
And yes I’ve noticed an increase in the frequency of severe turb reports and sigmets in recent years. It could be as much do with more congested airspace as with climate change. I got my first ever “extreme” turbulence report a couple of years ago (from an A380 of all things). I had forgotten there was a category above “severe”.
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Perhaps you misunderstood me: Your comment here emphasises my point. What I found odd was the 'just scared of turbulence' as if wanting to know what turbulence is around is somehow embarrassing.
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Like many things I found that modern day teaching of the numerous cadets does not include educational guidance on assessing levels or turbulence. You can have guide lines as it is quite common in the apprentice years not to experience anything of significance.
I used to like some of the self designed guidelines.
On the rear galley work top; a half cup of water. Did it slosh in the cup? = Light. Did it overflow? = Moderate. Did the cup fall over? Mod/Sev. Did the cup bounce of the ceiling? = Severe.
I once heard a story of the Atlantic ride report conversations. There was some real choppy stuff about and the guys were relating to it in similar terms to mine. One US pilot come on and aid it was "kinda rough as he'd just spilt coffee down his shirt. Does anyone have any reports." Back came a Brit, "we're having dinner and the captain just stabbed himself with the fork; so I guess it's a little rougher here."
That's when the ride reports are not overtaken by the baseball scores. There can also be turbulence in the Leagues.
I used to like some of the self designed guidelines.
On the rear galley work top; a half cup of water. Did it slosh in the cup? = Light. Did it overflow? = Moderate. Did the cup fall over? Mod/Sev. Did the cup bounce of the ceiling? = Severe.
I once heard a story of the Atlantic ride report conversations. There was some real choppy stuff about and the guys were relating to it in similar terms to mine. One US pilot come on and aid it was "kinda rough as he'd just spilt coffee down his shirt. Does anyone have any reports." Back came a Brit, "we're having dinner and the captain just stabbed himself with the fork; so I guess it's a little rougher here."
That's when the ride reports are not overtaken by the baseball scores. There can also be turbulence in the Leagues.
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There is a difference between asking the controller if he/she has any ride reports and asking them if they “have any good altitudes”, or, “is it better lower”. In the former, you are augmenting the met information you should already have; in the latter, you are revealing yourself to be unprepared. Just my opinion.
With respect to the US, one aspect to consider is that the dissemination of turbulence PIREPs can be quite slow, and when using text-based communication with dispatch, tedious at best. The live oral communication with ATC is capable of trading a great deal of current information quickly.
There is, admittedly, a tendency to blather on in the States, but that has a lot to do with our love of conversational radio phraseology as well as our unlimited lack of courtesy on the airwaves…personally I like to wait ten seconds after switching frequencies before I transmit, but that’s not a universal habit!
And as far as baseball scores go…there are two distinct eras in aviation. In the early era, we asked ATC for the Super Bowl score, and then made a PA to the cabin relaying the score. In the modern era, we call the cabin, get them to ask a passenger for the Super Bowl score, and then pass it on to ATC. Different world today…
With respect to the US, one aspect to consider is that the dissemination of turbulence PIREPs can be quite slow, and when using text-based communication with dispatch, tedious at best. The live oral communication with ATC is capable of trading a great deal of current information quickly.
There is, admittedly, a tendency to blather on in the States, but that has a lot to do with our love of conversational radio phraseology as well as our unlimited lack of courtesy on the airwaves…personally I like to wait ten seconds after switching frequencies before I transmit, but that’s not a universal habit!
And as far as baseball scores go…there are two distinct eras in aviation. In the early era, we asked ATC for the Super Bowl score, and then made a PA to the cabin relaying the score. In the modern era, we call the cabin, get them to ask a passenger for the Super Bowl score, and then pass it on to ATC. Different world today…
Severity of Turbulence
For the purpose of reporting and forecasting of air turbulence, it is graded on a relative scale, according to its perceived or potential effect on a 'typical' aircraft, as Light, Moderate, Severe and Extreme.
The best way to avoid Clear Air Turbulence?
Fly in cloud!
MM
For the purpose of reporting and forecasting of air turbulence, it is graded on a relative scale, according to its perceived or potential effect on a 'typical' aircraft, as Light, Moderate, Severe and Extreme.
- Light turbulence is the least severe, with slight, erratic changes in attitude and/or altitude.
- Moderate turbulence is similar to light turbulence, but of greater intensity - variations in speed as well as altitude and attitude may occur but the aircraft remains in control all the time.
- Severe turbulence is characterised by large, abrupt changes in attitude and altitude with large variations in airspeed. There may be brief periods where effective control of the aircraft is impossible. Loose objects may move around the cabin and damage to aircraft structures may occur.
- Extreme turbulence is capable of causing structural damage and resulting directly in prolonged, possibly terminal, loss of control of the aircraft.
The best way to avoid Clear Air Turbulence?
Fly in cloud!
MM
Last edited by Miles Magister; 10th May 2018 at 13:29.
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Astonishingly the only time I had turbulence where I could not read the instruments was on approach. We decided that diversion was the better part of valour.
It was irritating on N.Atlantic under HF, when your crz FL was just skimming the tops of TCu's. Lucky if a couple of miles up wind could solve your problem, quietly. If upper levels were blocked you were stuffed and cobble-stoned your way for a longitude or two.
It was irritating on N.Atlantic under HF, when your crz FL was just skimming the tops of TCu's. Lucky if a couple of miles up wind could solve your problem, quietly. If upper levels were blocked you were stuffed and cobble-stoned your way for a longitude or two.
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Originally Posted by Long Haul
They do it because in the USA there is a strong tradition of CUSTOMER SERVICE, something that, as anyone who has ever tried to get the attention of a server in a European restaurant can tell you, is sorely lacking in older parts of the world
Originally Posted by A340yumyum
The trouble is.....
European operator......’reporting light-mod chop’
American operator......’severe turbulence!!’
Always been thus.
European operator......’reporting light-mod chop’
American operator......’severe turbulence!!’
Always been thus.
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My very accurate predictor of onset of turbulence is about a minute after I get a meal or drink on the tray table in front of me. It's not been bad enough to result in me wearing any of it yet, but I've been on a few flights where there's been an announcement for cabin crew to take their seats immediately. (Cue to hold on to the drink and possibly put the lid back on the food tray.)
I would echo the comment from 747-8driver above about the seatbelt sign. While there are clueless people who get up at obviously inappropriate times, if it's been nice and calm for a significant period in cruise and the sign is still on, people start deciding that it's been forgotten, whether that's the case or not. Remember that in the back you can't see what's in front and the fancy instruments aren't visible either. Having said that, I still dislike being asked to get out of an aisle seat to let someone out of one of the other seats when the sign is on.
I would echo the comment from 747-8driver above about the seatbelt sign. While there are clueless people who get up at obviously inappropriate times, if it's been nice and calm for a significant period in cruise and the sign is still on, people start deciding that it's been forgotten, whether that's the case or not. Remember that in the back you can't see what's in front and the fancy instruments aren't visible either. Having said that, I still dislike being asked to get out of an aisle seat to let someone out of one of the other seats when the sign is on.