Severe Turbulence
Join Date: Jun 2004
Location: Australia
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The last 2 posts point out what I was referring to in my earlier post, I certainly don't have a cavalier attitude towards turbulence beyond moderate, I treat it with the greatest respect.
I still maintain that most pilots, in my opinion, over-state turbulent conditions. We, as pilots rely heavily upon applying all of the cumulative GOOD AND FACTUAL information gained to conduct a safe flight. Unreliable over-stated reports do NOT lend themselves to using all available reliable knowledge for the safest option.
Then again.... as FE Hoppy says, a pilot's subjective evaluation is probably the end result of his or her previous experiences.
Regards,
Old Smokey
I still maintain that most pilots, in my opinion, over-state turbulent conditions. We, as pilots rely heavily upon applying all of the cumulative GOOD AND FACTUAL information gained to conduct a safe flight. Unreliable over-stated reports do NOT lend themselves to using all available reliable knowledge for the safest option.
Then again.... as FE Hoppy says, a pilot's subjective evaluation is probably the end result of his or her previous experiences.
Regards,
Old Smokey
Psychophysiological entity
I make light of it here, but I had to give myself a very good talking to, to get back in the saddle after this one. I can say that I really learned what fear is when we went below MSL. It's just that it went on for so long, and there didn't seem a chance that the wings would stay on.
It was an indication of the times, that the skipper was ready to fly back through it all. No radar...just an acceptance that there was going to be a lot of arm exercise.
http://www.pprune.org/tech-log/27011...ml#post3207786
It was an indication of the times, that the skipper was ready to fly back through it all. No radar...just an acceptance that there was going to be a lot of arm exercise.
http://www.pprune.org/tech-log/27011...ml#post3207786
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Which of the modern jet airliners would you professionals consider to ride turbulence best?From my perspective as SLF I find the B767 to be fairly comfortable.The B747 too.I was once in a DC-10 from LAX to MAN which was extremely rough for many hours.I guess it's all very subjective but are some better than others?
I've flown a light single around MAN many times and that can be be rough too especially when there's a stiff easterly.However it's a very different feeling in a large jet and I've not been allowed to drive one of those yet.
I've flown a light single around MAN many times and that can be be rough too especially when there's a stiff easterly.However it's a very different feeling in a large jet and I've not been allowed to drive one of those yet.
747.200
348 tons TOW
Initial departure track relatively clear with SID calling for R turn which at that weight would happen around 3000 ft. Light rain / green showing on wx radar ahead. No previous reports of anything untoward.
Around 4500 ft, Flap 5 entered what I can only describe as a washing machine.
Extremely heavy rain and then numerous hail events, so much so that we had to yell at each other when calling trends.
Subsequent data analysis showed numerous IAS excursions, the most extreme being IAS fluctuation from 269 kts - 198 kts in 2 seconds (overspeed and under speed for wt/configuration)
Told by ATC to maintain 9000. Unable.
Told to maintain 11000. Already thru 11500.
Got call out "get everyone away from us and need unlimited climb"
FO flying, doing superb job just maintaining attitude / wings level and moderate climb power setting to attempt to dampen speed excursions.
Entered descending airmass. A/C rapid descent from approx 11500' to 7000' speed stable max cont thrust.
Ascending airmass 7000 to end of event.
Broke out of cell at 15000 ft
Cleaned up and then first FE then myself did inspection leading edge and cowls. Nil damage evident.
Continued.
Humbled.
I have 10 years on 757/767 (8 yrs on 747 variants) and, whilst I think the 5 and 6 are magnificent aircraft, I do not believe they would have handled this event as well as the old girl.
Speak to anyone who has flown the classic and they have a deep respect and connection with the aircraft, for obvious reasons.
Footnote: after my call to ATC for "some space" the wx ahead was passed to Kallita classic behind us. His response "No ****, we're in it !" brought a smirk amid a high workload event.
348 tons TOW
Initial departure track relatively clear with SID calling for R turn which at that weight would happen around 3000 ft. Light rain / green showing on wx radar ahead. No previous reports of anything untoward.
Around 4500 ft, Flap 5 entered what I can only describe as a washing machine.
Extremely heavy rain and then numerous hail events, so much so that we had to yell at each other when calling trends.
Subsequent data analysis showed numerous IAS excursions, the most extreme being IAS fluctuation from 269 kts - 198 kts in 2 seconds (overspeed and under speed for wt/configuration)
Told by ATC to maintain 9000. Unable.
Told to maintain 11000. Already thru 11500.
Got call out "get everyone away from us and need unlimited climb"
FO flying, doing superb job just maintaining attitude / wings level and moderate climb power setting to attempt to dampen speed excursions.
Entered descending airmass. A/C rapid descent from approx 11500' to 7000' speed stable max cont thrust.
Ascending airmass 7000 to end of event.
Broke out of cell at 15000 ft
Cleaned up and then first FE then myself did inspection leading edge and cowls. Nil damage evident.
Continued.
Humbled.
I have 10 years on 757/767 (8 yrs on 747 variants) and, whilst I think the 5 and 6 are magnificent aircraft, I do not believe they would have handled this event as well as the old girl.
Speak to anyone who has flown the classic and they have a deep respect and connection with the aircraft, for obvious reasons.
Footnote: after my call to ATC for "some space" the wx ahead was passed to Kallita classic behind us. His response "No ****, we're in it !" brought a smirk amid a high workload event.
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According to the UK CAA ...http://www.nats-uk.ead-it.com/aip/cu...GEN_3_5_en.pdf (pg 18)
View from the other side of the pond....Light, Moderate or Severe Turbulence…How Are They Defined? | CitizenSailor (taken from the FAA AIM - identical to Canadian AIP).
View from the other side of the pond....Light, Moderate or Severe Turbulence…How Are They Defined? | CitizenSailor (taken from the FAA AIM - identical to Canadian AIP).
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1. This is a useful thread.
2. I now realise that when I report turbulence, I prolly 'over' report it.
3. I think that I do no harm. Personally, I have great respect for the wx. Done 9000+ now and not been hit (touch wood).
4. Would you like to be one of my passengers?
2. I now realise that when I report turbulence, I prolly 'over' report it.
3. I think that I do no harm. Personally, I have great respect for the wx. Done 9000+ now and not been hit (touch wood).
4. Would you like to be one of my passengers?
Join Date: May 2006
Location: UK
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Objective Turbulence Reports
Thanks to many years of research objective near real time turbulence reporting is now available to operators with compliant avionics fits on their fleet(s). Just google the title of this post for more information.
