How does reducing speed in turbulence improve the ride?
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Now what do you mean by that?
Years ago in another life at KAL, I had an 8kts speed excursion beyond Mmo/Vmo
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Sometimes, the " technique " of immediately reducing to 0.82M comes from bar room/ pub talk. At other times it is just mindless aping of what monkeys do! And of course the monkeys at KAL-ALTOON training and their punishment culture...mind you, I had seen Korean coaches whacking their charges with bamboo canes at school gyms!
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Where have you gone...
AB3,
As the originator of this thread, which has generated some good tech discussion, where have you gone? As it is obvious that speed does play an important role in the effects of turbulence, I find it strange that you are amiss from the banter.
As the originator of this thread, which has generated some good tech discussion, where have you gone? As it is obvious that speed does play an important role in the effects of turbulence, I find it strange that you are amiss from the banter.
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What worries me as a licenced engineer & private pilot is people saying they would not report an overspeed 
, not very fair on the next 300+ people who will be flying on the aircraft when you are tucked up in bed asleep is it? The checks are there for a reason.....
, not very fair on the next 300+ people who will be flying on the aircraft when you are tucked up in bed asleep is it? The checks are there for a reason.....
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The maths behind slowing in turbulence to reduce G load seems logical. On the Airbus 320 /321 though there is the anomaly of turbulence penetration speed ( granted thats for severe turbulence )being 275Kts for the 320 but 305 Kts for the 321( basically the same wing but of course heavier aircraft ).It means you actually have to speed up in the 321 rather than slow down. Wondering what the logic behind that is ? The Mach number for turbulence penetration is the same at M0.76.
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Originally posted by point 76
Those are sea level numbers for EAS I think? The logic is simply the increased weight - the rules defining Vb specify that it cannot be less than K*Vs1g where K is the square root of the 'g' developed under the influence of the design gust velocity. In other words the aircraft must not stall when hit by the design gust. So greater weight, greater Vb. That is today's wording; the rules as written in 1985 said the same thing in different words.
On the Airbus 320 /321 though there is the anomaly of turbulence penetration speed ( granted thats for severe turbulence )being 275Kts for the 320 but 305 Kts for the 321( basically the same wing but of course heavier aircraft ).It means you actually have to speed up in the 321 rather than slow down. Wondering what the logic behind that is ? The Mach number for turbulence penetration is the same at M0.76.
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A log-book entry is still required.
The LIP who stood up for me even suggested that KAL revisit Boeing autoflight algorithms wrt the PW engines; instead of appreciating good inputs they did him in with the connivance of some " alcartoon " douchebags.
Now I suppose almost everyone in KAL is so
scared of any tiny speed exceedence that at the first sign of a bump, they wind back the speed to .82 M without thinking. Absolute baboon operating culture!
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"In other carriers it would have been a non event in the event of a Vmo exceedence of less than 20 kts."
Our guidance is to write up any overspeeds - speed and time above redline.
Our guidance is to write up any overspeeds - speed and time above redline.
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I thought Prince clearly stated he wrote up the exceedence in the log and even filed an ASR! sheesh!
What I believe he was advised by his LIP friend that no maintenance action required for Vmo exceedence less than 20 kts. The maintenance will access the QAR to ascertain that the exceedence is within limits after the mechanic had read the flight/maintenance log report. If it is less than 20 kts, no action required and the aircraft goes back into service without further ado. If the exceedence is above 20 kts, then physical and diagnostic maintence actions are required.
How did the 20 kts thingy came about? I believe it is in the maintenance manual and that individual knew about it as he had done many maintenance acceptance and delivery acceptance flights before, whereby the Boeing factory pilots and engineers had advised him so.
sheesh!What I believe he was advised by his LIP friend that no maintenance action required for Vmo exceedence less than 20 kts. The maintenance will access the QAR to ascertain that the exceedence is within limits after the mechanic had read the flight/maintenance log report. If it is less than 20 kts, no action required and the aircraft goes back into service without further ado. If the exceedence is above 20 kts, then physical and diagnostic maintence actions are required.
How did the 20 kts thingy came about? I believe it is in the maintenance manual and that individual knew about it as he had done many maintenance acceptance and delivery acceptance flights before, whereby the Boeing factory pilots and engineers had advised him so.
Last edited by Chuck Canuck; 8th Feb 2014 at 05:05.
