Additional Safety Enhancements Turbulence SE-78 TAWS Improved Functionality SE-120 Beijing, May...

Additional Safety Enhancements

Turbulence SE-78 TAWS Improved Functionality SE-120

Beijing, May 2006

Commercial Aviation Safety Team (CAST)

Safety Enhancement, SE-78

Turbulence Policy and Procedures Turbulence Policy and Procedures for Commercial Air Carriersfor Commercial Air Carriers



Turbulence Policy and Procedures Turbulence Policy and Procedures for Commercial Air Carriersfor Commercial Air Carriers

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Turbulence Accidents, 1980-2003Part 121 Operators (as defined today)Turbulence Accidents, 1980-2003Part 121 Operators (as defined today)

The number of turbulence accidents hasThe number of turbulence accidents hasincreased steadily for a decadeincreased steadily for a decade

Turbulence is the leading cause of non-fatal Turbulence is the leading cause of non-fatal injury to Flight Attendants and Passengers.injury to Flight Attendants and Passengers.Turbulence is the leading cause of non-fatal Turbulence is the leading cause of non-fatal injury to Flight Attendants and Passengers.injury to Flight Attendants and Passengers.

Passengers and Flight AttendantsPassengers and Flight AttendantsSeriously or Fatally Injured: 1980-2003Seriously or Fatally Injured: 1980-2003

Passengers and Flight AttendantsPassengers and Flight AttendantsSeriously or Fatally Injured: 1980-2003Seriously or Fatally Injured: 1980-2003

Legend:Flight Attendants Dashed Bar (Red)Passengers Solid Bar (Blue)

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Detailed Implementation Plan For Cabin Injury Reduction During Turbulence

Safety Enhancement

SE-78

Potential Business Impacts due to Turbulence events

Potential Business Impacts due to Turbulence events

Crew injuries – Lost work days, etc. Passenger injuries Additional costs of injuries (e.g. workmen’s

compensation, etc.) Aircraft inspections and maintenance Delays, diversions and flight cancellations Liability claims cost ----- not available Intangibles – reputation, reliability, etc.

Crew injuries – Lost work days, etc. Passenger injuries Additional costs of injuries (e.g. workmen’s

compensation, etc.) Aircraft inspections and maintenance Delays, diversions and flight cancellations Liability claims cost ----- not available Intangibles – reputation, reliability, etc.

Turbulence Reports for period 1987-2000– NTSB data = 3 fatalities, 166 serious injuries, 522 minor injuries

Aircraft Damage– About 13% of cases have minor cabin damage– About 4% of cases have severe aircraft damage

Maintenance – 30 min inspection - no findings = $1,715– 30 min inspection - findings (requiring activity) $3,088 (parts and

labor)– Out of service time (1/2 day) approximately $9,000– Out of service time (1 full day) approximately $21,000

Delay Impacts

Turbulence Reports for period 1987-2000– NTSB data = 3 fatalities, 166 serious injuries, 522 minor injuries

Aircraft Damage– About 13% of cases have minor cabin damage– About 4% of cases have severe aircraft damage

Maintenance – 30 min inspection - no findings = $1,715– 30 min inspection - findings (requiring activity) $3,088 (parts and

labor)– Out of service time (1/2 day) approximately $9,000– Out of service time (1 full day) approximately $21,000

Delay Impacts

Reported Costs from TurbulenceReported Costs from Turbulence

Turbulence TemplateTurbulence Template

Terminology

Maximize the information about your flight conditions.

Communication Procedures

Terminology

Maximize the information about your flight conditions.

Communication Procedures

CHOP-either “light” or “moderate”. Rapid bumps or jolts without appreciable changes in aircraft altitude or attitude

TURBULENCE-changes in aircraft attitude or altitude

Occasional-less than 1/3 of the time

Intermittent-1/3 to 2/3 of the time

Continuous-more than 2/3 of the time

CHOP-either “light” or “moderate”. Rapid bumps or jolts without appreciable changes in aircraft altitude or attitude

TURBULENCE-changes in aircraft attitude or altitude

Occasional-less than 1/3 of the time

Intermittent-1/3 to 2/3 of the time

Continuous-more than 2/3 of the time

Turbulence Terminology Aeronautical Information Manual (AIM)

Turbulence Terminology Aeronautical Information Manual (AIM)

Intensity Reporting Guide (AIM)Intensity Reporting Guide (AIM)

Smooth - no bumpiness expected

Light chop - slight, rapid, and somewhat rhythmic bumpiness without appreciable changes in altitude or attitude

Light turbulence - slight, erratic changes in altitude and/or attitude. Occupants may feel a slight strain against seat belts. Unsecured objects may be displaced slightly. Food service may be conducted and little to no difficulty encountered in walking

Moderate chop - rapid bumps or jolts without appreciable changes in aircraft altitude or attitude

Smooth - no bumpiness expected

Light chop - slight, rapid, and somewhat rhythmic bumpiness without appreciable changes in altitude or attitude

Light turbulence - slight, erratic changes in altitude and/or attitude. Occupants may feel a slight strain against seat belts. Unsecured objects may be displaced slightly. Food service may be conducted and little to no difficulty encountered in walking

Moderate chop - rapid bumps or jolts without appreciable changes in aircraft altitude or attitude

Moderate turbulence - changes in altitude and/or attitude occur but the aircraft remains in positive control at all times. Occupants feel definite strain against seat belts. Unsecured objects are dislodged. Food service and walking are difficult.

Severe turbulence - large, abrupt changes in altitude and/or attitude. Usually causes large variations in indicated airspeed. Aircraft may be momentarily out of control. Occupants are forced violently against seat belts. Unsecured objects are tossed about. Food service and walking are impossible.

Extreme turbulence - aircraft is violently tossed about and is practically impossible to control. May cause structural damage.

Moderate turbulence - changes in altitude and/or attitude occur but the aircraft remains in positive control at all times. Occupants feel definite strain against seat belts. Unsecured objects are dislodged. Food service and walking are difficult.

Severe turbulence - large, abrupt changes in altitude and/or attitude. Usually causes large variations in indicated airspeed. Aircraft may be momentarily out of control. Occupants are forced violently against seat belts. Unsecured objects are tossed about. Food service and walking are impossible.

Extreme turbulence - aircraft is violently tossed about and is practically impossible to control. May cause structural damage.

Intensity Reporting Guide (cont.)Intensity Reporting Guide (cont.)

Turbulence Types (AIM)Turbulence Types (AIM)

Thunderstorm - turbulence associated within and in the vicinity of thunderstorms or cumulonimbus clouds. A cumulonimbus cloud with hanging protuberances is usually indicative of severe turbulence.

Clear Air Turbulence - high level turbulence (above 15000’) not normally associated with cumuliform cloudiness. Typically windshear turbulence even when in cirrus clouds.

Mountain Wave Turbulence - turbulence as a result of air being blown over a mountain range or a sharp bluff causing a series of updrafts and downdrafts.

Thunderstorm - turbulence associated within and in the vicinity of thunderstorms or cumulonimbus clouds. A cumulonimbus cloud with hanging protuberances is usually indicative of severe turbulence.

Clear Air Turbulence - high level turbulence (above 15000’) not normally associated with cumuliform cloudiness. Typically windshear turbulence even when in cirrus clouds.

Mountain Wave Turbulence - turbulence as a result of air being blown over a mountain range or a sharp bluff causing a series of updrafts and downdrafts.

If flight into forecast turbulence is unavoidable, timely notification to the cabin crew is crucial to their safety.

If turbulence is expected before the flight departs, the preflight briefing to the lead flight attendant must include turbulence considerations.

The briefing should be the same as an in-flight briefing for expected turbulence including:– Actions the Captain wants the cabin crew to undertake any

time turbulence is expected.– Level of turbulence expected– Methodology for communicating to the cabin the onset or

worsening of turbulence i.e. cabin interphone or PA– Phraseology for the cabin crew to communicate the

severity of turbulence.– Expected duration of the turbulence and how an “all-clear”

will be communicated

If flight into forecast turbulence is unavoidable, timely notification to the cabin crew is crucial to their safety.

If turbulence is expected before the flight departs, the preflight briefing to the lead flight attendant must include turbulence considerations.

The briefing should be the same as an in-flight briefing for expected turbulence including:– Actions the Captain wants the cabin crew to undertake any

time turbulence is expected.– Level of turbulence expected– Methodology for communicating to the cabin the onset or

worsening of turbulence i.e. cabin interphone or PA– Phraseology for the cabin crew to communicate the

severity of turbulence.– Expected duration of the turbulence and how an “all-clear”

will be communicated

General Turbulence ProceduresGeneral Turbulence Procedures

General Turbulence Procedures (cont.)General Turbulence Procedures (cont.) Utilize a positive signal of when cabin crew may commence

their duties after takeoff and when they should be seated and secured.

Passengers will be informed of turbulence via the PA system. Do not rely on the seat belt sign alone.

Cabin crew will be informed of routine turbulence via the interphone.

If, at any time, the cabin crew experiences uncomfortable turbulence without notice from the flight crew, they must immediately take their seats and inform the flight crew.

All service items must be properly stowed and secured.

Set a definitive method to inform the cabin crew of the completion of the turbulence event.

Utilize a positive signal of when cabin crew may commence their duties after takeoff and when they should be seated and secured.

Passengers will be informed of turbulence via the PA system. Do not rely on the seat belt sign alone.

Cabin crew will be informed of routine turbulence via the interphone.

If, at any time, the cabin crew experiences uncomfortable turbulence without notice from the flight crew, they must immediately take their seats and inform the flight crew.

All service items must be properly stowed and secured.

Set a definitive method to inform the cabin crew of the completion of the turbulence event.

Inventory of Turbulence guidance Products available

Turbulence Products

The following Turbulence Products exist today or will be available before the end of 2004.

Products fall into two categories Ones that are suitable for training departments to use

and Educational products for the general public

Turbulence Products

Turbulence Education and

Training Aid Includes Video:

“Turbulence: A Little Bumpy Air” Produced: 1997 Audience: Dispatchers/

Pilots/Cabin Crew Being reviewed by

Turbulence Working Group

to determine if revisions are needed

Turbulence Products Fly Smart Brochure First printed in 1994 Contains message

“Keep Seat belt fastened” Audience: Airline

passengers

Turbulence Products Inflight Management Manual Developed by IATA Provides guidance for airlines

to use when establishing policies

for inflight services and cabin crew

training programs Includes section regarding

turbulence

Turbulence ProductsTurbulence Happens Originally launched 1996 Public education program-

educating public about child safety

seats and seat belt use

Turbulence Happens Phase II Launched Summer 2004 Focus: Partner with industry to

develop website and new brochure

Turbulence ProductsAdvisory Circular – Strategies

to Reduce Cabin Injuries Caused by Turbulence

Developed by Turbulence Working Group

Audience: Air Carriers, Crew Members, Aviation Safety Inspectors

AC 120-88A issued 19 January 2006

Questions Questions

TAWS Improved FunctionalityTAWS Improved Functionality





Worldwide FleetWorldwide Fleet

• Classic airplanes – typically equipped with electro-mechanical flight instruments, basic navigation (VOR, DME, ADF and possibly GPS Navigation (FMS))

• Standard airplanes – multi-sensor RNAV Flight Management Systems (FMS), Electronic Flight Instruments and Electronic Map Displays (Triple INS rather than GPS)

• Advanced airplanes – standard airplanes with advanced navigation (GPS sensors and RNP capabilities)

• Classic airplanes – typically equipped with electro-mechanical flight instruments, basic navigation (VOR, DME, ADF and possibly GPS Navigation (FMS))

• Standard airplanes – multi-sensor RNAV Flight Management Systems (FMS), Electronic Flight Instruments and Electronic Map Displays (Triple INS rather than GPS)

• Advanced airplanes – standard airplanes with advanced navigation (GPS sensors and RNP capabilities)

BackgroundBackground

• British Mediterranean A320 Addis Ababa – Effect of map shift on TAWS – Highlighted benefit of TAWS with GPS to ensure

TAWS alerts and terrain display are accurate

• US Airways 757 La Guardia– Near CFIT into building– Highlighted benefit of obstacle alerting

• Fed Ex 727 Tallahassee– Landed short– Highlighted need for improvements to terrain clearance

floor alerting algorithm.

• British Mediterranean A320 Addis Ababa – Effect of map shift on TAWS – Highlighted benefit of TAWS with GPS to ensure

TAWS alerts and terrain display are accurate

• US Airways 757 La Guardia– Near CFIT into building– Highlighted benefit of obstacle alerting

• Fed Ex 727 Tallahassee– Landed short– Highlighted need for improvements to terrain clearance

floor alerting algorithm.

Outputs Outputs

• Output 1– Establish, as appropriate, standard operating procedures

(SOP’s) that advise flight crews of possible increased risk of operating into areas with limited ground based navigation aids

– Match policies with aircraft capability and NVAID environment.

• Output 2– Manufacturers install GPS sensors as standard equipment

in all current production airplanes and new type designs.

• Output 1– Establish, as appropriate, standard operating procedures

(SOP’s) that advise flight crews of possible increased risk of operating into areas with limited ground based navigation aids


• Output 2– Manufacturers install GPS sensors as standard equipment

in all current production airplanes and new type designs.

Outputs Outputs

• Output 3– Install GPS capability on all “Standard” airplanes. As a

minimum, modify TAWS to GPS TAWS – Note: “Classic” airplanes are currently equipped with GPS

TAWS– GPS TAWS ensures that TAWS terrain display and alerts,

remain accurate when operating with minimal navigation aids. (No dual DME or poor ground bases navaid reliability)

• Output 4– Operators establish procedures to ensure TAWS terrain

databases are updated.

• Output 3– Install GPS capability on all “Standard” airplanes. As a

minimum, modify TAWS to GPS TAWS – Note: “Classic” airplanes are currently equipped with GPS

TAWS– GPS TAWS ensures that TAWS terrain display and alerts,

remain accurate when operating with minimal navigation aids. (No dual DME or poor ground bases navaid reliability)

• Output 4– Operators establish procedures to ensure TAWS terrain

databases are updated.

Outputs Outputs

• Output 5– AIA, ATA, RAA, NACA and operators establish

procedures to review and agree on TAWS manufacturers' recommended updates.



procedures to review optional/selectable TAWS features not used by an operator and agree on those features that would enhance CFIT protection of their operation.


procedures to review and agree on TAWS manufacturers' recommended updates.



procedures to review optional/selectable TAWS features not used by an operator and agree on those features that would enhance CFIT protection of their operation.

SummarySummary

• Overall 2007 risk reduction does not change.• Will improve 2020 and worldwide risk reduction.

• SE-120 helps ensure the predicted effectiveness of SE-1, SE-6, SE-7 and SE-8.

• CAST is expected to add SE-120 to the approved CAST action plan.

• CAST will monitor implementation and effectiveness in North America.

• Overall 2007 risk reduction does not change.• Will improve 2020 and worldwide risk reduction.

• SE-120 helps ensure the predicted effectiveness of SE-1, SE-6, SE-7 and SE-8.

• CAST is expected to add SE-120 to the approved CAST action plan.

• CAST will monitor implementation and effectiveness in North America.

Thank youThank you

Additional Safety Enhancements Turbulence SE-78 TAWS Improved Functionality SE-120 Beijing, May...

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