1. Additional Safety Enhancements Turbulence SE-78 TAWS Improved Functionality SE-120 Beijing, May 2006

2. Turbulence Policy and Procedures for Commercial Air Carriers Commercial Aviation Safety Team (CAST) Safety Enhancement, SE-78 Turbulence Policy and Procedures for Commercial Air Carriers

3. 0 3 6 9 12 15 18 8081828384858687888990919293949596979899'00'01'02'03 Turbulence Accidents, 1980-2003Part 121 Operators (as defined today) The number of turbulence accidents has increased steadily for a decade Turbulence is the leading cause of non-fatal injury to Flight Attendants and Passengers.

4. Passengers and Flight Attendants Seriously or Fatally Injured: 1980-2003 Passengers and Flight Attendants Seriously or Fatally Injured: 1980-2003 Legend: Flight Attendants Dashed Bar (Red) Passengers Solid Bar (Blue)

5. Detailed Implementation Plan For Cabin Injury Reduction During Turbulence Safety Enhancement SE-78

6. 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.

7. lTurbulence Reports for period 1987-2000 –NTSB data = 3 fatalities, 166 serious injuries, 522 minor injuries lAircraft Damage –About 13% of cases have minor cabin damage –About 4% of cases have severe aircraft damage lMaintenance –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 lDelay Impacts lTurbulence Reports for period 1987-2000 –NTSB data = 3 fatalities, 166 serious injuries, 522 minor injuries lAircraft Damage –About 13% of cases have minor cabin damage –About 4% of cases have severe aircraft damage lMaintenance –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 lDelay Impacts Reported Costs from Turbulence

8. Turbulence Template  Terminology  Maximize the information about your flight conditions.  Communication Procedures  Terminology  Maximize the information about your flight conditions.  Communication Procedures

9.  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)

10. 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

11.  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.)

12. 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.

13.  Inform ATC of turbulence at check in with new controller  Inform ATC when unforecasted turbulence encountered enroute.  Inform company via ACARS or dispatch frequency so that following flights will be aware of the flight conditions or be planned on another route.  Inform/query other aircraft operating in the area on a common frequency  Query ATC about the rides when you check in with a new controller/sector.  Inform ATC of turbulence at check in with new controller  Inform ATC when unforecasted turbulence encountered enroute.  Inform company via ACARS or dispatch frequency so that following flights will be aware of the flight conditions or be planned on another route.  Inform/query other aircraft operating in the area on a common frequency  Query ATC about the rides when you check in with a new controller/sector. Maximize the Information About Your Flight Conditions

14. When Informed of Turbulent Flight Conditions: Prior to departure-seek alternate routing to avoid the affected areas or delay departure until conditions improve. Change enroute altitudes or routes to avoid the turbulence. Slow to the manufacturer’s recommended turbulence penetration speed. Prior to descent-seek alternate routing to avoid the affected areas or, if severity dictates, hold or divert to alternate. AVOID any convective activity (CBs) by at least 20 nautical miles. Prior to departure-seek alternate routing to avoid the affected areas or delay departure until conditions improve. Change enroute altitudes or routes to avoid the turbulence. Slow to the manufacturer’s recommended turbulence penetration speed. Prior to descent-seek alternate routing to avoid the affected areas or, if severity dictates, hold or divert to alternate. AVOID any convective activity (CBs) by at least 20 nautical miles.

15.  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 Procedures

16. 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.

17.  Expected-Advance notice exists for the Captain to brief the cabin crew either prior to the flight or in-flight via the interphone.  Little warning-sufficient warning exists to seat the passengers and for the cabin crew to perform their duties in securing the cabin.  Imminent turbulence or turbulence occurring-sudden, unexpected or imminent turbulence requiring immediate action to protect cabin crew and passengers.  Expected-Advance notice exists for the Captain to brief the cabin crew either prior to the flight or in-flight via the interphone.  Little warning-sufficient warning exists to seat the passengers and for the cabin crew to perform their duties in securing the cabin.  Imminent turbulence or turbulence occurring-sudden, unexpected or imminent turbulence requiring immediate action to protect cabin crew and passengers. Turbulence Onset Categories

18.  Captain should thoroughly brief the cabin crew on the expected turbulence level and its duration.  Clearly annunciate expectations from the cabin crew and request confirmation of completed actions.  Instruct the cabin crew to immediately and plainly report any deviations from the expected turbulence level.  Set a definitive method to inform the cabin crew of the completion of the turbulence event.  Captain should thoroughly brief the cabin crew on the expected turbulence level and its duration.  Clearly annunciate expectations from the cabin crew and request confirmation of completed actions.  Instruct the cabin crew to immediately and plainly report any deviations from the expected turbulence level.  Set a definitive method to inform the cabin crew of the completion of the turbulence event. Injury Avoidance Actions – Expected Turbulence

19.  Captain turns on seat belt sign and makes PA, ”Flight Attendants stow your service items and take your seats. Passengers please remain seated until this area of turbulence has passed and I have cleared you to move about the cabin”.  Cabin Crew stows all applicable service items, performs cabin compliance check, and secures themselves in their jump seats.  Lead flight attendant informs Captain of the completion of these items.  When conditions improve, Captain makes PA advising the cabin crew that they may resume their duties and whether or not the passengers may move about the cabin. It is recommended that the Captain confer with cabin crew to confirm that conditions in the cabin warrant resumption of duties.  Captain turns on seat belt sign and makes PA, ”Flight Attendants stow your service items and take your seats. Passengers please remain seated until this area of turbulence has passed and I have cleared you to move about the cabin”.  Cabin Crew stows all applicable service items, performs cabin compliance check, and secures themselves in their jump seats.  Lead flight attendant informs Captain of the completion of these items.  When conditions improve, Captain makes PA advising the cabin crew that they may resume their duties and whether or not the passengers may move about the cabin. It is recommended that the Captain confer with cabin crew to confirm that conditions in the cabin warrant resumption of duties. Injury Avoidance Actions – Little Warning

20.  Captain turns on seat belt sign and makes PA, “Flight Attendants and passengers be seated immediately. Passengers please remain seated until this area of turbulence has passed and I have cleared you to move about the cabin”  Cabin crew takes first available seat and secures themselves.  No compliance checks are performed and items are secured only if they present no delay in securing a person in a seat.  When conditions improve, Captain makes PA advising the cabin crew that they may resume their duties and whether or not the passengers may move about the cabin. It is recommended that the Captain confer with cabin crew to confirm that conditions in the cabin warrant resumption of duties  Captain turns on seat belt sign and makes PA, “Flight Attendants and passengers be seated immediately. Passengers please remain seated until this area of turbulence has passed and I have cleared you to move about the cabin”  Cabin crew takes first available seat and secures themselves.  No compliance checks are performed and items are secured only if they present no delay in securing a person in a seat.  When conditions improve, Captain makes PA advising the cabin crew that they may resume their duties and whether or not the passengers may move about the cabin. It is recommended that the Captain confer with cabin crew to confirm that conditions in the cabin warrant resumption of duties Injury Avoidance Actions- Imminent Turbulence or Turbulence occurring

21. Inventory of Turbulence guidance Products available

22. 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

23. 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

24. Turbulence Products  Fly Smart Brochure  First printed in 1994  Contains message “Keep Seat belt fastened”  Audience: Airline passengers

25. 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

26. Turbulence Products Turbulence 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

27. Turbulence Products Advisory 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

28. Turbulence Products Turbulence Websites  Two websites being developed by Turbulence Working Group  Flight Standards will host sites Professionals/Industry  Audience: Industry, person or organization that needs more in-depth/technical information about turbulence  Launch date: Early Summer 2004 Public Website  Audience: Public, kids  FAA regulations  Very early stages of development. Will meet with Public Affairs before going any further

29. Turbulence Products United Airlines Training Video United Airlines has offered to share their turbulence training video with CAST for consideration in developing best practices

30. Questions

31. TAWS Improved Functionality Commercial Aviation Safety Team (CAST) Safety Enhancement, SE-120 Commercial Aviation Safety Team (CAST) Safety Enhancement, SE-120

32. Worldwide 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)

33. Background 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.

34. 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 –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.

35. 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.

36. Outputs Output 5 –AIA, ATA, RAA, NACA and operators establish procedures to review and agree on TAWS manufacturers' recommended updates. –Match policies with aircraft capability and NVAID environment. Output 6 –AIA, ATA, RAA, NACA and operators establish 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. Output 5 –AIA, ATA, RAA, NACA and operators establish procedures to review and agree on TAWS manufacturers' recommended updates. –Match policies with aircraft capability and NVAID environment. Output 6 –AIA, ATA, RAA, NACA and operators establish 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.

37. Summary 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.

38. Thank you