The Airbus Safety Magazine 22
The Airbus Safety Magazine 22
July 2016
#22
Safety
first
Safety first, #22 July, 2016. Safety first is
Safety first
The Airbus magazine contributing to the enhancement
published by Airbus S.A.S. - 1, rond point
Maurice Bellonte - 31707 Blagnac Cedex/France. of the safety of aircraft operations by increasing knowledge
Publisher and Editor: Yannick Malinge, and communication on safety related topics.
Chief Product Safety Officer.
Concept Design by Airbus Multi Media Support
20161577. Reference: GS 420.0045 Issue 22.
Photos by Airbus, Lindner Fotografie, T. Denson,
S. Ramadier, H. Gouss, P. Masclet, F. Lancelot,
M. Lindner, P. Pigeyre.
This brochure is printed on Stucco.
This paper is produced in factories that are
accredited EMAS and certified ISO 9001-14001,
PEFC and FSC CoC. It is produced using pulp
that has been whitened without either chlorine
or acid. The paper is entirely recyclable and is Safety first is published by the Product Safety department.
produced from trees grown in sustainable forest It is a source of specialist safety information for the use
resources.
The printing inks use organic pigments or
of airlines who fly and maintain Airbus aircraft. It is also
minerals. There is no use of basic dyes or distributed to other selected organizations and is available
dangerous metals from the cadmium, lead, on tablets.
mercury or hexavalent chromium group.
[email protected]
Safety First #22 | July 2016 001
editorial
2015 is the safest year ever by number of fatal accidents:
this is the positive achievement that we highlighted in our last
Commercial Aviation Accidents Statistics brochure. But is
this the signal that our long and complex journey with safety
enhancement has reached an end? We believe that it is just
the beginning of something new.
YANNICK MALINGE
There is no room for complacency in safety; instead good
SVP & Chief results should force us to become even more creative and
Product Safety Officer innovative. This ambition is what drove the introduction of our
new collaborative project Air Transport Safety: Destination
10x Together. We are hopeful that this initiative will bring a
new impetus to collaboration across our industry. It will first
aim to form a diagnosis of safety at the Air Transport System
level today, and then define together not only what the current
and emerging safety threats and challenges are, but also
opportunities to further reduce the accident rate.
In the frame of this project, a first survey was made during the
last Flight Safety conference and it highlighted areas and safety
threats that will need focus. Traffic and fleets growth implying
increased congestion and recruiting & training needs, security
and weather information were amongst the most cited.
I hope that you will enjoy reading this new Safety first issue!
NEWS
A statistical Analysis on Commercial
Aviation Accidents: check the 2016 edition!
The new edition of our yearly brochure on commercial aviation accidents sta-
tistics is now available.
This statistical analysis examines the evolution of hull-loss and fatal accidents
during revenue flights from 1958 to 2015. A particular focus is made on a
breakdown of statistics by generations of aircraft and main accident cate-
gories, namely Controlled Flight Into terrain (CFIT), Loss Of Control In-flight
(LOC-I) and Runway Excursion (RE).
Visit our airbus.com website (keyword safety) or find it on our tablet application.
We are pleased to announce that the promotes flight safety across the fleets
23rd Flight Safety Conference will take of all our operators, we are unable to
place in Santiago, Republic of Chile, accept requests to attend from outside
from the 20th to the 23rd of March parties.
2017. A preliminary conference agenda
will be announced in September and We welcome presentations from
the formal invitations will be sent to our customers and encourage your
our customers in January 2017 to participation as a speaker to share
register. For any information regarding experiences and ideas and experience
invitations, please contact Mrs. Nuria for improving aviation safety.
Soler, email [email protected].
If you believe there is a topic that will
The annual Airbus Flight Safety benefit other operators and/or Airbus,
Conference has proven to be an and you are interested in being a
excellent forum for the exchange speaker at this conference, please
of information between Airbus and send a brief abstract and a bio or
its customers. To ensure that we resume to [email protected]
continue to have an open dialogue that
23rd Flight Safety
Conference
Santiago, Republic of Chile
20-23 March 2017
Safety First #18
#22 | July 2014
2016 005
Safety
first #22
PROCEDURES
P06
Pitot Probe Performance Covered
On the Ground
P14
180 turns on runway
Flight operations
Maintenance
OPERATIONS
Engineering P22
Optimum use of weather radar
Ground operations
PROCEDURES
Pitot Probe Performance Covered On the Ground
Pitot Probe
Performance
Covered
On the Ground
Pitot probes inlet obstruction will affect accuracy of the air data
parameters calculated from its measurements such as the aircraft
airspeed and Mach number. Pitot probes inlet obstruction on the
ground can be caused by unexpected sources such as sand, dirt,
dust or insect nesting activity. This is why it is important to think
about when to install Pitot probe covers for an aircraft on the
ground to protect its air data system performance.
(fig.1)
Pitot probe simplified schematic
(applicable for A320, A330
and A340 aircraft)
Normal Display
Reconfigurations
The Pitot probe consists of a tube pointing directly into the air flow (fig.2) and
measuring the stagnation pressure called total pressure or Pitot pressure.
This total pressure information and the static pressure delivered by static
ports on the fuselage are used to compute the indicated airspeed and Mach
number provided by the ADIRU (fig.3).
1
(fig.2)
2
Design principle of a Pitot
3
probe (applicable for A320,
A330 and A340 aircraft) 3
1 Drain hole
2 Water trap
3 Heater cable wound
around the pressure line
4 Total pressure line
5 Electrical connector 5
6 Pneumatic connector 6
(Quick disconnect)
Safety First #22 | July 2016 009
Static port
Static: Ps
Mach
ADIRU
Total pressure: Pt
Airspeed
Pitot probe
OBSTRUCTION ON GROUND
LEFT RIGHT
STATIC PORTS
CAPT PITOT PROBE F/O PITOT
STBY PITOT PROBE
PROCEDURES
Pitot Probe Performance Covered On the Ground
AIRLINE ASSESSMENT
FROM OPERATIONAL BASES
TO DESTINATION AIRPORTS
Depending on the outcomes of this Airlines or operators should also Some airlines
risk assessment, the operator should report any in-service incidents of Pitot
consider implementing a specific policy probe obstruction to the local airport already have policies
on the use of Pitot covers even for a authority and to Airbus. This will help in place for certain
short turn-around time. Some airlines to determine root causes, prevent
already have policies in place for certain further occurrences and track any
airports that require
airports that require Pitot covers to trends of obstructions of Pitot probes Pitot covers to be
be used for all aircraft on the ground on ground. used for all aircraft
regardless of turn-around times.
on the ground
regardless of turn-
around times.
AIRPORT PROACTIVE
PREVENTION STRATEGIES
The airports can also implement alert aircraft operators and their ground
preventive actions following an handlers to consider applying additional
assessment of the locally occurring preventive measures to protect Pitot
risks such as regularly inspecting for probes with the approved covers, even
wasps or other insects at their sites. for short aircraft turn-around times. If
It is important to continuously monitor there is a persisting problem, it may be
and communicate with all airlines and necessary to issue a Notice to Airmen
aircraft operators about any seasonal (NOTAM) making the pilots aware of (fig.6)
increased insect activity, especially the risk (fig.6) and alert them to pay Example extract from NOTAM
by wasps, and where there are local particular attention when checking their with item [3.] warning of mud wasp
activity and the recommendation
conditions causing accumulations of aircrafts Pitot probes for any risk of to install Pitot tube covers - Courtesy
sand, dirt or fine particle dust. This will obstruction. of Brisbane Airport Corporation
PROCEDURES
Pitot Probe Performance Covered On the Ground
SOP Take-off
(FCOM section PRO-NOR-SOP-12)
During the take-off phase, a partially which should be detected when cross
or totally obstructed Pitot probe may checked with the other PFD. Standard
lead to an underestimated, fluctuating Operating Procedures for Airbus aircraft
or flagged airspeed information on require the flight crew to scan airspeeds
the Primary Flight Display (PFD) or shown on the PFD throughout the take-
standby instrument for the affected off and the Pilot Flying shall cross check
Pitot probe. In this case, there is likely and confirm the airspeed indicated on
to be an indicated airspeed discrepancy reaching 100 knots.
Pitot probe protection using the Airbus approved covers is the most
effective way to prevent Pitot obstruction on ground.
Airlines and operators should assess and monitor the risk of any
obstruction to their aircrafts Pitot probes at the airports where they are
based or operating to. Airports can also play an active role by collaborating
with their operators to manage airport hazards and communicate on any
of the mitigations in place.
Where there is an identified risk of Pitot obstruction due to sand, dirt,
dust or insect nesting activity, the operator should consider applying a
specific policy to use Pitot covers for aircraft on the ground regardless
of turn-around times.
Reporting any occurrences of Pitot probe obstruction to the local airport
authorities and Airbus will help to monitor for adverse trends, put specific
measures in place and communicate this information to the benefit of all
airlines and operators.
PROCEDURES
180 turns on runway
180 turns
on runway
Performing a 180 turn or U-turn on a runway may seem an
ordinary maneuver compared to other phases of the flight.
However, operational experience over the past 10 years shows
that unintentionally leaving the runway while completing a U-turn
can happen, even to experienced pilots, in any conditions, even
on dry runway, on any aircraft type including the A320 family
aircraft. A specific technique exists for such U-turns to avoid
runway excursions.
STPHANE XAVIER
BRIZAY JOLIVET
Flight Operations Director Flight Safety
Engineer Enhancement
Safety First #22 | July 2016 015
U-TURNS ON RUNWAY:
A SIGNIFICANT CONTRIBUTOR
TO RUNWAY EXCURSIONS
Who would naturally think about U-turns load and defuel the aircraft when it
on runways when referring to aviation has to be returned to the pavement,
accidents? Although not intuitive, this not to mention the impact on airport
relationship does exist. Indeed, operational operations with the potential closure of
experience shows that a number of the runway and its associated safety
runway excursions resulted from a failure implications. The airline involved is often
to manage such a maneuver correctly. In put in an embarrassing position from a
less than 10 years, more than 20 runway brand point of view due to the speed of
excursions with some incidents leading modern visual communications.
to an ICAO Annex 13 investigation have
been reported to Airbus. The number of recent events may be
growing due to a reporting bias, but
Beyond the potential for significant the issue has now drawn attention
aircraft damage or time for inspection from a safety vantage point.
and repairs, the consequences of
such events translate mainly into Thanks to the reported events, Airbus
operational disturbance. They lead was able to analyze and understand
to flight cancellation, the need to off- the conditions of occurrence.
Contaminated 5 4 0 1 10
Dry 2 6 0 0 8
No information 0 1 2 0 3
Total 7 11 2 1 21
PROCEDURES
180 turns on runway
Any runway Beyond these two dimensions, a As for the pilots background, it turns
thorough analysis of the events shows out that it was extremely variable
excursion, as smooth that the runway surface quality is also an from one event to the other. In other
as it may seem, important parameter. Indeed, a degraded words, a runway excursion when
or damaged runway surface may have performing a U-turn on a runway
requires the aircraft as much influence on the performance is not the preserve of the least
to be checked prior of a U-turn as a contaminated runway. experienced pilots
to the next flight.
Reporting: the most precious input to enhancing
safety
In one surprising event, although As of today, the analysis of the events
the crew had experienced a runway made available to Airbus through
excursion, they realigned the aircraft reporting allowed us to dismiss possible
To ensure the and took off. Damage on the gear preconceived ideas, such as: it only
aircraft integrity for was observed at arrival. Even at
low speed, a runway excursion can
occurs to the least experienced pilots
or only on contaminated runways or with
the next flight, to damage the aircraft in a way that large aircraft. It also allows us to highlight
allow safety lessons can affect the safety of the following the key points or parameters that need
flights. Any runway excursion, as to be checked before initiating the turn
to be learnt and smooth as it may seem, requires the and executing the maneuver, as well as
to be able to take aircraft to be checked prior to the to emphasize the best technique and
next flight in accordance with the tips to perform such turns safely.
appropriate mitigation AMM guidelines.
measures from Eventually, thanks to airlines reporting,
analyzing all events Moreover, to ensure the aircraft integrity the technique available today in the
for the next flight, to allow safety lessons FCOM is going to be revisited and
of similar nature, all to be learnt and to be able to take improved as part of the FCTM. Key
runway excursion appropriate mitigation measures from values relating to the recommended
analyzing all events of similar nature, runway width will be kept in the FCOM.
events need to be all runway excursion events need to These updates will be available by the
reported. be reported. end of 2016.
Safety First #22 | July 2016 017
The analysis of in-service events allowed As far as possible, a U-turn on the runway Performing a
the technique for U-turns in the FCOM to needs to be prepared before arriving on
be revisited. The philosophy of the new the runway. The preparation includes a safe U-turn on a
revision will align with the existing content discussion on who will be PF and in which runway is not just a
and emphasize the key steps of the direction should the turn be performed in
technique for performing successful and accordance with the airline policy.
matter of managing
safe U-turns. The technique was initially the turn itself. It starts
developed for U-turns on a runway,
where there are standard markings at
Performing a safe U-turn on a runway is
not just a matter of managing the turn
before initiating the
the borders of the runway. itself. It starts before initiating the turn turn
Control the ground speed and adapt it to the conditions of the day
Remaining on the runway while In order to optimize the turn initiation point
performing a U-turn requires control of and the distance required to complete
the trajectory at all times. This involves the turn, it is recommended to adopt a
before initiating the turn: divergence angle from the runway axis.
The advisable divergence angle varies
Stabilizing the trajectory depending on the aircraft type but it
Stabilizing the initial trajectory before typically ranges between 15 and 25.
the turn is key in many respects. It
allows for: As illustrated in Figure 1, increasing the
- optimization of the point of initiation divergence angle leads to an increase
of the turn in the turn radius. For example, adopt-
- compliancy with the assumptions ing a divergence angle of 40 instead of
used to determine the minimum the recommended 20 for an A330-300
runway width required, i.e. the leads to an increase of about 2 meters.
maneuver is properly performed (initial Decreasing the divergence angle by too
recommended divergence angle) large an amount would result in the main
- reduction of the number of parameters landing gear possibly exiting the runway
to be managed during the turn itself. at initiation of the turn.
Measure of Difference
A330-300 necessary width compared Measure of Difference
Divergence
Nose Wheel with FCOM necessary width between 80 and
angle
Steering Angle recommended NWSA 80% (m) 95% NWSA (m)
(NWSA) 95% (m) value of 20 (m)
10 56.2 -0.17 65.6 9.4
Recommended
56.4 0 65.7 9.3
20
40 58.1 1.7 67.4 9.3
BEST PRACTICE
On A300/A310, A330/A340 and A350 families, on dry runways, the use of
differential braking to stop one gear (Braked Pivot Turn technique) may induce
stress on this gear and could have fatigue effects over time on the gear. Such a
technique is therefore not recommended. However, on a wet or contaminated
runway, the lower friction coefficient reduces the induced stresses and differential
braking, whilst avoiding pivot braking, could help to manage the turn.
This recommendation does not apply to A320 family and A380 aircraft, for
which the Braked Pivot Turn technique is usually used without adverse effect
on the gears.
Safety First #22 | July 2016 019
(fig.1)
-10 Turn radius evolution as a function
of the divergence angle
The
NLG
may
leave
The the
MLG runway
may
leave +20
the
runway
For field of view reasons, the turn is member on the right hand side is PF.
recommended to be performed by the
crew member sitting on the seat opposite The visual reference to initiate the turn
to the direction of the U-turn. This means depends on the aircraft type. On most
that to turn right, the flight crew member Airbus aircraft, the turn is to be initiated
on the left hand side of the cockpit is PF; when the PF assesses that he/she is
respectively to turn left, the flight crew physically directly over the runway edge.
PROCEDURES
180 turns on runway
In this phase of the turn, the main with the aircraft and therefore ready to
challenge is to get the aircraft aligned initiate the take-off roll in good conditions.
At any stage on the centre of the runway without
before or during jeopardizing the remaining runway At any stage before or during the
the maneuver, should length or the planned take-off distance maneuver, should any problem arise,
available. stop and call the tower to get support
any problem arise, from a tug. Keep in mind that it is most
stop and call the When the aircraft is aligned with the preferable to call a tractor to finish the
runway, the tiller is to be released maneuver, rather than to recover the
tower to get support smoothly before stopping the aircraft to aircraft with a landing gear off of the
from a tug. make sure that the nose wheel is aligned runway.
Safety First #22 | July 2016 021
Optimum use
of weather radar
In recent years, there have been a number of flights
where passengers or crew suffered injuries due to severe
turbulence. In some other instances, the aircraft structure
was substantially damaged following a hailstorm encounter.
Clearly adverse weather can pose a threat to the safe
and comfortable completion of a flight, thus it needs to be
detected and avoided in a timely manner.
The weather radar system installed the crew to carefully optimize its Prevention
on-board aircraft provides the pilot with use. This relies primarily on a good
the necessary information to avoid - not meteorological knowledge of weather through anticipation
penetrate - adverse weather. phenomena, along with a good is essential.
To obtain the maximum benefit from understanding of the available radar
the weather radar system requires functions.
Weather
When it comes to understanding is the active monitoring of the overall radar is of help,
why aircraft fitted with technologically
advanced weather radars can end
meteorological situation by the crew,
in addition to the optimum use of the
but the crew overall
up flying in such unfavorable weather weather radar and correct understanding assessment
patterns, we have to consider that getting of the information displayed. We must of the weather
the best out of technology onboard is not forget that weather radar is of help,
just a part of the answer. A key element but the crew overall assessment of the
situation plays
of adverse weather avoidance strategies weather situation plays the central role. the central role.
OPERATIONS
Optimum use of weather radar
Three common threats to aircraft are turbulence (which Understanding how a cumulonimbus cloud is structured
is caused when two masses of air collide at different and evolves is key in dodging the associated weather
speeds), hail and windshear. All three of these are disturbances.
by-products of thunderstorms.
FL 350 -40C
23 000 ft -15C
WIND SHEAR
TURBULENCE
WIND SHEAR
TURBULENCE DUST
Super-cooled
liquid droplet
Ice crystals
Turbulence:
Turbulence associated with a cumulonimbus is not it is necessary to apply recommendations for weather
limited to inside the cloud. Therefore, when flying in avoidance as summarized in this article.
an area where cumulonimbus clouds have developed,
Hail:
The presence of hail within a Risk of encountering hail relative to cumulonimbus cloud position
cumulonimbus varies with altitude
and wind:
-
B etween FL 100 and FL 200,
approximately 60 percent of hail is
encountered in the cumulonimbus
and 40 percent is encountered
outside the cloud, under the anvil.
When hail is encountered outside driven upward within the cloud by is less risk of hail in humid air than
the cloud, usually the threat of strong drafts. It then freezes and is in dry air. In fact, moisture in the air
hail is greater downwind of the transformed into hail before being behaves as a heat conductor, and
cumulonimbus because moisture is blown downwind. Paradoxically, there helps to melt the hail.
Safety First #22 | July 2016 025
Good Reflectivity
Liquid Rain
water
Wet Snow
Dry Hail
Dry Snow
Low Reflectivity
Fog
Drizzle
Low Reflectivity
(fig.3)
Definition of the TILT
OPERATIONS
Optimum use of weather radar
Turbulence Area
Turbulent area, not detected
Reflectivity by the weather radar
Visible Top
Radar Top
0C
(fig.4)
Reflective image of a cumulonimbus
The weather radar detects: The weather radar does not detect:
Another limitation of the weather radar and intensity of that weather may not be A black hole
is called shadowing or attenuation. accurately displayed to the pilot. What
The weather radar display depends appears to be a thin or inexistent band behind a red area
on signal returns: the more intense the of precipitation (fig.5) could in fact be on a weather radar
precipitation, the less distance the radar the leading edge of a much larger area
can see through. Therefore when the of precipitation. Secondly, any weather
display should always
radar echo is unable to make the two behind such strong shadowing cells be considered
way trip through heavy precipitation, a will not be detected. This can result in as a zone that is
shadowing effect occurs. unexpected weather unfolding only after
The result is twofold. First, the size, shape the cell has been circumnavigated. potentially very
active and shadows
weather further down
the scanned path.
(fig.5)
Attenuation caused by moderate
to extreme precipitation
Honeywell introduced the first weather the EGPWS terrain database and
radar featuring an automatic tilt automatically adjusts the antenna tilt
computation named Autotilt. based on the aircraft position, altitude,
When in Autotilt mode, the radar uses and the selected ND range (fig.6).
(fig.6)
Honeywell Autotilt
The WXR-2100 Multiscan weather antenna tilt settings. The image that is
radar is part of this new generation displayed on the ND is the result of the
of weather radars that offers an stored and combined information from
automatic computation of tilt and gain each beam.
control at all ranges, all altitudes and The radar automatically adjusts the gain
all times (fig.7). and tilt based on various parameters
This weather radar is designed to work in (aircraft altitude, geographical area,
Multiscan automatic mode. Pilots select season, time of the day) to obtain
only the desired range for the display the best weather display in each
and the radar alternatively scans at two geographic region.
(fig.7)
Rockwell Collins Multiscan
Safety First #22 | July 2016 029
Upper Beam
Upper Beam
LowerLower
Beam Beam
A320 & A330 & A350 & A380 families: Honeywell RDR-4000
The Honeywell RDR-4000 model is part A380) to show the en route weather
of the new generation of weather radars picture, as well as automatically scan
including a 3D volumetric buffer. from the ground up to 60 000 feet to
provide information targeted at various
It can probe hundreds of miles ahead altitudes. The required display data
(up to 320 NM on A320 & A330 families are then accessed from the 3D buffer
and up to 640 NM on A350 and (fig.8 and 9).
(fig.8)
Honeywell RDR-4000 control panel
on A320 & A330 families
OPERATIONS
Optimum use of weather radar
(fig.9)
Honeywell RDR-4000 control panel
on A350 & A380
(fig.10)
Honeywell RDR-4000 display
Relevant ON PATH
weather displayed
in solid colors
Secondary OFF
PATH weather
displayed in striped
pattern
The RDR-4000 can also be used in - the ND, for views along the vertical
manual mode (elevation mode) as a flight path (in AUTO mode) or along
tool for analyzing weather at user- the selected altitude (in ELEVN
NOTE selected altitudes and thus, assess mode) or along the selected tilt angle
the vertical expansion and structure (in TILT mode)
These enhanced weather radars of convective clouds.
are provided at Entry Into Service This system is available on the A380 - as well as on the Vertical Display
for new programmes (A380, A350) and also on the A350 with an additional (VD) for views along the lateral flight
and as a retrofit option for A320 and weather ahead alerting function. On path (in AUTO mode) or along the
A330 families. these aircraft, the weather displayed is selected azimuth (in AZIM mode)
a computed image on: (fig.11).
Safety First #22 | July 2016 031
(fig.11)
Weather information displayed
on the Vertical Display
(fig.12)
Honeywell RDR-4000 V2 display
REACT
Lightning
risk area
Hail risk
area
60 NM
Turbulence
OPERATIONS
Optimum use of weather radar
(fig.13)
Rockwell Collins Multiscan V2 threat Predictive OverFlight
detection and analysis (convective
phenomenon)
Associated threats
(area with hail and
lightning probability)
NOTE
Honeywell RDR-4000 V2 and Rockwell Collins Multiscan WXR-2100 V2 weather
radars were certified in July 2015 for A320 and A330/A340 families and are
available as retrofit options.
Safety First #22 | July 2016 033
The weather radar is a tool for detecting, charts and online simulation) and during
analyzing and avoiding adverse weather flight (update on weather information)
and turbulence. As with any other - Adapted use of the weather radar,
tool, adequate skills and the crews with the crew regularly assessing
involvement are needed in order to use the range, gain and tilt, and making
it efficiently. In fact, the management use of weather threat assessment
of adverse weather still relies primarily functions when available in order to
on the crew to actively monitor the display an optimum weather radar
meteorological situation throughout the picture on the ND.
flight, and make a full use of the available - Regular manual vertical and horizontal
technology thanks to: scanning by the crew to increase
- Awareness of weather radar capabilities situation awareness.
and limitations, according to the - Correct understanding of the radar
specificities outlined in the FCOM and image displayed.
the manufacturers user guide. - Adequate strategic (mid-term) and
- Preflight briefing (knowledge of the route tactical (short term) decision making
climatology and weather forecast for trajectory planning.
Weather avoidance already starts in on both the weather briefing and their
the briefing room before commencing knowledge of local climatology. Changing
the flight, with a thorough assessment the flight route could be an option as well
of en-route weather and decisions on as taking additional fuel for enhanced
possible mitigation means. strategic and tactical options in flight.
Before boarding, a weather briefing Once airborne, the weather radar should
Once airborne, should reveal areas of predicted be used and tuned regularly in combination
the weather radar significant weather activity. Equally, this with all available information, e.g. pre-
should be used briefing should include the assessment of flight briefing, pilots knowledge and
typical weather patterns in the area. For experience of the areas typicality, reported
and tuned regularly example in the tropics, cumulonimbus turbulence, updated weather reports If
in combination with intensity and development is greater at possible, the weather information should
certain times of the day. The crew have be updated in flight regularly. Information
all available weather the opportunity at this stage to plan a sought by ATC of turbulence encounters
information. route to avoid active weather based are an additional means.
INFORMATION
Safe operation in convective weather requires good theoretical knowledge of meteorol-
ogy, particularly on the formation, development and characteristics of convective clouds
in different regions of the world. This knowledge is usually provided in pilot licencing and
operational training and is not covered by aircraft documentation (FCOM and FCTM).
Safety First #22 | July 2016 035
Effective management of the antenna The flight crew needs to periodically The automatic
tilt along with an appropriate ND range scan:
selection, are key tools to obtaining an - Vertically, using the antenna tilt function mode should be
informative weather radar display on - Horizontally, using the range change. used as the default
the ND.
If available, the automatic mode
mode, for detection
The ND might not display cells at should be used as the default and initial evaluation
aircraft flight level, only cells that are mode (unless mentioned differently of displayed weather.
cut by the radar beam are shown in the FCOM), for detection and
(fig.14). For this reason, the antenna initial evaluation of displayed Then, manual
tilt needs to be adjusted up and down weather. Then, if adverse weather control should be
regularly to scan weather ahead, is suspected (e.g. according to
and it needs to be adjusted to the information gathered during the pre-
used periodically
ND range selection (except with the flight briefing), manual control should to analyze the
most recent radar models where this
adjustment is made automatically).
be used regularly and actively to
analyze the weather ahead.
weather.
(fig.14)
Display along radar beam
BEST PRACTICE
Even when the tilt is adjusted automatically, pilots are advised to reverse to the
manual mode MAN regularly in order to scan the immediate weather ahead.
This action allows the crew to assess the vertical structure and expansion of
convective clouds.
severity of the weather. For example, convective cell because the tilt is
at take-off or in climb, the tilt should be set incorrectly (too high in this case)
set up if adverse weather is expected while in the auto-tilt mode. When the
above the aircraft. Figure 15 is an antenna is tilted down, the ND shows
example of radar overshooting a a much stronger activity.
(fig.15)
Weather radar display at different tilt settings
Overscanning
Presence of To analyze a convective cell, the flight then be used to scan the area verti-
crew should use the tilt knob to obtain cally. Presence of yellow or green areas
yellow or green areas a correct display and point the weather at high altitudes, above a red cell, may
at high altitudes, radar beam to the most reflective part indicate a very turbulent area.
of the cell. At high altitude, a thunder-
above a red cell, storm may contain ice particles that In most cases in flight, the adequate
may indicate a very have low reflectivity. If the tilt setting is antenna tilt setting shows some ground
turbulent area. not adapted, the ND may display only
the upper (less reflective) part of the
returns at the top edge of the ND, which
may be difficult to differentiate from
convective cloud (overscanning). As genuine weather echoes. A change in
a result, the flight crew may underes- antenna tilt rapidly changes the shape
timate or not detect a thunderstorm. In and color of ground returns and eventually
order to get accurate weather detec- causes them to disappear. This is not the
tion, the weather radar antenna should case for weather echoes. Some weather
also be pointed toward lower levels (i.e. radars are fitted with a Ground Clutter
below freezing level), where water can Suppress (GCS) function. When turned
still be found. If a red area is found at ON, it suppresses the ground return from
a lower level, the antenna tilt should the display.
Course changes to avoid adverse seem safe when using a low range ND
weather should be determined using display may reveal a blocked passage
both displays. This prevents the blind when observed at a higher range
alley effect: a course change that may (fig.16).
The crew
should select
different ranges on
the Pilot Monitoring
(PM) and Pilot Flying
(PF) ND.
(fig.16)
Blind alley effect
Gain adjustment
Gain decreased
(fig.17)
Effect of gain reduction
OPERATIONS
Optimum use of weather radar
(fig.18)
Turbulence detection (in magenta)
Safety First #22 | July 2016 039
After the weather radar has been tuned conditions are too dangerous to fly in.
correctly, the data displayed should be
supplemented with the available weather Some ND displays contain specific
charts, reports and the meteorological cues that should alert the flight crew.
knowledge of the pilot. Altogether these Clouds shapes, in addition to colors,
data enable the flight crew to get a should be observed carefully in order
complete weather picture and establish to detect adverse weather conditions.
an area of threat. This area of threat Closely spaced areas of different colors
corresponds to the zone where the usually indicate highly turbulent zones
flight crew estimates that the weather (fig.19).
(fig.19)
Indication of a threat: closely spaced
areas of different colors
Some shapes are good indicators of changing shapes, whatever the form
severe hail that also indicate strong they take, also indicate high weather
vertical drafts (fig.20). Finally, fast activity.
Finger Hook
(fig.20)
Shapes indicative of adverse weather
Avoidance strategy
The flight crew needs to remain vigilant been taken, flight crews need to bear in
Consider a
and active in using and tuning the mind the following advisory precautions minimum distance
weather radar in order to be able to and limits before actually deciding the tra- of 40 NM from
initiate an avoidance maneuver as early jectory of the avoidance maneuver.
as possible. Indeed, weather radar a threatening
information becomes more intense as If possible, it is preferable to perform convective cloud to
the aircraft gets nearer the convective
weather zone, thus making avoidance
lateral avoidance instead of vertical
avoidance. Indeed, vertical avoidance is
initiate the avoidance
decisions more difficult. For this reason, not always possible (particularly at high maneuver.
crews should consider a minimum altitude) due to the reduction of buffet
distance of 40 NM from the convective and performance margins. In addition,
cloud to initiate the avoidance maneuver. some convective clouds may have a
significant build-up speed, that extends
Once the decision to deviate course has far above the radar visible top.
Lateral avoidance
Vertical avoidance
5,000 feet
20 NM
If possible, it is
preferable to perform
lateral avoidance
instead of vertical
avoidance.
(fig.21)
Lateral and vertical circumvention margins
Route C
Route A
Route B
Route D
(fig.22)
Available options to avoiding weather
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Safety First #22 | July 2016 045
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The Go Around Procedure Minimum Control Speed Tests A New Standard for In-flight Landing
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Spoiler Logic System Step Towards Safety Improvement
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