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In all my thousands of hours flying I have only had a few significant encounters with wake turbulence. This last one is a little general, and many assume that windy days mean their flight will be turbulent.
That is sometimes true. Wind on its own does not create turbulence, but whatever is creating the wind is usually the reason for turbulence. It is the shift of air or change in direction that disrupts an airplane creating turbulence. Steady winds still mean smooth flying. If the wind suddenly changes from wind-shear that can create turbulence. Many years ago there was limited understanding and technology to avoid turbulence. Today, it is safer than ever.
There are some really impressive technology and tools available to pilots, air traffic control, and flight dispatchers to ensure safe, smooth flights. Any time an airplane encounters turbulence the pilot will report it to air traffic control. This PIREP is available for dispatchers and pilots to see on their flight planning paperwork and hear while flying.
Air traffic control can keep track of all these PIREPS and create new routes and altitudes that keep airplanes in smooth areas. While in the cockpit I have access to real-time turbulence maps on my iPad. Many airlines have advanced software and sensors installed to create accurate weather and turbulence maps around the world.
The dispatchers who create the flight plan can use the turbulence data to create a route that should be smooth. The pilots can keep track of any changes throughout the flight, and adjust course or altitude if conditions change. Smoother flights and turbulence predicting is good for everyone.
It means a smoother flight, which creates a more enjoyable experience. It saves fuel by performing fewer altitude and course changes. Ultimately, it means fewer delays.
As stated above, there are advanced tools to avoid turbulence, which is ultimately the best way to handle it. However, sometimes there is no option to avoid it. If we wanted to never have turbulence then we could never go flying. But, since this is not an option, we are trained and have many procedures to ensure it is safe. I hate spilling my drink, and I have made it a personal mission to make sure my passengers never have to spill theirs either. Before each flight, the entire crew will be briefed by the captain on what to expect.
We discuss expected turbulence and even when to schedule meal and beverage services to ensure they can be completed safely, smoothly, and spill-free.
Anytime there is unexpected turbulence the flight attendants can decide to sit down or stop providing service if they feel uncomfortable. The pilots usually can predict when turbulence is ahead, so before it gets bumpy we will call the flight attendants and direct them to sit down or stop service. At the same time, we will turn on the fasten seatbelt sign. You should always follow the guidance of the pilots and flight attendants. Turbulence can cause injuries inside the cabin, especially if you are not buckled in.
So, it is important to wear the seatbelt even when the seat-belt sign is off. Pilots are always required to wear a seatbelt, even when it is smooth, for this reason.
Many people assume that big planes are safer than smaller ones. Or, that small planes must always be bumpier than bigger ones. I understand why many would think this, but this is not necessarily true. The design of certain aircraft makes turbulence more noticeable regardless of their size. For instance, sitting in the back of a , turbulence can feel more intense in the last few rows compared to the cockpit or first few rows because of how long the aircraft cabin is. That said, smaller planes at times may be less capable of handling higher wind-speeds and the lighter weight means the wind could move them around more than larger jumbo jets.
Small propeller-driven planes may also experience more turbulence than jets flying in the same areas. Smaller planes may experience more turbulence because of the routes they fly. Larger aircraft tend to operate longer flights. That means they can climb high above the weather into smoother air. For shorter flights, airlines often use smaller, regional sized aircraft. Even though they are safe, well-designed aircraft, they will stay at a lower altitude on short flights.
This puts their flight path within more weather and potential turbulence. There is the false assumption that turbulence can take down an airliner. This is NOT true. Researching accident reports reveal various reasons for aviation incidents and crashes, and turbulence has only been a contributing factor in some. A contributing factor is anything that had some part in an accident, but not the primary cause.
For example. There have been some flights that flew through severe thunderstorms and the turbulence within the storm was a major reason it ultimately crashed. However, the turbulence was not the primary reason. It was the severe thunderstorms. This is an important distinction because the normal turbulence that you may feel on a flight should not cause worry.
Even if it feels intense and scary, it will not cause an accident. The primary problem with turbulence is someone getting hurt inside the plane.
Turbulence also tricks our minds into believing the worst is about to happen to us. Logically, we have zero reason to fear turbulence.
Far from it. Yes, this happy go lucky blond is very scared of turbulence. I even wrote extensively about the turbulent flight that made me scared of planes on this blog. The rough turbulence frazzled my brain and made flying difficult for me for many years. Not cool. Upon reflecting deeper, I feel anxious and upset whenever I lose control of a situation.
We follow all the rules and might still lose our jobs, fall ill, or lose a friendship. Your kindergarten teacher lied to you, sorry to say. So I freak out. However, I have a couple suggestions I want to present to everyone.
Hopefully at least one tip will help you constructively approach turbulence and your fear of flying with a clearer, healthier perspective. This contradiction leads to a lot of unpleasantness in the airport and on the plane, and as explorers, we certainly deserve to feel less stress on our busy travel days. We are worth it! Read articles online to remind yourself that turbulence is totally safe even if it startles you.
Turbulence has never, ever, ever brought down a commercial jet. Your plane is more than equipped to handle the bumps in the sky. Think about those odds for a minute. The odds are firmly placed in your favor. Yup, you read that correctly. The only reason to avoid turbulence is so the passengers feel more at ease. My advice is to read as much as you can about turbulence to inform yourself and talk down your anxiety. It is a proven fact that sitting over the wing reduces turbulence. Equilibrium is a marvelous thing.
Whenever I walk down the aisle, all the way back to the bathrooms, the ride is significantly bumpier. Peace of mind is priceless on those long travel days. However, make sure you put your foot down if anyone tries to convince you to move your seat. For those of us that drive, bumpy roads are daily realities.
My point is drivers hit bumps in the road every single day. Turbulence is like a series of potholes in the clouds. The difference between potholes and turbulence is minimal. Haha, I actually did this on my flight to Madrid. It was pretty hilarious, to tell you the truth. Of course, I dissolved into a puddle of nervousness, but I sat next to an awesome singer who helped me power through the bumps. Sounds silly, right?
Evidence shows that turbulence is becoming stronger and more prevalent as a byproduct of climate change. Turbulence is a symptom of the weather from which it spawns, and it stands to reason that as global warming destabilizes weather patterns and intensifies storms, experiences like the one I had over Maine, and the ones that keep popping up in the news, will become more common.
Because turbulence can be unpredictable, I am known to provide annoying, noncommittal answers when asked how best to avoid it:. Ah, now that one I can work with. The roughest spot is usually the far aft. In the rearmost rows, closest to the tail, the knocking and swaying is more pronounced.
As many travelers already know, flight crews in the United States tend to be more twitchy with the seat belt sign than those in other countries. We keep the sign on longer after takeoff, even when the air is smooth, and will switch it on again at the slightest jolt or burble. In some respects, this is another example of American overprotectiveness, but there are legitimate liability concerns.
The last thing a captain wants is the FAA breathing down his neck for not having the sign on when somebody breaks an ankle and sues. With aircraft, this effect is exacerbated by a pair of vortices that spin from the wingtips. The vortices are most pronounced when a plane is slow and the wings are working hardest to produce lift. Thus, prime time for an encountering them is during approach or departure. As they rotate—at speeds that can top feet per second—they begin to diverge and sink.
As a rule, bigger planes brew up bigger, more virulent wakes, and smaller planes are more vulnerable should they run into one. The worst offender is the Boeing To avoid wake upsets, air traffic controllers are required to put extra spacing between large and small planes. For pilots, one technique is to slightly alter the approach or climb gradient, remaining above any vortices as they sink.
Another trick is to use the wind. Gusts and choppy air will break up vortices or otherwise move them to one side. Winglets — those upturned fins at the end of the wings — also are a factor. One of the ways these devices increase aerodynamic efficiency is by mitigating the severity of wingtip vortices. Thus a winglet-equipped plane tends to produce a more docile wake than a similarly sized plane without them. Despite all the safeguards, at one time or another, every pilot has had a run-in with wake, be it the short bump-and-roll of a dying vortex or a full-force wrestling match.
Such an encounter might last only a few seconds, but they can be memorable. For me, it happened in Philadelphia in Ours was a long, lazy, straight-in approach to runway 27R from the east, our nineteen-seater packed to the gills. Traffic was light, the radio mostly quiet. At five miles out, we were cleared to land.
Our checklists were complete, and everything was normal. Then, less than a second later, came the rest of it. Almost instantaneously, our 16,pound aircraft was up on one wing, in a degree right bank.
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