E190 Aircraft Dangerous Weather Handling Training

-Turbulence, Low Visibility, Hot ,

Windy and Sandy Weather

Serial No.：N/A
Revision：R1
Date：2020-08
Produced by：Flight Standard & Training
Center
I. Common Hazardous Weather in Summer – Turbulence
I. Common Hazardous Weather in Summer – Turbulence

(I) Formation and hazards of inflight turbulence

1. The formation of turbulence is diverse, the impact is diverse, and
turbulence is usually accompanied by thunderstorms, windshear, downburst
and adverse weather conditions, and all these conditions combined easily
cause the aircraft to enter complex state;

2. If turbulence is not handled properly, it may cause overspeed, overload,

TCAS warning, GPWS warning and casualties, and even a plane crash…

Light turbulence Moderate turbulence Severe turbulence

I. Common Hazardous Weather in Summer – Turbulence

• Case
• Aug. 11 of 2015, HU7148 encountered clear turbulence from Chengdu to
Beijing. Air was very strong, and persons were flying. Cabin suffered many
broken damages, 23 persons were injured.
I. Common Hazardous Weather in Summer – Turbulence
2) Classification of Turbulence Level
I. Common Hazardous Weather in Summer – Turbulence
(3) Thunderstorm turbulence
Potentially hazardous turbulence is present in all thunderstorms. Strongest turbulence
within the cloud occurs with shear between updrafts and downdrafts. Outside the cloud,
shear turbulence has been encountered several thousand feet above and 20 NM laterally
from a severe storm. A low-level turbulent area is the shear zone associated with the gust
front. Often, a "roll cloud" on the leading edge of a storm marks the top of the eddies in
this shear and it signifies an extremely turbulent zone. Gust fronts often move far ahead
(up to 15 NM) of associated precipitation. The gust front causes a rapid and sometimes
drastic change in surface wind ahead of an approaching storm.
It is almost impossible to hold a constant altitude in a thunderstorm, and maneuvering in
an attempt to do so produces greatly increased stress on the aircraft. It is understandable
that the speed of the aircraft determines the rate of turbulence encounters. Stresses are
least if the aircraft is held in a constant attitude and allowed to "ride the waves".
I. Common Hazardous Weather in Summer – Turbulence
Methods for Thunderstorm Turbulence Prevention and Penetration
The first to use airborne radar to find out the weakest area of precipitation, and accordingly set a
roughly straight line flight path through a thunderstorm.
If radar wave in hook, finger-shape and scallope occurs, it’s better to avoid entering these areas
because there is certainly a strong turbulence and hail in these areas.
I. Common Hazardous Weather in Summer – Turbulence
Methods for Thunderstorm Turbulence Prevention and Penetration
- Adjust heading, better to cross thunderstorm line with a perpendicular angle. After enter
thunderstorm area, try to maintain heading as situation requires, which can enable the airplane to exit
dangerous area as early as possible. Meanwhile, in the situation of severe turbulence, frequent
avoidance maneuvering actions may lead to overload of the aircraft.
- If aircraft enters or may enter unsafe weather condition due to ATC’s instruction, PIC should notify
ATC timely and request for changing heading. PIC is authorized to exercise emergency handling
right to avoid or exit dangerous weather area.
- Generally the altitudes between 10 000ft and 20 000ft encompass the more severe turbulence, hail,
and icing conditions.
- Do not fly at the altitude of 0℃ isothermal layer, where severe turbulence and lightning strike is
highly possible.
I. Common Hazardous Weather in Summer – Turbulence

(4) Clear air turbulence

Features:
• CAT exists at any altitude, especially above 23,000 feet(7000m).
• When encountering CAT during flight, we should notify the ATC in time, including time,
position and intensity, or broadcasting in the frequency of communication between the
aircrafts.
• CAT is unpredictable, so notify the flight attendants to check the cabin after vacating from
turbulence.
• More often, the CAT is caused by the high-altitude jet stream and wind speed change often
exceeds 50Kt, so we should pay attention to listening to the report from the ATC or the pilot
in flight.
I. Common Hazardous Weather in Summer – Turbulence
(5) Turbulence Penetration
Severe turbulence must be avoided during flight. If not possible, reduce altitude to increase
buffet margin.
AIRSPEED
Severe turbulence will cause large and often rapid variations in indicated airspeed. Do not chase
the airspeed. The maximum recommended turbulence penetration speed can be obtained from
the following:
The recommended turbulent air penetration target speed is:
Below 10,000 ft………………….MAX 250 KIAS
10,000 ft and above………………MAX 270 KIAS/0.76M (whichever is lower)
ATTITUDE
Use the EHSI as the main instrument and maintain wings level and pitch attitude. Avoid rapid
change on control.
I. Common Hazardous Weather in Summer – Turbulence
(5) Turbulence Penetration
PITCH TRIM
Maintain control of the airplane with the elevators. After establishing the trim setting for penetration speed,
do not change pitch trim.
ALTITUDE
Large altitude variations are possible in severe turbulence. Therefore, do not chase altitude. Allow altitude
and airspeed to vary and maintain attitude.
THRUST SETTING
If severe turbulence cannot be avoided disconnect autothrottle and make an initial thrust setting for the
target airspeed. Change thrust setting only in case of unacceptable airspeed variations in order to avoid stick
shaker, overspeed and other unsafe flight conditions.
I. Common Hazardous Weather in Summer – Turbulence
(5) Turbulence Penetration
NOTE:
- Do not extend flaps except for approach and landing.
- Do not catch altitude. Allow altitude and airspeed to vary as required and maintain
attitude.
- If severe turbulence cannot be avoided disconnect autothrottle and make an initial
thrust setting for the target airspeed. Maintain the attitude and pitch trim settings.
- In case of indicated airspeed fluctuation during climbing and descent, FLCH mode
may lead to the change of aircraft pitch trim. It is recommended to use FPA mode to
maintain attitude.
I. Common Hazardous Weather in Summer – Turbulence

（6）Methods for Avoiding Excessive Payload in Flight

During level flight, flight crew should fly with speed as prescribed in SOP.
If a possibility of turbulence penetration is expected by flight crew, they can
decelerate to turbulence speed in advance. If aircraft speed cannot be
controlled as expected due to turbulence, which may increase or decrease
continuously, flight crew should override automatic throttle decisively and
adjust speed to a proper level. In case of unexpected inflight turbulence,
flight crew should set the auto throttle to IDLE and prevent aircraft from a
further acceleration; meanwhile, PF can command PM to adjust speed scale
to a proper level. It is forbidden to disengage autopilot and pull the stick to
increase pitch angle for aircraft overspeed control.
I. Common Hazardous Weather in Summer – Turbulence

（6）Methods for Avoiding Excessive Payload in Flight

During descent, flight crew should fly with speed as prescribed in SOP. If turbulence
is expected during descent, flight crew should first of all decelerate to turbulence
speed and adjust sink rate properly to avoid excessive acceleration after entering
turbulence area. In case of turbulence, the first safety concern is to avoid impact on
fuselage payload from excessive speed rather than the satisfaction of descent
requirements or the sink rate instructed by ATC. FLCH selection and speed scale
reduction are the only and correct way to recover from excessive speed acceleration
or reaching speed limit. In case of unexpected inflight turbulence, flight crew should
reduce sink rate first, adjust speed to turbulence speed range and select FLCH. The
act of blind AP disengagement and sudden stick input, which aims at speed
reduction, will only increase inflight payload. It is forbidden to disengage AP and
pull the stick abruptly to increase pitch angle for preventing aircraft from overspeed.
The above methods are not applicable to upset recovery and handling of some special
situations, flight crew should apply flying philosophy and technique flexibly based
on the real situation.
II. Low Visibility Operation Considerations
II. Low Visibility Operation Considerations

(I) Strictly grasp operation conditions

1. When local weather at destination is reported to be close to margin weather
condition, flight crew need to get the MEATR and TAF for destination and
alternate airport in time. Make good preparation for going through the clouds
and be clear of task sharing.
2. Before the IAF, confirm the NAV aids, instrument landing system, VOR
frequency and needles.
3. Before the approach, if the actual weather of the airport is below the
landing minimum, never approach or try to land.
4. The aircraft must not take off if the landing airport weather is below the
minimum within one hour ; if the destination airport weather is below
minimum in over one hour, but it’s forecasted to be better and may reach the
minimum, and there is an alternate airport of stable good weather when
aircraft arrives, the pilot can take off.
II. Low Visibility Operation Considerations

(I) Strictly grasp operation conditions

5. Low Visibility Landing Maximum Crosswind Component:

• 3km＞VIS ≥2km-------------------30kt（15m/s）

• 2km＞ VIS ≥1km-------------------23kt（12m/s）

• 1km＞ VIS --------------------------15kt（8m/s）

II. Low Visibility Operation Considerations

(II) Strictly observe standards for approach and landing

1. Strictly follow the Stabilized Approach rules. Never intercept the glide slope before
intercepting the localizer.
2. PF, before get the visual contact, should strictly follow the instrument. PM is
responsible for looking for the runway, and monitoring all instrument indications,
reminding the PF in time, and reporting in time when setting up visual contact. For
Category II Landing Weather Minima, the company perform A330 CAT11 flight
procedure.
3. When meeting low ceiling, heavy fog, use the landing lights as appropriate, and if
the runway can not be seen clearly below Decision Height, go around decidedly.
4. Use the auto pilot as much as possible when flying in low visibility condition.
5. Pilots must be familiar with the minima for low visibility operation, requirements for
stabilized approach, rejected approach and go around for the type of aircraft he or she
flies.
II. Low Visibility Operation Considerations

6. Before flying over the FAF or FAP，if the reported RVR or VIS is
below the prescribed landing minima, captain is not allowed to fly over
FAF or FAP to continue the approach.
7. After the aircraft flies over the FAF or FAP, if the reported RVR or
VIS is below the prescribed landing minima, the captain can continue
the approach to DA/DH or MDA/MDH.
8. If there is no prescribed FAF, and the reported RVR or VIS is below
the prescribed landing minima, the captain is not allowed to continue the
final leg flight.
II. Low Visibility Operation Considerations

9. After arriving at DA/DH or designated decision altitude/height

(DDA/H) for non-precision approach and before arriving go-around
point, if aircraft is at the normal descent and landing position with
visibility no less than the prescribed minima, and the required visual
reference has already been established, it is allowed to continue
descending to below DA/DH or DDA/H.
10. In precision or non-precision approach, when aircraft reaches
DA/DH or DDA/H, regardless of weather report, if visual reference
required cannot be established or a successful landing cannot be fully
guaranteed, or in consideration of available visual reference, aircraft
position against landing path might endanger a successful landing, a
mandatory go-around must be performed.
II. Low Visibility Operation Considerations

11. In non-precision approach, if there is no approach light, the visual

reference should include the touch down point. If there is approach
lights, it is not required to see the touch down points at MDA, but
besides the row bar lights or the threshold lights, the pilots need to see at
least 7 continuous approach lights, runway lights or combination of the
two.
12. The higher the decision altitude, the bigger the airplane, then the
pilot eyesight is higher to the ground and the required slant distance is
longer. On the country, the bigger angle looking down, the longer the
approach lights system, the required slant distance can be shorter. In
CAT I precision approach, the required visual reference should include
row bar lights or threshold lights and need at least 6 continuous
approach lights and/or runway lights..
II. Low Visibility Operation Considerations

(II) Strictly observe standards for approach and landing

13. Several Minima Applicable to Takeoff Operation:
- Minima for Operation without Applicable Alternates : when applicable
alternates are not available, takeoff minima should not be lower than
that for landing with engine failure.
- Landing lights should be turned on for takeoff during night: due to rain,
smoke, fog or other reasons, the landing lights may form optical screen
which will deteriorate visibility. PIC can command takeoff without
landing lights in this situation.
II. Low Visibility Operation Considerations
(III) Observe rules, guarantee ground operation safety
1. Taxi during night time, pilots must turn on navigation lights and taxi or
landing lights and taxi slowly.
2. For unfamiliar airport, consider the help of follow-me car or request detailed
taxiing instructions.
3. When the aircraft is approaching relatively complex taxiway intersection or
is going to cross a runway, flight crew must cross check and confirm ATC
instructions ( “STANDBY BEFORE…” or “CROSS RUNWAY APPROVED”),
and pay attention to look into the whole runway and observe in the direction of
takeoff and approach so as to ensure no conflict traffic outside.
4. If anybody in the cockpit holds suspicion or have questions for the taxi path,
stop aircraft and confirm.
III. Hot Weather Operation
 III. Hot Weather Operation
The following procedures will improve cockpit and cabin cooling during
ground operations.
NOTE: When engine is shutdown, apply cool air from the air conditioning
cart whenever possible.
CHALLENGE .............. ACTION/RESPONSE ......... PERFORMED BY
AIR COND RECIRC Button....................PUSHED IN....................PM
CKPT/PAX CABIN Temperature Controllers......MAX COLD.......PM
Doors and Windows............................KEEP CLOSED....................PM/F
Passenger Cabin Gasper and Cockpit Outlets .......OPEN.............. PM/F
Window Shades on the Sun-exposed Side of the Cabin.....CLOSED......Flight
Attendant (PM)
IV. Precautions for Flight in Sand-dust Weather
V. Precautions for Flight in Sand-dust Weather
• (I) Classification of sand-dust
• 1. Floating dust: a meteorological phenomenon with no wind or
average wind speed no more than 3m/s, sand and dust floating in the
air, and horizontal visibility below 10km.
• 2. Blowing sand: a meteorological phenomenon that wind blows the
dust from ground, making the air quite hazy; horizontal visibility is
between 1km to 10 km.
• 3. Sandstorm: a meteorological phenomenon that strong wind blows
the dust from ground, making the air very hazing; horizontal visibility
is below 1km.
• 4. Strong sandstorm: a meteorological phenomenon that high wind
blows the dust from ground, making the air severely hazy; horizontal
visibility is below 500m.
• 5. Severe sandstorm: a meteorological phenomenon that fierce wind
blows the dust from ground, making the air extremely hazy; horizontal
visibility is below 50m; which is known as “Karaburan”.
V. Precautions for Flight in Sand-dust Weather
(II) Precautions
- Accompanied with high wind, the occurrence of sandstorm will lead to the
decrease of visibility. Therefore, pay attention to high wind turbulence and
low visibility during flight.
- Strictly follow wind speed limits for each aircraft type.
- Strictly follow the visibility criteria.
- When inspecting the aircraft, notice if aircraft external parts are damaged
by wind or sand, among which crucial parts are control surfaces, engines,
static ports, and pitot tubes.
- Make plans for handing unreliable airspeed situation and pay attention to
observe more.
THANK YOU ！