Air Turbulence: Flight flaps like a fish, what options does a pilot have

Air Turbulence: After getting caught in air turbulence, the Singapore Airlines plane flapped like a ‘fish out of water’ and fell down about 6000 feet. During this, a 73-year-old passenger on board the plane died of a heart attack and more than 70 passengers were injured. After this incident, there is only one question in the minds of all of us – could this incident not have been avoided?

The question is whether the Singapore Airlines flight getting caught in air turbulence is an unexpected incident or the result of some negligence? To know the answers to all these questions, we spoke to the senior commander of the country’s leading airlines. Let us know from the senior commander how the situation is in a flight during air turbulence and how possible it is to deal with this situation.

When the speed of the wind becomes irregular due to the constant change in the weather in the sky, that condition is called air turbulence. Generally, any pilot faces two types of air turbulence. First- cloud based air turbulence and second- clear air turbulence. In simple language, it is a tunnel of air running in the shape of a snake, in which the speed of the wind is more than 100 km per hour. Which is known as jet stream. As far as the question, how common is it for a pilot to face air turbulence, the answer to this is that there is no pilot in the world who wants to get caught in air turbulence intentionally. In the absence of options, he has to encounter air turbulence.

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It is true that before flight takeoff, an assessment is made about the weather of that sector. This assessment is of two types, first- how will be the weather in the sky and second- how is the weather of the airport where the plane has to land. A stock gradients chart is made available to the pilot regarding clear air turbulence, from which only an estimate of the clear air turbulence present in the sky can be made. What will be the actual situation in the sky, it can be known only after going there. Also, the weather in the sky is very unpredictable, things keep changing there every moment. As far as the question of avoiding such situations is concerned, it completely depends on the circumstances at that time whether air turbulence can be avoided or you are forced to face it.

Avoiding or facing air turbulence depends a lot on the day and night. During the day, the pilot can see air turbulence with the radar as well as with his eyes, whereas this does not happen at night. At night, the pilot has only one way to know about air turbulence and that is the radar system of the flight. Now there is another situation here. Actually, there is a way of working of radar, under which, the radar waves come back after touching the water macules present in the cloud, on the basis of which the air turbulence is estimated. Now the situation is that the water macules which the radar waves have touched were of normal air turbulence, so the pilot decided to move ahead. Now there is a very strong air turbulence behind this normal air turbulence, now it becomes the compulsion of the pilot to face it.

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I will repeat once again that everything depends on the current circumstances. Actually, long distance flights fly at different levels. There are other flights above, below, beside and next to every flight. In such a situation, if the pilot sees air turbulence in front of him, he cannot change the label or path of the flight on his own. He will have to first take permission from ATC for this. ATC will also give you an alternate path based on the availability of the level. If this does not happen, you have no other option but to face the air turbulence. Apart from this, there are many blocks near Bangkok where you do not have contact with any ATC tower, in such a situation you cannot leave your level and path under any circumstances.

Any pilot is not only trained during training about the ways to avoid air turbulence, but refresher courses are also conducted for all pilots from time to time. Talking about live situations, the pilot first maintains the turbulence penetration speed of the aircraft. This speed depends on the make or design of each aircraft. For example, the speed of aircraft A-320 is decimal seven six mock. Maintaining this speed does not mean that the passengers will feel less shock, but this speed protects the aircraft from getting damaged. Apart from this, the seat belt sign is put on for the passengers in the flight. The crew is asked to secure the trolley-rack and sit. After this, the pilot searches for those gaps in the turbulence from where the aircraft can be taken out safely.

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It is a matter of investigation that when, how and how many procedures were followed by the pilot at the time of the incident. Apart from the pilot of this aircraft, the possibility of negligence regarding air turbulence is negligible. As far as the Singapore and Bangkok sector is concerned, there are two types of problems here. First, the possibility of air turbulence is the highest here. The pilots passing through here are especially told about the storms here. Apart from this, there are many such pockets in this Singapore-Bangkok-London route, which are known as radio silence zones. Here the aircraft does not have contact with any ATC. In such a situation, the pilot has no other way except to follow the route plan. Now what kind of situation was in front of the pilot of Singapore Airlines, it will be revealed only after investigation.

Tag: Airport Diaries, Aviation News, civil Aviation, emergency landing, singapore news