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

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

3. Turbulence is the leading cause of non-fatal injury to Flight Attendants and Passengers. 18 Turbulence Accidents, 1980-2003Part 121 Operators (as defined today) 15 12 The number of turbulence accidents has increased steadily for a decade 9 6 3 0 80 81 82 83 84 85 86 87 88 89 90 91 92 93 94 95 96 97 98 99 '00 '01 '02 '03

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

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.

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

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

9. Turbulence Terminology Aeronautical Information Manual (AIM) • 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

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

11. Intensity Reporting Guide (cont.) • 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.

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.

13. General Turbulence Procedures • 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

14. 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.

15. Inventory of Turbulence guidance Products available

16. 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

17. 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

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

19. 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

20. 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

21. 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

22. Questions

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

24. 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)

25. 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.

26. 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.

27. 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.

28. 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.

29. 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.

30. Thank you