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service had been completed and all the passenger food trolleys had been stowed and secured. All
were aware that the seat belt sign had been switched ON and heard the PF's PA announcement
warning of possible turbulence. The PF contacted the CSD on the interphone after making the PA
announcement to confirm it had been heard and was being responded to.
Several passengers and cabin crew members were not seated and secure when the turbulence rapidly
increased from slight, through moderate to severe causing the aircraft to enter a sudden and rapid
descent. The cabin crew member and three passengers moving forward along the aisle to return to
their seats fell to the floor and remained there. One passenger, seated but not secure, rose out of her
seat and struck her head on the overhead Passenger Service Unit (PSU). A cabin crew member,
unsuccessfully attempting to stow the crew meals trolley in the rear galley, was lifted from the floor,
along with the trolley. A cabin crew colleague, seated and secure in an adjacent cabin crew seat,
however, attempted to hold onto her to prevent her from falling. Two cabin crew members, along
with the CSD, positioned in the forward galley, had not had time to make themselves secure. They
also rose clear of the floor momentarily. The CSD was able to make a short PA for everyone standing
to sit down on the floor. Those passengers who ended up on the floor were restrained, as much as was
possible, by the crew.
Post incident
When the noise had abated and the turbulence ceased those passengers and crew on the floor got up
and the passengers returned to their seats. The CSD contacted the flight deck on the interphone and
was instructed by the commander to keep the passengers seated. He also reassured him that the flight
crew were in full control of the aircraft and would call back shortly. The CSD used the PA to check if
any of the passengers were injured but none were. He then walked to the rear galley to ensure that
none of the rear cabin crew was injured. As passengers remained in their seats, two passengers, who
had been occupying the front and rear toilets at the time of the incident, emerged shaken but uninjured
to return to their seats. The cabin crew cleared up the galley areas and a senior stewardess moved
through the cabin talking to each passenger and reassuring those that were distressed. The CSD
visited the flight deck to inform the commander that the passenger cabin was safe and that no one had
been injured. He was briefed by the commander that the windscreen was damaged but all other
aircraft systems were normal and, subject to fuel considerations, the aircraft would continue on to
Manchester. This information was relayed to the other cabin crew members. Once order had been
restored the commander authorised the commencement of a bar service to enhance an atmosphere of
normality and approximately one hour later, at the request of the senior stewardess who had spoken to
the passengers, a further PA was made to reassure the passengers.
Airbus A321-231, G-MIDJ
14
Aircraft damage
The aircraft sustained damage to most of the leading edge surfaces of the airframe. The outer layer of
the radome surface had been damaged by the hail although it was not punctured. Airflow impinging
on the damaged outer layer then caused the inner honeycomb layer to implode onto the flat plate
antenna of the weather radar, rendering it unusable. Post incident inspection of the radome, by the
aircraft manufacturer, showed that it was not at risk of detaching from the aircraft.
The captain's windscreen suffered a cracked outer layer, as had the FO's DV window. The damage to
the captain's windscreen was to the extent that the windscreen heater element, which ran through the
outer layer, was rendered inoperative. The first officer's main (front) windscreen remained intact.
Both were subsequently subjected to a detailed examination by the manufacturer. The windscreen
and DV window, which are constructed of several plys, consist of an outer ply of glass that is nonstructural,
and internal plys, also of glass, providing the structural element. Both the cracked
windscreen and DV window showed evidence of several impact damage points from the hail,
resulting in the fracture of the glass. This was limited to the outer ply and did not cause a reduction in
the structural integrity of either of them. Inspection of the captain's main (front) windscreen showed a
single fracture origin in the lower third of the glass and in excess of 85 other impact points. The first
officer's DV window showed two fracture origins in the glass and approximately 8 additional impact
points.
Other areas of the aircraft structure also sustained extensive damage from the hail. The crown skin
　
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