Suggesting that flight attendants get seated
Slowing the aircraft down to the turbulence penetration Mach number
Requesting vertical deviation upon entering (or upon developing expectations of entering) a turbulence area for an unknown amount of time, and without having identified the ride quality at alternate cruising altitudes
Requesting vertical deviation upon entering (or upon developing expectations of entering) a turbulence area for an unknown amount of time, but in a situation where the ride quality at alternate altitudes has been identified
The various sources of information about a potential or actual CAT encounter were grouped into the following items:
CAT experienced
CAT sensor warning
PIREP emitted at the same altitude as the subject aircraft
PIREP emitted at a different altitude than the subject aircraft, but within 2,000 feet from the subject aircraft’s altitude
PIREP emitted at a different altitude than the subject aircraft, but within 4,000 feet from the subject aircraft’s altitude
Based on the results of the focused interview, the usual descriptions of the various turbulence levels were reclassified into the three levels of turbulence intensity defined in the model, as shown in Table III-4.
Table III-4 Reclassification of Turbulence Levels Based on Focused Interview Results
Actual Turbulence Levels
Corresponding Turbulence Intensity Modeled in Experiment
Occasional Light Chop
No Turbulence
Intermittent Light Chop
Light
Continuous Light Chop
Light
Occasional Light Turbulence
Light
Intermittent Light Turbulence
Light
Continuous Light Turbulence
Moderate
Occasional Moderate Chop
Light
Intermittent Moderate Chop
Moderate
Continuous Moderate Chop
Moderate
Occasional Moderate Turbulence
Moderate
Intermittent Moderate Turbulence
Moderate
Continuous Moderate Turbulence
Moderate
Severe Turbulence
Severe
Extreme Turbulence
Severe
Experimental Design
In addition to the experimental objectives associated with the development of the fast-time simulation capabilities mentioned in Chapter II, the following additional experimental objectives associated with the application of these capabilities to studying the effect of CAT sensor technology on air traffic operations and safety were identified:
To assess the impact of new CAT remote detection technology on the overall behavior of aircraft traffic in a sector affected by CAT
To assess the influence of varying CAT sensor range on the exposure to various turbulence intensity levels
To assess the influence of varying CAT sensor range on the cabin preparation upon turbulence penetration
To assess the influence of varying CAT sensor range on PIREPs propagation in an air traffic sector
Method
The planned fast-time simulation experiments model two independent variables: the range of the CAT detection sensors, and the profile of CAT levels along planned aircraft paths. The performance measures included aircraft exposure to CAT, flight crews’ and controllers’ response to the CAT events, and controller-pilot communications.
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