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ahead of the aircraft, sometime before the encounter, the radar returns appeared benign.
Airbus A321-231, G-MIDJ
3
History of the flight
The crew reported for duty at Manchester at 0555 hrs to operate a return flight to Larnaca in Cyprus.
The only weather of note on the 'Sigmet' chart for the outbound sector was Cumulo-nimbus (Cb)
cloud activity over the Italian Alps. During the outbound flight no turbulence was experienced and
the only Cb activity observed by the crew was over Turkey, to the north of their route. Towering
Cumulus (Cu), however, was seen to be building over the northern part of Cyprus. This activity and
the Cbs were monitored by the crew on the aircraft's weather radar display. The radar appeared to be
functioning correctly and displayed the type of returns the crew would have expected from such
weather. The aircraft landed at Larnaca at 1135 hrs after an uneventful flight.
The aircraft was refuelled to full tanks and, after a one hour 'turn-round', departed Cyprus for
Manchester with the First Officer (FO) as the Pilot Flying (PF). The commander's duties, as the Pilot
Not Flying (PNF), were the management of the navigation and RT communications. The Standard
Instrument Departure (SID) and climb to cruising altitude routed the aircraft to the west of the cloud
building up on the north side of the island. The intensity and extent of this cloud was monitored by
the crew on the weather radar.
The aircraft was initially cleared to 8,000 feet but before reaching that altitude, a further clearance to a
cruising level of FL340 was issued and the climb continued. The cabin crew were cleared to
commence the cabin service and the aircraft levelled at FL340. The pilots had been monitoring Cb
activity, on the weather radar, to the east of their track and approximately two hours into the flight
they noted some isolated Cb activity ahead of the aircraft to the right and left of their track. The Cb
activity to the right of track was minor and isolated. Cb activity to the left of track was less intense.
The radar was set to a scale of 160 nm and with no significant returns ahead and no thunderstorm
activity forecast the radar was switched OFF. The aircraft had been in clear skies above towering Cu
for most of the flight and, in accordance with normal procedures, the radar had only been turned on
when required.
As the flight progressed the aircraft entered some high Cirrus cloud. The FO, anticipating the
possibility of turbulence, switched on the 'seat belt' signs and made a short public address (PA)
informing the passengers and cabin crew that this was a precautionary measure. Shortly after the
announcement the aircraft entered what the crew described as an area of 'light innocuous turbulence'.
Approximately 20 seconds later however, the turbulence increased through moderate to become
severe. The autopilot (AP), which was selected ON in the 'Navigation Mode' at a speed of Mach 0.78
(M0.78), disconnected and the aircraft climbed rapidly above its assigned level. Intense hail then
began to impact the aircraft. Both flight crew noted the master warning light illuminate as the
autopilot disconnected but neither pilot heard the associated audio warning due to the noise of the
hail. The FO flew the aircraft manually, selected engine ignition ON, set the speed to M.076 for the
turbulence and turned on the cockpit dome light. The commander changed the range selector on
Navigation Display (ND) to 40 nm to check for conflicting traffic on the Traffic Collision Avoidance
System (TCAS), monitored the aircraft's speed on his Primary Flight Display (PFD), monitored the
first officer's side stick inputs and cancelled the master caution light. Throughout, the PF attempted to
regain FL340 and maintain track. The aircraft however, deviated 1,300 feet above to 300 feet below
its assigned cruising level, rolling to angles of bank not exceeding 18°. Indications on the Vertical
Speed Indicator (VSI) confirmed that on at least one occasion the rates of climb or descent exceeded
5,900 feet per minute.
A Boeing 757 was approximately 25 nm behind G-MIDJ on the same track. The commander of the
757 had his radar selected ON and he could not only see the weather radar returns on his ND but also
G-MIDJ displayed by his TCAS. He thought that G-MIDJ had been heading for the gap between two
lines of thunderstorms displayed on his radar but realised the gap was closing as the storms were
building. He continued using his radar and noted the rapid increase in altitude of G-MIDJ on TCAS
as it entered the storm. Initially, in the absence of any radio traffic he initially assumed that G-MIDJ
Airbus A321-231, G-MIDJ
4
was attempting to climb over the storm. He requested a turn to the right to avoid the weather, which
　
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