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June 2003.
1.17.2.5. Review of the record of training materials distributed to
the flight crew concerned indicated that they had been
issued copies of the Flight Crew Operating Manual
(FCOM) Volume 1, 2, 3, and 4 and the A330
Operations Manual Volume 7, 8 and 12. Both pilots
stated that the Honeywell RDR-4B Forward Looking
Windshear/Weather Avoidance Radar System User’s
Manual had not been used during training.
1.18. Additional Information
The operator had in the past experienced incidents in which flight attendants
had sustained injuries due to turbulence while the FSBS were selected ON.
As a result, an A330 Operational Notice No. 75/02 – Turbulent Air, was
issued on 7 October 2002 (Appendix 8). This Notice, accompanied by a
copy of an article titled ‘Flight In Severe Turbulence’ copied from Airbus
Flight Operations Support, was withdrawn, coincidently, on 18 July 2003,
the day of the accident. Another A330 Operational Notice No. 59/03 on the
same subject was re-issued on 22 August 2003 (Appendix 9). The contents
of both notices were similar and required the cockpit crew to brief the CP or
SP of expected areas of turbulence prior to each departure. Both the CP and
the SP however stated that such a briefing had not been conducted on this
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occasion. However, one of the pilots recalled that prior to departure from
Kota Kinabalu, the CP had been briefed on the weather conditions.
2. ANALYSIS
2.1. Weather Conditions
2.1.1. The weather enroute was consistent with the meteorological
briefing received before departure from Hong Kong – upper cloud
requiring a number of diversions from track, with the aircraft
experiencing periods of light turbulence. A supplementary weather
briefing was received prior to departure from Kota Kinabalu, which
confirmed the meteorological briefing in Hong Kong. A satellite
picture depicting the position of Tropical Depression ‘Koni’ was
provided to the flight crew in Kota Kinabalu.
2.1.2. The meteorological information provided to the flight crew as
listed in Para. 1.7.3 sufficiently covered the sector of the return
flight from Kota Kinabalu.
2.2. Operation of the Weather Radar
2.2.1. For the sector from Kota Kinabalu to Hong Kong, the PIC was the
PF. According to the PIC, prior to the turbulence encounter the
weather radar antenna was set at a tilt angle of -1.75º with Weather
Mode and Auto Gain selected and the range of the ND varied
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between 40 and 80 NM. The Co-pilot also confirmed that the tilt
angle was set at -1.75º at the time of the turbulence encounter.
2.2.2. Weather radar detects droplets of precipitation. The strength of the
return depends on the size, composition and amount of droplets.
Water particles are almost five times more radar reflective than ice
particles of the same size. Weather radar is therefore effective in
detecting rainfall and wet hail but not effective in detecting the
upper level of a storm cell where most moisture exists in a dry,
frozen state, i.e. in the forms of snow, ice crystals and hail. To
determine the positions of storm cells, the antenna tilt angle should
be adjusted to scan the icing level, where reflective water-covered
ice/hail would be abundant. Above the icing level, ice crystals
have minimal radar reflectivity. Although convective activities and
turbulence exist at these levels, they do not show up readily on
radar. To keep track of weather in the vicinity of the flight path,
the antenna tilt angle should be frequently adjusted to scan the
most reflective area in the icing level band. As altitude changes or
as the aircraft gets closer to the storm cell, the tilt angle has to be
changed so that the radar beam keeps scanning the most radar
reflective area. The icing level band is generally between the
levels where temperature ranges from 0° C to -15° C. Based on the
meteorological information available, typically, the icing level
band in that part of the region was estimated to be between FL 150
and FL 230. Given that the energy transmitted from the 3-degree
radar beam is focused and radiated by the antenna in such a way
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that it is most intense in the centre of the beam with decreasing
intensity near the edge, the weather radar would most likely pick
up the strongest signal of weather returns when the antenna tilt
angle was adjusted to aim at the icing level band.
2.2.3. To calculate the vertical distance (
h) between the aircraft and the
level at which the centre of the radar beam is scanning, the
following formula given in the A330 FCOM 3 can be used: -

h (Delta Altitude)  d (NM) x Tilt Angle (TA)º x 100
　
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