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It would seem reasonable to add to the entry already made the additional observation that the absolute severity of turbulence is proportional not only to the degree of air disturbance but also to the size of the object (aircraft) affected! It is also perhaps worth the further observation that any assessment of the forecast severity of turbulence will assume a 'typical' aircraft for the environment (or the specific purpose)for which the forecast is made and that assessments of the degree of turbulence will be subjective/relative rather than strictly to the absolute scale given since they will vary both with the size of the aircraft and the past personal experience of the person reporting it. Pilot reports of turbulence should at least be associated with the aircraft type which will eliminate some of the doubt!
To complete the brief summary of types of turbulence, it might (?) be worth mentioning 'low level turbulence' - defined by the UK Met Office as being (distinctly) of either frictional or thermal origin - windy day or summer convective day respectively to you and me...--John.Milner 01:36, 17 January 2008 (CET)
Thank you for your useful comments which have been incorporated in the text.--Ian.Wigmore 13:14, 7 February 2008 (CET)
risk to cabin crew
The reason people get injured during unexpected turbulence encounters is usually that they are not strapped in. Whilst many airlines have SOPs for use of the pax seat belt signs, my experience is that many do not have clear and unambiguous procedures which apply to cabin crew, who as a direct consequence, continue to sustain avoidable personal injury during such encounters.--Peter.Blackstone 17:25, 17 March 2008 (CET)