A Singapore Airlines Airbus A350-900, registration 9V-SHJ performing flight SQ-919 from Manila (Philippines) to Singapore (Singapore) with 286 passengers and 14 crew, had been enroute at FL400 and was instructed by ATC to descend to FL340. Due to weather briefings before the flight the crew turned the fasten seat belt sign on before initiating the descent. Descending through about 38,400 feet the aircraft encountered turbulence for about 2 seconds with vertical accelerations between 0.7 and 1.86G, the autopilot remained engaged, causing serious injuries (fractured right ankle) to a flight attendant. The aircraft continued to Singapore for a safe landing.
On Oct 12th 2026 Singapore's TSIB published their final report concluding the probable causes of the accident were:
- At about 1140hrs, while the aircraft was cruising at 40,000 feet, the flight crew observed weather about 80nm ahead of them and displayed on the ND as striped green pattern. The flight crew assessed that the top of the weather was at 30,000 feet.
- The flight crew assessed that no lateral deviation was needed, as the aircraft was operating at more than 5,000 feet above when passing the detected weather.
- The flight crew exercised prudence by asking the passengers to be seated and fasten their seat belts and conducted a more gradual descent to maintain greater separation from the detected weather. They instructed cabin crew to continue cabin service with caution.
- The aircraft encountered convectively induced turbulence, despite flying more than 5,000 feet above the detected weather.
- The effects of convective activity may extend above the top of the weather detected by the aircraft WXR and beyond the recommended weather avoidance height of 5,000 feet.
The TSIB analysed:
At about 1140hrs, while the aircraft was cruising at 40,000 feet, the flight crew observed weather about 80nm ahead of them with cloud top at about 30,000 feet, denoted by striped pattern green weather returns on their NDs. They deemed it was safe to continue on their planned route without deviating. Nevertheless, they exercised prudence in the following ways:
(a) The flight crew switched on the fasten-seat-belt signs to get the passengers seated. They also advised the cabin crew to proceed with their service with caution.
(b) When instructed by ATC to descend from 40,000 feet to 34,000 feet, the flight crew opted for a shallower descent to make sure that the aircraft passed above the observed weather higher than the weather avoidance height of 5,000 feet recommended by the aircraft manufacturer and the operators FCTM.
Unfortunately, despite these precautions, they could not avoid the turbulence encounter.
This occurrence highlighted that, although the aircraft manufacturer and operator recommend maintaining at least 5,000 feet above observed area of greatest threat, the effects of convective activity may extend significantly beyond the top of the weather detected by the aircraft WXR and have the potential to adversely affect aircraft flying more than the recommended avoidance height above the weather. Flight crews should remain cognisant of this possibility and exercise additional caution, such as instructing the cabin crew to stop service and be seated, when opting to overfly weather activity.
On Oct 12th 2026 Singapore's TSIB published their final report concluding the probable causes of the accident were:
- At about 1140hrs, while the aircraft was cruising at 40,000 feet, the flight crew observed weather about 80nm ahead of them and displayed on the ND as striped green pattern. The flight crew assessed that the top of the weather was at 30,000 feet.
- The flight crew assessed that no lateral deviation was needed, as the aircraft was operating at more than 5,000 feet above when passing the detected weather.
- The flight crew exercised prudence by asking the passengers to be seated and fasten their seat belts and conducted a more gradual descent to maintain greater separation from the detected weather. They instructed cabin crew to continue cabin service with caution.
- The aircraft encountered convectively induced turbulence, despite flying more than 5,000 feet above the detected weather.
- The effects of convective activity may extend above the top of the weather detected by the aircraft WXR and beyond the recommended weather avoidance height of 5,000 feet.
The TSIB analysed:
At about 1140hrs, while the aircraft was cruising at 40,000 feet, the flight crew observed weather about 80nm ahead of them with cloud top at about 30,000 feet, denoted by striped pattern green weather returns on their NDs. They deemed it was safe to continue on their planned route without deviating. Nevertheless, they exercised prudence in the following ways:
(a) The flight crew switched on the fasten-seat-belt signs to get the passengers seated. They also advised the cabin crew to proceed with their service with caution.
(b) When instructed by ATC to descend from 40,000 feet to 34,000 feet, the flight crew opted for a shallower descent to make sure that the aircraft passed above the observed weather higher than the weather avoidance height of 5,000 feet recommended by the aircraft manufacturer and the operators FCTM.
Unfortunately, despite these precautions, they could not avoid the turbulence encounter.
This occurrence highlighted that, although the aircraft manufacturer and operator recommend maintaining at least 5,000 feet above observed area of greatest threat, the effects of convective activity may extend significantly beyond the top of the weather detected by the aircraft WXR and have the potential to adversely affect aircraft flying more than the recommended avoidance height above the weather. Flight crews should remain cognisant of this possibility and exercise additional caution, such as instructing the cabin crew to stop service and be seated, when opting to overfly weather activity.
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