Short answer: The air near the ground is the busiest air of the whole flight. Wind tumbling over terrain and buildings, gusts, warm air rising on sunny afternoons and nearby storms all make the climb-out and the approach bumpier than cruise. It's normal and planned for: pilots fly a little faster in gusty air, airports watch for wind shear, and a go-around or a firm landing is a safety choice.
Key facts
- Significant mechanical turbulence generally needs a surface wind of about 20 knots or more, and in strong wind even hangars and large buildings make eddies that drift downwind. [1]
- Thermal turbulence is common on warm summer days, and many pilots prefer to fly in the early morning or evening, when it's weaker. [1]
- In the NTSB's study of US airline turbulence accidents from 2009 to 2018, none in the climb phase happened below 10,000 feet. [2]
- About half of those accidents (50.5%) happened during descent or approach, and flight attendants, who are on their feet preparing the cabin, were the people most often injured. [2]
- Wake vortices from other aircraft typically last one to three minutes, and controllers space departures and arrivals by the aircraft's relative size. [3]
- One airline's aircraft data for 2018 put 55% of its moderate-or-greater turbulence observations below 15,000 feet, and another 17% between 15,000 and 20,000 feet. [2]
Why the air near the ground is bumpier
At cruise, an airliner flies high above most of the weather that lives near the surface. On takeoff and landing it passes right through it. Here are the usual causes:
| Cause | What it is | When to expect it |
|---|---|---|
| Mechanical turbulence | Wind tumbling over hills and buildings, like water over rocks [2] | Windy days, especially with surface winds of 20 knots or more [1] |
| Gusts | Sudden changes in wind speed | Windy and stormy days; a gust that drops right at touchdown can make a firm bump [6] |
| Thermals | Columns of warm air rising from ground heated unevenly by the sun [1] | Warm, sunny afternoons, especially in summer |
| Wind shear | A sudden change in wind speed or direction [4] | Near thunderstorms, fronts and mountains [4] |
| Wake turbulence | Swirling air left behind other aircraft's wings [3] | Behind other traffic, which controllers space out to prevent it [3] |
Thermals are why a summer afternoon approach can feel like driving on a rough road. The National Weather Service notes that thermal turbulence has a pronounced effect on an airplane approaching to land and can displace it from its normal glide path [1], which the pilots, or the autopilot, then correct. If you can choose, the best time to fly for less turbulence explains why mornings are usually calmer.
At mountain airports, mountain waves can add bumps on the way in and out; Denver turbulence is the classic example. For the full picture of where bumps come from, see what causes turbulence.
Why it feels bigger near the ground
Near the ground, more happens at once. The airplane turns, the engines change power, flaps and landing gear move, and you can see the ground rushing past. Every bump arrives together with new sounds and sensations, so the whole experience feels more intense than the same bump would at cruise. Our guide to airplane noises explains the clunks and whirs that come with it.
What pilots do about it
Bumpy air near the ground is routine for crews, and each cause has a standard answer.
- Extra speed in gusts. The National Weather Service notes that takeoffs and landings in gusty conditions should be made at higher speeds to keep adequate control [1].
- Wind shear warnings. Ground systems such as LLWAS and Terminal Doppler Weather Radar detect shear near the airport, and airliners may carry predictive wind shear systems as well [4]. Crews train a set response for it [4].
- Pausing traffic when needed. At Denver, a National Weather Service paper explains, when wind shear and microburst alerts are persistent and widespread, approach control usually stops all arrivals and departures, typically for 30 minutes to more than an hour [7]. Flights wait for the storm to move on rather than fly through it.
- Wake spacing. Controllers separate departures and arrivals according to the relative size of the aircraft [3].
- Go-arounds. A go-around is when the crew decides not to land, climbs away and flies another approach or diverts. It can happen any time from the final approach until touchdown [5]. Airlines' procedures normally call for one whenever the approach doesn't meet set stability criteria, and controllers can order one if the runway isn't clear [5]. It feels dramatic, with the engines powering up and the nose rising, but it's a standard, trained maneuver.
- Seat belts on. Passengers are usually instructed to stay seated through takeoff and the climb toward cruise [2], and the sign comes back on for the approach.
Why a firm landing is often the safer landing
A bump at touchdown doesn't mean the pilot got it wrong. Finland's airport operator explains, with a pilot, that a firm landing can be the safer choice [6]:
- A soft landing can float. If the airplane descends too slowly just above the runway, it drifts along before touching down and leaves less runway for braking [6].
- Slippery runways need a firm touchdown. With rain, slush, snow or ice, a firm landing is the safest [6].
- Short runways call for a firm landing so every meter can be used to stop [6].
- Gusts surprise everyone. If the wind drops just as the airplane lands, passengers may feel a bump [6].
Is turbulence worse on takeoff or landing?
The NTSB's numbers point to the approach. From 2009 to 2018, no turbulence accident in the climb happened below 10,000 feet, while descent and approach together accounted for about half of all turbulence accidents [2].
The NTSB adds two cautions: its figures don't account for how long each phase lasts, and passengers are usually seated through takeoff and climb while flight attendants get up earlier [2]. Flight attendants, often on their feet preparing the cabin, were the people most often injured [2]. One airline's own aircraft data also showed where the bumps are: in 2018, 55% of its moderate-or-greater turbulence observations were below 15,000 feet [2]. For a passenger with a fastened belt, both takeoff and landing bumps are uncomfortable, not dangerous; is turbulence dangerous? explains why.
What you can do
- Keep your belt snug from the moment you sit down until the sign goes off at the gate.
- Use the restroom before the descent begins. About half of turbulence accidents happen during descent or approach [2].
- Breathe out slowly as the airplane turns onto final approach; see breathing exercises for flying.
- Know the sequence. Gear, flaps, power changes and bumps all belong to a normal arrival; what to expect on a flight walks through it phase by phase.
- Follow your crew, especially if they ask you to stay seated longer than usual.
How Sorapuff helps
Sorapuff's flight tracker follows your flight from the schedule and from what your phone feels, so it knows when you're climbing, cruising or descending, even in airplane mode, and shows tips for each phase and the time to landing. An optional reminder lets you know when the descent is near, and the bump meter shows each bump in g next to the 2.5 g the airplane is built for. It's information, not a safety device: always follow your crew.
FAQ
Why is landing so bumpy?
Because the airplane descends through the lowest air, where wind tumbles over terrain and buildings, gusts change quickly and sunny afternoons send up columns of warm air. The airplane is also turning, slowing and changing configuration, which adds sensations. All of this is routine for pilots, who fly slightly faster in gusty air and can go around if an approach isn't stable.
Is turbulence worse on takeoff or landing?
Landing, generally. In the NTSB's 10-year study of US airline turbulence accidents, none in the climb happened below 10,000 feet, while descent and approach accounted for about half. Most of those injuries were to flight attendants on their feet. For a passenger with a fastened seat belt, bumps during takeoff and landing are uncomfortable but not dangerous.
Why did the plane climb away instead of landing?
That was a go-around: the crew decided not to land and flew another approach. Procedures call for it whenever an approach doesn't meet set stability criteria, and controllers can order one if the runway isn't clear. The engines power up and the nose rises, which feels dramatic, but it's a standard, trained maneuver that pilots practice.
Why was the landing so hard?
Often on purpose. A firm touchdown keeps the airplane from floating down the runway, which matters on short or slippery runways, and it's the safest way to land on rain, slush, snow or ice. A gust that drops at the last moment can also make a landing firmer. A firm landing is a normal part of flying.
Is it safe to land in strong wind?
Yes, within limits that airlines and pilots set for each airplane. In gusty conditions pilots fly the approach a little faster to keep good control, and airports with wind shear alert systems warn the tower when the air near the runway is unsettled. When storms bring persistent wind shear, controllers pause arrivals until it passes.
Sources
- Turbulence (aviation weather training page), National Weather Service
- Preventing Turbulence-Related Injuries in Air Carrier Operations Conducted Under Title 14 CFR Part 121, Safety Research Report SS-21/01 (2021), NTSB
- Wake Vortex Turbulence, SKYbrary Aviation Safety
- Low Level Wind Shear, SKYbrary Aviation Safety
- Go-around, SKYbrary Aviation Safety
- A pilot explains: What causes bumpy plane landings? (January 17, 2019), Finavia
- Denver Air Route Traffic Control Center Thunderstorm Patterns, Denver Center Weather Service Unit, National Weather Service