ON COMMERCIAL SUMMER 2001

ISSUE 43 THE OFFICIAL PUBLICATION OF THE ISSN 1355-1523 FLIGHT1 SAFETY COMMITTEE bebe ready.ready.

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ISSN: 1355-1523 SUMMER 2001 ON SAFETY

FOCUS on Commercial Aviation Safety is contents published quarterly by The UK Flight Safety Committee. Editorial 2

Editorial Office: Ed Paintin Chairman’s Column 3 The Graham Suite Fairoaks Airport, Chobham, Woking, Surrey. GU24 8HX Tel: 01276-855193 Fax: 855195 Flight and Crew Response to Inflight Smoke 4 e-mail: [email protected] Web Site: www.ukfsc.co.uk Office Hours: 0900-1630 Monday-Friday Legal Adviser’s Column 11 Peter Martin

Advertisement Sales Office: Andrew Phillips Andrew Phillips Partnership Crisis Aftermath - The Common Threads 12 39 Hale Reeds Linda Tavlin Farnham, Surrey. GU9 9BN Tel: 01252-712434 Mobile: 07836-677377

Comfort and Style in the Air - The Safety Paradox 15 Dr Simon Bennett FICDDS Printed by Woking Print and Publicity Ltd The Print Works, St Johns Lye, St Johns, Woking, Surrey GU21 1RS Tel: 01483-884884 Fax: 01483-884880 Ford Air Transportation 18 ISDN: 01483-598501 Stuart Yeomans Email: [email protected] Web: www.wokingprint.com

Shairspace 2001 - Newcastle 21 FOCUS on Commercial Aviation Safety is Editor circulated to commercial pilots, flight engineers and officers holding current licences. It is also available on subscription to Like a Fine Wine, We Improve With Age 22 organisations or individuals at a cost of £12 (+p&p) per annum.

DPs: What Are They? 25 FOCUS is produced solely for the purpose of improving flight safety and, unless copyright is indicated, articles may be reproduced providing Book Review: Human Error By Design? 26 that the source of material is acknowledged.

UKFSC Seminar “ Gearing up for Safe Growth” 28 Publication of an advertisement, letter or announcement in FOCUS does not necessarily imply that the UKFSC endorses any such advertisement, letter or announcement. Front Cover:

1 Editorial

When have you done all that is “reasonably practicable” ?

Last year operators to the south of Spain passengers and asking for their co- last thing that the operators need is were faced with the problem where operation. departure delays caused by dangerous passengers were purchasing cigarettes goods being stowed in the aircraft hold. It for use on their return to the UK. This is is therefore necessary for every operator all quite legal and above board. In most The cigarette manufacturers were to make its own assessment of the risk instances these purchases were stowed contacted and asked for their assistance. and to take whatever measures it believes in their and carried in the aircraft They gave their full co-operation. are necessary to ensure that it has taken hold. However, these promotions were not “all reasonable care” in this regard. those of the manufacturer but of the local retail outlets. All such promotions were What was not known was that some removed from the duty free shops at the retailers were offering, as a sales airport, but it was not possible to get the promotion, gas lighters that were co-operations of all the stores in the attached to the packs of cigarettes. These towns and villages. There were no further lighters fall into the category of dangerous incidents but aircraft were delayed when it goods and should not be placed in was discovered that passengers were still luggage that is carried in the aircraft hold. carrying these lighters in the hold baggage.

This issue was brought to a head when a bag caught fire whilst in transit on a We are all aware that departure delays baggage trolley. Fortunately it did not have a knock on effect, they cause the catch fire whilst in the aircraft hold or go passengers inconvenience and cost the undetected until the aircraft was en route. operator money. Operators have an This could have lead to a disaster. obligation to ensure that their operation is safe but with holiday charters the passengers are always changing and Immediately this incident was reported all seldom return to the same place in operators to the area were notified and consecutive years. There is therefore little steps were taken to limit the risk. chance that holiday passengers will Passengers travelling to the south of become enlightened about the carriage of Spain were briefed not to pack these dangerous goods. lighters in the baggage for their return trip to the UK. They were advised to remove the lighters from the cigarette packs and So where does the operator stand? At to only carry one on their person. Their what stage can it be said that the attention was drawn to the dangerous operator has taken “all reasonable care” goods posters at check in. Some to ensure that dangerous goods are not operators went to great lengths and carried aboard their aircraft. expense to produce a pamphlet explaining the problem to their With the onset of the summer season the

2 Chairman’s Column

Landing Accident Analysis by: Captain Tom Croke

The recent publication of four reports, that at certain points in these events a decision height call “Continue”, not one by the Irish Air Accident decision to Go-around was appropriate or “Land”, emphasising that the approach Investigations Unit into an MD-11 over-run was changed. However, the crews will continue , with the continued accident in Shannon, one by the continued the approach in a destabilised possibility to Go-around, but that the Australian Transport Safety Bureau into a condition, often unaware of changes that option to land is now available. Is it time over-run accident in Bangkok, occurred to selected functions (auto- for Captains to be, not just “Go-Minded” and two UK Air Accidents Investigation speed brake/auto brakes), which had but also “Go-Around Minded”, where Branch reports into 321 tail-strikes occurred consequent upon large power every approach is an approach to a go- in London Heathrow set me thinking. I applications. The pace of operations, this around and a landing, if feasible, a was immediately aware that, once again, close to the ground, allows little time to bonus? these accidents happened in the assess or remedy such subtle changes “Landing” phase. When we consider that and the accident becomes inevitable. the IATA Safety Advisory Committee’s Jet Safety Report - 2000 found that, when analysed, the Landing accidents for year In such situations what can be done? At 2000 showed 28 Human with 19 that other fast-paced phase of flight, Environmental factors, compared with 7 Take-off, the time-critical and often difficult Technical and 20 Organisational factors. decision to “Go” or reject the take-off This combination of human and caused many accidents and incidents. environmental (mostly weather) factors After careful analysis many manufacturers seems to dominate in this critical phase advised that operators should engender of flight, landing. in their Captains a “Go-Minded” philosophy. This recommended narrowing the options that required a No-Go

When discussing this issue, in any forum decision to a very few failures or in which I have participated, the conditions and that for all other situations consensus seems to indicate that there is the “Go” option was recommended, with an inability to train appropriately for the the ultimate decision left to the Captain. crucial phase from 200 feet above touchdown to aircraft stopped safely on the . The principle reason for this Looking at the accidents statistics it lies in the inability of simulators to appears that many Captains are not “Go- accurately replicate this phase of flight, around” minded, preferring to persist with with all the variations that weather can approaches that would better be produce. discontinued. To Operators, what culture do you nurture in your operation. For many, the culture is to engender Go-

Knowing this, what can be done to around up to, and even after, touchdown obviate or mitigate the obvious risks. In if required, but not after reverse thrust both of the over-run accidents and the selection. Do you train for such an two tail-strike accidents it would appear option? Some Operators, at Cat 1 minima

3 Flight & Cabin Crew Response to Inflight Smoke

emergencies, airport emergency equipment responses, airplane evacuations, accommodations for displaced passengers, diminished goodwill, and extensive unscheduled maintenance following non normal procedures such as overweight landing inspection, recharging of oxygen, and repacking of escape slides.

Direct crew response to smoke and fumes originating from readily accessible equipment, referred to as known smoke, is key to minimizing operational consequences. Timely and prudent crew 1. Operational consequences and safety Engineering design by airplane response to smoke events of risks of smoke events. manufacturers, oversight by regulators, undetermined origin, or unknown smoke, and maintenance practices by operators minimizes risks during the remaining 2. Analysis of past smoke events and combine to minimize occurrences of flight, landing, and egress. smoke, fumes, and fire in the pressurised review of crew procedures. areas of airplanes. When smoke does 3. Recommended crew action for known occur, timely and appropriate action by Based on past smoke events, Boeing and and unknown smoke sources. the flight and cabin crews is imperative. other air transport industry leaders are Boeing has analyzed in-service smoke, pursuing initiatives to further reduce the 4. Capabilities for the remainder of the fumes, and fire events and reviewed likelihood of in-flight smoke. In addition to flight. airplane systems and crew procedures for enhancements to airplane design and its commercial airplane models. maintenance (see “Aging Airplane Systems Investigation,” Aero no. 7, July 1999), these OPERATIONAL CONSEQUENCES initiatives include improvements to the AND SAFETY RISKS OF SMOKE An in-flight fire or smoke event is a procedures used by the flight and cabin EVENTS timecritical situation that demands crews during a smoke event in the immediate action by the flight and cabin pressurized area of the airplane. crews. Cigarettes aside, any smoke in an Although most smoke events in the airplane is not normal. Crew response pressurized area of an airplane are resolved and rarely affect continued safe must be timely and use available airplane ANALYSIS OF PAST SMOKE EVENTS flight, landing, or egress, smoke is always controls and non-normal procedures. AND REVIEW OF CREW a significant issue with operational PROCEDURES consequences. These consequences include flight cancellations, flight To help ensure that appropriate steps are Boeing performed an analysis of reported schedule disruptions, air turnbacks, taken, the following issues need to be in-service events that involved smoke, airplane diversions, declared understood: fumes, fire, and overheating in the

4 pressurized areas of its airplanes between November 1992 and June 2000. Data were compiled for each model and included the following: the area affected in the pressurized area of the airplane, the smoke source perceived by the flight crew, the smoke source identified by the maintenance crew, the category of the smoke source, the airplane system or equipment involved, the means of detection (typically sight or smell by passengers or crew), and the effect on flight completion. (Note: The term smoke in the preceding list and in the remainder of this article refers to odors, smells, fumes, or overheating as well as visible smoke.)

Figure 1

The smoke events under study were categorized into three classes: air conditioning, electrical, and material. Air- conditioning smoke events were cases in which incoming bleed air was contaminated, perhaps from engine oil or contaminated outside air. Electrical events were cases in which electrically powered equipment overheated or emitted smoke or fumes. Material events involved material that gave off smoke or fumes such as food burning in an oven, lavatory waste ignited by a discarded cigarette, or spilled chemicals in the cargo compartment.

Figure 2 Figure 1 depicts a summary profile of air- category was divided by the total number models in figure 1 are listed in order of conditioning, electrical, and material smoke of smoke events for that model, yielding airplane complexity, starting with the most events for each airplane model included in the percentage contributions depicted in complex on the left. Larger airplanes with the study. This format enables comparison the profile. (Note: The three categories for more complex systems show a across airplane models of the three major each model may not sum to 100 percent predominance of smoke events of smoke source categories. For each model, because of insufficient information electrical origin, compared with the number of events in each source available to categorize an event.) The airconditioning and material smoke events.

5 conditioning origin, the Boeing QRH procedure is to isolate the air source, halting the introduction of contaminated air into the pressurized area of the airplane. An example of air-conditioning smoke is from engine oil, followed by abnormal engine parameters and odor in the cabin and flight deck. Once the crew has isolated the incoming engine bleed air, continuing fresh air from another source should quickly improve cabin air quality.

When a flight crew determines smoke is Figure 3 of electrical origin, the Boeing QRH For each airplane model, the air- smoke events occurred with the flight procedure is to depower the affected conditioning, electrical, and material crew on board. For many in-flight events, equipment. For example, if a flight crew events were subdivided by airplane flight crews took action consistent with sees smoke from a window-heating system. Figure 2 illustrates such a having identified the smoke source, such element, appropriate action would be to detailed categorization of smoke event as removing electrical power to (i.e., switch off that electrical equipment. An sources for a representative model. The depowering) that equipment. There was a example of known smoke in the cabin subcategories within the electrical significant number of events in which would be a seeing and category include systems or functions crew actions suggest that the smoke smelling smoke from a coffee maker; such as environmental control, electrical source could not be identified while in after turning off electrical power to that power, galleys, and flight deck flight. For smoke events in which the flight , the smoke stops and subsequent equipment. Presenting the smoke crew could not determine the smoke surface temperatures are normal. The key sources in percentages by airplane source, most were subsequently to properly handling a known smoke system or function allows comparison of determined by maintenance crews to be event is for the crew to be confident of multiple models with different fleet sizes, of electrical origin. both the smoke source and the ages, and missions. effectiveness of removing electrical power. RECOMMENDED CREW ACTION FOR Data also were collected on how the KNOWN AND UNKNOWN SMOKE crews perceived the in-flight smoke SOURCES Known smoke sources. events on all models. The data were Many smoke events involve smoke or grouped in a structure similar to the flight The Boeing QRH includes procedural fumes produced by equipment readily crew Quick Reference Handbook (QRH) steps for smoke, fumes, fire of air- accessible to the crew. Often, the event produced by airplane manufacturers and conditioning and electrical origin, and source can be identified by direct operators. Figure 3 shows such a smoke removal. When a flight crew has observation, such as seeing smoke portrayal for a representative model. Most determined that smoke is of air- exiting a piece of equipment, tracing a

6 smell to its strongest location, or feeling familiarity with smoke-clearing procedures, loss indicates that the time from first an unusually warm surface. and direct power control to cabin indication of smoke to an out-of-control amenities (e.g., an electrical power cutoff situation may be very short—a matter of switch at each galley location). If the crew minutes. For this reason, flight crew For a known smoke event confirming that cannot confirm that a persistent onboard actions when responding to unknown the situation has been resolved is as smoke or fire situation is completely smoke must be timely and appropriate. important as identifying the source. The resolved, however, Boeing recommends smoke or fumes must dissipate and any the earliest possible descent, landing, and overheating condition must improve for evacuation of the airplane. QRH procedural steps for addressing an the crew to be confident the situation is undetermined electrical smoke source under control. Only if the crew can call for the removal of electrical power for confidently identify the smoke source specific systems not necessary for safe and confidently ascertain that the flight, landing, and egress. This accounts condition is under control should for the majority of systems with a continuation of the flight be considered. significant history of in-service smoke Hand-held extinguishers ought to be at events. Also, as directed by the Boeing the ready, as the crew continues QRH non-normal checklist, the crew monitoring the equipment during the should plan to land at the nearest remainder of the flight. suitable airport.

Factors to evaluate in deciding whether During the remainder of the flight, the to continue the planned flight include the crew should be alert to any new signs level of confidence in identifying the that suggest the smoke source and smoke source, success in extinguishing Unknown smoke sources. remain mindful of operational functions the source, functionality of the remaining A crew may not be able to identify a needed to accomplish the diversion. systems, success in removing cabin smoke source because of the location of smoke, passenger distress, and position the failed equipment or because of air of the airplane along the intended route. circulation throughout the pressurized Many unknown smoke situations are later Any combination of these factors may cabin. Unknown smoke sources include attributed to electrical sources, make a diversion or turnback the environmental control systems, substantiating the positive step of appropriate choice. equipment cooling fans, door heaters, depowering specific equipment not plumbing heaters, avionics equipment, necessary for the remaining flight, fluorescent lights, and wiring faults. landing, and egress. Flight-critical Completing a planned flight has its systems do not have a significant smoke- advantages given the significant event history. operational costs of substitute equipment, The serious consequences of schedule disruption, potential passenger compromised structural integrity, system compensation, and diminished goodwill. function, or survivable environment CAPABILITIES FOR THE REMAINDER The best prospect for minimum disruption warrant timely and prudent action OF THE FLIGHT from a smoke event comes from crew by the crew. Review of historical data on training in responding to smoke, crew the rare fire events that resulted in hull QRH procedural steps to remove power

7 from affected equipment must ensure that evaluation. The elements of continued airplane systems during an unknown sufficient system capability remains to safe flight and landing were determined smoke event. Equipment used for red anti- accommodate adverse weather, a according to four safety requirements: collision strobes includes high-energy replanned route, and an approach into an controlled flight path, controlled airplane components, such as a high-intensity unfamiliar airport. In-service data show energy, navigation, and survivable flasher, and is an occasional source of that inordinate depowering of airplane environment. Conditions during the smoke in the pressurized area of the systems beyond QRH procedures is not remainder of the flight could necessitate airplane. From this standpoint, using the likely to be of benefit in an unknown the availability of flight management overhead switch to depower red anti- smoke situation. Further, such action system navigation, autopilot, multiple collision strobes may be beneficial during would significantly reduce airplane communication channels, ’s an unknown smoke event. Turning off all capabilities for the remainder of the flight. displays, smoke detection, fire exterior lighting, however, would be an suppression, cabin lighting, and electrical overreaction that would increase the risk of power for removing smoke. traffic conflict without commensurate During the study, several depowering likelihood of addressing the smoke source. strategies beyond current procedures were considered but ultimately not Exterior lighting illustrates the important incorporated into the Boeing QRH non- difference between a prudent crew Without complicated troubleshooting type normal checklists based on a risk-benefit response and an inordinate depowering of procedures, it is a practical impossibility to

8 depower all potential sources of unknown a higher proportion of non-essential situation and a thorough knowledge of smoke without compromising necessary equipment, while the left electrical bus airplane systems. systems. The key to depowering potential powers the higher proportion of flight- unknown smoke sources while protecting critical equipment, necessary airplane functions involves balancing a series of risk assessments. Because the QRH must facilitate timely The best response to an event of and prudent crew action appropriate for a unknown smoke combines use of prudent broad range of scenarios, the QRH QRH non-normal checklists and flight procedures cannot resort to a severely crew discretion based on the particular depowered electrical configuration. Boeing QRH procedures are developed with the understanding that, at a flight SUMMARY crew’s discretion. additional action may ■ Engineering design by airplane manufacturers, oversight by regulators, and be taken that is deemed necessary to maintenance practices by operators combine to minimize occurences of ensure safe flight. smoke, fumes, and fire in the pressurized ares of airplanes.

■ When an in-flight smoke or fire event does occur, it can be a time-critical If a flight crew considers action beyond situation that demands immediate action by the flight and cabin crews. the QRH procedures, the action must be ■ Crew should follow QRH procedures, which must be structured to allow based on the particular situation and flight and cabin crews to promptly respond to an in-flight smoke event. knowledge of airplane system operation.

Procedural alternatives that may be ■ In known smoke events, direct crew response minimizes operational reasonable near a familiar airport under consequences, such as flight cancellations and air turnbacks. visual meteorological conditions may not ■ be appropriate in adverse weather or If a crew cannot confirm that persistent onboard smoke or fire has been completely extinguished, Boeing recommends the earliest possible unfamiliar surroundings with a descent, landing, and evacuation of the airplane. compromised airplane. The crew may also have additional flight deck effects or ■ In unknown smoke events, a prudent crew response minimizes risk during information beyond those explicitly remaining flight. Inordinate depowering of airplane systems is not likely to identified in the QRH (e.g., tripped circuit benefit an unknown smoke situation because such action significantly reduces airplane capabilities for the remainder of the flight without breakers, synoptic information, or reports commensurate likelihood of depowering the unknown smoke source. from cabin crew) that may assist in identifying the smoke source. ■ Many unknown smoke sources are later determined to be electrical, substantiating the positive step of depowering specific equipment not crucial to the remaining flight, landing, and egress. Historically, flight-critical A flight crew in an extreme situation will systems have not contributed to smoke events. benefit from airplane system knowledge ■ In an extreme situation, a flight crew will benefit from knowledge of airplane that would be inappropriate to detail in systems that would be inappropriate to detail in time-critical QRH time-critical procedures. For example, on procedures. most Boeing-designed two-engine airplanes, the right electrical bus powers

9 Tips on Minimizing Smoke Events ■ Some known smoke events are ■ A flight crew may be able to identify directly preventable. Paper may come unknown smoke as air-conditioning The following tips are based on the review into contact with hot lighting, either in smoke based on subsequent and analysis of in-flight smoke events on the cabin or crew rest areas. Food indication. In an air-conditioning Boeing airplanes between November may be left in an oven or a coffeepot smoke event caused by leaking 1992 and June 2000: heated while empty. engine oil, the first symptom noticed by the crew may be the burning odor ■ Although not a serious risk for ■ Smoke or actual fire events have been of unknown origin. Subsequent engine propagating fire, several events initiated by repeated circuit breaker indications might clarify an abnormal occurring immediately before or after resets during ground troubleshooting. engine situation, and the airplane departure were attributed to Even when performed on the ground, corresponding bleed air source can engine or auxiliary power unit (APU) circuit breaker resets should be be isolated. maintenance activity during the performed cautiously. Important previous ground leg. Most operators considerations are the number of have ground crew procedures for reset attempts, cooling time between Reprinted from Aero Magazine by engine or APU runs following reset attempts, and the stationing of permission of the Boeing Company. maintenance. For an operator with maintenance crew monitoring for concerns in this area, a review of unusual sounds or smell. ground procedures that require engine or APU run may be appropriate.

10 UKFSC Legal Adviser’s Column by Peter Martin

Fuel Tank Safety

In May 2001 the FAA fuel flammability and fuel tank inerting. A 2001, just after this column is written, and addressed, in a very new FAA regulation affecting 6971 US manufacturers have just 18 months to comprehensive way, the transport aircraft, with 30 or more seats, will conduct the safety reviews and to develop issue of fuel tank safety now require manufacturers to conduct a the programmes and systems outlined in passenger aircraft. one-off design review of the fuel tank system above. Operators will then have 36 months of each model in the current fleet; the idea is to incorporate an FAA approved that such review will ensure that no failure maintenance and inspection programme Mandatory design, maintenance and could create ignition sources within the fuel into their operating procedures. operational changes aimed at minimising the tank. In addition, specific programmes will flammability of aircraft fuel tanks are the be designed for tank maintenance and cornerstones of regulatory amendments in inspection and the development of Early estimates of the cost of the initiatives the form of a Special Federal Aviation maintenance and inspection programmes to indicate a cost of some USD 165M over 10 Regulation (“SFAR”) issued early in the ensure fuel tank safety. years. USD38M for the manufacturers month by the Federal Aviation Administration. review, changes to programmes for inspection and maintenance some USD Based on information to be provided by 92M. Lost net revenue some USD24M and Asserted by the FAA to be the most manufacturers, operators must then develop additional record-keeping some USD 10M. comprehensive fuel tank safety initiative and implement an FAA-approved fuel tank ever implemented, the proposed action maintenance and inspection programme for includes the setting of standards to their aircraft. For aircraft designed with heat Why does this information appear in your minimise the potential for failures that could sources adjacent to the fuel tank, the legal adviser’s column you may ask? result in ignition sources in fuel tanks on standards require the manufacturers to Because any failure to comply with the new both new and in-service aircraft. reduce the time fuel tanks operate at risk by SFAR is subject to penalty. Furthermore, if designing fuel tank systems with a means of any fuel tank flammability-related accident minimising the development of flammable occurs in the future, after full Everyone recalls the crash of TWA Flight 800 vapours in the tank or some other means of implementation, very serious liability issues in July 1996. Since then the FAA has been preventing catastrophic damage in the will arise for regulator and regulated alike. much concerned with the three fundamental unlikely event ignition occurs. So the development of all this in the US, areas that keep aircraft fuel tanks safe, and any similar programmes in the EC or namely, the prevention of ignition sources, The new rule becomes effective on 6 June elsewhere, will need watching carefully.

Regulation of Flying Displays

The tragic accidents at this year’s Biggin The permission is only granted to the must not ever fly - and over the areas Hill Air Fair (2nd, 3rd June), first to a Vampire organiser if the CAA is satisfied that he is surrounding airfields every precaution for and then to a Kingcobra, raise questions a fit and competent person, having regard the avoidance of risk must not only be about the regulation of flying displays. to previous conduct and experience, taken but be seen to have been taken. organisation, staffing and so on. Similar criteria apply in the case of the pilot Members may be unaware that Article 70 of display authorisation. Fitness and Only time will show what happened that the Air Navigation Order provides a competence are clearly of critical and weekend but, whatever the causes of comprehensive scheme of regulation based obvious significance. these accidents, it must be assumed that on the need of the organiser to obtain from further tightening up of the regulation of the CAA a formal permission in writing and this activity will inevitably take place even to comply with any conditions imposed. It follows, therefore, that a heavy burden of though Article 70 is relatively new. There responsibility for the safety of displays of can be no room for complacency where flying falls not only on organiser and pilot the safety of the public is concerned and No person may act as pilot of a but, also, on the CAA. There is nothing confidence will have been damaged by participating aircraft unless he has an unusual in all this, obviously, but given the these two accidents in two days. appropriate pilot display authorisation and hazards known to be associated with the complies with any conditions subject to flying of vintage and veteran aircraft in the which it may have been given. vicinity of crowds - over which they clearly

11 Crisis Aftermath - The Common Threads by Linda Tavlin

Each time an aviation related crisis Five levels of communication people, human resource people, etc., are occurs, the world takes note as to how the prohibited from taking part in these company, primarily the carrier, handles the There are five levels of communication meetings. Therefore, in order for the aftermath. There are usually two ways beginning at level one with the corporate communication people to get these events are analyzed. They either investigators. A crisis first and foremost is the information they need to do their job, say that the company did a good job and an investigation. The investigators of the they have to rely on the safety and quality the subject disappears in a matter of days host country have all the say-so regarding people for their answers. They will or weeks at the most, or they say they did the crash. Under ICAO standards, therefore need careful briefing. a very poor job and they never stop company representatives who are a party talking about it. Most people say they to the actual investigation are required to remember the company for doing a good be technically qualified. As you can see, reality dictates that safety job but they can not exactly state why. and quality departments are involved at every level. If a corporate plan does not The second level will be the regulators. mirror this reality, it will fail. Similarities and differences An organization must keep flying and the regulators have the power to ground an In my twelve years working with aircraft (eg. Concorde), limit an Working as a team companies both before and after organization’s ability to perform disasters, I have seen some common maintenance, or ground an airline (eg. I am not suggesting that any one level is threads linking those who are perceived to Valujet). When the regulators come into more important than any other. They are have handled things right as well as some an organization to see what went wrong, all tied together under the umbrella of an common threads between those who are they are going to go to the technical investigation. not so well remembered. departments.

If you look at Air France, you will see that The three companies I would like to cite as The third level will be the lawyers and they have a crisis director who works hand companies who, generally speaking, are insurance companies. When the lawsuits in hand with the safety and quality remembered for handling things right are Air begin and the lawyers try and determine departments. The physical location of France, Swissair and Saudi Arabian . liability, your company employees will be their offices is in close proximity. During I worked with Saudi Arabian Airlines on-site subpoenaed to testify. It will be the the Saudi Arabian Airlines investigation, in Delhi after their tragedy in November of employees from your technical departments the safety manager led the process. 1996 and I also had the opportunity to work who will be involved - safety and quality. When Swissair organized training, it was with Air France and Swissair prior to their done through their safety department. disasters. There are a number of things these companies have in common. The forth level is communication with the families, relatives, survivors, etc. Each These organizations treat the crisis as company has volunteers who act as care what it is, an operational event, not a The first thing they have in common is that givers. These people are the first line of media event. The media is just one party all of their plans are based on the reality of contact. The number one question they to the investigation. Those companies what happens in the aftermath of a crisis. want answered is why did their loved one who have a strategy that treats a crisis as They realize that there are many different die. Caregivers do not have the answer to a media event run the risk of offending the levels of communication and reality will that question. The people with the answer investigators of the host country. There mandate the hands-on involvement of an to that question are those working hands- were many untruths leaked in Delhi in the organization’s safety and quality on with the investigation. early days after the crash of Saudi Arabian departments. By safety and quality people I Airlines that put the blame for that tragedy mean those working in the departments of on the Saudis. Although a company has operations or technical operations. The fifth level is the media. Companies many interests to protect, the number one Because the windows into a company are have their corporate communication priority for the Saudi team was to not through the safety and quality departments, departments. Each day the investigation offend the investigators of the host I will refer to them as safety and quality. team will meet and discuss the findings of country by using the media to posture. In the day. Corporate communication the end, the facts revealed that it was not

12 a tragedy caused by any deviation on the me just cite a few examples of mistakes Summary part of Saudi Arabian Airlines. made as a result of a plan that does not meet reality. In summary an organization needs a plan that meets reality. The reality is that the Crisis leaders technical people, or safety and quality The first and most serious mistake a people, of an organization will ultimately Their crisis leaders, whether they are in the company can make is to preempt the have to answer for what happens. If a safety department or in a separate crisis investigators of a host country. It is never plan does not meet reality by making department, are inclusive. By that I mean going to be the carrier or manufacturer who these people the lead strategists in the that all elements of their plan come under is the first to announce what did or did not plan, the plan is going to have one umbrella. They do not separate their cause the crash. A company runs the risk weaknesses. If a plan does not meet plans into two parts - technical of being excluded from the investigation for reality, it will not be the fault of the media. investigation and crisis management. By doing this. Many countries have very crisis management I mean handling the complex political realities that further media and families. They try and provide complicate what is already a complicated Biography as much information as is needed by all process. No one can change these Linda Tavlin has been an aviation levels of the workforce that reality will realities and if a company does not communication consultant since April 1989. require to be involved. appropriately prepare for them, it is not the She helps professionals in the aviation fault of the host country. industry communicate their message with expertise in issues including safety, quality, I have looked at, been briefed on and have accident investigation, flight standards, been in contact with companies who have Second, when a company has serious manufacturing, security, air traffic and been seen to have done it wrong. I see underlying technical issues that are going environment, both foreign and domestic. some similarities between these companies. to surface - whether they have anything to do with the crash or not - they must have technical people as lead strategists in the Her knowledge expands beyond the United Doing it poorly communication plan. States and she has worked training carriers, manufacturers, regulators and First, they do not properly prepare for the accident investigators throughout the world. reality of doing business in the various Third, technical issues are nearly always Her expertise has been sought by foreign countries to which they fly. the underlying reasons for these tragedies. carriers world-wide who have experienced If you want to convey credibility, you must the tragedy of an airline crash. have the highest-level technical person in Second, their safety and quality your company talk about the technical departments are excluded from being issues. For example, if you look at an lead strategists in their crisis plans. They event and see that pilot issues are going are placed in the position of having to ask to surface, you must have either the Chief permission for training, information, or Pilot, Vice President of Flight Operations, communicating. or Safety Manager as the lead communication strategist. You do not send a public relations person unless you Third, they separate their plans into two want to send the message that you are parts. First, the technical investigation trying to “spin” the issue. What would you and second “crisis management” (the think if a company sent a lawyer to speak? families and media). It creates the perception that a company is trying to hide something. The same sort of negative perception can be created by The mistakes made having a corporate communication person talk about serious technical issues with Without identifying specific companies, let difficult follow-up questions.

13 passion

TRW Aeronautical Systems (Lucas Aerospace) provides the global aerospace industry with high integrity systems and equipment in engine controls, flight controls, missile systems, power generation and management, cargo handling, hoists and winches, and flexible shafts and couplings, all backed by a world-wide customer support organisation. To deliver the requisite standards of product reliability, airworthiness, quality and safety, organisation approvals held include JAR-21 for design and production and JAR-145/FAR 145 for maintenance and repair, all being supported by ISO 9001 Quality Management System certification.

passion for excellence

TRW Aeronautical Systems Lucas Aerospace www.trw-aeronautical.com Comfort and Style in the Air - The Safety Paradox by Dr Simon Bennett FICDDS

It offers us a great chance to really throw out the design ‘rule book’’. With this in mind Virgin are considering even larger bars than on their current aircraft, showering facilities for all classes of ultra- long-haul passenger and even a gymnasium. Of course, the desire to replicate the grandeur and comfort of an ocean-going liner for the air-traveller is nothing new. The airships of the 1930s came pretty close to delivering ocean- liner standards of comfort and elegance. The Hindenburg’s dining room, for example, covered 750 square feet. Its lounge contained a baby grand. Its promenade decks were 50 feet long. Later conventional aircraft aspired to the same ideal. The Flying Boat, The era of the ‘super jumbo’ is finally a passenger with the words ‘Welcome to for example, had, according to the upon us. Reflecting the ever-upward trend the , a member of the cabin Imperial Airways Monthly Bulletin for in international air and the staff will show you to your room ...’. In the December 1936, ‘... a surprising amount continuing popularity of hard-pressed second scenario a couple is shown of space for promenading’. According to hubs like Heathrow and JFK, Airbus relaxing in their ‘bedroom/shower’ space Hudson and Pettifer passengers praised Industrie have decided to press ahead (needless to say the woman is shown the Empire Boats’ ‘speed and quietness with the development of the 555-seat actually having a shower). In the third and roominess’. Boeing’s pre-war A380. This is by any measure a large scenario passengers are shown window- Clippers were, if anything, even more aircraft. Even in its most basic incarnation shopping in the on-board mall, while in capacious, having a ‘dining salon’ and it is capable of carrying more passengers the fourth scenario passengers are ‘deluxe suite’. There were more prosaic than Boeing’s competitor, the 747-400 depicted enjoying a drink at the bar. The touches, too, like the self-service area with (421 passengers). As Airbus rightly point legend reads ‘An aperitif perhaps? its water cooler and disposable paper out, this size of aircraft offers new options Champagne? Of course sir. We hope you cups. Boeing continued to pander to and possibilities for operators and the enjoy your stay at the A380’. This last passengers’ hedonistic instincts after the travelling public, most of which (like me) statement reinforces the image of the war, the 377 Stratocruiser, for example, have cut their air-travelling teeth on A380 as a ‘flying hotel’, wherein having a lounge-bar for 14 passengers. cramped and unimaginative coach-class passengers may perambulate and BOAC’s enthusiasm for the aircraft was accommodations. Realising that with the selectively consume to their heart’s desire unbridled; ‘Meet congenial companions in A380 they have the chance to ‘change the (until, that is, their money runs out or their the lower-deck lounge. Retire to the canvas’ of mass aviation transit, Airbus appetites are sated). The marketeers’ privacy of a foam-soft berth (nominal extra have let their imagination run riot, both in rhetoric supports the notion of the new charge)’. Boeing again offered operators their marketing pronouncements and in aircraft as a ‘ship of the air’. Consider, for the chance to match the elegance of the the images they use to promote the new example, the following from the defunct transatlantic liners with the 747. Leviathan. In one advertisement an A380 company’s Commercial Director, John Japan Air Lines (JAL) waxed lyrical about is depicted swooping low over a night- Leahy; ‘Passengers will be able to wander the possibilities. Here was a chance to time city. The legend reads ‘It doesn’t just around the A380 .... We foresee airlines persuade the passenger - through artifice take you to your hotel ... it is your hotel’. installing reception areas, an atrium, duty - that s/he was not flying at all; ‘[The This startling image and correspondingly free shopping and even a casino’. A interior] has been arranged to give you the strident assertion is accompanied by four potential launch customer, , feeling of being in a tastefully designed graphics depicting the interior. The has equally grand visions. As their Head living-room, rather than in the Economy ‘Reception’ area is depicted as an airy of Design, Dee Cooper, has said; ‘From Class cabin of a futuristic jet plane’ ran atrium in the heart of the aircraft. In the an architectural point of view, the most JAL’s advertising copy. graphic a cabin crew member addresses exciting thing about the A380 is its size ....

15 Thus Airbus, in seeking to persuade us aircraft (as in the case of JAL’s ‘flying minimum of direction, seek out the that they have made a ‘flying hotel’ or sitting-room’ or Airbus’s ‘flying hotel’) nearest available seat and belt-up. ‘liner of the air’, are merely following a surely it becomes more difficult for those Research has shown, however, that in a long tradition amongst manufacturers of crewing such aircraft to control their serious emergency even the most rational seeking to offer an alternative to the charges in situations of risk or danger? human being can behave ‘irrationally’. unimaginative coach-class austerity of the This, essentially, is the paradox of the What parent, for example, engaged in a modern jet. In doing so they are to be perennial ‘elegant air transportation’ ideal. little family shopping in the Duty Free or commended. I, for one, have had enough For all its woes (some of which are buying a ‘carry-out’ pizza for their brood of sitting for seven trans-Atlantic hours alluded to above) one of the distinct would heed an urgent instruction to belt- with my knees in my chest, a baby benefits of regimented, highly up in-situ when they had left their children bawling in my left ear and a rubber standardised coach-class travel is that and/or partner in some other (perhaps far chicken lodged in my gullet. But there is charges are relatively easy to control and distant) part of the aircraft? Research has another dimension to be considered - that direct - especially in an emergency. For shown that in such situations individuals of safety. The most obvious problem with the most part passengers are in their will seek out their offspring and other allowing passengers to shower, exercise in seats, their lap belts either loosely secured family members - just in case. Again the a gymnasium, promenade, shop and sit in or quickly fastened, their lifejackets an manufacturers’ and operators’ riposte open-plan restaurants is persuading them arm’s stretch away, their oxygen masks might be that such acute emergencies are to ‘sit and strap’ when the going gets poised above their heads and the rare. I am sure that the captain and crew rough. Furthermore, if there is more requisite instruction card slotted in the of the Kenya-bound 747 space, controlling what goes on in that pocket in front of them. Perhaps a more that came perilously close to disaster space (illicit smoking, for example, or serious problem is that those ABPs when a passenger grabbed its controls confrontations between passengers) deliberately checked-in to seats at exit were not expecting such an emergency. becomes more difficult - unless aircraft points may be unable to return to their And if Captain William Hagan and his are crewed to a level where monitoring seats in an emergency. How would a crew were not expecting it, it is doubtful and control of passengers can be hard-pressed cabin crew compensate for whether any of the passengers were guaranteed. To be fair, some operators are this? expecting it. aware of such problems. Virgin’s Dee Cooper, for example, offers the following solution; ‘One way ... is to make the The manufacturers’ and operators’ riposte As with all such debates, however, there is interior airy and spacious but carefully size to such concerns might be that, being an ‘up’ side to the concept of the ‘flying the aisles and open spaces to discourage responsible adults, passengers would act hotel’. Given recent concerns over deep people from walking about’. This, however, reasonably in an emergency: Given vein thrombosis, allowing passengers to judging by the Airbus advertisement appropriate warnings they would, with a move around an aircraft, even to the point described at the beginning of this article, does not accord with the manufacturer’s vision. John Leahy explains that ‘... seat belts will be provided in all areas of the aircraft’. But what will those passengers who are caught mid-transaction in Duty Free or exercising in the gym or taking a shower or standing at the bar waiting to get served or playing roulette do in an emergency? As one correspondent to Flight International has written; ‘In the event of clear air turbulence when the aeroplane suddenly sinks or is tossed around ... will the gamblers first run back to their seats or line up to cash in their chips?’ If the manufacturer and operator are determined to persuade passengers they are anywhere but on board an

16 where they can exercise in a gymnasium, gimmicks’, Flight International, 2-8 is no bad thing (although it could be January, p. 71. argued that those passengers most in need of exercise, like the elderly, would not use the gymnasium). Furthermore, Biography allowing passengers to move at will Dr Bennett directs the Scarman Centre’s through the aircraft might, in generating a distance-learning MSc in Risk, Crisis and more congenial and relaxed and less Disaster Management at the University of regimented atmosphere, alleviate tensions Leicester, England. He has a PhD in to the point where so-called ‘air-rage’ sociology from Brunel University, London, becomes less of a problem. And and has been published in The Log and ultimately, what manufacturers like Airbus other journals. He is a Fellow of the are trying to do is to make flying a more Institute of Civil Defence and Disaster enjoyable experience. And who could Studies. argue with that? Ultimately, of course, a balance must be struck between the manufacturer’s desire to offer something different (reflecting the passenger’s desire for more comfort and greater freedom) and reasonable standards of personal safety. Those operators thinking of offering shopping malls and restaurants and luxuriant, soapy showers may well wish to consider what litigation might follow a passenger injury sustained during a bout of turbulence, where that passenger did not have enough time, or was unable to find, a vacant seat so s/he could belt-up? And at a more practical level it is worth pondering how, in an aircraft where passenger movement is, through the provision of out-of-seat amenities, actively encouraged, access to the environs of the flight deck can be monitored and controlled? Experience With nearly thirty years experience, we can easily claim to be one of Europe’s leading providers of Sources aircraft services. Hudson, K. and Pettifer, J. (1979) Diamonds in the Sky - A Social History of Air Travel, London: Bodley Head Air Contractors Moxon, J. and Kingsley-Jones, M. (2000) The Plaza, New Street ‘The XX files’, Flight International, 18-24 Swords, Co. Dublin July, pp. 76-82. Ireland

Stevens, R. (2001) ‘Brand Building in the Tel +353 1 812 1900 Fax +353 1 812 1919 A380’, Airlines International, Volume 7 [email protected] Issue 1, January-February, pp. 18-19. www.aircontractors.com Zilber, J. (2001) ‘Let comfort come before

17 Ford Air Transportation Europe Stuart Yeomans - Quality Manager Engineering

operations. Because of its location and facilities, Stansted was chosen, an office and hangar accommodation was set up, and engineering assistance contracts put in place.

After a period of crew training, the manager decided that the department was ready to begin operations and at 08.05 on the 14th August 1967, G-ASXT departed for Cologne on Ford Air Transportation’s first scheduled service.

The 1960s for the Ford Motor Company The choice of aeroplane for this new Air was a period of transition; the evolving Transportation Department was influenced The first full year of operations saw the European Market and Free Trade Area by the American operation which had department settling down to a smooth presented the company with two huge been operating Gulfstream Is for some routine, establishing a high standard of markets with reducing trade restrictions and time; these were proven in service and service and reliability which the department expanding economies. At this time the main well known to the management. A suitable has successfully maintained ever since. manufacturing centres in Britain and Gulfstream I was found in Europe, Operations during 1968 proved beyond Germany were still developing on operated by Shell Oil UK, a deal was doubt the value of the Air Transportation independent lines, designing their own cars, struck and G-ASXT became the first Department and indicated that more which often employed different engineering aircraft of the new department. capacity would be required in the future. principles. The developing situation in Consequently in March 1969 a second Europe demanded that there should be Gulfstream I was acquired, G-AWYF. This rationalisation of the product range. At this point the department’s first aircraft soon proved its worth and continued manager was appointed, who set about in service into the 1990s. The arrival of the the task of appointing pilots and engineers second aircraft warranted more engineering The new philosophy came to fruition in and establishing a suitable base for coverage and two more engineers were 1967 with the formation of Ford of Europe, charged with the task of coordinating all of Ford’s European activities.

One bi-product of this organisation was a growing need by personnel to travel between the various national manufacturing and marketing centres around Europe. As part of the overall logistical plan it was decided to open an Air Transportation Department within Ford of Europe, dedicated to the travel requirements of the new company structure.

18 employed for minor inspections and suitable new aircraft type. Interest soon Cork, Cardiff and Coventry. rectification work, Marshall of Cambridge centered on the BAC1 11 a tried and tested performing the heavy engineering. British powered by Rolls Royce engines. Two BAC1 11s were located that During 1981 Ford Air Transportation The following year, the department were operated by the Brazilian Air Force carried its 500,000th passenger since entered the jet age with the acquisition of and successful negotiations resulted in the 1967, and in 1987 was presented with the a Hawker HS125-400, G-AYFM. The acquisition of G-BEJM and G-BEJW. Later, gold award for occupational safety by the department was now expanding fast in in 1977 a third BAC1 11 was purchased Royal Society for the Prevention of both operations and engineering, some from the German airline Bavaria, G-BFMC, Accidents. At the end of 1988 the lease on 3,000 hours being flown during 2,143 JW and MC then became the two the original Ford hangar was due to expire flights carrying 23,000 passengers. commuter aircraft and JM was reconfigured and the hangar which was built during At this time the Ford Motor Company was into the VIP role. Once the BAC1 11s had world war II was to be removed to make increasing its range of cars and settled down in service there was time to way for a new taxiway. On 1st of July 1989 Ford moved into a new hangar, the old hangar being removed and reconstructed at the Imperial War Museum at Duxford, were it remains to this date.

Passenger figures continued to rise throughout the decade from 61,500 in 1981 to 81,000 in 1990 and by the end of 1990 Ford Air Transportation had more than justified its existence as an essential part of Ford of Europe.

The 1990s had begun well for Ford Air introducing new manufacturing plants reflect on what was being achieved and Transportation but there was now a feeling of throughout Europe, all of which placed an what would be required in the future. There change in the air as commercial pressures ever increasing demand for travel across were still a few changes to take place; a began to build, both from within the Europe. So much so that the Air third Gulfstream I, G-BRAL was transferred company and from the highly competitive Transportation Department found it from Ford of America, the Hawker HS125- world outside. The BAC1 11s had served increasingly more difficult to provide the 400, G-AYFM and a Gulfstream I, G-AXST, Ford well but restrictions within Europe capacity required. Throughout this period were disposed of as surplus to regarding the operation of older jet , of intense activity the Air Transportation requirements. Ford Air Transportation particularly with regard to the question of Department subcontracted some of the entered the 1980s in good shape, with a engine noise, indicated that some type of flights but it soon became apparent that if rationalised and efficient fleet of five aircraft replacement aircraft would be required. the department was to keep pace with which was to remain unchanged for the these developments a new type of aircraft next decade. A wide range of services was would be required. being offered by the department, with By the beginning of 1992 the search was executive flights and scheduled services to on in earnest for replacement aircraft and Cologne, Valencia, Bordeaux, Liverpool, this search ended when it was discovered During 1976 the search began for a Maarstricht, Saarbrucken, Amsterdam, that US Leasing, a Ford subsidiary

19 VIP aircraft and in April 2000 a Gulfstream IV aircraft, VP-BIV was acquired.

At this time, a reassessment of the function of the service which Ford Air Transportation provided was undertaken and another change to the fleet was decided upon. At the time of writing this article, the two MD87s have been transferred to Miami Air International, who have a contract with the Federal Marshal’s Office to transport prisoners. To replace the MD87s, two Boeing BBJs company, had two MD87 aircraft which The sole remaining BAC1-11, G-BEJM were ordered, delivered during the second had previously belonged to Midway continued to operate VIP flights supported week of January 2001. The training has Airlines. A leasing agreement was struck by Gulfstream I, G-BRAL. Gulfstream I, G- been completed and entered service on and the two MD87s were flown to Finnair AWYF, being now surplus to requirements, 15th January 2001. for a C check, Bermuda was selected as was sold to General Aviation Services the country of registration and VR-BOO based in Chicago during June of 1994; it and VR-BOP entered service. By early had served Ford well for 25 years. After this reorganisation, one thing that is 1993 the two MD87s were well enough certain is that the Ford Air Transportation’s established to consider the sale of two team of pilots, cabin staff, engineers and BAC1 11 aircraft and the last scheduled Ford Air Transportation continued to all who support them, will continue to BAC1-11 flight was made on 8th April evolve. In April 1996 Gulfstream I, G-BRAL maintain the exemplary standards of 1993. After sixteen years of successful was sold to Transair based in Kinshasa, efficiency and safety which has been operations, G-BEJW and G-BFMC were Zaire and is now believed to be in South established over the years. We can with put up for sale and in July both left Africa. Despite the decreasing number of great pride say that in our 33 years of Stansted bound for Kabo Air Services aircraft the passengers carried continued operation, to date, we have never had an based in . to rise and broke through the 100,000 accident or caused injury to any of our mark by a considerable amount. passengers.

The introduction of the MD87 aircraft had a profound effect on the schedules In October 1997, the remaining BAC1-11, operated by Ford Air Transportation. G-BEJM was sold to Twinjet who were Because of the 96 seat configuration it acting on behalf of an Indonesian client, was possible to provide the same number leaving the Ford fleet down to just the two of passenger seats while reducing the MD 87s. At the same time an HS125 scheduled flights. The total number of aircraft, G-JETI was purchased from Al passengers carried rose in 1993 to just Karafi, to provide the VIP service which under 83,000, the trend continuing during was previously supplied by G-BEJM and 1994 to almost 100,000 passengers. G-BRAL and because of the small number During the course of 1994 the department of VIPs in Europe at the time this proved carried its one millionth passenger since sufficient. However, as this situation operations began. changed there became a need for a larger

20 SHAIRSPACE 2001 - Newcastle By The Editor

On the 3rd May 2001 another in a series had the opportunity to air their views and (b) Commercial operators that use Class of SHAIRSPACE meetings was held at the to ask questions on all the topics covered. G Airspace on a regular basis should Britannia Hotel, Newcastle Airport. conduct a thorough risk assessment of these operations to ensure that they In general the evening was considered fully understand the risk that they are

The meeting was organised by Wg. Cdr extremely good value and many taking by so doing. Guy Stockhill of the Department of Air contentious points were aired. Many good Staff and co-chaired by Air Commodore suggestions were made and these are Chris Moran (DAS) and Ed Paintin (Chief being forwarded to the appropriate body SHAIRSPACE once again proved to be a Executive, UK Flight Safety Committee) for consideration. resounding success and of great value to those Air Traffic Controllers and Aviators who made the effort to attend.

Over 100 delegates from both civil Delegates were able to meet the key operators and the military attended. A players in various organisations and in number of excellent presentations were future will be able to make direct contact made to introduce the delegates to various to discuss relevant issues. aspects of air operations taking place No Smoking within Class G airspace. These included: The two main points that emerged from An Airprox Summary for the Region, A 26-year old female passenger on the discussions were: AWACS Operations and Procedures, Air board a transatlantic flight was Defence Operations and Procedures, arrested on landing for illegally Control in Class G Airspace, SPADEADAM head-butting a cabin crewmember. Operations, Newcastle ATC and an (a) In general pilots did not fully understand the risks involved in flying illuminating presentation from Gill Airways. The crewmember asked her to in Class G Airspace, nor did they stop smoking on the non-smoking understand how the airspace was flight; the passenger refused and being used by others and Discussion during the meeting and then head-butted the crewmember afterwards was robust and the delegates when she persisted.

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21 Like a Fine Wine, We Improve With Age

Do you need to remove your glasses to Affairs of the Heart Vision properly see and read the overhead panel? Do you start to read back a Heart disease is the Our eyesight clearance and, after concentrating on all largest single killer deteriorates with age, the details in the clearance, find that you in our society today, that is a certainty, need to check the instrument panel to and the risk of and almost everyone determine what your call sign is? Do you developing heart will develop a need bright sun on the map to read most disease increases condition known as of the small details - after you’ve removed with age. Though age is by far the most presbyopia, a reduction in our ability to your glasses? Are you thinking of buying a important factor, it is not the only one. focus on near objects. If you find that your new headset - or better still, a new Other associated factors include family arms aren’t long enough for you to read helmet? - After all, there can’t be anything history, gender, high cholesterol, smoking, the map, you may be developing wrong with your hearing. Are you finding and diabetes. presbyopia! Have you ever wished that you don’t have the stamina you used to? the overhead CB panel was a bit further Welcome to the over 50 Club. away? Have you started to notice that Hypertension, or high blood pressure, is more light is needed to read in low- more prevalent the older we get, and contrast conditions? On the softball diamond I find that older untreated high blood pressure is related to age - maturity, experience and cunning - an increased risk of strokes, with the risk can still best youth, fitness and doubling each decade after age 55. As we age, the flexible crystalline lens of exuberance (some of the time). Experience the eye hardens and loses its elasticity counts a lot in the flying business where it and, at the same time, the ciliary muscle can counteract to some degree (if properly Fortunately our aviation medical system that permits the lens to change its shape employed) the slowing down of both mind keeps a close watch on problems of the weakens and loses its tone. When the lens and body. Age usually brings maturity and heart, and medication available to of the eye loses its range of adjustment, caution, and we use them to avoid Canadian-licensed pilots can, and does, the image that the eye takes in is focused situations with the potential for added control a large number of heart problems, behind - rather than on - the retina, and stress, which may require rapid thought such as hypertension. vision becomes blurred. The retina is the and action. “Superior pilots use their thin layer of tissue composed of millions of superior knowledge to avoid situations that visual cells that lines the inside back two- would require their superior skills.” Diabetes thirds of the eye and is comparable to a film in a camera. It receives light and Diabetes is a metabolic condition that sends tiny electrical impulses to the brain The ageing process produces predictable results in uncontrolled levels of glucose in to give sight. Far-sighted people (trouble physiological changes. Programmed from the blood. One type of diabetes is more seeing close up) normally experience the birth, they start to appear when we are common with increasing age, and early problem before nearsighted people born and progress throughout our lives. symptoms may go unrecognized for quite (trouble seeing far away). Presbyopia does For example, from about age 20 on, our a long time. The onset of diabetes is very not occur overnight, so the onset is not metabolic process slows down. Ageing is often accompanied by excessive thirst, dramatic. Presbyopia progresses a personal process, faster in some people frequent urination, weight loss, fatigue, gradually over the years, and we tend to than others, but it will affect us all in due blurred vision, and recurrent skin adapt to its gradual onset as opposed to course. infections, such as boils. Long-term becoming overly concerned. It becomes untreated effects include damage to the more noticeable as we approach 50. It is In the flying business, getting older can kidneys, cardiovascular system, arterial estimated that more than 140 million create some common and some unique system and eyes, with blindness occurring people in North America have varying problems. Knowing about them and periodically. degrees of presbyopia. understanding the effects can help us deal effectively with the process. Listed below are a few things to consider about ageing. The speed of accommodation or, in other words, the ability to change focus from

22 near to distant, decreases with age. Have change related solely to ageing. The perform multiple tasks at the same time, you noticed that it takes what seems to be natural loss (presbyacusis is defined as performance on one task, and quite often a long time to focus on the instruments age-related hearing loss), which is all tasks, shows a marked decline. Older after having had your eyes out of the genetically determined for each individual, people have, through testing and cockpit for a while? is added to environmental loss, so protect research, shown an increased what you have. We can take steps to performance degradation over test groups protect our hearing by wearing suitable of younger people of similar skills in multi- Cataract problems (opacities in the lens of hearing protection, such as earplugs task situations. The age-related gap can, the eye) or glaucoma (increased pressure and/or a good quality headset or hearing however, be reduced with practice and in the eye) increases with age. Both defenders. Any time you are in or around repetition. glaucoma and cataracts can reduce a helicopters without some form of hearing pilot’s visual sensitivity in low-contrast protection, you are causing damage to situations, decreasing our ability, for what may already be a damaged hearing Concentrating, remaining attentive, being example, to pick out other aircraft against a system. Remember, noise-induced interested in what one is reading or hearing, background sky. It’s a good plan for pilots hearing loss will probably be permanent and finding ways to recall a fact or a of advancing years to have a thorough eye and typically occurs gradually over a person’s name through word association- examination done every few years. period of time. If you need to raise your thanks Syd for the bit on roses - are voice to be heard or are constantly asking methods of recharging a failing memory. people to repeat themselves, then you Stress is another contributor to a failing So you think that your night vision is quite likely have suffered some permanent memory and ironically, as we age, we also starting to go but your day vision is still hearing loss, but the news is not all bad - often take on more responsibilities and are satisfactory? Well, there’s a very good you can still protect what you have left. placed under more stress. As a group, explanation for this condition. Night vision pilots are normally keen to learn new ideas is often worse than daytime vision, and and take on new challenges, and it is this this is why your eye doctor checks your Mind attribute that aids us in keeping our minds vision in a dark room. To accommodate young as the body ages. the reduced amount of light in a Sorry, but as we darkened room, your pupils dilate to grow older we allow more of the available light in. The become slower at There are no magic bullets for slowing or larger pupil forces the lens of the eye to mentally processing preventing memory loss, but some work harder in order to focus an image information; that is researchers have written about mental on the retina. Thus, vision is worse at night a given. It becomes more difficult to callisthenics or neurobics as a possible in part because the eye has to work absorb new knowledge, particularly that of aid. Everything from changing your daily harder to do its job, and any impairment in a technical nature, and we quite often commute to work to brushing your teeth your vision becomes more obvious. In become less receptive to new concepts. with the non-dominant hand may boost addition, certain cataracts are apparent We age, and so does our memory. the production of brain chemicals called only when the eye is dilated, and this may Unfortunately, one of the first things to neurotrophins, which may help keep the be another source of night impairment. depart is the part we quite often like best. brain sharp. Neurobics has not been “The older we get the more sensitive we The episodic memory, the part that tells us studied in depth, but experts say there is are to inadequate amounts of sleep. We what we did last night or where we parked little risk in trying them. The theory - that a tire more easily and rapidly and take much the car, goes early, while the procedural more active brain is a healthier brain - has longer to recover. . memory, used for automatic been documented in studies on animals. actions/reactions, remains minimally affected for a long time. You are far more Hearing likely to forget where you put the car keys As well, physical fitness appears to aid than how to drive your beloved Acura. The mental fitness. An ageing study on rats Hearing loss resulting from downhill slide begins in our 30s, but the found that regular exercise boosted the unprotected exposure to difference in performance between the production of cell-protecting neurotrophins high levels of noise will youngsters and the mature pilots is not in the brain. It has been reported that cause the majority of our attributable to a failing memory alone. It’s older people with poor cardiovascular loss, but there is a gradual a given that when people are asked to health were three times more likely than

23 healthy people to have loss of cognitive say that exercise is the key to coping with function. It would seem that what is many problems associated with ageing. required is a fit body along with a fit and Exercise, in addition to increasing our active mind. tolerance to the abuse we sometimes deal to our bodies, also helps us control hypertension, heart disease and diabetes. From Sleep to Altitude Three hours in the gym daily is not required - walking regularly, say four to As we age, our reflexes and reaction times five hours a week, is one of the best forms slow down. As discouraging as this may of exercise. seem, it’s not all bad and can, to a large degree, be compensated for. What we lose in reflexes, strength and reaction time, we Good eating and drinking habits will also make up for with experience, caution and contribute to a longer life and more time in preparation. There’s an old adage that the air. goes “there are old pilots and bold pilots, but there are no old bold pilots.” While this transport, or the inability of the tissues to is not entirely true, it is definitely true in that use oxygen. There are four sub- “Superior pilots use their superior there is no substitute for experience. classifications of hypoxia, and the one that knowledge to avoid situations that would affects aviation the most is hypoxic require their superior skills.” hypoxia, which is a reduction in the The older we get the more sensitive we amount of oxygen passing into the blood. are to inadequate amounts of sleep. We It is caused by a reduction in oxygen Give your medical examiner a tire more easily and rapidly and take much pressure in the lungs, by a reduced gas comprehensive briefing on how your longer to recover from sleep deprivation exchange area, by exposure to high health has been since your last flight than those who are 20 or 30 years our altitude, or by lung disease. Although the medical, and don’t leave anything out. junior. Canadian Aviation Regulations (CARs) Many of us have reasons to be grateful stipulate that you may fly between sea when medical conditions we were level and 10,000 ft above mean sea level unaware of surfaced and were treated We require fewer calories to maintain our without supplemental oxygen, this does before significant problems developed. ideal weight. If that wasn’t bad enough, not mean that you will not suffer the Although time marches on and we can’t our appetite for the tastier but far less- effects of hypoxia at, say, 8000 ft. The stop it, there are steps we can take to nutritious foods increases - you’ll be greatest change in atmospheric pressure slow down the rate. Being prepared for happy to know that there is a scientific takes place in the first 8000 ft. the coming changes we can expect and reason for that. compensating for them is half the battle. Using those years and years of Some of the other items that will affect the experience to make an honest Our tolerance to alcohol in any form onset of hypoxia include smoking, blood assessment of our fitness and listening to diminishes with age, and it requires less donations, haemorrhaging, anaemia, what others are trying to tell us is also a intake to feel the onset of the effects. There certain drugs, chemicals, carbon step in the right direction. Remember, a is also much more discomfort the next monoxide, high g forces, prolonged sitting healthy diet and regular exercise will help morning, which is quite likely a good thing. in one position, cold temperatures, us say “I am fit to fly” for a few more positive pressure breathing, narcotics, years. chewing tobacco, and alcohol. The onset and effects of hypoxia are more noticeable as we advance in years. Reprinted with permission from Aviation Hypoxia is defined as a state of oxygen Can We Do Anything? Safety Vortex – Issue 4/2000 deficiency in the body sufficient to cause an impairment of function. Hypoxia is It would be nice, but we can’t stop the caused by the reduction in partial clock. Cheer up, all is not lost. Studies pressure of oxygen, inadequate oxygen

24 DPs: What Are They? by Capt J.C. Findlay - Air Force Advanced Instrument School

I don’t want to go off on a rant here, but textual description of the procedure. procedure and an obstacle DP is that have you heard the FAA now uses new complex obstacle DPs will be depicted nomenclature for IFR departures? The The FAA has decided to fix this problem textually and graphically. You will see this change is needed and welcome, but there by combining SIDs and published transition happen slowly. are a few things the USAF aviator needs instrument departure procedures into one to know about using them. entity. The combination will be called DPs, short for Departure Procedures. This User groups can speed up the process by involves some major changes for the FAA, requesting that the FAA build a graphically The background on this change starts but the pilot will use them exactly the way depicted DP for a particular with the C-130 crash in Jackson Hole, we use the current system. This will, airport/runway. If an airport has an Wyoming, in 1996. It was (again) brought however, require a little education on our obstacle DP for any runway at the airport, to the FAA’s attention that corporate part. there will be a “Delta T” symbol on each knowledge on SIDs and published approach plate for the airport. If the instrument departure procedures was low. obstacle DP is graphically depicted, there The mishap also highlighted some What is now happening at the FAA is that will be a reference to it in the front of shortcomings on the design end of IFR qualified TERPs specialists will produce all DoD/NOS approach books under the non- departures as well. DPs. They will produce departures for standard minima and obstacle departure both ATC purposes and for obstacle procedures section. avoidance. The DPs built specifically for What the FAA found was that published obstacle avoidance will be called instrument departures and SIDs were What used to be called a SID is now also developed by two different groups of called a Departure Procedure, or DP. You professionals, and each group will use them just as you used a SID. You emphasized different criteria when may have a DP in your clearance whether developing their respective products. As a you filed one or not. The controller must result, the information portrayed was not include the name of the DP in your standardized. Specifically, a TERPs clearance even if you filed it (e.g., Tribe specialist built published instrument 63, you are cleared as filed, via the departure procedures strictly for obstacle Birmingham Three departure to Randolph avoidance. They were never built for AFB, climb and maintain 3000’). DPs built things like noise abatement or for an ATC- for ATC purposes will always be depicted preferred traffic routing. graphically, just as SIDs were. They will be found in the same places you found them when they were called SIDs. SIDs, on the other hand, were built by air traffic controllers strictly for things like “obstacle DPs.” That sounds a lot like the preferred ATC routings, simplifying old published instrument departure This new verbiage for IFR departures clearance delivery procedures and noise procedure, doesn’t it? In fact, you use should not be a big concern for the abatement. They were then checked by a them the same way. educated aviator, but that’s just my TERPs specialist to ensure they would opinion; I could be wrong. Take care and also provide for obstacle clearance on fly safely. departure. The problem was that there If you are cleared as filed and there is an was a lack of standardization in building obstacle DP for the runway you are them and that obstacle clearance was departing from, you are expected to fly the Reprinted with permission from United often an afterthought. The problem with entire obstacle DP, then to your first filed States Air Force, Flying Safety Magazine, published instrument departure point. (This is an Air Force requirement July 2000. procedures is they are often so complex unless you filed another DP from the field.) and confusing that they are virtually The most notable difference between the impossible to fly by looking strictly at the old published instrument departure

25 Book Review

HUMAN ERROR BY DESIGN Author: Dr Simon Bennett FICDDS In the media ‘feeding frenzy’ following an staff training, the quality of the aircraft’s of aviation safety is sustained by his air crash the need to apportion blame can operations manuals and check-lists and personal love of flying (he is a glider pilot) lead to the scapegoating of pilots” alleges fidelity of air traffic control instructions. and in-situ research with a major British Dr Simon Bennett in his latest book Asserts Dr Bennett; “Because the airline - research that involves him flying Human Error - by Design? In his first major aetiology of an air crash is often highly ‘jump-seat’ on numerous European book on the subject Dr Bennett explores complex, involving numerous factors that services. “European airspace is damn this somewhat unsavoury trait, suggesting conjunct in obscure and unpredictable crowded. Its a great place to learn!” says as a solution the application of a ‘systems’ ways, the only acceptable response is to the Flying Doctor. The book, which costs approach to air crash investigation. The adopt a holistic approach. Systems £14.95 (+£2.50 P&P), is available from systems approach, grounded in holism, thinking offers us the best chance of Perpetuity Press, PO Box 376, Leicester, holds that the underlying causes of an revealing the underlying causes of LE2 1UP. [email protected] 0116 event can only be revealed through an disaster. Unless we understand these 221 7778 examination of all possible contributory causes, the same thing will happen again. factors. These would include, in the case That is something the public does not of an air crash; weather, cockpit design, want and the industry is desperate to flight crew, cabin crew and maintenance avoid”. Dr Bennett’s research in the field

International Federation International Air Transport of Airworthiness Flight Safety Foundation Association Joint meeting of the FSF 54th annual International Air Safety Seminar (IASS), IFA 31st International Conference, and IATA SAVE THE DATE! ATHENS NOVEMBER 5–8, 2001

Exhibit Opportunities GREE CE Available!

For registration and agenda information, contact Ahlam Wahdan, tel: +1 (703) 739-6700, ext. 102; e-mail: [email protected]. To sponsor an event, or to exhibit at the seminar, contact Ann Hill, tel: +1 (703) 739-6700, ext. 105; e-mail: [email protected].

26 Airstaff Associates Passenger Assault in association with Nigel Bauer & Associates A B777 enroute from Newark to London diverted to Bangor when QUALITY MANAGEMENT FOR OPERATORS * a 38-year old Moroccan JAR-OPS Quality Systems, documentation & auditing 5 days - LGW - 03 Sep, 19 Nov, 21 Jan passenger began causing SAFETY MANAGEMENT SYSTEMS trouble on the flight. He SMS course for air & ground operators allegedly assaulted not only 2 days - LGW - 31 Oct, 25 Mar other passengers, but members AUDITING IN AN OPERATIONAL ENVIRONMENT * of the cabin crew as well. Air & ground operations auditing 3 days - on request or ‘in-company’ AUDIT IMPROVEMENT WORKSHOP Experience sharing & improvement of audit process Assault to Child 2 days - LGW - 29 Oct, 27 Mar QUALITY FOR SENIOR MANAGEMENT A male passenger pleaded guilty New Course - JAR Quality Management Accountability to charges of assault onboard a 2 days - ‘in-company’ only recent transatlantic flight. The * Incorporating Nigel Bauer & Associates IRCA certificated Internal Auditor Training course flight was in cruise over the Atlantic when the passenger For further details including In-Company courses and consultancy or auditing assaulted a seven-year-old girl. services please contact: Airstaff Associates: He was sentenced to six months Tel +44 (0) 1780 721223 e-mail: [email protected] in prison, fined $5,000 with Fax +44 (0) 1780 720032 www.airstaff.co.uk interest and was required to pay Nigel Bauer & Associates: $400 in restitution to the girl’s Tel +44 (0) 1243 778121 e-mail: [email protected] parents. Fax +44 (0) 1243 789121 www.nb-a.demon.co.uk

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27 UK FLIGHT SAFETY COMMITTEE

ANNUAL SEMINAR 2001

GEARING UP FOR SAFE GROWTH

10/11th October 2001 The Radisson Edwardian Hotel Heathrow

Seminar Objective

This Seminar focuses on evolving safety strategies to meet this forecast growth. Resources like Infrastructure, Facilities and especially Trained Personnel, will need to be committed to provide continued safe solutions. Programme

10TH OCTOBER 2001 1530 – 1700 Registration 2000hrs Seminar Dinner This will take place in the Hotel Foyer with After Dinner Speaker

11TH OCTOBER 2001

0800 – 0845 Registration 1200 – 1220 Controller Mathematics 2+2=5 Kathleen Nuttall - GATCO Session Chairman - Capt.Steve Solomon, Airtours 1220 – 1245 Discussion 0900 – 0910 Opening Remarks Chairman UKFSC 1245 – 1400 Lunch

1400 – 1420 Safety at - Mind the Gap! 0910 – 0920 Keynote Speech Paul Kehoe - London Luton Rt.Hon.The Lord Clinton-Davis PC Airport Operations Ltd

0920 – 0940 Expansion with Safety 1420 – 1450 Service Supplies Capt. Roger Whitefield - BA - A Challenge for the Future Florian Preuss - Virgin Atlantic 0940 – 1010 Regulation and Legislation - Who has the Plan? 1450 – 1520 Summary Peter Martin - UKFSC Legal Adviser Peter Hunt - CAA-SRG

1520 – 1550 Discussion 1010 – 1040 Crisis Resources I - Pilots Capt. Paddy Carver - CTC Aviation Group 1550 Closing Remarks Chairman UKFSC 1040 – 1100 Refreshment Break

1100 – 1200 Crisis Resources II - Engineers Ron Graham - SFT Aviation Tony Ingham Gp.Capt. Julian Young - RAF

Delegate Fees (Including Dinner): UKFSC Members £125 - Non-UKFSC Members £250

28 SEMINAR INFORMATION

Hotel Accommodation Hotel Accommodation is not included in the Seminar Registration Fee. A rate of £135 (including breakfast & VAT) has been negotiated with the Radisson Edwardian Hotel. If you require a hotel booking form please contact the Fairoaks office. Seminar Dinner Dress for Dinner is formal. Cancellations/Refunds Cancellations received prior to 21st September 2001 will incur a 50% cancellation fee. Refunds after this date will not be given. If you are unable to attend why not nominate a colleague to take your place. If so, please advise the UKFSC Fairoaks office of any changes prior to the Seminar. ✂

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Please complete one registration form per person (photocopies accepted).

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PAYMENT INFORMATION Seminar Fee: £125 UKFSC Member £250 Non-Member

This includes Dinner (10th October), lunch, refreshments and car parking. This does not include hotel accommodation – please see above Seminar Information.

Payment is by sterling cheque only. No credit cards are accepted. Bank transfer is available, details on request (please note an additional cost of £6 will be added to cover handling charges). The UKFSC is not VAT Registered.

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PLEASE SEND YOUR COMPLETED REGISTRATION FORM WITH YOUR CHEQUE TO: UK Flight Safety Committee, Graham Suite, Fairoaks Airport, Chobham, Woking, Surrey, GU24 8HX Tel No: +44 (0) 1276 855193 Fax No: +44 (0) 1276 855195 e-mail: [email protected] Confirmation of your registration will be faxed to you on receipt of your Registration Form and payment

29 UNITED KINGDOM FLIGHT SAFETY COMMITTEE

SEMINAR 2001

GGEARINGEARING UUPP FFOROR SSAFEAFE GGROWTHROWTH

10th/11th October 2001 The Radisson Edwardian Hotel, Heathrow