ISSUE 69 ON COMMERCIAL AVIATION SAFETY h fiilpbiaino h ntdKndmFih aeyCmiteISSN1355-1523 The official publication ofthe Flight Safety Committee

WINTER 07

Contents

The Official Publication of THE UNITED KINGDOM FLIGHT SAFETY COMMITTEE ISSN: 1355-1523 WINTER 2007

FOCUS is a quarterly subscription journal devoted Editorial 2 to the promotion of best practises in aviation safety. It includes articles, either original or reprinted from other sources, related to safety Chairman’s Column 3 issues throughout all areas of air transport operations. Besides providing information on safety related matters, FOCUS aims to promote debate TAG 4 and improve networking within the industry. It by Paul Jones, General Manager (ATS) Farnborough must be emphasised that FOCUS is not intended as a substitute for regulatory information or company publications and procedures. Remote Management of Real-Time Airplane Data 6 Editorial Office: by John B. Maggiore, Manager, Airplane Health Management, The Graham Suite, Fairoaks Airport, Chobham, Aviation Information Services Woking, . GU24 8HX Tel: 01276 855193 Fax: 01276 855195 e-mail: [email protected] No 55 (Reserve) Squadron and RAF Rear Crew Training 10 Web Site: www.ukfsc.co.uk Office Hours: 0900 - 1630 Monday - Friday Have you got the message? 13 Advertisement Sales Office: UKFSC The Graham Suite, Fairoaks Airport, Chobham, Retirement - What a Life? 13 Woking, Surrey GU24 8HX Tel: 01276 855193 Fax: 01276 855195 email: [email protected] Web Site: www.ukfsc.co.uk UKFSC Members List 14 Office Hours: 0900 - 1630 Monday - Friday

Printed by: Stable or Unstable Approaches 16 Woking Print & Publicity Ltd by Simon Searle - FDSL The Print Works, St. Johns Lye, St. Johns, Woking, Surrey GU21 1RS Tel: 01483 884884 Fax: 01483 884880 All the Rage - Disruptive Passengers and the Law 19 e-mail: [email protected] by Edward Spencer - Barlow Lyde & Gilbert Web: www.wokingprint.com

FOCUS is produced solely for the purpose of Panasonic In Flight Entertainment Systems, a Brief Introduction 20 improving flight safety and, unless copyright is by Stefan Suri indicated, articles may be reproduced providing that the source of material is acknowledged. Improving Air Traffic Management Safety 22 Opinions expressed by individual authors or in advertisements appearing in FOCUS are those of by Sean Jones, Head of Safety Strategy the author or advertiser and do not necessarily reflect the views and endorsements of this journal, the editor or the UK Flight Safety Committee. Adherance to ATC Clearances 24 by Glynne Dawson - ATC Planner, ATC Procedures & Planning Dept. LACC While every effort is made to ensure the accuracy of the information contained herein, FOCUS accepts no responsibility for any errors or omissions in the information, or its consequences. Front Cover Picture: On Parade - RAF College Cranwell - 8th June 2007 at 20.47 hrs Specialist advice should always be sought in relation to any particular circumstances. Credit: RAF Cranwell, Photographic Section

focus winter 07 1 EDITORIAL Can the UK Flight Safety Committee survive in the 21st Century? by Peter G Richards FRAeS Non-Executive Committee Member

y the time you, the reader, will be support to committee ethos is more than Operations Group, routinely runs to an 8 page Bseeing this edition of FOCUS, Ed merely paying the membership subscription. essay, distributed worldwide. Paintin, our former Chief Executive will have retired from the committee and so we Too many times, we have held meetings at From the RAeS, as support for the UKFSC, I have are temporarily without an editor. The which little or no ‘lessons can be learned’ and gathered some very thought provoking feedback committee management team members this begs the questions, ‘What has been lost from a recent Conference addressing the topic of are confident that we will be able to within organisations if incident analysis is not Smoke Fumes and Fire in Transport Aircraft. The appoint a new Chief Executive in the early shared?’ and ‘What do we do, or not do, now Proceedings from this one day event are part of 2008. that means we cannot share our events with available by contacting the RAeS’ conference others?’ By outsourcing everything from the office and asking for Ms Emma Bossom, or email From time to time, all organisations need to flight data recorder onwards, or merely sifting to [email protected], from whom a review their complete range of activities, to the database for ‘exceedencies’ and then CD-ROM can be purchased. ensure that what they do and how they do targeting the crews; is very self-centred, safety them complies with their objectives and the management. world in which they interact. The UK Flight Safety Committee management board has The fundamentals of operating safety taken such a step, following some focused do not change, even though skies get more criticism of our current style of activities and, crowded and airports more congested. as a result, a request was made at a recent Performance needs to be robustly scrutinised, meeting for objective feedback, to me. From but not just economic performance. Level this request, 15 UKFSC members, roughly 15% Busts, Runway/Taxiway Incursions, Fatigue, of the total committee strength, have Security, Weather, Technical Innovation and responded and I would like, on behalf of the Ramp cleanliness all remain with us, as they management committee, to thank them for were at the very start.‘New stuff’ such as SMS, taking the time and trouble to help refresh our EGPWS, TCAS, RNAV/RNP, Emissions and goals and strategy. From this feedback, a TEAM (at LHR); these are merely tools to Strategic Review Meeting was called and every promote better management of the bigger aspect of our activities scrutinised. This picture. Closer co-operation with other flight produced an ‘Options for Change’ presentation safety organisations and better engagement to the most recent full UKFSC meeting, during with regulators and government bodies came which a request was made to the membership across strongly. for more information and support. If you are a reader in one of the UKFSC membership There are out there with problems and organisations and have points to raise, then get conditions that will always seek somewhere to in touch with your representative and ensure call on for help, but they have to be prepared that they do raise them. to work with us. This includes you, the FOCUS reader, for this is your magazine too and if What are these ‘goals’ we seek to score or there are things you would like to read about endorse? The reader will find these printed or issues you would like us to chase, then, let elsewhere in this edition, but are they the us know. A major upgrade to the website is ‘right objectives’? The Strategic Review planned, including the possibility of an on-line Meeting consensus determined that they are. forum between all the Flight Safety They have given us ample scope to deliver a organisations by extension of the existing Gulf network of contacts and tools to improve and Flight Safety Committee ‘Blue Ballroom’. sustain the best of airline operating safety for over 40 years.What the committee cannot do The UKFSC can survive in the 21st Century, is manage or execute any business but only with better support from its mechanisms to make this happen – this has to worldwide membership. If your organisation be done by the membership. If members elect sends a representative to the meetings, make to join the committee, they do so in the sure that they submit some kind of feedback knowledge that they may well gain much to you, besides a copy of this magazine. Mine, more than they can give, but that giving back to the Royal Aeronautical Society Flight

2 focus winter 07 CHAIRMAN’S COLUMN

Flight Safety – An International Concern by Robin Berry, CTC Aviation Services Ltd

hat aviation is an international the ILS antennae by overweight cargo join on the basis of their operation into UK Tactivity goes without saying. As such aircraft dragging their gear through the airspace, they also provide valuable expertise it is an international activity that, perhaps localiser arrays. The airport could effect to those UK operators operating into their more than most, needs international co- repairs very quickly but often had to wait regions. Even more encouraging is the operation to truly keep the risks at the months to get the facility flight checked. growing desire to forge better links between lowest acceptable level. They would, however, offer use of the ILS the regional safety committees around the to anyone prepared to accept the risk! world. In recent UKFSC meetings I have had All nations recognise the importance of the pleasure of meeting representatives from aviation in developing their economies through 3. During preparations for operation to a a number of established and budding flight both trade and tourism. Millions are often new destination it became apparent that safety committees including Nigeria, spent on developing an international aviation the only published approach was the Malaysia and the Gulf region. The enthusiasm hub when there are far more pressing national classic night non-precision approach into is refreshing! needs for that resource. This approach can lead a “black hole” airport. However, crews on to some troubling anomalies in the early operations were reporting that they environment in which we have to operate. were being offered ILS approaches (and Some examples from my own experience may judicious use of flight data monitoring serve to illustrate my point: showed that some of them were accepting!). Further investigation 1. During the investigation into a fairly well revealed that other (local) operators were publicised near accident during a non- routinely using the ILS although no precision approach the question was procedure had ever been published. asked “Why were other operators using this airport not aware of the significant I know from discussions with many of you at errors in the radiation from the approach various international safety conferences that VOR?” The answer turned out to be that the examples above are just the very tip of they were not using the VOR approach – the iceberg and that many of you have your they were either still using the ILS, which own examples of similar situations. I had been promulgated by NOTAM as “out therefore believe that there is a need for of service”, or were flying “home brew” much more meaningful co-operation GPS approaches when aircraft fit allowed. between regional safety organisations such as Indeed, as it turned out, the crew involved ours to ensure that the international in the incident had been offered the ILS operation remains as safe as is reasonably approach by the local ATC but had practicable. Sitting in our local silo and declined on the basis of the NOTAM. complaining about such situations to ourselves will achieve nothing. Engaging with 2. Another serious incident investigation the safety professionals who understand the involving a non-precision approach local issues and pressures and working with revealed that other operators were using them might just achieve something. the ILS facility despite the fact that it was radiating the “TST” code. The particular It is encouraging that the UKFSC has so many airport suffered heavily from damage to international members. Whilst many of these

UK FLIGHT SAFETY COMMITTEE OBJECTIVES ■ To pursue the highest standards of aviation safety. ■ To constitute a body of experienced aviation flight safety personnel available for consultation. ■ To facilitate the free exchange of aviation safety data. ■ To maintain an appropriate liaison with other bodies concerned with aviation safety. ■ To provide assistance to operators establishing and maintaining a flight safety organisation.

focus winter 07 3 TAG Farnborough Airport by Paul Jones, General Manager (ATS) Farnborough

world's first flight of a commercial jet airliner. Thrust SSC, the first car to go supersonic on land in 1997 was pioneered at Farnborough. Thrust SSC broke the world land speed record with a speed of 714 mph. A few days later it became the first powered land vehicle to break the sound barrier with a speed of 763 mph Mach 1.02.

The site has been associated with aircraft and airships since 1908 when the Balloon Equipment Store was moved from Greenwich The skills required to operate outside of and renamed the HM Balloon Factory. From controlled airspace are completely different 1911-18 it was called the Royal Aircraft from our colleagues at the major UK airports. Factory but changed its name to Royal Aircraft The airspace surrounding Farnborough is Class Establishment to avoid confusion with the G with no requirement for GA to talk to new , which shared the same Farnborough. Luckily most GA traffic does talk initials. to us allowing a ‘picture’ to be build up, but the controllers need to remain very vigilant, From the site the American air-navigator and always wary of pop up traffic. balloonist Samuel Franklin Cody (1861- 1913) conducted experiments with man lifting kites. In 1908 using his own constructed Airspace Infringements and LARS aircraft Cody made the first recorded flight, in AG Farnborough Airport is an ultra England, in a powered aircraft. In 1910 using One of the biggest risks to commercial “Tmodern business and executive his second constructed aircraft he won the aviation in the London area is airspace airport serving aircraft up to BBJ or B737 in for the first completed flight of infringements by GA aircraft. There were size” said Paul Jones, NATS General over four and a half hours. In 1911 he built and several such events at the beginning of the Manager Air Traffic Services. “Operating flew the only British plane to complete the year. The NATS board decided that something outside controlled airspace, with the air round-England race. He was killed in an air had to be done to mitigate the risk so London show every two years makes this an crash August 1913. LARS concept was born. exciting place to work for the ATC team”. In June of 2007 the go ahead was given to Paul, who has been at Farnborough since Farnborough Operations launch a LARS service, free of charge, all the February, described the history, as well as way round the London TMA. Farnborough today’s operation and challenges. A full range of Air Traffic Services are offered by already provides LARS to the south west of the the NATS ATC team at TAG Farnborough TMA and so was the obvious choice for Airport, including Radar Advisory and Radar location. TAG were enthusiastic partners in Proud History Information Services. The airfield, located to this safety endeavour leading to a new LARS the South West of London, just off the M3, is position covering the SE of the TMA (Gatwick The United Kingdom's first airfield, situated outside controlled airspace which and London City) opening on the 24th Farnborough Airport's aviation history brings its own significant challenges. predates even the country's first powered flight conducted there in 1908. The 24 controllers, supported by 9 Air Traffic Assistants provide tower, approach and LARS From those earliest days, Farnborough has services in the congested airspace and are been a centre of military and civil aviation surrounded by Odiham, Blackbushe, Fairoaks research. Hundreds of innovations from the and Lasham - one of the busiest gliding Royal Aircraft Establishment Farnborough have airfields in Europe. Each of the controllers is left their mark on aviation worldwide. expected to validate in all controlling positions Farnborough "firsts" include the first flight in on the unit. the U.K. of a jet powered aircraft and the

4 focus winter 07 September. A further LARS position covering It’s one of the most exciting controlling the North of the TMA will open in Easter challenges; the whole team looks forward to it 2008. The new South East sector has already with enthusiasm. The controlling team swells prevented more than 20 infringements. for the fortnight with the addition of an operations centre and a heliport on the SW Farnborough Key Facts corner of the airfield. Movement numbers over the period double to about 7,000. The team ■ Operating hours: gets to control a huge variety of aircraft, both 07.00 - 22.00 Mon-Fri civil and military including the A380. In 2008 08.00 - 20.00 Weekends and Bank Holidays we are all hoping that the Vulcan will make a welcome return to the Circuit. ■ Civil Aviation Authority (CAA) licensed airfield The 2006 Farnborough Airshow drew:

■ 2440m (8,005ft) ASDA, 1800m (5,905ft) ■ 42 official delegations from around the LDA world

■ 1,981 m (6,500 ft) take-off distance, ■ 1,360 commercial and other exhibitors 1,798 m (5,900 ft) landing distance ■ 243,000 visitors ■ ICAO Category I ILS/DME approach on become one of the world's foremost aviation 06/24 Official figures show that the Air Show events.With origins in exhibitions by the Royal produced approximately US $21 billion of Air Force and Society of British Aircraft ■ Radar approach facilities and visual aviation orders and contributed more than Constructors, the Airshow takes place every control tower £17 million to the local economy. two years.

■ Full fire and rescue support to CAA After only a six month rest the ATC planning Category 6 Farnborough and the Future and involvement with the Airshow starts about 18 months before the event. The Over the past eight years, TAG has invested to Airshow is protected by temporary regulated Farnborough International Air Show preserve Farnborough's past while securing its airspace which, whilst only temporary, requires future as Europe's premier all-business airport. a full Airspace Change Proposal (ACP) to be Since opening to the public in 1948, the Improvements have included a resurfaced developed, consulted locally and submitted to Farnborough International Airshow has runway, installation of ILS/DME, all new DAP for approval. signage and lighting, and many other infrastructure improvements designed to increase safety and protect the environment. Farnborough's new look is taking shape in the form of new buildings - a modern, architecturally-significant control tower, new "wave" design triple hangar, and completely refurbished engineering facilities. The culmination of TAG's efforts occurred in May 2006 when Farnborough's stunning new Executive Terminal was officially opened.

Farnborough now offers a complete range of aviation services to based and transient business aircraft, including passenger services, aircraft handling, fueling, hangarage and maintenance.

focus winter 07 5 Remote Management of Real-Time Airplane Data by John B. Maggiore, Manager, Airplane Health Management, Aviation Information Services

perators are reducing flight delays, AHM also collects electronic logbook data in progress, and it leverages Boeing knowledge Ocancellations, air turnbacks, and from the Boeing Electronic Flight Bag. Data and fleet data to provide enhanced diversions through an information tool is collected and downlinked via the troubleshooting. With AHM, operators can called Airplane Health Management airplane communication addressing and access Boeing engineering knowledge, (AHM). Designed by Boeing and airline reporting system. worldwide fleet in-service experience, and users, AHM collects in-flight airplane operator-unique knowledge. It also information and relays it in real-time to The data received in real-time directly from institutionalizes the use of this knowledge in a maintenance personnel on the ground via airplanes is hosted by Boeing within the repeatable manner, allowing the operator to the Web portal MyBoeingFleet.com. When MyBoeingFleet.com Web portal. If an issue is maintain and grow its engineering- and an airplane arrives at the gate, detected, alerts and notifications are maintenance-usable knowledge. AHM is maintenance crews can be ready with the automatically sent to a location specified by currently available for the 777, 777 freighter, parts and information to quickly make any the airline via fax, personal digital assistant, e- 747-400, 757, 767, and NextGeneration 737 necessary repairs. AHM also enables mail, or pager. Maintenance personnel can then airplanes. The type and availability of flight operators to identify recurring faults and access complete AHM information about the data vary by model. The 747-400 and 777 trends, allowing airlines to proactively plan issue through an application service provider have a CMC, as will the 747-8 and 787. The future maintenance. tool and reports on MyBoeingFleet.com. CMC allows for fault collection, consolidation, and reporting. AHM relies on other data types, AHM is a key part of an aviation system in The primary benefit provided by AHM is the such as ACMS data, on airplanes without which data, information, and knowledge can be opportunity to substantially reduce schedule CMCs. shared instantly across an air transport interruption costs such as delays, cancellations, enterprise. AHM integrates remote collection, air turnbacks, and diversions. monitoring, and analysis of airplane data to Benefits determine the status of an airplane's current Exactly which data will result in alerts and and future serviceability. By automating and notifications to maintenance staffs is set by AHM is designed to deliver airplane data when enhancing the real-time and long-term individual operators; operators also determine and where it's needed, allowing operators to monitoring of airplane data, AHM enables what particular data and information each of make informed operational decisions quickly proactive management of maintenance. AHM their employees can view via AHM, and that and effectively. The primary benefit provided is intended to provide economic benefit to the information is prioritized, based on its urgency. by AHM is the opportunity to substantially airline operator by applying intelligent analysis Having information packages customized to fit reduce schedule interruption costs. Schedule of airplane data currently generated by existing the role of each user ensures that users get the interruptions consist of delays, cancellations, airplane systems. particular information they need. air turnbacks, and diversions.The three primary ways that AHM reduces schedule interruptions This Article addresses the following: For example, after encountering a flap drive are prognostics, fault forwarding, and problem en route, a flight crew called in the prioritization. ■ How AHM works. discrepancy. The AHM notification made it possible for the airline's maintenance control Prognostics. AHM helps operators forecast ■ Available data. organization to troubleshoot the problem and address conditions before failure, a process before the airplane landed. Through real-time referred to as "prognostics." With AHM, ■ Benefits. uplinks, the airline used AHM to interrogate operators can identify precursors that are likely systems information, identify the problem, and to progress to FDE faults, which will affect ■ Recent AHM enhancements. prepare the arrival station for repair. The airplane dispatch and possibly cause schedule information made it possible for the airline to interruptions. AHM provides an operator's avoid a flight diversion and the subsequent engineers with the information they need to How AHM works repair delay was reduced from several hours to make sound economic decisions regarding a few minutes. these precursors, so that the operator can AHM collects data (e.g., maintenance perform maintenance on monitored faults on messages and flight deck effect [FDE] faults) a planned basis, rather than having to react to from the airplane in real-time (see fig. 1). The Available Data unexpected problems with unplanned primary source of the data is the airplane's maintenance. central maintenance computer (CMC) for AHM facilitates proactive maintenance by the 747-400 and 777 or airplane condition providing ground crews with real-time monitoring systems (ACMS) on other models. interpretation of airplane data while flights are

6 focus winter 07 AHM leverages Boeing knowledge and fleet data to provide enhanced troubleshooting. Fault Forwarding. When a fault occurs in- flight, AHM allows the operator to make operational decisions immediately, and if maintenance is required, to make arrangements for the people, parts, and equipment sooner rather than later. This enables operators to substantially reduce the number of delays (e.g., a delay is prevented altogether) and the length of delays (e.g., a three hour delay is shortened to one hour—see fig. 2). AHM provides both the information and the context to enable operators to make appropriate decisions while the airplane is still en route.

Prioritization. Information about fuel efficiency, economic impacts, and other performance factors is provided according to its importance to the operator, allowing the operator to determine the best course of action.

A number of secondary benefits result from the reduced schedule interruptions realized by using AHM:

Reduced down-line disruptions. AHM can be used by operators to calculate the likelihood of down-line disruptions and estimate the cost of such disruptions.

Reduction of missed Air Traffic Control slots. AHM can help operators reduce missed Air Traffic Control slots that result from technical delays.

AHM Real-Time Data Figure 1. AHM Automatically collects airplane data and fault information, then prioritizes and organizes the data to assist operators in formulating a plan for repairs.

focus winter 07 7 Improved supply chain efficiencies. With AHM enables airline customers to AHM prognostics, operators can better predict line-replaceable unit failures, which means minimize flight delays and cancellations fewer cases of unscheduled removals. That results in fewer parts being borrowed and In one instance, a flight experienced a weather radar condition en route.The required part fewer parts being prepositioned at remote was identified via AHM, ordered, and sent to the arrival airport. As a result of AHM’s in- stations. flight notification, the part was replaced immediately after landing, substantially reducing the delay. Redcued no fault found (NFF). AHM reduces the likelihood of NFF, which in turn reduces In another case, an exhaust gas temperature problem was encountered en route.The crew labor and spares requirements. began an air turnback, but after AHM interrogated the central maintenance computer and investigated the airplanes history, the operator determined that the flight could continue. Recent AHM Enhancements

In one more example of AHM in use, an airplane experienced and engine control fault en AHM has recently been enhanced to provide route. Via AHM, which reports engine and engine accessory fault messages, the needed an even greater amount and depth of part was identified and sent on a subsequent flight to the airplane’s destination airport. information. Called the "parametric module," The flight departed with minimal delay compared to what it could have been had initial these enhancements comprise four primary fault notification occurred after landing. components.

Systems condition monitoring. AHM uses available parametric data to assess the condition of airplane systems. It collects airplane system data using existing and new ACMS reports and compares system performance against system models.

Servicing management. By gathering data on monitored systems—including auxilliary power unit oil, engine oil, oxygen, tire pressure, and hydraulic fluid levels—AHM can provide alerts on system conditions approaching operational limits. This data-based remote condition monitoring identifies airplanes requiring system maintenance to enable replenishment prior to exceeding operational limits.

Airplane performance monitoring (APM). AHM calculates airplane performance using the ACMS APM/engine stable reports and allows operators to compare airplanes through a fleet summary view. It also integrates engine health monitoring alerts, displaying engine manufacturer (OEM) alerts of abnormal conditions and automatically linking to the engine OEM system.

ACMS report viewer and data extractor. Maintenance personnel can get a significant head start in their decision making through the AHM incorporates an enhanced means for proactive use of airplane data. viewing and analyzing ACMS data.

8 focus winter 07 Summary ECONOMIC AIRWORTHINESS The vast potential of condition monitoring airplane systems is being realized today At Gate Next Flight through the innovative use of available airplane data. These advances have been fostered through the team efforts of Boeing Fix or Traditional Report Diagnose Plan and commercial operators. This journey Defer continues, with ample areas for new applications and new directions. For more information, please contact John Maggiore at Report Diagnose Plan Fix [email protected].

AHM Prognostics Fix or Report Diagnose Plan Defer This article is reprinted from Aero Magazine with Maximized Ramp Maintenance Opportunity the kind permission of The Boeing Company.

AHM Fault Forwarding SCHEDULED UNSCHEDULED MAINTENANCE MAINTENANCE

Figure 2

focus winter 07 9 No 55 (Reserve) Squadron and RAF Rear Crew Training by 55(R) Squadron

Mission Statement The Sqn operates a fleet of 10 pre-production training, Weapon Systems Operator (Acoustics hybrid 125/Dominie aircraft and Electronic Warfare), Weapons Systems o train aircrew in systems which, configured as a flying classroom, carry a Operator (Crewman) and Weapons Systems “Tmanagement, decision making, air maximum crew of 6. The Sqn currently has 14 Operator (Linguist). Whether WSO or WSOp, leadership and teamwork to meet the pilots all from varying backgrounds and, it is expected that mission success will be operational demands of the Royal although most are serving officers, 4 are achieved safely while operating in austere Air Force” mature pilots who fly in a “reservist” capacity. environments with little support. In addition Since the aircraft is 40+ years old, it has been to the high level of technical skill needed for Based at Royal Air Force upgraded over time to stay abreast of the systems management, all rear crew are Cranwell in Lincolnshire, training requirements which currently require expected to display high standards of decision No 55 (Reserve) them to operate much of the time below 2000 making, air leadership and teamwork. These Squadron is responsible ft in either overland or maritime roles. demands are achieved within a training system for the training of all Unfortunately, although now fitted with two that teaches the necessary skills to the highest permanent non-pilot 8.33 radios and a SIFF Altimeter/Transponder possible standards whilst also recognising flying branches in the package, the TCAS modification is still some the demanding and unpredictable RAF. We train years away. All in all, despite its age, the environments that will be encountered on approximately 100 Dominie is a very popular aircraft amongst front line operations. students per year and have a staff complement its operators. of 100 Service and civilian instructors and As of 1 April 2003, the 85th birthday of the pilots, including full time reservists. Students consist of Weapon Systems Officers Royal Air Force, the Navigator and Air (Navigators in old money) and, for NCO Electronic Officer branches amalgamated to

Over the North York Moors.1

10 focus winter 07 Falkland Islands 25 yr Commemorative Flypast-London. form the Weapon Systems Officer Branch. learning low-level radar techniques. This is 8 sorties to develop and assess system During the first 8 months of their instruction, followed by a move to RAF Leeming in manipulation and airmanship. Further subjects student officers, who were previously known as Yorkshire to complete their training on the programmed into the Generic course include navigators, undertake a common syllabus; the Hawk aircraft of 100 Sqn, Navigator Training combat survival, NCA trade knowledge, initial phase is flown on the Tutor aircraft at Unit. Those streamed for maritime or AAI physical fitness and managerial skills. Students RAF Cranwell on a 14 week course. Having flying also continue flying but in the Dominie are continually mentored to develop their completed this initial training, students at Cranwell; in their cases, the phase lasts 14 SNCO qualities. On completion, apart from subsequently move to RAF Linton-on-Ouse in weeks and concentrates on the introduction of linguists, who are pre-streamed, students are Yorkshire to fly 21 sorties on the Tucano low and medium-level maritime and AAI streamed into either WSOp (Electronic aircraft of 76(R) Sqn to consolidate both techniques respectively. On completion of Warfare or Acoustics) or WSOp (Crewman- medium level and low-level navigation their training, which will have taken nearly 13 Fixed wing or rotary). Acoustics specialists techniques. The students are then streamed to months and embraced some 120 hours flying, concentrate on underwater detection systems fast-jet (FJ), maritime (Mar) or air transport, air postings are confirmed and the students are during their phase of training and this lasts 18 to air and intelligence, surveillance, target awarded their brevets. weeks. Electronic Warfare specialists are acquisition and reconnaissance (AAI) responsible for communications and the disciplines. They then all return to Cranwell Students who successfully complete the Non- operation of electronic warfare, radar and and attend a 3 week Common Multi Engine Commissioned Aircrew Initial Training Course magnetic anomaly detection sensors. Their course. FJ students remain at Cranwell for 11 (NCAITC) are awarded the rank of acting specialist phase lasts 27 weeks and includes a weeks and continue flying in the Dominie sergeant and progress on to the 24 week 4-week advanced flying phase. In total, it takes Generic Course. During this element, students are given grounding in airmanship and introduced to elements involving the three WSOp roles – WSOp (Crewman), WSOp (Electronic Warfare and Acoustics) and WSOp (Linguist). Subjects taught include voice communications, introduction to Electronic Warfare and communications procedures. Students are then introduced to the Dominie aircraft and after a short ground school and a Taxiing back in formation.2 number of preparatory synthetic exercises, fly The main navigation console.

focus winter 07 11 Over Tower Bridge.

46 weeks to train a WSOp (Acoustics) and 55 school, simulator and practical training as well solid understanding of Flight Safety. The ability weeks to train a WSOp (Electronic Warfare). as 3 flying sorties and one overseas trip on the of 55 (R) Sqn to produce individuals able to On graduation, they are awarded the brevet. Dominie aircraft. The flying phase emphasises: progress onto the many differing OCUs is Graduates are then posted to the Nimrod or flight deck awareness, airmanship, radio credit to the training system and the quality of the Boeing E-3D aircraft to commence procedures, Crew Resource Management instruction in the air and on the ground. operational conversion. Crewman students are (CRM) and Flight Reference Card drills. On streamed to either fixed or rotary-wing completion of training at 3 FTS students are Photograph credits. training. Rotary-wing students move onto the awarded their flying badges and move onto 1 Geoffrey Lee Planefocus Ltd Defence Flying School at RAF their Operational Conversion Units at RAF 2 RAF Cranwell, Photographic Section Shawbury for the remainder of their training, Lyneham for the Hercules and RAF Brize whilst fixed wing students remain at Cranwell. Norton for the VC10, Tristar and C-17. Fixed-wing students complete a 10-week specialist academic phase comprising both As can be seen, 55 (R) Sqn faces the challenge classroom and practical sessions; this also of preparing students for a variety of roles on includes visits to RAF Lyneham and RAF Brize many different types of aircraft. In particular, Norton. On completion of the specialist despite the diversity of training provided on 55 phase, the students move onto the 3-week (R) Sqn, all students are expected to perform advanced flying phase which comprises ground well in the field of CRM and to demonstrate a

12 focus winter 07 Have you got the message?

ommunication Error continues to be a must you pass when contacting a new b) One two nine five factor in 43% of all Level Busts and frequency? c) One two nine five two five C d) One two nine decimal five two five Runway Incursions. Our strongest defence 5. What should you do when you hear an against these risks is phraseology, so how incorrect readback from another aircraft? 9. What pieces of information must you pass good is yours? Try this 3 minute quiz to a) Discuss it with your colleague on the flight on first call for start/clearance? find out. deck to see if he noticed it 10. Which of the following is the correct pilot b) Phone the ATC unit when you land to tell response? Answers are at the end of the quiz, and a them a) “Turn left heading one one zero, climb Flight full explanation of the answers can be c) Allow ATC time to correct the readback and level one zero zero, callsign” found at www.customer.nats.co.uk under if they don’t then tell them b) “One one zero and one hundred, callsign” the Communication Error section. d) Nothing, why would you get involved in c) “Left one one zero, Climb one zero zero, instructions not issued to you? 1. Which of the following is correct callsign” phraseology? 6. You have departed a UK aerodrome d) “Turn left heading one one zero degrees, a) Descend to altitude four thousand feet following a SID. The tower has just climb Flight Level one hundred, callsign” b) Climb to flight level two hundred transferred you to radar. What c) Descend flight level two zero zero information do you need to pass on your Answers: d) Climb altitude four thousand feet first contact with the radar controller? 1) a 2) Pass Your Message 2. The phrase ‘go ahead’ is not used in the 7. If you are unsure of an ATC instruction 3) c UK. What phrase is used instead? issued to you, what do you do? 4) Callsign, cleared Flight Level and Heading a) Read back what you thought you heard,ATC 3. You are instructed: “ENDOL612, runway or Speed (if assigned) will correct you if you are wrong 22, cleared for take-off, RVR 400, 500, 400, 5) c b) Ask the controller to “Say Again” surface wind calm” What must you read 6) Callsign, SID designator, passing altitude c) Readback what you thought the controller back? and first cleared altitude should have said. a) “Runway 22, cleared for take off, Endol 612 7) b d) Ignore the instruction and wait for the IRVR 400m, 500m, 400m” 8) d controller to repeat it. b) “Cleared for take off, Endol 612” 9) Callsign, type (if requested), stand, ATIS c) “Runway 22, cleared for take off Endol 612” 8. How must the frequency 129.525 be letter, QNH d) “Yee – hah, here we go!” readback? 10) d 4. When flying en-route, what information a) One twenty nine five twenty five

Retirement - What a Life

or the past eight and a half years Ed small groups (no more then 4 people at a time) to the local witchdoctor, barbecues under the FPaintin has been the Chief Executive of in the area at a price that is affordable to most. African stars to name but a few. Come and join the United Kingdom Flight Safety us for the “experience of a lifetime”. Committee (UKFSC). On the 16th October As you may well be aware the area is a Web site: www.crocodileriversafaris.com 2007 he retired after working for 41 years paradise for wildlife and the “Big 5” (elephant, in the aviation industry. lion, rhino, buffalo and leopard) are frequently Contact us at: [email protected] seen. We cater for bird watchers as over 300 When asked his intention for the future he species have been recorded in the area. This is outlines his plan as follows: a fantastic place to relax and unwind. For the more active visitor there are several good golf Last year we purchased a game lodge in a courses in the area and numerous other wildlife conservancy adjacent to the southern activities to enjoy. Guided bush walks, boundary of the Kruger National Park in South sundowners on the river bank, fishing for tiger Africa. We intend to conduct exclusive safaris for fish, horseback riding among the wildlife, a visit

focus winter 07 13 Members List

Members of The United Kingdom Flight Safety Committee

FULL MEMBERS British Airways Flight Data Services Ltd Steve Hull Capt. Simon Searle Chairman CTC Aviation Services Ltd British International Robin Berry Capt. Terry Green Capt. Steve Rixson

Vice-Chairman CAA GAPAN Monarch Airlines Dave Lewis - MRPS Capt. Alex Fisher Capt. Tony Wride Sarah Doherty - Safety Data Dept. David McCorquodale - Flight Operations GATCO Treasurer Tim Brown Air Contractors CargoLux Airlines Shaneen Benson Capt. Anthony Barrett-Jolley Mattias Pak GB Airways Non Executive Board Member Cathay Pacific Airways Capt. Rob Alabaster RAeS Rick Howell Peter Richards Goodrich Actuation Systems Ltd Charles Taylor aviation Gary Clinton Aegean Airlines Andrew Cripps Capt. Dimitris Giannoulatos Gulf Air Co CHC Scotia TBA Aer Arann Mike Whitcombe Capt. Paddy Callahan Heathrow Airport Ltd CityJet Tim Hardy Aer Lingus Capt. Tom Murphy Capt. Henry Donohoe Hong Kong Dragon Airlines Ltd Club328 Kwok Chan AIG Aviation Capt. Derek Murphy Jonathan Woodrow Independent Pilots Association Cranfield Safety & Capt. Peter Jackson Airclaims Accident Investigation Centre Paul Clark Dr. Simon Place Irish Aviation Authority Capt. Harry McCrink Air Contractors CTC Aviation Services Ltd Capt. Anthony Barrett-Jolley Robin Berry Jet2.com David Thombs DHL Air Capt. Francois Marion Peter Naz Libyan Airways Engr. Tarek Derbassi Air Seychelles Eastern Airways UK Ltd Ben L’Esperance Capt. Jacqueline Mills Limit Aviation Jerry Flaxman ALAE easyJet Dave Morrison Capt. Lance Jordan Loganair Capt. Sarah Hendry Astraeus Ltd European Aeronautical Group UK John Denman Max Harris London City Airport Gary Hodgetts BA Cityflyer European Air Transport NV/SA Keith Manktelow Vincent Lambotte Lufthansa Consulting GmbH Ingo Luschen BAE SYSTEMS Reg. A/C European Aviation Air Charter Alistair Scott Ron Hendrick Malaysia Airlines Capt. Ahmed Zuraidi BALPA EVA Airways Carolyn Evans TBA Airport plc Simon Butterworth Belfast Intl. Airport First Choice Airways Alan Whiteside Aneel Quraishy Monarch Airlines Capt. Tony Wride bmi regional FlightLine Peter Cork Bob King MyTravel Airways Chris King

14 focus winter 07 NATS TAG Aviation (UK) Ltd Eurocypria Richard Schofield Malcolm Rusby Capt. Constantinos Pitsillides

NetJets TAM Brazilian Airlines Cyprus Airways Capt. Catherine Thompson Capt. Marco Castro Andreas Mateou

Panasonic Avionics Thomas Cook Airlines flybe. Stefan Suri Capt. Roger Chandler Neil Woollacott

Penauille Servisair Thomsonfly Ltd flybe. Aviation Services Mike Cooper Jez Last Steve McNair

PrivatAir UK International Airlines MOD Jan Peeters Capt. James McBride MARSG Col. Steven Marshall MARSG Eng. Wg Cdr Ian Woodhouse Virgin Atlantic Airways TBA John Dunne QinetiQ Flt. Lt. Jacki Rolls-Royce Plc Willis Phillip O’Dell TBA QinetiQ Eng. Keith Wigmore Ryanair XL Airways UK Ltd Capt. George Davis Iain Craigen RAeS Peter Richards SBAC Martyn Graham - Secretariat GROUP MEMBERS RAeS Eng. Vic Lockwood - FR Aviation Jim Rainbow bmi ScotAirways David Barry Nigel McClure CO-OPTED ADVISERS bmi Eng. Shell Aircraft Willam Taylor AAIB Matt Jennings Capt. Margaret Dean bmi baby Silverjet Ltd Jeremy Purry CHIRP Jonathan Dalgliesh Peter Tait Bond Offshore Singapore Airlines Tony Duff GASCo TBA John Thorpe Bond Offshore Helicopters (Maint) Smiths Aerospace John Crowther Legal Advisor Nigel Moody Edward Spencer Bristow Helicopters Barlow Lyde & Gilbert SR Technics Ireland Ltd Capt. Derek Whatling Frank Buggie Royal Met. Society Bristow Helicopters Eng. Dr John Stewart Superstructure Group John Parker Eddie Rogan

ADVERTISING IN THIS MAGAZINE Focus is a Quarterly Publication which has a highly targeted readership of 32,000 Aviation Safety Professionals worldwide. If you or your company would like to advertise in Focus please contact:

Advertisment Sales Office: UKFSC, The Graham Suite, Fairoaks Airport, Chobham, Woking, Surrey. GU24 8HX. Tel: +44 (0)1276 855193 Email: [email protected]

focus winter 07 15 Stable or Unstable Approaches by Simon Searle - FDSL

or sometime now stabilised approaches Flap Ht RAlt IVV Pitch N1 N1 Fhave been a normal part of the 5 800 732 -1598 2.99 28.8 30.1 Standard Operating Procedures (SOPs) of 5 768 720 -1387 2.64 28.7 29.9 all responsible operators as they have 5 768 696 -1246 1.58 28.8 30.1 effectively demonstrated their value in 10 768 660 -835 0.88 28.8 30.2 reducing the chances of Controlled Flight 10 736 632 -876 0.7 28.8 30.1 into Terrain (CFIT). Flight Data Monitoring 10 736 612 -904 1.41 28.8 30.1 (FDM) Programmes have proved invaluable 10 736 600 -606 2.11 28.8 30.1 in monitoring the effectiveness of the 10 704 584 -723 1.93 28.8 30.1 criteria laid down by particular operators 10 704 560 -801 0.7 28.8 30.1 and the way in which crews actually 10 672 548 -853 2.11 28.8 29.9 interpret the requirements. 10 672 552 -889 0.53 28.9 30.1 10 640 556 -912 1.41 28.7 29.9 Having checked a number of Operations 10 640 548 -928 1.58 28.8 29.9 Manuals, it would appear that most operators 10 608 536 -939 2.29 28.7 29.9 require their aircraft to be stabilised in the 10 576 520 -1262 1.23 28.8 29.9 10 544 480 -1479 1.05 28.7 29.9 landing configuration by somewhere around 10 544 452 -1308 1.76 28.8 29.9 1000ft Above Aerodrome Level (AAL). In some 10 512 436 -1193 2.64 28.7 29.9 cases this can be as low as 500ft, but this will 15 480 408 -1433 2.64 28.8 30.1 of course be dependent meteorological 15 480 388 -1277 2.81 28.8 29.9 conditions at the time and the type of 15 448 380 -1172 3.16 28.6 29.8 approach in use and runway in use. Among 15 416 372 -1419 2.11 28.8 29.9 other things one of the parameters required as 15 416 356 -1268 1.23 28.6 29.8 part of the landing configuration criteria is 15 384 332 -1166 0.88 28.7 29.9 that the power be correctly set. 15 384 316 -1098 1.58 28.7 29.8 15 352 304 -1053 1.05 28.7 29.8 Through the FDM programme, one thing that 15 352 284 -1022 1.76 28.7 29.9 seems to have been highlighted is lack of 25 320 264 -1002 2.46 28.6 29.8 understanding by some pilots of the possible 25 320 248 -988 1.23 28.6 29.8 effects of an unstable or rushed approach and 30 320 252 -662 0.18 28.7 29.8 particularly low power is a factor. This may 30 320 244 -443 -2.29 28.6 29.8 have been caused by the removal of such 30 288 232 -614 -3.16 28.6 29.8 exercises as “Recovery from High Sink Rates” 30 288 224 -728 -2.81 28.7 29.7 in some initial conversion courses. Clearly this 30 256 208 -805 -1.23 28.6 29.8 is a Fan jet problem as opposed to a propeller 30 256 196 -856 -0.53 28.4 29.7 problem where the effect of thrust increase is 30 224 188 -890 -1.05 28.7 29.8 much more immediate. The height loss in a 30 224 172 -913 -0.53 28.4 29.7 go-around can be quite, from the time the 30 192 164 -929 -1.58 28.7 29.8 relevant thrust is applied can be quite marked. 30 192 144 -939 -2.81 28.4 29.7 30 160 132 -946 -2.11 28.6 29.7 For a B737, for example, the height loss from 30 128 108 -1267 -0.7 28.6 29.7 a stabilised approach in the landing 30 128 92 -1166 1.41 28.7 29.8 configuration will be around 28ft with 30Flap 30 96 76 -1098 1.58 28.7 29.7 selected. If the power were at [flight] idle at 30 96 68 -1052 1.41 28.7 29.7 the time but the speed correct (Vref+5 in still 30 96 56 -705 0.53 29.6 29.9 air) the rate of decent would be considerably 30 64 44 -789 1.23 29.3 29.9 higher and so therefore would the height loss 30 64 32 -846 3.34 30.3 31.3 in the go-around. 30 28 28 -883 3.16 34 35.2 30 20 20 -909 2.29 37.9 38.5 The attached data which has been précised to 30 12 12 -609 2.99 37 37 give only the relevant information to 30 8 8 -725 4.04 33.1 33.6 demonstrate this situation: 30 8 8 -802 2.99 29.7 30.7

16 focus winter 07 The data shows the approach from a Radio landing”! The vertical speed can be seen to be result in an unpleasant situation, and it is Altitude of 732ft to 8ft. It can be seen that high throughout the approach. Had a go- suggested that a successful recovery would there was an insignificant application of power around been required for any reason within have been difficult to say the least! at 20ft – presumably in a final attempt to the final part of the approach, a number of reduce the rate of descent and “save the factors would probably have come together to All this adds together to explain why operators require a go-around to be performed at certain heights if the aircraft is not stabilised in accordance with SOPs.

Low Rotation Rates

Another factor that has become apparent through the programme is incorrect rotation procedures being employed.

If we look at two particular aircraft types - the Embraer 170 and the B737-300 – the correct rate of rotation is stated as 3˚/sec. Examining data from both aircraft types the author has regularly seen well rates well below this figure for no identifiable reason. Rates at less than 2˚/sec are not unusual.

One problem that seems to occur in the recording of such events is that they are not highlighted within the programme as exceedences or level 3 events. At the end of the day the setting of these levels is the responsibility of the operator and until such failings are brought to the attention of crews no improvement will occur. One question that must be asked is “do we take enough time to teach the correct procedure in the simulator training and do we insist on it during route training”? The following tabulated and graphical data show how the aircraft only achieved a maximum of 2.43˚/sec and then only for one second. By the time the aircraft achieves more then 1000ft/min Explaining the reasons for insisting on the rate of climb the speed has increased to V2 + 28kts and that is at a height of only 128ft. correct procedures is vital particularly to new

focus winter 07 17 With each rectangle in the graphs representing five seconds the effects of the slow rotation can clearly be seen. When all this data is shown to the crew it becomes a very good tool for demonstrating the errors of their ways and it is important that they fully understand the effects on performance of not operating the aircraft in the correct manner. impressionable co-pilots. In smaller companies “Takeoff speeds are established based on rotation at VR toward 15° of pitch attitude. where there might be a high turn over of minimum control speed, speed, and tail After liftoff use the flight director as the crews – particularly contract pilots – the clearance margins. Shorter bodied airplanes primary pitch reference cross checking comment “passenger comfort” has been are normally governed by stall speed margin indicated airspeed and other flight heard on many occasions as a reason for slow while longer bodied airplanes are normally instruments.” rotation rates. Clearly Take off performance limited by tail clearance margin. When a does not come into the equation in these smooth continuous rotation is initiated at VR, cases. This may be all very well with a light tail clearance margin is assured because aircraft on a long runway with no obstacles, computed takeoff speeds depicted in the but is it acceptable? What happens in the QRH, airport analysis, or FMC, are adjusted to event of an engine failure at V1 or on a provide adequate tail clearance. limiting runway. The following statement is an explanation of correct rotation technique for a Above 80 knots, relax the forward control B737-300: column pressure to the neutral position. For optimum take off and initial climb performance, initiate a smooth continuous

18 focus winter 07 All the Rage - Disruptive Passengers and the Law by Edward Spencer – Barlow Lyde & Gilbert

■ s operators express concerns about Certain offences against penal laws based cure. Whilst not all “air rage” incidents can be Aan alarming increase in incidents on racial or religious discrimination, or of predicted, a significant number of them involving disruptive passengers, we a political nature, are excluded unless the involve alcohol as an active ingredient. The consider the legal position. safety of the aircraft or passengers is UK’s Air Navigation Order 2005, which compromised. applies to all aircraft within UK airspace and In recent months, statistics have revealed a all UK-registered aircraft wherever they may ■ dramatic upward trend in the number of Extradition may be sought and granted be, is absolutely clear on the point:- disruptive airline passengers. It is perhaps no as between contracting states but within coincidence that this follows in the wake of the framework of existing extradition “A person shall not enter any aircraft when enhanced airport security measures - both at treaties. drunk, or be drunk in any aircraft”. home and abroad. No better is the position ■ reflected than in a recent report published by There are certain circumstances in which Although, under the same Order, the aircraft a House of Commons cross-party transport a contracting state may, pursuant to the commander has wide authority to ensure the committee. It paints a grim picture of the Convention, exercise criminal jurisdiction safety of the aircraft, there are obvious passenger’s experience, which, it says, leaves over a foreign-registered aircraft. An practical difficulties in exercising that them more “frustrated and dissatisfied than example includes an offence committed authority against a “drunk” passenger, ever”. It is clear that this mood is translating against one of the contracting state’s particularly if the relatively unusual step is to itself into a dramatic rise in incidents of nationals or permanent residents. be taken of denying boarding to that disruptive behaviour aboard aircraft. passenger. Above all, by reference to what The above serves to illustrate that in any criteria is drunkenness to be measured in the Policing this problem is no easy matter. Take, given case, there is unlikely to be a shortage absence of a prescribed threshold as is found for example, the scenario of a drunken of jurisdictional options for the purposes of in drink-driving situations? Ultimately, the passenger assaulting a stewardess in the enforcement. And the potential for overlap is matter will need to be determined by the middle of a transatlantic flight. Although compounded by a proviso under the operator’s own discretion and the competing such behaviour would ordinarily constitute a Convention which recognises the exercise of exposures it perceives between an aggrieved criminal offence by reference to UK law, does criminal jurisdiction in accordance with passenger left behind and the wider risks the location of the aircraft over the sovereign national law. Thus, states will often regard posed by that passenger if allowed to board. airspace of another country or over their own airspace as sovereign and may international waters make a difference? therefore wish to exercise their own It is clear that the term “air rage” has entered jurisdiction over activity which occurs within into common vocabulary and public The Tokyo Convention 1963 was brought into it. This is no better portrayed than in relation consciousness. Against this background, there effect to address precisely this issue. to the 1988 Lockerbie bombing, which now exists a moral determination to treat the Signatories to the Convention (including the subsequently resulted in criminal problem strictly and decisively. Whilst the UK) are capable of applying the following prosecutions being brought before the courts existing legal apparatus is capable of reacting framework:- in Scotland, albeit in a neutral venue. to the problem and facilitating an effective deterrent, it is up to all interested parties to ■ The state of registration of the aircraft To add to the complexity, local laws may apply it. As part of the collective on which an offence is committed apply their own variations. The Civil Aviation responsibility that will be aimed at achieving (pursuant to the ordinary law of that Act 1982 will, for example, permit the UK to zero tolerance, airlines and airports will state) is competent to exercise exercise jurisdiction over offences which take inevitably want to ask themselves whether jurisdiction provided the offence is place on an aircraft, if the ultimate they can be doing more to address the causes commissioned “in flight”, on the surface destination of that aircraft is the UK. A case of the problem rather than the symptoms. It of the high seas, or on the ground of any in point is the hijacking of an Afghan aircraft is in their common interests to do so. non-contracting state. For the purposes in 2000, which subsequently landed at of the Convention, “in flight” means Stansted and resulted in criminal from the moment when take-off power prosecutions being brought against the is applied to the moment when the perpetrators within the English courts. aircraft ends its landing run. Although it can therefore be appreciated that enforcement options are both broad and varied, industry will inevitably wish to adopt an approach aimed at prevention rather than

focus winter 07 19 Panasonic In Flight Entertainment Systems, a Brief Introduction by Stefan Suri, Panasonic Avionics Corporation

anasonic Avionics Corporation is proud In 1986, the company moved its headquarters Entertainment Pto be a full member of the UK Flight to Bothell, Washington. In 1990, Irvine, Safety Committee and pleased to be asked California was chosen as location for a new Broadcast audio: Airlines can program audio to contribute to this issue of the Focus research and development facility, for distribution by channel (like today), or by Magazine. accelerating the company’s reputation as a genre and other categorizations. Programming pragmatic innovator. In 1995, Bothell and can be displayed to passengers by title, genre, Since joining the UKFSC this year, I’m sure Irvine joined forces as Matsushita Avionics artist, channel or other options. that many of you have been wondering “why Systems Corporation, with manufacturing we joined and what on earth do we have in support provided from Osaka, Japan. Broadcast Video: A cable TV-style format common with aviation let alone flight safety”! delivers a range of content options and From those humble offerings in the 80’s we provides sequential programming such as The answers to the above are simple…. now offer full turnkey solutions for our silent video/advertisements, trivia and pub customers including exciting technological games, and airline information. We joined to learn, offer our experiences of features such as; flight safety from an OEM viewpoint and to Audio & Video-On-Demand: Personal IFE contribute towards a safer future for aviation. Interactive Software Engineering: AVOD display device let users start, stop, pause, fast- As for “what we have in common with aviation”, provides passengers with nearly limitless forward, and rewind read on, you will be enlightened I’m sure! programming options. With such an increase video, as well as in programming content, airlines may search for movies of Matsushita (Panasonic Avionics Corporation, experience issues managing the volume of interest by keywords, being part of MEI; Matsushita Electric content options. That's why, in 1998, titles and more. Incorporated) began its expansion into the Panasonic Avionics Corporation began offering During select movies, passengers can view field of avionics, quickly establishing itself as a the services of Interactive Software scenes from a choice of multiple camera market leader. The company was one of the Engineering, its interactive content arm. angles. And for more audio pleasure, users can first to market video equipment to airlines and create, sort, and store audio personal play lists. was also one of the earliest suppliers of Interactive Software Engineering offers the passenger control units (PCUs) to the industry. very latest top-quality programming content Games: An expansive library of PC and including interactive and multi-player games, Nintendo games covers nearly every game The avionics technology that now news and information uplinks from CNN, genre – puzzle, classics, trivia, action, characterises Panasonic Avionics Corporation Reuters, NewsEdge, and offline interactive adventure, strategy and more. Plus multiplayer IFE systems traces its inspiration, in part, to content from some of the hottest websites options engage any number of passengers in the early-day technology that enabled around including USATODAY.com, friendly competition, from one-on-one bouts portable electronics. Hollywood.com and ZDNetAsia.com. to cabin-wide trivia challenges.

What raised Matsushita's interest in avionics Drawing upon E-Books & Audio Books: A virtual library of was the development of an ultra-thin radio. Panasonic’s deep, electronic books, across a broad range of Using surface mount technology, it was worldwide legacy in categories, are right at the passenger's possible to make an extraordinarily reliable consumer electronics, fingertips for on-screen reading. Audio book wafer-thin radio. the X Series delivers selections include popular fiction and non- high-speed communication tools and state- fiction titles, selections read by the author. The idea was to develop it as a product for use of-the-art entertainment, including Audio, in fields where reliability, compactness and Video-On-Demand, In-Flight email, internet light weight would be particularly valuable. access and ever-increasing digital Information From this beginning, the vision of providing in- entertainment options for passengers. flight communication and entertainment Flight information: The iXplor™ in-flight systems took hold. graphical interface gives detailed flight status Features Include: information – position, path, altitude, and In January 1980, Matsushita signed its first arrival time. contract to provide a PES/PSS (Passenger Aesthetics & Comfort Entertainment System / Passenger Service Live text news: Timely, regionalized news System) for the . That same year Ergonomic Comfort: Award-winning content across multiple categories – World the company set up a small operation at industrial design makes travel more personal News, Sports, Business, Financial Markets, Panasonic headquarters in Secaucus, New and more comfortable. Armrest and seatback Weather, and Tech News. Updated every hour Jersey and in quick succession introduced a displays use intuitive controls and deliver via SATCOM. string of technological advancements. crystal-clear audio and video. User-friendly input keypads and touch screen displays make Destination information: Hotel, sightseeing, content navigation simple for all audiences. restaurants, shopping and other destination

20 focus winter 07 information, as well as geographical and any airline.The service supports both data and Naturally, we have the odd incident here and cultural data. digital voice communications, including live there caused by a rogue glass of Bordeaux or television. New antenna system provides hot espresso finding its way into our under Detailed maps: Flight and city maps display superior bandwidth in a smaller, lighter and seat boxes or handsets. more detail, including elevations and points of lower drag configuration. Technology opens interest. Interactive maps offer zoom new possibilities for on-board With the rigorous development and testing capabilities. communications. that our systems undergo, there rarely passes any incident of note other than a disgruntled Gate information: Connecting gate details I hope that you now understand our PAX as his IFE is switched off! and airport maps boost efficiencies inside the involvement in aviation! terminal and at check-in counters. Nevertheless, if an incident does occur With all those systems installed in hundreds of whereby there is a need for an ASR/MOR to be aircraft across the globe, somewhere, raised, being approved, we follow the same Connectivity sometime, somehow, an LRU is going to be in stringent safety guidelines as many in the need of repair. aviation industry. Broadband/Narrowband Connectivity: Airlines can choose from a full range of To meet this demand we have approximately So, from television in your lounge to television connectivity options to enable simultaneous 40 International Line Maintenance and Repair in the air, we are there but don’t call us when live television, Internet browsing, shopping, facilities holding many differing regulatory the cat knocks the goldfish bowl off the top secure e-commerce and more. approvals ranging from EASA to CAAS to offer and into the back of your TV! the CRS that our customer needs. Email: Real-time connectivity enables send- receive functionality via passenger laptop or device, seatback screen or personal IFE device. Internet & Intranet: Huge database of 4AVIA Training cached Web content is supplemented by live 2008 programme content via broadband or narrowband. QUALITY MANAGEMENT FOR OPERATORS Telephony: Voice over Internet Protocol JAR-OPS Quality Systems, documentation & auditing 5 days : LGW : 11 Feb, 19 May, 15 Sep, 17 Nov (VoIP) converges voice and data transmission, A well established and highly acclaimed industry benchmark providing faster, clearer digital connectivity. New headset designs improve convenience SAFETY MANAGEMENT FOR OPERATORS 4 days (Mon to Fri midday) : LGW : 10 Mar, 08 Sep and clarity. A revised course for those who need to develop and manage an SMS fully integrated with the quality system. PED Power: In-seat power system provides AC AUDITOR RECURRENT TRAINING or DC power. 3 days, venues tbc and 17 Mar, 22 Sep A necessary course to revisit and enhance auditing skills. The above training courses provided by Shape Aviation in conjunction with Technology Innovations Nigel Bauer & Associates. All courses can be presented ‘in-company’.

FLIGHT DATA LEAD AUDITOR TRAINING Closed captioning: New closed captioning MANAGEMENT TRAINING for the Aviation Industry options provide greater enjoyment for 4 days : venue tbc : 21 Apr, more tba passengers who are deaf or hard of hearing. A new experts’ approach to the actual 5 days : LGW : 12 May, 20 Oct management of fl ight data from Shape A new aviation specifi c Lead Auditor Aviation in association with FDS training course from Nigel Bauer & Noise cancellation: Noise cancellation Consulting. Associates (IRCA Certifi cated course technology cancels ambient cabin and engine no. A17027). noise, delivering clearer, brighter audio at Plus ‘in-company’ Security & Nigel Bauer & Associates has trained lower volumes. Dangerous Goods training. Coming soon - Emergency over 14,000 auditors in more than 80 countries. Response Management training Global Communications Suite: Panasonic leads the industry again as the only IFE Nigel Bauer provider delivering Shape Aviation Ltd Tel +44 (0) 1780 721223 & Associates Ltd wireless, broadband e-mail: [email protected] Tel +44 (0) 1243 778121 data communications www.shape.aero e-mail: [email protected] services, and makes www.nigelbauer.co.uk them affordable to

focus winter 07 21 Improving Air Traffic Management Safety by Sean Jones, Head of Safety Strategy

n the last issue of Focus the editorial follows the completion of NATS ’21 fully address the risks associated with air Idescribed the new Strategic Plan for Destinations’ programme which, amongst traffic management. For this reason, many of Safety that was recently released by other things, had a major focus on safety the safety initiatives involve working with NATS. This article gives some more improvement. This led to a significant change pilots, airline operators and airport owners. information on the strategy and highlights in how NATS thinks about safety. An some of the actions being taken to improved understanding of the causes of improve safety performance in ATM. incidents has resulted in a more focussed Key Priorities approach to reducing their frequency and severity. Based on a combination of incident analysis Context and the expert judgement of operational NATS has also recognised that only by managers and safety professionals, the plan The new plan covers the next 10 years and working in partnership with all participants in identifies fourteen key priorities areas. These supersedes the 2004 version. The update the air transport industry will it be possible to fall into four broad categories:

Level Busts Strategic Actions: • Reduce the number of communication incidents • Reduce the opportunity for clearance errors • Make pilot intent visible to ATC • Enhance conflict detection and alerting systems

Runway Incursions Strategic Actions: • Deliver training on runway safety • Share data with everyone involved in runway incidents • Implement Standard Operating Procedures for runways • Work with airport authorities on design of airport changes • Develop new technology to support pilots, controllers and drivers

22 focus winter 07 Airspace Infringements Strategic Actions: • Increase understanding of root causes • Identify infringement hot spots • Undertake awareness campaigns with pilots and controllers • Expand Lower Airspace Radar Service (LARS) • Develop an infringement detection and warning tool • Simplify airspace boundaries

■ Event Types: Strategies work needs to be done. Examples include the • Level Busts, use of observers in the ATC operation to • Airspace Infringements, For each of the key priorities a safety sample key events, the development of • Runway Incursions. improvement strategy has been developed analysis tools for radar data and some early and a series of improvement activities have applications of voice recognition technology ■ Human Performance: been identified. Many of the improvement to measure the use of different ATC • Human ATC Performance, activities identified require close instructions. By developing the capability to • Pilot Performance, collaboration between all the participants in measure changes in safety performance over • Workload Management, the operation. A major difference between short timescales it should be possible to • Communication. this strategic plan and previous versions accelerate the rate of improvement in the published by NATS is that the safety benefits system and will also help to facilitate the ■ Environment & Context: from each of the actions have been estimated early introduction of new operational • Airports, based on an analysis of previous incidents. concepts and future technologies. • Airspace Rules & Procedures, This allows the combined effect of all the • Airspace Complexity & Design, initiatives to be assessed. Examples of the NATS new Strategic Plan for Safety is only the • Military. strategies for level busts, runway incursions first step in delivering the ATM safety and airspace infringements are shown in the improvements that will help ensure the ■ Safety Capability: panels. The document describing all the key continued development of safe and efficient • Safety Leadership & Culture, priorities can be accessed via NATS website aviation in the UK. • Safety Management Development, [www.nats.co.uk]. • Future Risks.

Inevitably there is some overlap between the Measuring Improvement key priorities. However, they have been selected to provide a set of coherent Although the UK is fortunate in having an programmes that provide a clear focus for excellent reporting culture, there are still improvement initiatives that address the many difficulties associated with measuring main risk areas in ATM in the UK. safety performance in ATM. NATS is therefore working to develop safety measures that will be more sensitive to changes in the operation. This should help determine when actions are being successful and when more

focus winter 07 23 Adherence to ATC Clearances by Glynne Dawson - ATC Planner, ATC Procedures & Planning Dept. LACC

ithin the UK, in order to Waccommodate the complex traffic flows and volume of flights, en-route airspace is split into a number of “sectors”. These sectors are essentially small volumes of airspace that can be safely and expeditiously handled by either a single controller, or a Sector Control Team, depending on the ATC unit concerned. En- route sectors are normally handled by a team of two controllers, one operating in a Planner capacity, making coordination decisions on individual aircraft entry and exit criteria, the other a Tactical controller Figure 1. responsible for the actual control of aircraft as they transit the sector. Each occurring. If, when issued with such a ■ There are safety concerns that pilots, Planner and Tactical team can work in the clearance, a pilot considers it unachievable, or particularly those not as familiar with UK region of 40–50 aircraft per hour, subsequent to any clearance it transpires that airspace, may climb or descend to a level depending on the sector’s complexity. the level cannot be achieved in time, the on the chart without an ATC clearance, sector controller must be informed as soon as possibly leading to a loss of separation. ATC sectors can abut each other either possible. If this happens, the sector controller vertically or laterally, and pilots are regularly will, at least, be required to re-negotiate the ■ Not all level clearances are standard issued ATC clearances to cross a particular coordination with the next sector along the levels; they are regularly levels planned reporting point at a specific level, e.g. FL350 route, and may well need to stop the aircraft’s between sectors, based on expected level LAKEY. This ensures the aircraft does not climb or descent against conflicting traffic aircraft performance or sector penetrate adjacent sectors (either MACC S29 ahead of the aircraft’s path. configuration. or LACC S3, see Figure 1).

From a pilot’s perspective, it may not always ■ Standing Agreement levels can be altered Such conditional clearances are issued to be immediately apparent why it is important tactically to provide separation against either: for an aircraft to achieve a particular level by conflicting en-route traffic, or military a specific reporting point. TCAS may not be traffic crossing traffic. ■ Avoid penetration of a sector that is not showing any conflicting traffic; however, high in the planned co-ordination sequence performance business jets and military Part of a controller’s normal duties is to of the aircraft, and in which no flight aircraft could be operating at speeds of up to monitor aircraft against any clearances data would be available to the control Mach 0.98 and with climb/descent rates of up issued; however, the pilot is the only person team. to 8,000 feet per minute in the vicinity. that knows exactly what his aircraft can Notwithstanding any apparent lack of achieve on the day and it is vital that any ■ Avoid a major confliction point with conflicting traffic, controllers will inevitably inability to comply with a clearance, no crossing traffic. have formulated plans for the safe transit of matter how small, is communicated to the aircraft through a particular sector based on controller at the earliest opportunity. It is a ■ Ensure that aircraft comply with the any conditional clearances issued. legal requirement to comply with ATC agreed levels between ATC sectors, or clearances in most classes of airspace. units. Such agreements are essential We are regularly asked why standing tools in vastly reducing the requirement agreement levels are not always published on Always advise the controller when you for individual co-ordination of aircraft on STAR charts in order for pilots to expect know that you will be unable to comply standard routeings. them. There are various reasons why this with any ATC clearances as soon as approach is not entirely appropriate: possible in order that safe and appropriate When issued with such a conditional action can be taken. clearance it is vitally important that pilots achieve the cleared levels in order to prevent Please help us to help you!! Thank you. a potentially dangerous situation from

24 focus winter 07

We may not know much about aeroplanes....

For more information please contact Andrew Kirk on 01483 884884 [email protected]

proud printers of Focus Magazine