MAKING EVERY FLIGHT A SAFE FLIGHT WINTER 2021

Power games Will planes ever be fuelled by hydrogen?

Return of the MAX Lessons learnt from the Boeing 737 MAX 8

Looking after your mental health Winter of How to deal with stress in aviation discontent The plight of pilots and airline staff LIFT-OFF

BALPA House 5 Heathrow Boulevard, 278 Bath Road, West Drayton, UB7 0DQ 020 8476 4000 www.balpa.org [email protected] Honorary President Lord Balfe Executive President Paul Naylor General Secretary Brian Strutton Communications & External Relations Richard Toomer Nancy Jackson Duty editors’ Chief Editor Simon Williams Deputy Chief Editor welcome Jeremy Feldman Editorial Board Tori Bottomley Mike Buckley Martin Chalk Mark Dobson The long-awaited series finale of 2020 is fast approaching and, with no clear Ian Frow conclusion in sight, will we be left satisfied with a heart-warming finish after this David Keen Katy Lee tumultuous rollercoaster ride, or will we be left on the largest, most daunting cliff Matthew Martin edge, eagerly awaiting the sequel in 2021? Karen Speight Jordan Webb Since our last edition, little has changed in the face of the global pandemic. If anything, the impact on the aviation industry has only been compounded, more Senior Contributor Robin Evans and more of our friends and colleagues face uncertainty and we trundle our way into the ever difficult off-season winter period. But change is afoot. As the industry is dragged backwards, we continue to look forwards. In this edition, we look at how hydrogen is being pioneered to fuel the

Produced by aircraft of tomorrow, and how the long-awaited return of the Boeing 737 MAX has CPL (Cambridge Publishers Ltd) reshaped how we view pilot training and aircraft certification. 01223 378 000 The twists and turns of the COVID-19 crisis have undoubtedly taken their toll www.cpl.co.uk 1 Cambridge Technopark, Newmarket on our mental health. Louise Pode explores the industry’s relationship with this key Road, Cambridge CB5 8PB area, while David Keen takes a look at how second jobs have helped individuals Editorial navigate through the crisis. Tracey Lattimore Despite the challenges, we hope that by the time you read this a COVID vaccine Designer is being rolled out, clarity has been brought to UK-EU air transport rules, and James Baldwin attacks by both circumstances and airline managements on our profession Advertising manager and fellow professionals are over. Bye bye 2020 – let’s hope 2021 is John Wheaton 01223 378 042 significantly better. [email protected] Jordan Webb The acceptance and publication of advertising in The Log, including financial products and services, Martin Chalk implies no representation or warranty on the part of BALPA or their agents as to the reputation or standing of advertisers’ products or services. Although The Log is the official journal of BALPA, the views expressed by individuals in any article or letter included are not necessarily those of the association or those of CPL. All rights reserved. Material in this publication may not be reproduced without the express written permission of BALPA and CPL. Neither BALPA Picture credits, where not shown on relevant page or supplied: Cover images: iStock.com / Nycshooter Page 06-07: iStock. com / OGphoto Page 11: iStock.com / FG Trade / Filadendron / Sesame Page 12-15: iStock.com / Solarseven / Liner / nor CPL accept responsibility for any unsolicited NeonJellyfish Page 18-20: AIRBUS 2020 - IIVS Page 22-24: iStock.com / Lukas Wunderlich / Eli Wilson / Robert Michaud manuscripts, photographs or illustrations sent to Page 25: Getty Images / Bloomberg / Contributor Page 30-32: iStock.com / MonkeyStudio / Rathke / Gorodenkoff Page 33: their offices and will not be liable for any loss or iStock.com / Erhui1979 Page 36: iStock.com / Sjo Page 39: iStock.com / Malerapaso Page 41: iStock.com / Jetlinerimages damage to any such material. Page 42: Credit / Bedford Aeronautical Heritage Group Page 43: Credit / US Air Force Page 45: iStock.com / Jetlinerimages Page 48: iStock.com / Targrid Page 50: iStock.com / PressureUA Page 52: iStock.com / Bim Page 58: iStock.com / Nadezhda Fedrunova 3 CONTENTS WINTER 2021

FEATURES 12 Navigating COVID-19 How airlines have tried to mitigate the effects of the pandemic 26 Safety first 50 The BALPA ‘Most Wanted’ flight safety improvements Stressed out Managing stress in REGULARS 30 the aviation sector Missed approaches 6 We take a look at missed News approach incidents 8 33 Letters Where there’s a skill The origins and impact of crew 11 resource management Know your rights 39 17 Sideways look Rocking chair Procrastination is not what it TECH LOG used to be 54 18 Gear 41 Hydrogen – fuel of Taking control the future? 56 The origins of the autoland Will aeroplanes ever be powered Obituary by hydrogen? 46 57 Through the keyhole 21 Book reviews A look inside the garage that’s Log notices actually an aircraft simulator 58 22 Tailwind 48 A better future Survival jobs We look at the lessons learned from What alternative jobs are suited the Boeing 737 MAX 8 disasters to pilots? 5 NEWS Upfront Malignant melanoma SOME GLIMMERS OF LIGHT The latest in aviation and industrial news from around the world Since the beginning of the COVID-19 a ‘prescribed disease’ outbreak, BALPA has called on the government to recognise the unique Malignant melanoma in aircrew is set to become a prescribed disease (industrial challenges the aviation industry faces Invasive keratinising injury) for which state pension benefits will be payable. There is a list of in the crisis. We have been the voice squamous cell carcinoma of the skin occupational diseases for which affected workers are eligible for pension payments, of pilots, lobbying the government subject to certain criteria , and the list is added to as medical knowledge grows . The and pushing for action – and many Industrial Injuries Advisory Council (IIAC) investigates the relationship between the of our members have taken up disease and the occupation, and then makes a recommendation, or not, that the the mantle by supporting our ‘six disease be added to the list of prescribed diseases. demands’ campaign and writing to Executive The recommendation takes the form of a published Command Paper, which is their MPs to help build the pressure. President’s passed to the Secretary of State to initiate the amendment to the legislation that While there is a long way to go, we adds the new prescribed disease to the existing list. At this time of COVID-19, have seen glimmers of light in the welcome timescales are a little uncertain. However, it is highly likely that the amendment will latest government announcement When I signed off my last foreword for happen in due course. ending the ban on international The Log, I wrote that I hoped we might BALPA’s Rob Hunter, who is an aviation medicine and radiation specialist, gave leisure travel, introducing the option see glimpses of a better future. Well, evidence to the IIAC enquiry. The full Command Paper can be read at bit.ly/ of a shorter quarantine period and it appears we could be heading in the IIACCommandPaper1. Below is an extract of the letter, from the IIAC chair to the direct financial support for airports. right direction. It’s still very early days Secretary of State, that introduces the Command Paper: We are not lifting the foot from the but, as I write this, the first arms are pedal , however. BALPA continues “ Around 15,000 newly diagnosed cases (cancer registrations) of melanoma occur preparing to receive the COVID-19 to call for more to be done to each year in the UK (half in women), and approximately 2,500 deaths. In both give customers the confidence to vaccine. Let’s hope this portends a sexes the risk rises with age, but a little more so in men. The key triggers leading book holidays for next year, and change in consumer confidence and to malignant transformation of melanocytes (the pigment cells of the skin) have yet businesses the confidence that UK a willingness to begin travelling again. to be fully elucidated, but are multifactorial and include UV radiation damage and aviation can cope post-Brexit. This is another great edition of genetic susceptibility. BALPA has renewed its calls for the The Log, with features on the re- The investigation carried out by the Council established that the evidence base government to set a date for when certification of the 737 Max; our new for an increased risk of the incidence of melanoma in aircrew – both pilots and it aims to replace quarantining with flight safety strategy, ‘Most Wanted’; cabin crew – is consistent and convincing; the pattern of an excess risk has not airport testing, so that systems can and collaborative work with our substantially changed by date of publication over the last 30 years although the be put in place. We have also pushed colleagues at GATCO. exact magnitude varies between studies. for it to support the operational An in-depth analysis of the scientific literature of melanoma incidence As the year comes to a close, I want and skills infrastructure that will be conclusively demonstrated a consistent doubling of risk for both pilots and to pay tribute to the team who have needed for aviation to recover. cabin crew, and for pilots in particular, after 5,000 aggregated hours’ flying time. continued to put The Log together This corresponds to approximately five or more years aggregated duration in such difficult circumstances. I also of employment. SAFETY FIRST want to put on record my deep debt From currently available evidence, the Council concluded that neither cosmic For pilots, safety comes first , and of gratitude to the reps and staff who radiation nor occupational exposures to UV during flights are likely to contribute at this time of huge commercial have kept BALPA going and who substantially to the excess risk. The most likely causes are: (i) UV exposure pressure – as airlines struggle to have continued to deliver for you, and outside the aircraft, but there is uncertainty about the nature and patterns of UV cope with the COVID-19 crisis – especially to the staff who will be sadly exposure that might occur during non-flight work and during flight stopovers, BALPA has kept a steadfast eye on leaving us at the end of the year. Thank and the potential contribution of exposure during recreational activities, together safety. That’s why our Most Wanted improvements campaign, launched in you for your continued support. with; (ii) disruption of the circadian rhythm through shift work, although the exact relationship of this combination is as yet uncertain. November, is so important. It will take quite some time for our This Command Paper sets out how the Council arrived at its conclusion and The Most Wanted is a list of areas industry to mitigate the devastation details the evidence it has reviewed. Given the clearly doubled risk, the Council we believe pose the biggest risks caused in 2020. However, it appears recommends that malignant melanoma in pilots and cabin crew be added to the to safety, and an action plan for how that the worst could be behind us. list of prescribed diseases for which benefit is payable, following five or more BALPA will focus attention on these. Here’s to a better, brighter and more years’ duration of employment. Commercial pressure is at the heart prosperous 2021 for us all. of the Most Wanted ; find out more on Yours sincerely page 26 of this issue of The Log, or Stay safe, Dr Lesley Rushton, chair, Industrial Injuries Advisory Council” go online to BALPA TV where you can Paul Naylor, BALPA NEC Executive see videos by our flight-safety team. President and easyJet captain 6 7 Ref ICAO Ref ICAO

World Bank and IMFRef World -5.2% bn @aviationfutgrp 4.4% 51% $87 @BALPApilots Approximate passenger revenue loss in Europe, Jan-OctoberApproximate 2020 Estimated contraction in world GDP in 2020 Reduction in seats offered by airlines globally during 2020 Reduction in seats offered #futureofaviation Group of Aviation Future The On aviation to all the MPsThanks yesterday who spoke in the Commons especially those who advocated rapid on the future of aviation, to the current quarantine policy that is testing as an alternative devastating air travel. BALPA for the aviation sector at today’s Great to see the support As the Rt Hon Chris the aviation industry. debate on the future of Grayling MP said possible across in his summary: “Every action government must be taken to enable this industry to recover.” In numbers

@eu_cockpit @eu_cockpit has never been more @BALPApilots Otjan de Bruijn is taking over

@Captain737NG @eu_cockpit president of the incredible @fighterpilotdad @eu_cockpit

, Jon.

@thejollyboatman www.youtube.com/watch?v=2veWYC7vCWg @BALPApilots @BALPApilots

@BALPApilots @BALPApilots Replying to My last day as It’s been a 10yr privilege & pleasure to represent a beckons. have thought Who’d profession dedicated to public safety. this small European family of staff & reps could make so you all my friends. difference? I will miss much the presidency as of today! Join us in congratulating him & welcoming him in the new function! Pilots European If you’d like our take on the situation facing pilot cadets, watch the training our video. (Spoiler: it’s somewhat different from schools’). BALPA Jon Horne

WHAT WE’RE SHARINGWHAT Over toOver you Congratulations, Otjan. And good luck. BALPA @eu_cockpit On new appointments at Congratulations on all your achievements BALPA A very responsible take by Naveed Kapadia MSc #ProfessionalPilots #Integrity Mike Ritchie On guidance @IFALPA @BALPApilots @WeAreALPA needed to provide professional guidance to industry regulators needed to provide professional guidance to pressure. and corporate management under unprecedented Do you have something to share? We’d love to hear from you! love to hear from to share? We’d something Do you have or contact us on social media Email us at [email protected] reservesThe Log the right to edit and tweets letters necessary. as implies an acceptanceSubmission of condition this

LETTERS 8 INDUSTRIAL ISSUES 1111 If you have a question a question have have If you If you like to put like to put to Terry to Terry you’d you’d other other of of our our or any or any experts, experts,BALPA BALPA email email [email protected] [email protected]

I am employed by a crewing by I am employed pilots to providing organisation however, I am, a non-UK airline. based in the UK. I have had my employment employment had my based in the UK. I have at organisation the crewing by terminated I challenge this? Can request. the airline’s as it is hard to prove. is a difficult one to answer, This pressure can sometimes justify a fair Third-party dismissal, especially if the third party is the only or your dismissal may be unfair main client. However, if the employer cannot demonstrate that all reasonable steps have been taken to mitigate the effects of the may include trying to persuade client’s demands. This inthe client and looking for alternative work elsewhere the business. client’s demands. This may include trying to persuade client’s demands. This inthe client and looking for alternative work elsewhere the business. Q Time off for union duties, and employment termination and employment off for union duties, Time By Terry Brandon, BALPA National Officer National Brandon, BALPA By Terry Know your rights your Know I have been representing a member in a serious disciplinary case. The rest of of rest rest The The a member in a serious a member in a serious disciplinary disciplinary been representing been representing case. case. I have I have recently recently I have I have and I expect and I expect member will be dismissed. member will be dismissed. that that Council Council the Company the Company the disciplinary the disciplinary procedure. procedure. has not followed has not followed employer employer my my that that noticed noticed I am a new member of our Company our Company I am a new member of been tasked with a and have Council from time away will require that role Does this amount to a breach of contract? a breach Does to this amount employers set out their own disciplinary procedures in writing. Most It could be a breach. part of your contract of employment. A failure of the employer may or may not form This of contract on their part if the part of to follow procedures can result in a breach forms part of your contract of the procedure that the employer has breached by the employer of its disciplinaryemployment. Even if it does not, a breach of the implied procedure, without good reason, may amount to a breach term of trust and confidence. It may be worth pursuing this line would want to although an Employment Tribunal further, would not following the disciplinary procedure know if the outcomehave materially changed . of the dismissal Does this amount to a breach of contract? a breach Does to this amount employers set out their own disciplinary procedures in writing. Most It could be a breach. part of your contract of employment. A failure of the employer may or may not form This of contract on their part if the part of to follow procedures can result in a breach forms part of your contract of the procedure that the employer has breached by the employer of its disciplinaryemployment. Even if it does not, a breach of the implied procedure, without good reason, may amount to a breach term of trust and confidence. It may be worth pursuing this line would want to although an Employment Tribunal further, would not following the disciplinary procedure know if the outcomehave materially changed . of the dismissal Q flying duties. How much time am I permitted, much time am I permitted, How flying duties. these days? for pay and will I receive are recognised by theLay officials of unions that to time off with pay to carryemployer have the right amount of time givenout trade union duties. The must be reasonable in all circumstances. It is worth of theall Company Councils keeping a careful record assuch amount of time they are spending on matters negotiations, consultation, disciplinary and grievance withcases. Many airlines have facility agreements a framework for scheduled that may provide BALPA meetings, but reps will usually exceed these prescribed evidence you record may assist in future days. The negotiations to increase facility time. Q

CORONAVIRUS CORONAVIRUS

he COVID-19 pandemic The company council, with the support of BALPA, worked and 300s in storage, the head of flight crew convened a and the response to it by night and day, and took the difficult decision to sanction a further meeting and announced that the business needed to governments around the temporary pay (47 per cent) and pension cut (11 per cent from reshape and resize – but, crucially, attract further investment. world have had a hugely the company contribution) that would reduce our wage bill The leadership team focused on transforming the business negative effect on the civil by approximately £30m for six months (April to September). into an efficient, productive and profitable airline. Virgin aviation industry. In late We hoped that this, along with Virgin accessing the Atlantic served the HR1* and S188** in May, and proposed October, IATA was predicting government’s Coronavirus Job Retention Scheme (CJRS), a reduction of pilots: down to 460 from 976. The VACC revenues across the globe will be down by would mitigate redundancies. promoted the use of ‘last in, first out’ (LIFO), but this was T66 per cent in 2020 and 46 per cent in 2021, Virgin moved quickly to secure lucrative cargo contracts rebuffed at every stage. The company stood firm to protect on 2019 results. IATA is suggesting that it for the B787 and A350. Volunteers were sought as ‘critical the valuable cargo contracts and ring-fenced the majority of is not possible for airlines to cut costs in working pilots’ (CWP) to crew these flights, and the surplus A350 and B787 pilots. Afternegotiations, a further 90 pilot line with revenues and survive. Against this A350 and B787 pilots were placed on furlough, along with the jobs were secured and kept in strict seniority order from the backdrop, the Log editors asked some of the B747 and A330/340 pilots. The VACC adopted the approach B747 and A330/340 fleets. worst-hit BALPA company councils how they of ‘we’re all in this together’, and the pay cuts were the same The VACC led the way in the creation of a holding pool have sought to mitigate the worst effects of across the board. It negotiated that Virgin would ‘top up’ BALPA encouraged easyJet to agree to a part-time ballot for displaced pilots. This was applicable to those who had the downturn on BALPA members. the CWP to match the pay of a pilot who was on furlough been made compulsorily redundant, with the exception of receiving their reduced pay plus the £2,500 per month. those who had been identified as having performance or Virgin Atlantic Afterthe decision to withdraw the A340-600s and B747- disciplinary issues. As of 1st October 2020, 311 of our friends The fallout of the pandemic has been the 400s from service permanently, and park up the A330-200s and colleagues sit in the holding pool, and a further 84 took worst Virgin Atlantic has experienced in its a voluntary severance package that we negotiated with the 36-year history. The company council (VACC) company to exit the business. engaged in discussions about operations to As the business recovers and certain triggers are met, Shanghai (PVG) the day after a 97 per cent individuals will return to Virgin Atlantic from the holding pool acceptance ballot result for a hard-fought-for in strict seniority order, and to a pay point that they would pay and lifestyle deal. have been at if they had remained. The VACC felt this went We convened quickly to discuss options part way to restoring the underlying principle of LIFO. and alleviations that we might offer the As the CJRS and our initial, temporary, pay and pension company to assist in the short term. reduction drew to a close, there was still a need to preserve We initially thought that a 10 per cent pay cash in a bid to secure the company’s future. We went to cut and advancing the issuing of part-time ballot and received a 79 per cent accept mandate to continue contracts might be all that was required to with reduced pay (20 per cent) and pensions (nine per cent protect jobs. How wrong we were! from company contributions) until the end of March 2021. At a special meeting with the CEO, CFO We have also negotiated various triggers that will result in and head of flight crew, the severity of the pay and pensions being restored should a recovery be seen situation became clear; the business was ahead of April. We expect that all 550 pilots currently in the on track to burn through its cash reserves in business will be reactivated or qualified on their new type by a matter of months. We had to grab the bull April 2021. As a recovery continues, people will be invited to by the horns, or we’d be very quickly turning return from the holding pool. offthe lights for the last time. British Airways Around 250 pilots made compulsorily redundant, 270 more We had to grab the accepting voluntary redundancy, and a further 300 being supported by their remaining colleagues – the past eight bull by the horns months at BA have been brutal. Without BALPA taking the or we’d be very decision to be ‘in the room’ from the start, however, it would Navigating have been significantly worse. When talks began, BA targeted quickly turning off more than 25 per cent of pilot jobs and the introduction of the sort of working practices seen around last year’s strike. the lights for the The tone and content of the two Section 188 letters were also good indicators of the direction BA wanted to take without COVID-19 last time BALPA’s involvement, along with a stubborn refusal to countenance enhanced voluntary redundancy terms or even How airlines have tried to mitigate to use the government’s Job Retention Scheme. the effects of the pandemic The reality was that the process was controlled by Willie Walsh and IAG, which made negotiating with BA hugely By BALPA staff frustrating throughout. Company politics, with how other 12 13 CORONAVIRUS CORONAVIRUS

staff groups were being dealt with, meant agreement, which meant pilots were paid barriers were erected at every turn because from the Job Retention Scheme for only two of BA’s wariness of how any progress in months. In June, the furlough agreement was negotiations would ‘read across’. not extended, and pilots were stood back up The company council (BACC) took the view to work, albeit with a vast training footprint that the priority would be eradicating, or required. Even by October, not all pilots had at least minimising, compulsory job losses. completed their return-to-work packages, A secondary priority was to protect, as much because of the lack of demand. as possible, pilot agreements, expectations On 30th June, an S188** notice was filed and career prospects for future generations. for a head-count reduction of 727 pilots and These were not mutually exclusive, because – the proposed closures of Southend, Stansted if BA had had its way with crewing levels and Newcastle pilot bases. Initially, easyJet and rest requirements – even more jobs wanted to use sickness and other affiliated would have been at risk. Some of the BACC roster codes as part of a redundancy matrix, had experienced rounds of redundancy which BALPA fought against vehemently.

negotiations before, so knew that it was Around 250 BA pilots have been made BALPA encouraged easyJet to agree to a horrific for all involved. compulsorily redundant in the current crisis part-time ballot, through which pilots would From the start, BA was clear it intended apply voluntarily for a 75 per cent or 50 per to tear up pilot agreements. The redundancy the first time indicates the scale of the crisis and is a hugely cent contract. For every pilot from 100 per agreement, in particular, gave pilots a sad moment in our history. Work will continue to support cent to 50 per cent, this would save half modified ‘last in, first out’ order, and those affected and, hopefully, get them back into a BA pilot a job. In addition, a voluntary redundancy then access to a holding pool within the seat as soon as possible, to enjoy a long and fulfilling career package was offered to all pilots. More than company for 12 months. BA was intent in a job that will still be worth coming back to – despite the 95 per cent agreed to voluntary redundancy on swift redundancies by fleet and made aggressiveness of the wolf at the door. or a part-time contract of some kind. it clear that zero compulsory redundancy BALPA managed to avoid compulsory was never going to be an outcome. It TUI redundancies across all bases, including the also sought, opportunistically, to scrap When the world climate started to shift, TUI’s company three closing ones. Unfortunately, the three agreements that had no bearing on the council acted swiftly and had some very difficult discussions proposed bases did close, but all affected immediate circumstances, such as the scope to come to an agreement with the company, with our COVID pilots were transferred to other UK bases. agreement, scheduling rules, and disciplinary mitigation agreement (CMA) coming into play on 1st April. Now the focus for easyJet is on the other and grievance processes. While a 50 per cent pay cut was felt keenly across the pilot European bases. We wish our colleagues Collective bargaining is difficult when workforce, it was believed that a proactive response would on the continent good luck and, hopefully, the debate is over how much better yield better results. they will be able to minimise the effects of off the members are likely to be, but it The CMA was amended to take advantage of the redundancy and base closures, too. is significantly more challenging, and government’s Job Retention Scheme later in the spring, and works to a structured and open business plan, facilitating the important, when everyone is going to end further amended to CMA2 for August onwards. This gave all growth of key relationships between stakeholders. up worse off. Pilots were worried about TUI pilots a clear understanding of what their income would Within a strict seniority system, pilots are aware of where their careers, their family and paying their be until November 2021, expecting a figure of at least 80 per they sit and confidence is now as good as it can be in a bills. Those who were negotiating had those cent of basic salary. Flights have been limited and not all constantly changing economic and industry environment. No *HR1 Advance notification of redundancies: guidance worries themselves, and carried the weight pilots are in 90-day currency at the time of writing. redundancies have been made so far, although we are not out for employers: “There is a statutory requirement of responsibility for more than 4,000 others. The relationship between management and the company of the woods yet. With the changing market, and adapting for the government to assist employees facing The only leverage BALPA had was an early council has been pragmatic and adult, with cohesion to demand and passenger booking habits, the industry may take redundancy. To do this, employers must notify deal, which resulted in more than a third of achieve the same end goals, and an awareness of pilot an inordinately long time to get to where it was this time the Insolvency Service’s Redundancy Payments pilot costs being borne by the pilots during wellbeing. This has led to a high degree of trust on both sides last year. Adjusting to that, and providing the right output, Service of potential redundancies. To notify us, April, May and June. This showed that pilots – an undoubtedly positive outcome. The company council requires trust on both the management and union sides. you need to complete an advance notification could lead the way, and was used when It needs to be clear that neither is out for a ‘quick win’ and of redundancies form (HR1) and return it to us.” BA senior managers were under fire from all were, and continue to be, invested in the longevity and www.gov.uk parliament, media and even Piers Morgan for sustainability of TUI as a career airline for its pilots. **S188 TU&LR(C) Act 1992, Section 188: “(1) Where their attitude towards loyal employees. an employer is proposing to dismiss as redundant BALPA’s work, through elected BACC easyJet 20 or more employees at one establishment representatives and National Officer support, BALPA’s work reduced When COVID-19 and its after-effects started to bite within within a period of 90 days or less, the employer reduced compulsory redundancies by 80 per easyJet, around February and March, a new set of terms and shall consult about the dismissals all the persons cent, established a clear pathway back to compulsory redundancies conditions was offered to easyJet pilots directly, bypassing who are appropriate representatives of any of the working for BA for all pilots, and preserved by 80 per cent and preserved BALPA. These involved removing all safety risk analysis-based employees who may be affected by the proposed pilots’ most important lifestyle provisions. rostering agreements, lifestyle changes, and pay reductions. dismissals or may be affected by measures taken in Compulsory redundancies for BA pilots for pilots’ lifestyle provisions Towards the end of March, negotiations resulted in a furlough connection with those dismissals…” 14 15 OPINION

FROM THE ROCKING CHAIR Making space

Our resident Old Git, Ian Frow, on how business class is perfect for social distancing; and beware of the bonxie

ome of the most profitable seats in the airlines are You couldn’t make it up in the long-haul The October edition of the AAIB business class accident reports contains one that tells cabin. Business Many C of I bemoan of a drone being attacked by a gull. travellers, with fares the loss of social The gull successfully stopped one of paid for by their companies, provide the drone’s propellers, and the whole Sa healthy profit for many airlines. The interaction, the caboodle dropped onto somebody’s Boeing 747 and the Airbus A380 have muttered asides, the roof, justifying a full report complete roomy, high and wide cabins, ideal little jokes that lighten with a picture of the guilty party – a for conversion to social distancing in herring gull. individual pods. Listen to the typical up and improve an Gulls can spoil a happy walk in business traveller and these are the otherwise dreary face- Shetland. Summer visitors are large, two aircraft types most favoured by the to-face meeting brown gulls, which the locals call bonxies captains of industry. – very aggressive and liable to attack Properly configured, the loss of walkers’ heads. The locals recommend passenger capacity and the relatively high Lament for the smelly Log carrying a walking stick high above the operating costs would be offset by those Like the previous two Logs, this edition head, which makes walkers appear to be high fares (and freight capacity on the is going out digitally, and only a very land-based snorkelling. 747). Ah, but everyone is on Zoom these limited print run is being produced. The In the autumn, some bonxies (real days you say? Maybe, but many Association’s financial constraints make name great skua) migrate down the North C of I bemoan the loss of social this inevitable. But is it only the Old Sea. The Mother of Git used to sea swim interaction, the muttered asides, the little Gits of this world who find it is more there, well into old age. She always wore jokes that lighten up and improve an pleasurable to read a paper magazine a white swimming cap, which a bonxie otherwise dreary face-to-face meeting. rather than the accursed blue screen? once mistook for a buoy – or maybe an Digital conferencing has its place, but it Some Log editions back, we changed egg. It landed on her head, causing mixed leaves out much that is useful. to a different sort of paper and there were hilarity and alarm on the beach. Mother of Maybe, before those marvellous complaints that the magazine had a smell Git was blissfully unaware of its presence creations are melted down to make reminiscent of lightly marinated old socks. until it gave her hat a peck and took off millions of saucepans, it is time for When the current madness is over, it for warmer climes. the airlines’ clever accountants to would be wonderful to have a choice – a Birds are not only a massive (and reconsider their decision and keep paper Log (with or without smelly socks), expensive) aviation hazard, they can also a few super widebodies? or a screen. give problems to little old ladies! 17 HYDROGEN POWERHYDROGEN

but right now, the biggest buzz is around hydrogen and its ability not just to clean up aviation, but also, potentially, to reform the world’s entire energy network.

Why hydrogen? Hydrogen fuel is easy to produce (see box, overleaf), three times more energetic than jet fuel by mass, and reasonably easy to distribute in gaseous form. It is clean burning and can power lightly modified jet-

turbine engines while producing zero CO2, zero sulphur and virtually no particulates. It does produce large quantities of water

vapour and some NOx – both greenhouse gases – but the overall warming effect is still a small fraction of conventional fuels. Burning is not the only way to harness hydrogen’s power, it can also be used in fuel cells. These combine hydrogen and oxygen to generate electricity directly, without combustion, with water being the only by-product. Onboard fuel cells can be Hydrogen – fuel used to supply the aircraft’s electrical loads, assist the turbine engines in hybrid power systems or, for smaller aircraft, to power The ‘relatively conventional’ propellers directly via electric motors. versions of the Airbus ZEROe aircraft of the future? But there is a major challenge to be overcome – safely storing the hydrogen on Will aeroplanes ever be powered by hydrogen? the aircraft. Gaseous hydrogen is extremely Box 1 – Alternative fuels and how they compare low density, so the only practical option By Jeremy Thomson, BALPA Flight Safety Rep is to liquefy it. This involves cooling it to Advantages Challenges around 20 degrees above absolute zero, after which it must be heavily insulated or No changes to aircraft or Competes with agriculture. fuel-distribution systems. Complex and energy-intensive to he history of aviation has ICAO’s CORSIA (carbon offsetting and maintained at pressures up to 10,000psi Biofuels Can be blended with fossil produce. Still emits CO2 and other always gone hand-in- reduction scheme for international aviation, to prevent it boiling away. Even after all fuels. Available now. pollutants at altitude. hand with the exploitation www.icao.int/environmental-protection/ this engineering effort, the liquid hydrogen of fossil fuels. Even the CORSIA) programme – originally a rather has a density of just 70g per litre (jet fuel is No changes to aircraft or Limited scope because of Synthetic fuel fuel-distributions systems. availability of suitable feedstock. Wright brothers’ first unambitious carbon-trading system – is around 800g per litre), necessitating some Still emits CO2 and other Can be blended with fossil tentative hops into the moving to tighten its CO2 targets and very large fuel tanks. from waste pollutants at altitude. Expensive. fuels. Available now. air in 1903 were made mandate increased use of sustainable Time needed to scale up. possible only by their carburetted gasoline fuels globally. The EU’s Green Deal ha s Getting airborne with hydrogen Tengine – technology that had existed for just lowered its target to reduce overall Airbus is already working on these Electro-fuels No changes to aircraft or Requires large amounts of just a few years. Wind back to 2018 and CO2 emissions by 60 per cent by 2030 problems, and has published a bold (fuels synthesised renewable electricity and waste fuel-distribution systems. we see aviation enjoying unprecedented and makes it clear that the aviation sector ambition to have commercial hydrogen- chemically from CO2. Still emits CO2 and other Cleaner burning than Jet-A. pollutants at altitude. growth. Decarbonisation – if it applied to must play its part. The UK government has powered aircraft in service by 2035. It has CO2 and water) aviation at all – was thought likely to be convened the Jet Zero council. Airlines, too, released a suite of ‘ZEROe’ concept limited to modest offsetting schemes. The are on board; BA’s owner, IAG, has targets aircraft. The first two designs look relatively Requires huge amounts of renewable energy and/ idea of taxing jet fuel or carbon emissions, of 10 per cent CO2 reduction by 2025, conventional – a short-haul turbofan and Clean burning. Can be used or large-scale carbon along with switching to alternative fuels and 20 per cent by 2030 and 100 per cent by regional turboprop aircraft – but both Hydrogen in fuel cells. capture technology. Major technologies, was largely consigned to the 2050. Coincidentally, the latter figure is propose to burn liquid hydrogen directly engineering challenges ‘too difficult’ bucket. shared by the Japanese government, while in modified gas turbine engines, and for tanks and engines. What a difference a few years make. China is aiming for 2060. allocate space in the tail to the storage and Combustion-free, quiet, Currently has nowhere near sufficient energy density. Thanks in part to COVID-induced navel So, the debate now is not whether to distribution of the hydrogen fuel. pollution-free at point Battery power Expensive. Charging time gazing, there has been a tectonic shift in the decarbonise, but how. There are several Airbus is also touting a new variant of its of use. might be a problem. aviation sector’s environmental ambitions. alternatives to oil-based fuels (see box 1), eye-catching blended-wing-body concept, 19

2 . 2 This is electrolysis, is This and can produce a fraction only of the Unfortunately, Capture and storage of this waste CO waste of this and storage Capture HOW TO need All you easy. is Producing hydrogen two electrodes a tankis of and a water, Switch source. power it and the water on, molecules split into bubbles of hydrogen at one electrode and oxygen at the other. on an industrial scale. Using hydrogen electricity, renewable it carbon-neutral. is of hydrogen annual supply world’s (70m tonnes) produced is way. this The rest comes from chemically reforming fossil fuels and produces huge quantities of CO is a possibleis interim option to reduce impactthe environmental while the sector energy renewable scales up. providing

and

reduction goals 2 fact, hydrogen could

reduction by 2050. Its complex 2 So, will many of us be piloting hydrogen- the near term via synthetic and electro-

plan integrates production, distributionplan integrates production, up backed and consumption of hydrogen, renewable energy- by a quadrupling of its a tectonic such Clearly, generation capacity. shift in infrastructure will take great political will and a gargantuan investment of time and effort. It offers a solution for sustainable transport, power and manufacturing, but only in the medium to long term. powered aircraft in our careers? I wouldn’t will air transport bet on it. Most likely, its COinstead achieve in fuels. One thing is clear though – aviation’s love affair with fossil fuels has 117-year finally turned sour. replace carbon in our global energyreplace carbon in our global is the Germannetwork. Leading the way hydrogengovernment, with its national infrastructure as It sees hydrogen strategy. targetthe only way to meet its of 80-95 per cent CO be blended with the domestic natural gas with the domestic natural be blended for the is an essential feedstock supply and has theof electro-fuels. It even production Grid, solving the National reform to potential problems its energy-storage energyan alternative means of transmission. In miles by the end of this

At the other end of the scale, theAt the other The bigger picture The is not the only application of greenAviation and shipping would both hydrogen. Trains benefit, and aren’t short of the necessary tank-storage space. Ground transport could follow once safety issues are addressed. ‘green’ hydrogen can more widely, Thinking year, its ultimate aim is to provide short- its ultimate aim is to provide year, haul services up to 500 miles at half the using regionalcurrent operating cost, airports to provide a new network of green, the aircraft, the support local air travel. To consortium is also developing an entire airport ‘ecosystem’ of hydrogen production, storage and distribution at Cranfield airport. HyFlyer project has American innovatorHyFlyer project teaming up with Cranfield ZeroAvia fleet of 10-20- University to develop a seat, zero-emission, hydrogen-powered It has alreadyaircraft for local transport. aircraft: a sixflown a proof-of-concept hydrogenseater Piper Malibu. Onboard tanks feed a fuel cell, powering the prop to achieve Hoping via an electric motor. a range of 250 arguing that the shape better incorporatesarguing that tanks,the large fuel new and proposing engines. turbofan hybrid electric/hydrogen

HYDROGEN POWER 20 TECH LOG TECH

PILOTS’ ADVISORY GROUP Heather Bennett, Surrey, 07939 202294 Hayley Brewis, Suffolk, 01284 386004 Amanda Calnan, Staffs 07812 151512 Russ Jones, Scotland 01337 858026 or 07713 621507 David Marshall, Leics, 01164 299213 Sean Walters, Surrey, 07850 077055 PilotsAdvisoryGroup Log notices @balpa.org The latest information and safety notices

SN-2020/016 Requirement for Use events are more correctly termed attacks, 31 January, a transition period will apply of CAA-designated Examiners to in that most are carried out deliberately until 31 December 2020. During this Extend LAPL(H) Privileges by individuals using hand-held lasers, and period, the UK and the aviation sector Safety concerns have arisen as a result pose hazards to the safe operation of will continue to follow EU law and to of minimum dual flying training hours aircraft and vehicles. participate in the European Aviation Safety for LAPL(H) privileges’ extension under https://publicapps.caa.co.uk/ Agency (EASA) system. As a result, FCL.135.H being less than the AMC2 docs/33/SafetyNotice20201017V2..pdf businesses and individuals operating in FCL.725(a) type rating requirements the UK should see no change to existing applicable to holders of higher licences. SW2020/220 CAA Charge conditions during the transition period, https://publicapps.caa.co.uk/ Proposal Delay while the longer-term UK-EU relationship on docs/33/SafetyNotice2020016.pdf The CAA recognises the enormous impact aviation is determined. that the COVID-19 pandemic is having on https://info.caa.co.uk/brexit/ SN-2020/017 Laser Attacks the aviation and aerospace industries. For approved-training-organisations Aircraft continue to be illuminated by this reason, we delayed the increase to lasers when in flight, with most events our scheme of charges for an initial period SW2020/237 Stay in Control; occurring either when aircraft are of three months to 30 June 2020 and a Angle of Attack carrying out civil safety duties (e.g. further three months to 30 Sep 2020. Airspeed and angle of attack is a topic police, HEMS or SAR helicopters) or Having reviewed this decision in light of the often debated, sometimes hotly, around when they are carrying out approaches ongoing challenges faced by the sector, airfields or in the bar, and some positions to airfields (e.g. commercial passenger the CAA Board has agreed to a further go like this: “If you have good airspeed flights). However, any aircraft in any delay to any increase for another three you’ll be fine” — not necessarily. stage of flight may be subjected to months ending on 31 December 2020. This campaign, launched in July, deliberate illumination by a laser or by http://skywise.caa.co.uk/caa-charge- examines how loss-of-control events multiple lasers. Air traffic control (ATC) proposal-delay-2-2 occur and how pilots can avoid them. and aerodrome flight information service More key loss-of-control issues will be (AFIS) towers, together with airfield SW2020/233 Update to EU Exit covered over the coming months. vehicles, have also been deliberately Information for FSTD Operators http://skywise.caa.co.uk/stay-in- illuminated by lasers. These illumination Following the UK’s exit from the EU on control-angle-of-attack 21 BOEING 737 MAX BOEING BOEING 737 MAX BOEING

onday, 29th operations of the MAX, and it has not flown exacerbated by flaws in the execution and October 2018 commercially since 13th March 2019. oversight of the certification process that and Sunday, 10th allowed certain tasks to be delegated by March 2019 are The key issues the FAA to the manufacturer – a classic indelible dates in MCAS was designed to demonstrate case of regulatory capture.2 the history of civil compliance with a certification rule. Among the various design flaws, the key aviation safety, However, its design and implementation shortcoming was that MCAS activation as they denote the tragic loss of 346 lives were both flawed. The full scope of was reliant on the input from just one of Min accidents involving almost new Boeing MCAS’s functionality was not clearly the aircraft’s two angle of attack (AOA) 737 MAX 8 aircraft, operated as Lion Air disclosed by the aircraft manufacturer to sensors. If the selected sensor is reading Flight 610 and Ethiopian Airlines Flight the US Federal Aviation Administration incorrectly – for example, because of ET302. Like the earlier DC-10 and Comet (FAA), airlines and, crucially, pilots1 to avoid damage or miscalibration, as was the accidents, they will probably be viewed as additional, more expensive, certification case with Flight 601 – then MCAS can landmark events from which a step-change demands and simulator training, which trigger erroneously. This problem was improvement in how safety is conducted would put the MAX at a disadvantage to further exacerbated by a system glitch that should arise. This article examines whether its Airbus rival. Consequently, the aircraft meant an alert (the ‘AOA disagree’) on the the global aviation system is up to the task. received a lower level of regulatory rigour aircraft’s primary flight display, which was The final investigation report for than the significance of the design changes intended to notify pilots of discrepancies Flight 610 has been published while, arguably warranted. This situation was in AOA readings, did not function correctly. at the time of writing, the investigation A software error meant the AOA disagree into Flight ET302 is ongoing (although function was only enabled if the customer an interim report has been released). had specified the optional AOA indicator It became apparent soon after the second for their aircraft. accident that the investigative focus was Other key issues included flawed on a specific system, unique to the MAX, There are systemic assumptions about how pilots would called the manoeuvring characteristics issues with pilot respond to a spurious MCAS activation, augmentation system, or MCAS. Given training, certification particularly considering the multiple that MCAS appeared to be a common flight-deck alerts that would be triggered factor in both accidents, the decision was and regulation still to in parallel, and inadequacies in training to taken by aviation authorities to suspend all be resolved equip pilots with the skills and confidence

The 737 Max 8 was grounded in March 2019 MCAS – A better future A QUICK RECAP To be competitive with the Airbus A320 NEO, We look at the lessons learned from the the new Boeing 737 variant required larger, Boeing 737 MAX 8 disasters more powerful engines. However, because of its relatively short undercarriage, the By Joji Waites, BALPA Flight Safety Specialist engines had to be installed further forward and higher than ideal. This meant that, at low weight and aft centre of gravity, the engine nacelles would produce lift that pitched the aircraft’s nose up slightly. This translated to the pilots as a reduction in back pressure on the yoke on approaching the stall – such behaviour is contrary to the requirements of 14CFR/CS §25.203(a) ‘Stall characteristics’. So, the MCAS system was designed to give an automatic nose-down stabiliser input during elevated angles of attack when flaps are retracted, thereby ensuring positive longitudinal control force up to and throughout the stall. 22 23 BOEING 737 MAX BOEING BOEING 737 MAX BOEING

to handle such scenarios. The system AOA disagree alert will also be enabled Still much to be achieved regulatory authorities to act independently logic that could result in multiple correctly on all aircraft. Other improvements While the proposed airworthiness and thoroughly, and to enforce their consecutive MCAS activations with a include revised checklists and a and training-related changes go a regulations robustly so that commercially resultant grossly out-of-trim aircraft was requirement for operators to conduct an significant way to addressing the specific driven decisions cannot adversely impact also felt to be unsatisfactory. AOA sensor system test and an operational shortcomings of the MAX, there are still safety again. readiness flight before returning each fundamental systemic issues associated What has been done? aircraft to service. There will be additional with aircraft certification, pilot training As part of its safety strategy for 2021, There has been considerable activity ground and flight training, covering the and regulation to be resolved. BALPA will use its ‘Most Wanted in the process of returning the MAX revised checklists, MCAS functionality, and The MAX accidents have triggered Flight Safety Improvements’ to lobby to service, including: proposed aircraft demonstration of MCAS activation and several high-level reviews, in addition aviation authorities to: design changes; certification test flights; associated failure modes. to the formal accident investigations – ● Require that fundamental aircraft the Joint Operational Evaluation Board EASA has performed an independent for example, the Joint Authorities flying or handling quality deficiencies (JOEB) process, involving civil aviation design review of the flight-control system Technical Review Panel and the US are designed out and not masked by authorities from the US, Canada, Brazil, design and associated functions/systems, House Committee on Transportation flight-control system augmentation and the European Union Aviation Safety including the displays, alerting system, & Infrastructure on the Boeing 737 ● Require that substantial aircraft design Agency (EASA); and publication of autopilot, and air-data system. One of its MAX – most of which have made changes result in certification as a new regulatory documents, such as the FAA significant observations was a preference recommendations. It will be interesting type, with a commensurate level of draft airworthiness directive (AD) and Flight for a third AOA sensor to be installed. to see how the FAA and Boeing respond pilot training (through a review of the Standardization Board report, which details However, this is likely to be a requirement to these recommendations, and the effect changed product rule and associated the new training requirements arising from for MAX 10 certification rather than a they will have on safety regulation. guidance material, for example) the JOEB process. BALPA contributed prerequisite for the MAX 8’s return to BALPA feels strongly that future ● Require that no aircraft system be comments as part of the FAA public service. Similarly, Transport Canada’s substantial aircraft design changes should reliant on just a single input of a VIEWPOINT consultation for both documents. requirement for a means to cancel a result in certification as a new type, with a critical data source (such as a single The proposed design changes include: spurious stick-shaker activation will commensurate level of training for pilots. AOA sensor) One 737 pilot’s opinion new flight control computer software with probably be implemented on the MAX 10. This training should equip pilots with ● Require at least three AOA sensors to As the MAX variant’s return to service revised control laws that require input from the operational knowledge and skills to be fitted to transport-category aircraft edges ever closer, it would be fair to say both AOA sensors to activate MCAS; transition from one aircraft type/variant ● Review the logic for triggering and that discussion of the grounded airliner still

comparison of AOA sensor inputs to to another, and to handle all emergency cascade of cockpit warnings/alerts BALPA wants a review of remains taboo. Like an elephant in the room, detect a potentially failed sensor (which scenarios comprehensively and with in the event of a single faulty sensor the triggering of cockpit its arrival in conversation splits opinion would then disable the speed trim system, Flying or handling confidence. It is also felt that fundamental to avoid overloading flight crew with warnings on the MAX among pilots and cabin crew alike. including MCAS); a maximum of one aircraft flying or handling quality deficiencies multiple actions Whether it’s “my husband/wife doesn’t MCAS activation for every high AOA event; quality deficiencies should not be masked by flight-control ● Review the assumptions made about ● Review the effectiveness of oversight want me flying it”, or “it’ll be the safest plane and a limit on the magnitude of any MCAS should require augmentation systems, but, instead, should the efficacy of pilot interventions arrangements for design organisation in the sky”, the tragedies behind the aircraft’s command, such that the flight crew would require aerodynamic redesign from the as a mitigation for system failures, approvals, particularly where grounding are at the forefront of most crews’ still be able to control the aircraft pitch aerodynamic redesign outset, wherever possible. Above all, the particularly in terms of timeliness and organisation designation authorisation minds. Some feel like guinea pigs, awaiting solely by using the control column. The from the outset piloting community needs to be able to trust consistency of response arrangements are in place, and ensure their turn to trial the aircraft’s suitability ● Review training requirements to resilience against regulatory capture to return to service (after all, the MAX was Grounded Boeing 737 MAX 8 aircraft fleet of improve pilots’ ability to diagnose and ● Review the in-service operational tested sufficiently to achieve certification in Southwest Airlines, in storage at Victorville, CA manage complex technical failures data requirements necessary to the first place). ● Review the efficacy of type rating validate aircraft design and pilot The few among us who had the pleasure training, to suitably equip pilots performance assumptions of flying the MAX before its grounding with the operational knowledge ● Ensure that original equipment largely speak in its favour; fuel efficiency and skills to transition from one manufacturers cannot charge extra for light years ahead of the NG, and its clear aircraft type/variant to another, and aircraft equipment that demonstrably displays improving situational awareness to handle all emergency scenarios increases flight safety and arguably hugely. To them, its grounding was a comprehensively and with confidence should be standard fit. hindrance. All its mod-cons were gone and ● Require that descriptions of aircraft they were back to flying the older NG. technical systems, such as MCAS, References: Alas, for the crews and passengers of are included in aircraft operational 1 The crew of flight 601 had no idea of the existence ET302 and JT610, the undeniably flawed of MCAS on their aircraft documentation such as the FCOM airliner sealed their fate. The now infamous (and not hidden from flight crew) 2 “The tendency of regulators to identify with the MCAS system that played a key part in interest of the industry they are supposed to ● Review the level of validation work regulate. This occurs when a public authority the tragic loss of life was an oversight in required to accept the certification charged with regulating an industry in the public Boeing’s differences training – an oversight decision of another regulatory interest comes to identify the public interest with that will now have to be addressed and the interests of producers in the industry, rather authority (based on the significance of than the interests of its customers, or the general corrected if it is to gain the trust of its crews, the certification task) public.” Oxford Reference. let alone the fee-paying passengers. 24 25 BALPA WANTED MOST

OVID-19 has had a golden opportunity to learn from tragedy platitudes. Through Most Wanted, BALPA devastating impact on and improve the way that aircraft are will hold regulators, airlines and aircraft our industry, with the certifi cated, how pilots are trained, and how manufacturers to account in taking the full scale yet to be fully the whole aviation system is overseen. actions necessary to uphold, and improve, realised and understood. With that in mind, BALPA has reviewed the high levels of safety the aviation industry However, what is crystal its safety strategy for 2021 and identifi ed a has worked hard to achieve. clear is the continued list of ‘Most Wanted’ fl ight-safety outcomes. BALPA is keen for its members to importance of fl ight safety and the health of There are 10 key subjects, all underpinned contribute to the achievement of these everyone involved in aviation. The pandemic by commercial pressure (see Figure 1), most outcomes. For commercial pressure, Chas arguably raised the stakes in terms pertinent to members, and where targeted individual pilots have a vital role to play in of elevated safety risks associated with action would help protect both the future of reporting examples of where commercially dramatically different modes of operation the industry and its consumers through the driven decisions have had an adverse impact and the challenges of resuming operations prevention of accidents. on fl ight safety – for example, airlines after a prolonged lay-off, with both people This allows a more ambitious and wide- working a smaller pool of pilots harder, and equipment suffering from a lack of ranging approach to be taken in terms of the leading to high levels of fatigue . Without recency. Looming over is the spectre of safety improvements BALPA would wish to tangible evidence, it is diffi cult to make a commercial pressure, as organisations see. The intention is to keep the document persuasive case for change. Ideally, company understandably fi ght hard for survival. live and for BALPA to identify actions that it, safety reporting systems – and mandatory At the time of writing, there were some and its members, can take to help achieve occurrence reports [MORs] for the more major events on the horizon that could, them. This involves an ongoing programme signifi cant examples – should be used. depending on your perspective, present of promotion and engagement with But for those who may feel uncomfortable further threats or offer opportunities for members and other external stakeholders. reporting via their company, there is CHIRP safety improvement. For example, the UK’s So, why has commercial pressure been (confi dential reporting programme for exit from the European Union Aviation Safety placed at the hub of BALPA’s Most Wanted? aviation and maritime) and, of course, BALPA Agency (EASA). As The Log goes to press, It is the greatest danger to the integrity and would be interested in hearing directly – it is hoped clarity on future arrangements resilience of safety culture. With increased contact us at [email protected]. will have been provided, and there might threats to commercial survival, it is easy for COVID-19 will continue to affect travel in even be a safety agreement in place company statements such as ‘safety remains 2021, and potentially beyond. It has been between the UK and EU. There is also the our top priority’ to become superfi cial demonstrated successfully that fl ying can return to service of the Boeing 737 MAX – a be conducted in a COVID-secure way – with, Safety first We take a look at the BALPA ‘Most Wanted’ fl ight safety improvements

By BALPA staff

Figure 1: BALPA Most Wanted subjects 26 27 BALPA WANTED MOST Most Wanted subjects and desired outcomes for example, a low risk of virus transmission Commercial pressure while on board aircraft – and the safety Strict enforcement by aviation authorities of regulatory controls to ensure agenda will need to shift to tackle the many that commercially driven decisions do not breach safety ‘red lines’ special conditions and exemptions that have been implemented to keep the industry Aviation authorities to implement controls to mitigate the risk of operating. While it was entirely appropriate regulatory capture1 within their organisations to take these measures at the beginning DfT/CAA to review the effi cacy and relevance of national aviation safety of the pandemic, there comes a time when and security regulations following the UK’s exit from EASA, and to ensure they are fi t for purpose they should be reviewed to ensure that any disproportionate focus on public health Aviation authorities to require that substantial aircraft design changes protection at the expense of fl ight safety result in certifi cation as a new type, with a commensurate level of training does not persist. For example, fatigue- required for pilots inducing rosters were deemed inappropriate Aviation authorities to require that fundamental fl ying or handling quality defi ciencies are aerodynamically designed out and not masked by fl ight pre-pandemic, so it is important that the control system augmentation COVID-related exemptions do not become normalised. BALPA will use Most Wanted to Implementation by ATOs of smarter training to improve pilots’ ability to address these types of issues. diagnose and manage complex technical failures Brexit has largely taken a back seat Implementation by aviation authorities of more thorough type- rating training requirements to better educate pilots on differences since the pandemic took hold, but the between aircraft UK’s imminent departure from the EASA system will result in the UK Civil Aviation Implementation by aviation authorities of a regulated maximum Authority holding regulatory competence permissible level of fatigue beyond which fl ights cannot be fl own for rule making and oversight in all domains UK aircraft operators to systematically schedule appropriate rest breaks (fl ight operations, airworthiness, licensing, for aircrew, as is required by the Civil Aviation Working Time Regulations, and aviation authorities to rigorously enforce these regulations aerodromes, airspace, ATM/ANS and security, including cyber) for the fi rst time since 2003. Implementation by aviation authorities of requirements for the detection While the scope of national civil aviation of contaminated cabin air and fi ltration of the cabin air supply prior to fi rst regulation is unlikely to deviate signifi cantly entering the air conditioning system from European rules in the short term, there Aircraft operators to cover both aircraft and health aspects in their investigation of contaminated cabin air events, and to provide full could be an opportunity to review their disclosure to the pilots involved continued relevance. BALPA will use its Most Wanted to explore what might be possible in Consistent and thorough implementation of H&S measures by aircraft this context. operators (in line with ICAO/EASA guidelines) and robust enforcement of H&S legislation by regulatory bodies As far as the prospect of the 737 MAX Aircraft operators to implement controls to ensure that COVID-19-related returning to service, the underlying issues mitigations do not result in unintended risk transfer such that overall involved in the 737 MAX accidents of fl ight-safety risk is increased regulatory capture, aircraft certifi cation and pilot training are key parts of BALPA’s Aircraft operators to ensure that processes exist to ensure that redirected Most Wanted strategy. Actions to address cabin baggage for the hold is assessed for lithium battery fi re risk these issues and the other subjects will Prohibition of the carriage of portable electronic devices larger than cell be expanded upon in 2021, but BALPA has phones in checked baggage already engaged with the FAA via the public consultation on its proposed Airworthiness Directive and Flight Standardization Board Tangible improvement in the recognition and resolution of report. BALPA will continue to engage with occupational health and safety issues affecting helicopter pilots regulatory authorities in a constructive way to progress its Most Wanted objectives. Implementation by aviation authorities of certifi cation standards for commercial aircraft resilience to UAS strikes (including ingestion into engines) Implementation by aviation authorities of appropriate separation standards for UAS, including wake-turbulence criteria Footnote 1 Regulatory capture is an economic theory that Implementation of controls by the aviation industry to ensure the risk regulatory agencies may come to be dominated to fl ight safety-critical infrastructure and systems from cyber-attack is by the interests they regulate and not by the public interest. The result is that the agency reduced as low as is reasonably practicable instead acts in ways that benefi t the industry it Safe fl ight that avoids confl ict zones is supposed to be regulating. Industries devote large budgets to infl uencing regulators. Table 1: BALPA’s list of its Most Wanted 28 GATCO 31

During the go-around on the published missed with the thrust levers on Boeing aircraft, which hadwith the thrust levers become unstable: one Boeingcaused approaches to 737 operator had eight occurrences in one month. SOPs can vary, so ATCOs should canvary, SOPs so ATCOs listen with particular care to messages about non-standard manoeuvres and seek clarification comment GATCO followThe ‘easy option’ for crews is to let the FMS the programmed published procedure, which in thereduces the number of last-minute changes can varysituation. ATCOs should be aware that SOPs withfrom operator to operator, so should listen particular care to messages about non-standard ismanoeuvres and seek clarification if the content withnot completely clear. GATCO is also consulting IFATCA on this issue. unstable from 2. Go-around UKABThe CHIRP board discussed recent AAIB and at(UK Airprox Board) reports regarding an airprox atStansted that involved a ‘piggy-back’ go-around night. The go-around aircraft was hot-and-high, when,with little prospect of a stabilised approach crewat around 1,000ft, the somewhat flustered initiated a go-around. who approach procedure (MAP), the first officer, was the pilot flying, became overloaded and the captain took control. However, as the captain attempted to take control, the first officer continued to make control inputs and the resulting CRM issues meant they did not respond to ATC’s instruction to ‘turn left now’ for about a minute. This instruction had been issued to avoid another aircraft that had just got airborne and was departing along the SID. In the event, the other aircraft was subsequently instructed to level off, did so, and was alerted by its TCAS. However, the two aircraft came within 300ft vertically and 80m laterally of each other and the UKAB assessed the risk as category B (see box). In this case, because the missed approach procedure and the standard instrument departure were taking both aircraft in the same direction, there were very good reasons for the ATCO to issue fresh instructions – but, along with the if the completely clear is not content at Stansted approach RISK CATEGORIES Category of collision A – serious risk existed Category B – safety compromised of the aircraft Category of collision C – no risk Category D – insufficient information Category safety E – normal standards pertained Ref: UKAB Fact sheet The discussion moved to the wisdom of conducting 1. ATCOs issuing different missed issuing different 1. ATCOs instructions approach At a recent Royal Aeronautical Society flight operations group meeting, it was reported that discussions at a previous UK Flight Safety Council on the tendency of ATCOs to issuemeeting had centred soon as different missed approach instructions as a crewsgo-around is commenced, rather than letting follow the published (and coded) procedure. The group also discussed an airprox incident, which occurred when a crew carried out an immediate go-around when they realised they were unstable and they came into proximity with a slower aircraft that had already started its take-off roll. an immediate go-around instead of warning air traffic control, briefing the other pilot, and then flying the manoeuvre in a more measured manner. One operator insisted that its standard operating procedures were immutable, and that a delay to a go-around could be confused with an attempt to salvage an unstable approach when the flight data monitoring was reviewed; however, others did not agree. There had also been several go-arounds caused by inadvertent activation of TO/GA mode by contact and uary 2020. extend special expectations. will be of interest towill be of interest in Febr which is written from which is written – exclusive permission to

–

between the ATCO and pilot, between the ATCO need for mutual understanding here have been a number of missed approach incidents highlighted in various safety discussions recently. This safety update takes a look at a couple of these incidents and the discussions around them.

manage each other’s has been given Control Officers, Control collaboration in our joint effort to pilot community. ATCO’s perspective ATCO’s The following article was published in , the magazine of the Guild of Air Transmit Traffic BALPA republish it as part of an ongoing awareness republish campaign between pilots and air traffic would like to We controllers. thanks to GATCO for its continuing support thanks to GATCO and ATCO safety issues affecting the improve of procedures and to this article Hopefully, an the pilot community. The following incidents pilot community. highlight the T

We take a look at missed approach incidents take a look at missed approach We Missed approaches 30 GATCO 30 GATCO

management system, the issue was discussed with NATS in mid-2019 and a series of monitoring actions proposed. That work is continuing as we refine an The issue of MAP procedures has action plan associated with the risk, the first element of which is to identify other aerodromes and air been raised with the CAA, which navigation service providers (ANSPs) that present increased likelihood of a piggy-back missed approach agreed to encourage airports to because of increasing intensity of operations. publish the MAPs they expect to CHIRP comment be used as a matter of routine The board was heartened that the CAA had agreed further work to look again at MAP procedures, but there are other lessons within the incident that would CRM breakdown, these instructions contributed to benefit from further thought by pilots and controllers. pushing the first officer beyond his capacity. For example, having made the decision to go-around The requirement for go-arounds to be flown using when the aircraft was at 1,000ft, was it necessary for the aircraft autopilot whenever possible is well known the crew to initiate the go-around immediately, rather and recognised, and the CHIRP board commented that than pausing a short while? Had they done so, the the published MAP should ideally be the one that is crew could have taken the opportunity to spend a few most likely to be flown without interruption by ATC. seconds to warn ATC first, and to conduct a micro- The issue of MAP procedures had also been raised brief about who would fly the go-around. This would with the CAA in 2014, in light of a previous CHIRP probably have prevented the airprox. report. In that case, the CAA agreed to encourage Recognising that ATC had very few options in the airports to publish the MAPs that they expect to be circumstances, and that an immediate response to the used as a matter of routine. ‘turn left now’ call was expected, it was also relevant that separation had been reduced in accordance with CAA comment reduced separation in the vicinity of an airfield (RSVA) After the Stansted incident, the CAA raised an internal procedures, which require the controller to ensure safety risk relating to piggy-back missed approaches. only ‘adequate separation (which is not specifically These are circumstances where safe separation defined in the RSVA procedures stated in MATS Part between a departing aircraft and an arriving aircraft 1, Section 1, Chapter 3). However, the go-around (executing a published missed approach procedure) crew were on the approach frequency, whereas the erodes. The likelihood of these occurrences departing crew were speaking to the aerodrome increases as single runway – or closely spaced parallel controller/departures. There appeared to be a lack runway – operations intensify. Following the raising of clarity over who was practically ensuring the of this generic risk within the CAA’s regulatory safety ‘adequate separation’ of the two aircraft as a result. 32 CRM

Where there’s

By Dr Simon Bennett, Director, Civil Safety and Security Unit, a skill… University of Leicester We take a look at the origins and 1. Eastern Air Lines, L-1011 Tristar, Miami, 1972 impact of crew resource management The crew of three, preoccupied with a malfunctioning nose-gear indicator light, failed to notice that the autopilot rew resource management (CRM) had disconnected, and that the aircraft specifies the skills, attitudes and was descending. Death toll: 101 behaviours required of pilots, cabin crew, dispatchers, engineers, handlers 2. TWA, B-727, Washington and controllers to ensure trouble-free Dulles, 1974 operations. Required skills, attitudes Ambiguous communications between and behaviours include professionalism, the crew and controllers resulted in leadership, awareness, curiosity, inquiry, flexibility, the aircraft hitting Mount Weather. collegiality, respectfulness, empathy, orderliness, The National Transportation Safety alacrity, modesty, and a capacity for reflection and self- Board (NTSB), in its 1975 report, deprecation. These skills are required of all, from novice drew attention to “the failure of the dispatchers to time-served training captains and hard- FAA to take timely action to resolve bitten fleet managers. the… misinterpretation of air traffi c In a 1989 report titled Aeronautical decision-making – terminology, although the Agency had cockpit resource management, Dr Richard Jensen been aware of the problem for several attributed the birth of CRM to 10 disasters, specifically: years”. Death toll: 92 33 CRM CRM CRM 3. Pan American and KLM, B-747s, Tenerife, 1977 from the engine instrumentation, Professor Robert Helmreich claim that CRM was born before Ambiguous communications between the KLM crew and and ATC pressure to get flights back the issuance of recommendation X-79-17: “Formal training in controllers, in the context of operational pressures, resulted on schedule, resulted in the aircraft human factors… was beginning to take root by the 1970s. For in the KLM 747 starting its take-off roll without clearance. rotat ing with ice on the wings, climbing example, the late Frank Hawkins… had initiated a human- Death toll: 583 a few hundred feet, then falling into factors training programme at KLM… based on Edwards’… the Potomac. The NTSB criticised the SHEL model and trans-cockpit authority gradient.” In his book 4. United Airlines, DC-8 Jet Trader, Salt Lake City, 1977 captain’s response to the first offi cer’s Pilot judgement and crew resource management, Dr Richard Ambiguous communications between the crew and a comments about the aircraft ’s sluggish Jensen writes: “The [March 27 1977] Pan American/KLM controller, in the context of distracting malfunctions – several acceleration. Death toll: 74 (aircraft ); accident was the prime motivator behind KLM’s development landing-gear lights were inoperative – resulted in the aircraft four (Potomac’s 14th Street Bridge). of the first… CRM course in 1979.” hithittingting a mountain. Death toll: three It is undoubtedly the case that KLM played a pivotal role in CRM – invented in the development of CRM. Before the 1977 Tenerife disaster, 5. United Airlines, DC-8, Portland, 1978 North America? accidents. It is credited with launching… Observing NPAS KLM had worked with John Costley, of the Air Transport operational sorties Crew members’ failure to monitor fuel-state during a landing- According to the Wikipedia entry for the crew resource management.” The from the jump seat and Travel Industrial Training Board (ITB), to develop an gear emergency led to fuel exhaustion. The NTSB’s report 1978 United Airlines Portland accident, Portland accident is described as “one interpersonal skills training course for check-in staff and noted: “[T]his accident exemplifies a recurring problem – a NTSB recommendation X-79-17 “was of the most important in aviation pursers. Britain’s ITBs sprang from the 1964 Industrial Training breakdown in cockpit management and teamwork during the genesis for major changes in the history”. According to Wikipedia, Act, intended to improve the quality of training. a situation involving malfunctions of aircraft systems… way airline crew members were trained. “United Airlines instituted the industry’s To combat this problem, responsibilities must be divided This new type of training addressed first crew resource management (CRM) Human-factors training among members of the flight crew while a malfunction is behavioural management challenges, for pilots in 1981”. Frank Wagener and Aft er Tenerife, KLM began thinking about human-factors being resolved.” Recommendation X-79-17 requested that such as poor crew coordination, loss of David Ison, in a paper published in the training for pilots. Costley recorded KLM’s overtures in the FAA “[U]rge… operators to ensure that… flight-crews situational awareness, and judgement Journal of Aviation Technology and his work diary: “[5th July, 1977] [C]ockpit personnel seem are indoctrinated in principles of flight-deck resource errors frequently observed in aviation Engineering, claim that “CRM was born to be coming into the picture, although it seems to be management, with particular emphasis on the merits of from [the Portland] catastrophe”. primarily on ‘captaincy’.” In August 1977, KLM’s Flight participative management for captains and assertiveness Not everyone agrees that the Operations and Training Department began working on a training for other cockpit crew members.” Death toll: 10 The first courses took a week, Portland accident was the catalyst human-factors training programme for captains. Costley for CRM. In their book Crew resource wrote: “[2nd August, 1977] Flight Ops meeting at top level 6. National Airlines, B-727, Escambia Bay, 1978 and involved group exercises, management, H Clayton Foushee and in KLM to talk about c aptaincy t raining. Project… to start Lax flight-deck discipline, overconfidence, complacency, and with wide investigation into what captain does from a poor crew cocoordinationordination and intra-crew communication, in which were videotaped, then management point of view. High-prestige project with Jan de the context of an ATC-induced rushed approach and elevated analysed by participants Jong involved throughout.” work-rate, resulted in the aircraft being flown into the ocean. Aft er joining KLM in 1968 as a marketing specialist,D e Death toll: three Jong was told to, in his own words, “improve the personnel services within KLM through training and consultancy”. To 7. Western Airlines, DC-10, Mexico City, 1979 that end, he worked with Costley – by now the m anaging A misjudged go-around, in the context of non-standard ATC director of Interaction Trainers (IT) – KLM’s Alwin Maan advisories concerning a sidestep manoeuvre and inadequate Voogd Bergwerf, the KLM pilot group, and the Vereniging documentation for that manoeuvre, resulted in the aircraft Nederlandse Verkeersvliegers (Dutch Pilot Association) to crashing on the airfield. Death toll: 72 (aircraft ); one (ground) develop KLM’s Captaincy Development Programme (CDP), an innovative human-factors programme that improved flight- 8. Dan-Air, B-727, Tenerife, 1980 deck leadership and management skills. Pilot error, in the context of sub-standard ATC – for example, According to Maan Voogd Bergwerf, the skills, attitudes tardiness and the issuing of an ambiguous instruction – and and behaviours covered in the CDP included communication, approach-planning that created latent errors, resulted in the decision-making, delegating and reporting skills. Teaching aircraft hitting a mountain. Death toll: 146 involved group exercises , which were video-taped, then analysed by participants. The first courses took one week. 9. Saudia, L-1011 Tristar, Jeddah, 1980 The catchment was expanded to include first offi cers and A cargo-hold fire required an emergency landing. Despite flight engineers, the name changing from CDP to crew the presence of smoke and fumes in the cabin, the crew management training (CMT). As Stephen Walsh, of IT, notes, failed to initiate an evacuation. The aircraft was taxied and KLM’s flight engineers lobbied hard to be included in the new parked , and was destroyed by a flash fire. Elapsed time programme: “The flight engineers kicked up a massive fuss. between touchdown and flashover was around 31 minutes. They said: ‘Hang on a second. It was our engineer whose Poor teamwork may have contributed to the disaster. questions were rebuff ed and dismissed byV an Zanten, the Death toll: 301 [KLM Tenerife] captain, so if the captains are having it, we are having it.’ Apparently, they were threatening to go on strike... Simon Bennett with 10. Air Florida, B-737, Washington National, 1982 the UK National Once the engineers kicked up this fuss, KLM turned around Sub-standard CRM, in the context of false indications Police Air Service and said, ‘OK. Everybody is having it’.” 34 35 CRM Clients for KLM’s human-factors training included Kuwait Airways, South African Airways, Martinair, Transavia, Ansett, Qantas, SAS and the Dutch government (which sent its flight operations inspectors to be trained). The airline sent Costley to NASA’s 1979 San Francisco human-factors workshop, Mindful (aware) Resource management on the flight-deck (NASA CP-2120). The workshop proceedings noted that the “fostering of behaviour creates increased awareness and use of available resources by aircrews under high workload conditions is becoming a safety and enhances matter of greater concern to the airlines. New research performance and training programmes to enhance aircrew capabilities are being developed, largely independently, by the various organisations involved”. The y also noted “a need to develop structuring on-board interactions and more eff ective resource-management training for flight-deck activities, helped them negotiate – crew members”. KLM had been doing this for some time. survive – harrowing situations. One of the frustrations is that crew can only Some observations on CRM bear witness to such events. They During my 22-year career in aviation safety, I frequently cannot intervene. used in vivo research to critique CRM. I recently spent time with the UK National Police Air Service, where I attended 2 CRM encourages CRM ground schools, interviewed flight crew and observed mindful behaviour operational sorties – crimefighting and intelligence gathering Mindful (aware) behaviour creates – from the jump-seat. My major observations were: safety and enhances performance. Crew members claimed that, because 1 The CRM skillset helps flight crew CRM made them more aware of their overcome challenges own and colleagues’ strengths and Crews are frequently confronted by challenging and shocking weaknesses, they were able to improve situations, from widespread civil disorder, such as the English their own performance and that of riots of 2011, to murders or mutilations witnessed live on colleagues. Mindfulness is positively aircraft monitors. Crew members claimed that CRM, by linked to safety and effi ciency.

3 Inclusive CRM training promotes safety and effi ciency Crews are composed of a single pilot and two police offi cers. The author noted how joint training of police offi cers and pilots in CRM helped improve understanding, communication and teamwork. Further, it helped create a powerful esprit de corps.

4 CRM supports collaborative, high-quality decision-making Mission decisions, such as whether to accept a job (task), were made collaboratively, the process being informed and facilitated by CRM.

Contrary to received wisdom, CRM originated in Europe. The documentary evidence, that I have seen, is irrefutable. Crew resource management underwrites safe and effi cient flight operations. Pressures to shorten or dumb-down courses, or reduce catchments, must be resisted. We have too much to lose. 36

SIDEWAYS LOOK No more excuses Procrastination is not what it used to be

ave you ever noticed snort of derision, if I’m honest), the I? All those who were relaxing, safe in what a nation of follow-up was searching. “So why are the belief that teleportation was the excuse-makers the you late?” Curious. Suspicious. sci-fi dream of a distant future were in British are? Everyone “Because I’m a disorganised, slightly for a rude awakening with the dawning knows about our chaotic individual who finds it difficult of a new era, worshipping the gods of favourite topic, to marshal myself out of the house and Zoom, Teams and the like. the weather, in all I sometimes need to return a few times “I couldn’t log on,” is very weak when its mysterious villain-swooshing-a- to check the gas is off, the doors are the truth is that you weren’t even Hblack-and-red-cape glory. But our third locked and I have switched offthe iron,” trying. So how was my progress from most chosen conversation filler (after somehow does not seem an acceptable lounge to study so impeded I arrived 15 whingeing) is making excuses. reason. Although it is way nearer reality. minutes late for that webinar? Sadly, this also means we are a As I searched for this truth, it (Annoying jingle). This, just in from nation of liars. How many excuses have suddenly dawned on me why people the Speight residence. Fallen washing you used that were the truth, the whole lie about their failures – to avoid the across the hallway has led to a long truth and nothing but the truth? I’ll put unpalatable reality of our character. tailback with queues stretching as far money on it being virtually none. Take DIY. You’ve put off that project as the kitchen. Traffic is expected to It’s taken the COVID-19 pandemic for for... oooh, 15 years now, claiming that return to normal once Karen “feels like” me to notice this uncomfortable fact as you “haven’t got time”. Since lockdown, draining the suds pump on the washing I, and presumably (hopefully?) others, that’s not true, is it? Have a look deep machine. (Annoying jingle). find the usual rationalisations behind inside. You will probably find that you Maybe we will start becoming our behaviour wanting. aren’t doing it because you “can’t be more truthful about our Take one of my favourites, the traffic. bothered” or simply “don’t feel like it”. behaviour and motivations Wrong-footed by its absence recently, This is not socially acceptable because post-COVID. Then again, this common excuse is now valid only we all love to paint ourselves as that just wouldn’t be on hot days for coast-dwellers. hardworking do-gooders trapped by British. I’ll have “Sorry I’m late, the traffic was awful,” circumstances. Admit it: the truth to think of a I pronounced as I arrived behind time is you will never feel like it. new set of for the one event this quarter (outdoor, Video-conferencing excuses. socially distanced, full PPE and body eliminates another raft armour) that required me to use my of “the dog ate my car. I was hoping the tongue-in-cheek homework” absolutions. delivery would deflect attention from I can hardly claim to be any further investigation. back late from a breakout After a round of semi-appreciative room because I left my coffee giggles (well it was more like a single there and had to go back, can

Maybe we will start becoming more truthful about our behaviour and motivations post-COVID

39 The Log online. Ready when you are Explore additional content with The Log app and The Log digital edition

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Taking control

The origins of the autoland: not foggy at all

unbuckled my safety belt, dived Guidance over the side of the fuselage, and Early references to low visibility at any altitude used after two or three seconds of the generic ‘fogs’; IMC was not yet fully understood. fall, pulled the rip cord.” So said Pilots fi rst needed a systematic way of landing at Charles Lindbergh of the fi nal all. Early methods suggested rockets or balloons – option for 1920s airmail pilots perhaps containing an observer – suspended on a encountering fog. If airfi elds were nominal path. Initial approach-path lighting appeared obscured, pilots would light parachute fl ares and spiral in the 1930s, and was refi ned into the approach-path “Idown around them. Forced landing elsewhere would system of the 1940s that began to indicate perspective mean entraining the mail at the nearest railway station: and displacement. a commercial disruption to a fl edgling air link. The fi rst system we would recognise as a predecessor In his year of airmail tenure before making of the instrument landing system (ILS) is German: the transatlantic history in 1927, Lindbergh became a 1930s’ Lorenz beam. Dots and dashes were transmitted parachutist twice, once hearing his aircraft continue by ground array, the two overlapping with a constant By Captain to circle around him as he descended in darkness. audio tone when the aircraft was centralised, later Robin Evans, This early solution is unthinkable by modern standards; indicated on a gauge. Senior Log as jeopardy and expense grew, we needed something US Army captains Carl Crane and George Holloman Contributor less disposable… made what is considered the fi rst automated landing 41 AUTOLAND AUTOLAND

in August 1937. After two years of testing, Holloman Collaboration BLEU began testing using 1950s military workhorses the overfl ew four sequential beacons, devised by Crane . American work on SCS-51 became the basis of the Anson, Devon and Varsity. The offi cial requirement for Established laterally, the fi nal beacon commanded a ILS, accepted by ICAO in 1948. Beam resolution an all-weather landing capability on the Vulcan arose in powered descent. Flown into the ground, a squat switch was defi ned by a given deviation being sensed and 1954, motivated by returning warheads home safely. commanded idle thrust and braking. indicated, then perceived and corrected at a nominal In 1957, the BLEU moved to RAE Bedford, the sister Wartime required the safe return of assets during a rate of descent in the fi nal stages of an approach. site to Farnborough and a crucible of wider fl ight European winter. With both sides racing for supremacy This began to inform Cat 1 limits. The accepted date research. Imagine a British version of the Lockheed in the ‘Battle of the Beams’, could high-altitude for the fi rst demonstration of an entire system, Martin skunk works, fuelled by tea and crumpets. principles be applied to low? One system, used by the including autothrust, is 3 July 1950. More than two Many projects of relevance today took place here: wind- Normandy Pathfi nders, relied on signal timing between decades of work remained. tunnel modelling; swept-wing geometry; the PAPI (up an airborne Rebecca (for recognition of beacons) Despite pilot resistance and American pressure for to 15o); fl y-by-wire; and aquaplaning after the 1958 transceiver and a Eureka ground transponder. This synthetic (head-up display) runway indications, the Munich disaster. An observation from wake-turbulence evolved into the beam approach beacon system (BABS), Varsity WF417 and friends on the apron BLEU conclusion was that a fully automatic system trials of a later decade reveals the empirical nature of using call-response, transmitting lateral displacement was needed, not one reliant upon pilot response. This testing. A DH125 was vectored close behind a Concorde. by dots one side and dashes the other from a fi xed Earliest steps meant coupling powered controls to a feedback loop, “A muffl ed and multi-voiced reply indicated some antenna or Hillman van. Various elements now existed, but no system combined which was accelerated by automation developments and fl ight-deck diffi culty… eventually, the pilot said that was Motivated by fears of limits imposed on their bombing their strengths . Represented by the RAE, Britain began a industry partnerships. Many aspects had to be resolved: a bit too close, so much so that some of the fl ight-deck by European fogs, the United States Air Force brought fundamental role. The Blind Landing Experimental Unit announcing component failure, extending approach roof lining had come adrift.” their own setup. In development since the 1930s, the (BLEU) was founded at Martlesham Heath, Suff olk, in lighting into the touchdown zone, and de-crabbing. The For every celebrated test pilot of the post-war heyday Signal Corps System 51 (SCS-51) is the early forebear 1946, for the development of military and civil ‘blind’ there were unsung counterparts focused on work of our ILS. Shared with the boffi ns of the Royal Aircraft landings. The value of this work would be emphasised by equally fundamental to modern standards. One was Establishment (RAE), this produced the fi rst coupled the growing commercial focus of the jet age, particularly Flt Lt Laurence Stark, nicknamed ‘Pinkie’ on account approach, fl own straight into the runway in 1945. in Europe, where restrictive weather was most common. of his rosy cheeks from fetching coal for the mess In the interim, an alternative wartime solution The BLEU initially defi ned a localiser with buried during wartime winters. A Typhoon ace awarded the existed: a network of gasoline burners plumbed leader cables. An equivalent marine system was installed Distinguished Flying Cross and bar, he was shot down alongside the runway. Developed by Dr John Main- in New York’s Ambrose Channel in the 1920s: an Imagine a British version over France, evaded capture and later spent seven years Smith, of the Farnborough chemistry department, electromagnetic fi eld created by miles of seabed cable. with the BLEU. fog investigation dispersal ops (FIDO) was used By switching between induction coils hung overboard, of the Lockheed Martin Initially, pilots maintained roll and yaw control operationally from 1943. Installed at more than a dozen shipping could gauge signal strength and maintain skunk works, fuelled by into the touchdown zone with the fl are starting bomber airfi elds, it prevented the loss of an estimated a defi ned track. Obsolete by the 1930s, the Ambrose automatically. Eventually, the system maintained the 2,500 aircraft and 10,000 aircrew. cable was lifted and used in initial American autoland tea and crumpets localiser throughout. Because of the decreasing width of research. Trials concluded that cable setups were Flt Lt ‘Pinkie’ Stark displays his ‘look no expensive and impractical, but their use continued until hands’ routine on approach in a Varsity wireless localiser resolution was suffi cient. The off set location of the glidepath antenna required an altimetry cross-check: the radio altimeter. Its mechanical ancestor was the ‘ground proximeter’, developed to compensate for the lack of visual cues by night on military landing grounds. Dating to 1916 in the Royal Naval Air Service, a weighted cord was lowered from a drum beneath the aircraft. As it struck the ground, the reduced cord tension signalled an indicator lamp, commanding the pilot to fl are. A variation occurred several years later, the lamp becoming the trigger to release pressure against nose-up trim. Deprived of radio aids in World War II, Ernest K Gann’s Fate is the Hunter details a similar improvisation into Reykjavík – a blind letdown by descending until the radio antenna cable snags the sea at 40ft. Work also focused on the workload and human factors of transitioning from internal to external cues. The relationship between visual perspective, runway visual range, descent rate and pilot response time at various speeds was tested extensively. Agreed with ICAO in 1949 was the Calvert array, a lighting rig replicating runway perspective, designed by E S Calvert, a research scientist From left , Captains Carl Crane, George Holloman and assistant Raymond Stout at RAE Farnborough. with their autolanding Fokker 42 43 AUTOLAND

British European Airways (BEA) was particularly keen on the potential of autolanding, given the prevalence of foggy winters, exacerbated by coal-fired power stations, in the western European network. London’s notorious pollution-fog ‘pea soupers’ had already prompted the Clean Air Act of 1956. A Trident made the first autoland by a production airliner at Bedford in 1963. Trident G-ARPR pioneered it commercially on 10 June 1965 between Le Bourget and Heathrow. Captain Eric Poole – a graduate of the Battle of Britain, who joined BEA shortly afterwards – landed himself in flight history by not physically landing himself. This was announced afterwards to the passengers, who were presented with souvenirs. Decades of work were distilled into the public message ‘look no hands’, a slogan reinforced by PR footage of a pilot explaining the system to camera all the way to touchdown while looking rearwards. Operational testing continued in passenger service, the Trident programme amassing 40,000 autolands in BEA was keen on the potential 20 years of development to prove Cat 3C certification (‘zero-zero’, though not required in practice today). This of autolanding, given the contributed to the formal definition of autoland minima prevalence of foggy winters in and the monitored approach – pilots monitoring the machine, as well as each other. the western European network The BLEU became the Flight Systems Department in 1974. With the thousands of autolands performed at Bedford by day, night and in all weathers, there were no the glideslope beam, the vertical mode would revert to accidents. “The autoland programme caused no damage attitude ‘freeze’ at a nominated radio altitude, typically to any aircraft, through good fortune, rapid and effective Worried about the future? 120ft. Any wind variation thereafter was deemed of pilot intervention, but mainly through the cautious, negligible effect. At 50ft the flare computer took over step-by-step approach implemented at all times,” We are here to support you! the pitch channel, assessing radio height against its reported the Bedford Aeronautical Heritage Group. rate of change. Thrust was reduced and the yaw channel “The BLEU was a world-leader in the design of With the aviation industry contracting daily, many have found themselves The RAG is more than a just list of jobs. We provide training packages returned to the crew. autoland systems, a status borne out when the FAA unemployed. For some, this will have been after only a short spell at an in essentials such as interview techniques and CV writing to help you This ‘look no hands’ routine was demonstrated to [Federal Aviation Administration] sent its research DC-7 airline, and for others this may be after a lengthy career in aviation. We maximise opportunities when they arise. No matter if it has been two the Duke of Edinburgh in a Canberra in 1959. BLEU to Bedford in 1961 for collaborative research.” know that this can be an incredibly stressful time, regardless of the stage years or 20 since you were last job hunting, it is important to remember superintendent John Charnley reported feeling distinctly you are at in your career. These are unprecedented circumstances and that you have a wealth of transferable skills that are desirable to many nervous about this, because the Canberra had only Full circle you may be overwhelmed with the options and choices ahead of you. businesses. We have identified industries currently experiencing a a single channel military setup. Though apparently Much work carried out at RAE Bedford remained secret, Whether you decide to seek other aviation employment or are searching surge of growth despite the economic uncertainty, where your skills in for something new, we have put together a collection of support guides problem-solving, time management and CRM would be a vital asset. impressed, there is no record of what HRH said. and the airfield closed in 1994. It is now known as and resources to help you navigate the coming months. For some, now might be an ideal time for personal development. Thurleigh Business Park. The BALPA RAG aims to provide you with a focal point during this There is a labyrinth of higher education options available out there but, Power of three In the meantime, a century of progress has been stressful time. Serving as an impartial body, we offer support and for many, a full-time education course may not be appropriate to their After five years’ work, the Vulcan became the first quad- distilled into the simple passenger belief that autoland employment opportunities to all via our newsletters, and provide lifestyle. Our webinar highlights courses available on a part-time or jet to autoland, on 22 December 1959, its single-channel occurs at the touch of a button. That misconception structured assistance to suit individual needs. We are actively tracking ‘evenings and weekends’ basis to suit your schedule. system certified in 1961. Authorities had specified an is now reality, however: in 2020, Garmin released down employment opportunities by approaching employers directly Leaving your job can be a huge shock. However, having a positive accident rate attributed to the autoland system of no a GPS-driven emergency autoland function as part of rather than waiting for an opportunity to arise. Take a look at some of our attitude can make the world of difference. On the website, you will find more than 1 per 120,000 landings (military) and 1 per its G3000 upgrade. newsletters for current vacancies here – http://bit.ly/BALPArag tools to develop resilience and cope with redundancy-related challenges, 10 million (civil). The latter case, therefore, required to help you gain clarity and focus on your way forward. redesign as a multiplex system – either dual (the VC- Above all, we aim to create a supportive, inclusive and For advice on arranging flight simulators (and securing a discount), 10 employed a constant-evaluation loop and auto- interaction-based community for the exchange of views and LinkedIn guides or identifying suitable temporary work, log onto the changeover) or triplex. experiences. Our members are not alone. BALPA website and visit the ‘Careers’ section. The Trident was the first jet airliner to be designed With thanks to the Bedford Aeronautical Heritage Group from scratch to autoland, with triple circuits throughout: (BAHG) www.bahg.org.uk Redundancy Assistance Group engines, hydraulics and autopilots (and three pilots in the flight deck!). As its avionics required more space This piece was inspired by a company-approved media Here to assist you in your next steps, whatever they may be beneath the flight deck, the nose gear was offset and request for technical assistance. Though beyond the scope retracted sideways, a rare design feature. of that project, the details uncovered were surprising.

www.balpa.org 45 SIMFEST SIMFEST Through

Every aspect of the aircraft is modelled, right down to the the switches

– from the steering tillers and registration plates of system faults and failures, something the team’s Turkey and the USA – join together to raise money (reclaimed from ill-fated BA jet G-BNLL), the resident training captain, Peter Ward – a retired for charity through a virtual round-the-world keyh le overhead panel (from an ANA aircraft, JA8965), pilot BA B747 TRE – likes to use to great effect, usually flight. The teams, each with their own fixed base seats (United’s N171UA), multifunction control panel at the most inopportune moments. simulator, spend a week every November flying A look inside the garage that’s actually (Lufthansa B747-400 D-ABVA), throttle quadrant Simfest uses the simulator to take part in World around the clock, with crews taking shifts to finish an aircraft simulator and more. Flight, an annual event that sees teams across the the 40-50 legs of the circumnavigation, complete The simulator’s systems and flight model are globe – currently, in addition to the UK, there are with real weather, actual air traffic controllers and By Simon Kelsey, Simfest team member built upon Aerowinx PSX (www.aerowinx.com), a teams based in Australia, New Zealand, Germany, hundreds of other participants using desktop PC professional B747 flight and engineering software simulators to ‘fly along’. training package used by airlines, universities and This year marks the 20th anniversary of World rom the outside, Gary Oliver’s garage flight-training establishments across the world. Flight and the 14th consecutive year the Simfest in Hampshire looks unassuming. Every aspect of the aircraft is modelled, right down team has taken part as a crew – although many of But step through the door and it’s to the circuit breakers (the real circuit breaker the individuals were involved in other teams from a different story. panels are wired up and fully operational – a task the start. The flights are broadcast live and free to Inside, the first thing that that took the best part of two months) and an Each switch, panel and view on Twitch (www.twitch.tv/simfestuk). Since suggests something a little out of instructor panel with the ability to simulate a range 2006, the team has raised more than £168,000 for the ordinary is an aircraft galley from piece of trim represents a number of charities. an RAAF Boeing 707, complete with carts, which a truly global range of The broadcasts are a mixture of light-hearted Fserves as a store cupboard and desk for a printer. entertainment, aviation fun and, over the years, A low hum – air conditioning and computer fans B747 operators have attracted a wide following of aviation mixed with jet engine noise – is apparent. enthusiasts, gamers and industry professionals. The Squeeze past the coat rack and a large toolbox team pays for the upkeep and running costs of the and the source of the hum is revealed. Over the simulator, and the cost of running the events and past six years, Gary and his ‘Simfest’ team – a group broadcast stream out of their own pockets, so every of friends with a diverse range of backgrounds penny donated goes straight to the charity. including current and retired airline pilots, air traffic In 2020, Simfest is, for the second consecutive controllers, aircraft engineers, IT specialists and year, supporting the Lullaby Trust, a charity that a nuclear engineer to name a few – have been raises awareness of sudden infant death syndrome constructing perhaps the most complete Boeing (SIDS), provides advice on safer sleep for babies, 747-400 home simulator anywhere in the world. and offers emotional support for bereaved families. Last year, more than £43,000 was raised thanks to Real aircraft parts the team’s supporters and followers – and although Featuring a locking cockpit door (acquired from 2020 has been a year of great uncertainty for many a recently-retired British Airways jet), a flight across the globe, the team is hoping to raise more deck toilet (happily about the only part of the vital funds for a fantastic cause. simulator that is not functional) and 210-degree And the B747-400 flies on – at least in the wraparound 4K projection screens displaying a virtual skies. near photographic-quality representation of the world, the simulator is almost entirely constructed from real aircraft parts, which Gary and the team have spent thousands of hours sourcing, restoring, For more information about the Simfest team, re-wiring and programming. Each switch, panel the simulator and World Flight, visit and piece of trim has its own history in the air and www.simfest.co.uk. To donate to the Lullaby represents a truly global range of B747 operators Trust, visit https://justgiving.com/simfest2020 46 47 EMPLOYMENT EMPLOY MENT

It is now clear that, for many, a swift return to Survival commercial fl y i n g i s nowhere jobs near at hand How the UK’s grounded pilots are keeping the wolf from the door

By David Keen, Log Board member

debated with myself, seeking a good title for this Packing pharmaceuticals his exquisite Careless Collection Painting and decorating article. Second career? Interim employment, Relatively well paid (c.£20/hour) but range of chocolate bars. With the massive upsurge in home improvements since perhaps? Starting afresh, possibly? Hmmm, monotonous. Group cheeriness among the initial lockdown, many handy colleagues are using and let’s not gild the lily. Having researched the fellow packers is of a very low order. Pizza creator developing their DIY skills. Training courses are available from fortunes, and perceived lost fortunes, of many At least two BALPA members local authorities, although they are currently over-subscribed BALPA members, I came upon the working title of Driving for Uber have moved into the high-end in many parts of the country. ‘Survival jobs’ – and for good reason. Aside from flexible hours, no further takeaway/events food sector. Without discussing how hard or deep the COVID-19 comment is necessary. Product differentiation is critical, and it is not difficult to Finally... 2021 census jobs Icrisis will become, or surmising exactly when the aviation imagine an improved pizza when compared with the offerings Short-term work for managerial, supervisory and officer roles sector will rebound, it is now clear that, for many, a swift Delivery driving for major retailers from the big chains. The Pizza Pilot is winning accolades in will become available in the new year. A link to applications is return to commercial fl ying is nowhere near at hand. Steady work, usually local, long hours. One issue here is the the Berkshire area. He says his pizzas can’t be topped! provided in the BALPA forums by Sean Casey. Admittedly, there is a handful of redundant pilots who unpleasantness that is ‘delivered’ from customers, thanks are now gainfully employed in professional or managerial to timings or incorrect products, neither of which are the Chippy operative A common consideration for most jobs being undertaken work. These lucky few had some form of past training fault of the drivers. There has been a significant uptick in the A Boeing pilot has been spotted working the fryers in the by our members is that they can be relinquished at short or experience on which to fall back. I can cite an A320 number of drivers required because of the obvious drop in north-west. I’m not sure which transferable skills she may notice. Experiences at higher-level job interviews have captain now working full-time as a physics teacher, one shoppers visiting stores. be employing, but imagine familiarity with fire drills is handy. shown that most potential employers expect that pilots will of his former colleagues re-entering civil engineering return to flying as soon as they can find a suitable job. This after 27 years, and another chap pounding the beat as Acquisition of an Amazon franchise Rock star is a reasonable assumption, but one that makes the task of a police offi cer in and around Liverpool. Certain enterprising individuals have bought a franchise in BA 787 captain Joe Adhemar is now devoting his increased finding comparably paid work hard to secure. These three are exceptions. There are others, but their said company, involving a substantial initial down payment, spare time to recording and releasing some great (IMHO) Nevertheless, I hope to report on successes in coming numbers are few. My own network of contacts has largely and now operate a fleet of vehicles. Some pilots are working music. Joe has just released his second album. issues of The Log, along, of course, with an upswing in flying come from former Thomas Cook, Flybe and Monarch as drivers for other pilots managing this business model. jobs. Fingers crossed! pilots, most of whom found follow-up jobs after their Pall-bearer/driver companies folded, only to be laid off permanently by their Ambulance driving in Patient Transport With the dramatic increase in deaths because of COVID-19, new employers. In addition, I’ve spoken to friends from Services for the NHS (not paramedic work) a few of our number are now driving hearses and lugging Virgin Atlantic, with bags of experience, but sadly gained This is physically demanding work, which is sometimes coffins. Serious work, for which a grave demeanour helps. on the wrong fl eets. An unfortunate number have been spiritually very satisfying – but, again, pays relatively little. despatched from British Airways after a very short time Training as SFIs Be aware that members still on contract to the airlines should with the airline. They, too, are no longer fl ying. Chef and chocolatier With sponsorship via governmental support, a handful of be cautious before joining other firms. Certain benefits, such as Let’s take a quick look at what some of these folks are Former Masterchef runner-up David Crichton is turning his pilots are about to start training (in pairs) for their Simulator healthcare and loss of licence, could be annulled by signing-up with doing now. Many jobs require little or no explanation. culinary hand to preparation of gourmet meals, and marketing Flight Instructor qualifications. a new employer. Check with your current airline employer. 48 49 PSYCHOLOGY PSYCHOLOGY

Stressed out Managing stress in the aviation sector

By Louise Pode, resilience and stress management consultant

ver the summer, there has contribute to poor mental health. Moreover, been an overall reduction in responsibility and the stress of the job is increased flying because of COVID-19, by recent mass redundancy or employment job insecurity, redundancy uncertaint y in an aviation market crippled by programmes, and the chaos a global pandemic. The very nature of of uncertain times – and it It is no coincidence that pilots oft en negotiate for has raised awareness around enhanced terms and conditions or security, rather flying – fatigue, time mental health issues. But what is really being done than a pay rise, as they aim to strike a lifestyle Oabout it in the aviation sector? balance that is sustainable in the long term. When zones, night flights, Mental health and aviation have historically had the market picks up, pilots who will have had the irregular rostered an uncomfortable relationship. The JetBlue incident trauma of being made redundant will be coming of 2012 and the tragic 2015 Germanwings accident back into the sector with the additional challenge lifestyle – can raised the profile of mental health and took it to the of upskilling and performing to the level required contribute to poor top of the agenda. Some progress has been made, to fulfil their roles. External factors such as these but there is still much to do. contribute to the state of our mental health. With mental health There are plenty of factors that indicate a COVID-19 and associated anxiety, it will only magnify significant number of pilots are experiencing a the problem, and mental health issues in the flying deterioration in their mental health. However, there community will surely continue to challenge. is little research in the sector to quantify objectively the prevalence of mental health conditions, such Stop and reflect as stress, anxiety and depression. The physical While COVID-19 has been devastating, it has wellbeing of commercial pilots is systematically highlighted the importance of proactively verified by annual medicals – mental health is not recognising our own mental health and wellbeing. so easily established. As programmes are cut to 30 per cent of 2019 ICAO’s Manual of Civil Aviation Medicine, levels, and staff are on stand-down, there is an published in 2012, suggests that medical reviews opportunity to stop, pause and reflect, and to invest should include questions about “psychiatric in creating resilience and a strong mental health disorders or inappropriate use of psychoactive culture in the aviation sector and pilot community. substances”. But that same manual asserts This is the time to improve understanding that psychological tests of aircrew are and create a culture that enables pilots “rarely of value” and not “reliable” in to return to an informed workplace, predicting mental disorders (IATA energised and motivated, not under- 2015). The very nature of flying – confident and anxious. fatigue, time zones, extended time A holistic multilayered approach to away from home, night flights, irregular managing mental health starts with creating rostered lifestyle, which puts one out a positive culture in the airline industry, of sync with friends and family – can which must be driven and invested in 50 51 PSYCHOLOGY PSYCHOLOGY

from the top down. Creating a positive mental being burned up at the traffi c lights. This is when health culture at company level will take time and you notice your stress signatures, as the stress commitment. It should promote openness and impacts on your physiology. awareness, supported by management behaviours, and reassure employees that their company cares Feeling overwhelmed about their wellbeing. Awareness of mental health We are all unique in the way stress creates our can and must be raised by providing information, stress signatures and the strategies we need education, support and training. to manage our mental health. Psychological In 2007, the Air Line Pilots Association conducted signatures can be irritability, lack of confidence, studies on pilot personality: The Pilot Personality, low self-esteem, emotional fragility, aggression, Air Line Pilot magazine. It identified 24 personality indecision, and poor concentration or memory. traits that airline pilots tend to exhibit, including: Physical signatures include fatigue, frequent ● Self-suffi cient minor illnesses, diffi culty sleeping, weight loss ● More analytical than emotional or gain, gastrointestinal disturbances, and skin ● Bimodal (black/white, on/off , good/bad, irritation, such as eczema. Some people may display safe/unsafe) behavioural signatures – for example, erratic, ● Tend to modify environment instead of If you do not invest time in self unacceptable behaviour; being louder than normal; their behaviour talking quickly; increased errors; overworking, and ● Do not handle failure well compassion, and use strategies to not getting things done. ● Low tolerance for personal imperfection These are signs that you are feeling overwhelmed ● Long memories of perceived injustices reduce your stress, you become at and all is not well. If you ignore these signs and ● Avoid introspection risk of developing mental illness do not invest time in self compassion, and use ● Have diffi culty revealing, expressing, or even strategies to reduce your stress, you become at recognising feelings A moment of introspection risk of developing mental illness, such as anxiety ● When experiencing unwanted feelings, a tendency When thinking about mental health, the stress of stress you are experiencing. Those who are more and depression. When you have an understanding to mask them with humour or anger bucket is a great analogy for understanding resilient will tend to have a larger bucket and can of how you are feeling – noticing when your stress why sometimes we can cope, and other times cope with additional stress. If you experience high levels are rising and hav ing strategies to manage – This broad overview gives us insight into the we cannot. We all have a capacity to deal with levels of additional stress because of significant you will feel more in control and will no longer feel personality types recruited into the profession. stress, and the level of a person’s vulnerability is changes in your life (rising level), your bucket is overwhelmed. Talking to friends and family, sharing These traits are indicative of individuals who could represented by the size of the stress bucket into prone to overflow . Relationship issues, debt, poor your feelings, is a great way of gaining clarity. find it challenging to be open about their mental which everyday stress flows (see Figure 1). sleep, uncertainty, job insecurity and dealing with With the aviation sector being turned on its head, health, and underlines the challenges ahead in the The size of the bucket represents your capacity to change all contribute to stress in our everyday life. pay and terms and conditions being downgraded, airline industry and the importance of proactively deal with stress, and the water level is the amount Your bucket can be emptied by creating strategies mass redundancy and zero recruitment, it is managing mental health and resilience. Put any that help you de-stress, such as engaging with important to take time to reflect and develop an of these traits into an environment where mental things that make you feel connected and happy. understanding of mental health in aviation – and Dealing with change health is not talked about for fear of loss of licence, When you focus on your problems it creates the potential consequences if left unchecked. A top- Poor diet and is it any wonder that pilots have kept the state negative thoughts, which adds to your bucket, down culture promoting a supportive environment of their mental health to themselves? Financial making it more likely to overflow. must be instigated, and mental health policies that Job problems issues A positive company culture may already exist, Lack of sleep Key to good mental health is engag ing with detail how the culture will be embedded in company Family relationship stress but it is fundamental that pilots develop their self- activities that help empty the bucket: the level is practices should be clear and unambiguous. While awareness and take responsibility for understanding Anxiety Health lowered by using strategies to reduce your stress. the rosters are quiet, it is time to work with those their own mental health. As with any skill, training is worries Whatever it takes to change your focus, calm your pilots in employment to develop their resilience to key to developing our own self-awareness, resilience physiology , manage that inner negative chatter in sustain them through this uncertain period. and management of mental health, and to watch your head and to give your mind a break. A great Pilots exiting the business through redundancy for warning signs in others. Resilience is so much de-stressor is to put yourself in ‘flow time’ every day, should be supported to develop their resilience more than attending a workshop – resilience comes when you do something that takes your mind off the and enable them to return to the profession from within us, our self-awareness, mindfulness, here and now, and in which you are so absorbed you energised and motivated, rather than anxious and self-care, positive relationships and purpose. do not notice time passing. This could be exercise, fearing failure. Remember, these are the pilots of Normal Claude Thibeault, IATA’s m edical a dvise r, believes mindfulness, talking to inspirational friends, playing the future.

that “the approach to reducing mental health risk Figure 1: sport – whatever puts you in the flow. needs to be multilayered”. Thibeault affi rms that The Stress Bucket Relaxed Problems occur when you stop using your coping “self-reporting or colleague intervention will be strategies to reduce stress. Levels rise in the bucket paramount to any successful initiative to combat 1 Rest and relax and you are more likely to feel overwhelmed and out 2 Good time management mental health issues, creating a non-punitive 3 Doing something management of control. Then, emotional snapping may occur and Louise Pode SRP BSc (Hons), MSc, resilience and environment that encourages self-reporting without 4 Good time management can be triggered by the smallest of things; perhaps stress management consultant, ProAbility: 1 4 unnecessary recrimination”. 2 3 an ill-placed comment in a supermarket queue or www.ProAbility.co.uk; [email protected] 52 53 GEAR 55 1000mile.co.uk www.decathlon.co.uk www.ellis-brigham.com 9. Adidas Terrex Free Hiker Parley Free 9. Adidas Terrex walking boots, £169.99 are men’s walking boots These from Parley Oceanmade partially Plastic – a high-performance recycled polyester yarn created from marine feature a knitted They . plastic waste , plus a ankle cuff that keeps out debris from Ellis . Available cushioned midsole Brigham, 10. Enertor walking insoles, £29.99 feature a shock- insoles These improve support to absorbing arch your posture and reduce pain, not only in your feet, but also in ankles, hips, from . Available and legs lower back www.enertor.com 6. Forclaz Trek 500 mountain Trek 6. Forclaz gloves, £7.99 trekking Designed by mountain trekking glovesenthusiasts, these breathable provide welcome warmth in cold y have , the sensitive Touch weather. forreinforced palms and fingers increased resistance when using from Decathlon, . Available poles www.decathlon.co.uk 1000-mile walking Women’s 7. £16.99socks, for two pairs , warm walking super comfy These have added padding to the toe socks plus flat toe seams to reduce and heel, feature of blisters. They your chances ventilation zones to allow feet to – and there is a men’s version. breathe from Available 500 men’s Trek 8. Forclaz £49.99 jacket, trekking with hood is is padded jacket Th temperatures suitable for trekking in per cent 70 With . down to -10°C it keeps recycled synthetic insulation, . There’s in wet conditions you warm from also a women’s version. Available Decathlon, 7 9 10 6 8 5 4 3 2 1 salomon.com ohelobottle.com ) www.gojauntly.com

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GEAR 54 Michael was made an MBE in 1966 for was Michael last five or so years of his workingThe years to for 67 was married Michael Captain Broom, left , and a left Captain Broom, colleague inspect the engines call to say a bomb was on his aircraft, hebomb was on his aircraft, a call to say bombs before. remarked that he had carried Details of this his contribution to air safety. he was chairman work – carried out while Committee – are Technical of the BALPA we understandsadly he lost. However, the ergonomics of and test helped redesign pilot harnesses and seats. the flight deck, He also contributed to Flight magazine in pilots early previews the early 1960s, giving of their possible futuref the characteristics o Argosy, aircraft, including the Vanguard, F27. and Fokker 748 Avro 1-11,life were spent piloting the BAC served . He ed in 1975 before he retir on the committees of the Airways Aero Gliding Club. Association and the AVRO anddied in 2014, , who Edna Mara Broom Tony, – Sandra,they had six children Peter, – eight grandchildren, Ann, Fiona and Julia He found joyand three great grandchildren. in his garden, and was a council member Rural England. of the Campaign to Protect and, generosity wit, charm miss his e will W to have had gentlemanliness. I’m proud thank you for taking role model, and a such the time to get to know him a little. grandson Michael’s Wood, By Tom

On to the 6th Advanced Flying Unit, training to On Captain Michael Warwick Broom, MBE (1920-2020) on 23rd June F A Captain Broom volunteered for the R travelled to II1941 and, in November that year, Group to train under the Georgia, Maxwell Field Albany, 60basic training with hours He passed Arnold Scheme. BT13, and and Vultee on the Boeing Stearman PT17 from January to May AT6, North American Harvard 1942. A whistle-stop tour of air bases in Alabama to to the UKfollowed, before a return as sergeant pilot training.conduct advanced twin-engine flying on the ‘Beam Approach’, become a trainer 1,945 synergy, a curious the Airspeed Oxford. With In 1947, Michael joined British European Airways and, after European Airways and, joined British Michael In 1947, One of his most outstanding qualities was a sharp , often One of his most outstanding qualities was a sharp flying hours by 1945, and an ‘exceptional’ assessment, saw him the Official Secrets point transferred to active service, at which in and the intricate detailsAct kicks of his own account give way 1945to a single line: “12th March converted to the Mosquito XVI against Germany with 571 he flew on operations which bomber”, and thrillthe challenge Squadron until the war ended. It seems a piece of balsa wood with two of piloting what was, essentially, to the wingswhopping great Rolls-Royce Merlin engines strapped notes on his post-war duties, flying ; Michael’s an impression left and around thefreight in the Short Stirling Mark V out of Cairo the time – “how theMiddle East, include a personal comment from mighty have fallen”. made his first commercial flight as first training on the Dakota, International) to Nuttsofficer from Speke Airport (now John Lennon he months later, Corner Airport (now Belfast International). A few first pilot in a Dragon Rapide. Over the next took his first flight as of a wide variety oftwo decades, he found himself on the flight deck Rapide, Douglas DC-3 – Dakota, Pionairmachines Oxford, Auster, Europe. – across the British Isles and Class and Viscount Sense of humour remained remarkablyMichael able and clear of mind well into his . On learning that I had been working at an event in the electric 90s Airport, he E, at Tempelhof Formula motor-racing championship, pulled out an old map of Berlin and recalled his part in the Berlin landing from if airlift, particularly the extreme angle of final approach the easterly direction, lest “they might start taking pot shots at you”. ; whenever there were new crew sense of humour mischievous wearing dark members, he was known to enter the flight deck log book also mentions glasses and brandishing a white cane! The after late arrival that simply read a report he was required to write ball lightning Recalling “the crew were enjoying their Murray Mints”. saidMichael it singed the 1-11, a BAC of entering the flight deck it was on a hook on the ing that it was a good job add top of his hat, there had been a told When door at the time and not on his head. Obituary

OBITUARY 56 BOOK/PODCAST REVIEWS Book/podcast reviews Our pick of the best flight-related tomes and podcasts

The Lost Pilots: the spectacular rise and scandalous fall of aviation’s golden couple by Corey Mead (published by Macmillan, £10.05)

The Sahara desert, February 1962: With unexpected plot twists throughout, wreckage of a plane emerges from the I frequently had to remind myself that this is sands revealing, too, the body of the plane’s indeed a true story. long-dead pilot. Who was he? And what Starting in the 1920s, the book details had happened to him? the pair’s journey from champagne-fuelled I love hearing stories of the challenges parties to a life of poverty, trailblazing faced by pilots of yesteryear, back when through an exciting period in aviation history, flying was flying and pilots had to be creative which sees the duo battered by both to avoid catastrophe. In this excellently weather and the newspapers. researched book, Corey Mead retraces the The Lost Pilots restores Miller to her events surrounding Bill Lancaster and Jessie rightful place in the aviatrix hall of fame and Miller’s attempt to set the long-distance firmly establishes Lancaster’s reputation as a record from England to Australia. skilled pilot. Mead had me hooked from the This has all the ingredients of a real page- start and tore at my heart in the final pages. turner: crash landings, suspected murder and a steamy moment in a military bunker. By First Officer Tori Bottomley

AvTalk – aviation podcast Available on Spotify and Apple Podcasts, www.flightradar24.com/blog/avtalk-podcast

Brought to you by FlightRadar24’s Jason I enjoyed it. The hosts’ light-hearted chatter Although I’ve ferried a couple of aircraft, Rabinowitz and Ian Petchenik, AvTalk has made for easy listening and they touched you don’t get more than a glimpse into the just celebrated its100th episode. Covering on some great material, including the lifestyle of a ferry pilot, so hearing stories a range of topics, the hosts discuss anything surprising image of David Blaine floating up of pilots stuck on remote islands, having an AvGeek might want to talk about in each to 25,000ft, attached to a bunch of balloons to persuade airliner crews to give them a 30 to 50-minute episode, along with the and a transponder. cheeky buddy-start was brilliant. latest aviation news and occasional guest. Starting in reverse order, I began with With new episodes every fortnight, I tend to zone out when listening to episode 99, which discussed the conditions I think I’ll be following this channel for podcasts, so I wasn’t expecting this to be placed by the FAA for the return of the future listening. my cup of tea, but listening to it on a long 737 MAX and an interview with guest drive, I was surprised at how much Steve Giordano of Jet Test and Transport. By First Officer Tori Bottomley

Would you like to review a book for The Log? If so, simply email [email protected] 57 TAILWIND Connect By Alison Field, nextGen member several generations, and at all levels in their career. This year, we set up and launched regional groups around the UK, to socialise with other pilots in our and share area, share experiences and learn from each other. I am coordinator of the It’s reassuring to see team access to online course material that Scottish region and have thoroughly spirit and camaraderie breaks down the theory behind the enjoyed taking on this new role and nine private-pilot licence exams. As challenge. In England, we have South- emerging from adversity you work through each subject, you west, North-west, Midlands, Essex and can sit mock tests, which boosts your Hertfordshire groups. ft er my journey confidence for the real exams. It has been a positive opportunity applying for Being furloughed during summer that has developed because of the scholarships, gave me time to study and drive global pandemic, allowing us to meet I’m delighted to forward my commitment to flying. virtually. When restrictions allow, we say that – over Once lockdown restrictions eased, plan to meet in person for events. summer 2020 – I began working towards my licence by My second scholarship is through I received two starting to pass the theory exams. the Air League, a leading aviation and opportunities. The first scholarship The BWPA was founded in 1955 and is aerospace charity of which I am proud wasA awarded through the British a valuable support network for female to be a part. T he COVID-19 pandemic Women Pilots’ Association (BWPA), in pilots. You can benefit from the advice has prevented me from taking up conjunction with easyPPL. It gives me and knowledge of members from the 12-hour flying scholarship at the moment, but the date for completion has been extended to May 2021. Hopefully, it will become a reality soon and will significantly help towards the cost of gaining my first licence. It is a great idea when applying for scholarships to continue looking for opportunities such as volunteering – alongside working towards my goals, for example, I have supported young adults studying science, technology, engineering and maths through the Aviatrix Project. COVID-19 has presented a unique challenge to the world this year, and forced candidates to put their aviation career ambitions on hold. New scholarships – albeit fewer of them – are still becoming available, however, so it is crucial to keep an eye out. Currently, these are mainly geared towards maintaining the validity of your skills and licences. The aviation industry has been one of the sectors hardest-hit by COVID-19, so it is reassuring to see real team spirit and camaraderie among our community of aviators. It is important to help each other, and to continue to look forward to the industry bouncing back, perhaps in a new way. 58