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44797®Flight Safety iss 85 8/12/11 09:10 Page 1 ISSUE 85 WINTER 11 ON COMMERCIAL AVIATION SAFETY The official publication of the United Kingdom Flight Safety Committee ISSN 1355-1523 44797®Flight Safety iss 85 8/12/11 09:10 Page 2 Contents The Official Publication of THE UNITED KINGDOM FLIGHT SAFETY COMMITTEE ISSN: 1355-1523 WINTER 2011 FOCUS is a quarterly subscription journal devoted Editorial 1 to the promotion of best practises in aviation safety. It includes articles, either original or reprinted from other sources, related to safety issues throughout all areas of air transport Chairman’s Column 2 operations. Besides providing information on safety related matters, FOCUS aims to promote debate and improve networking within the industry. It must be emphasised that is not intended FOCUS Cabin Crew Fire Training 3 as a substitute for regulatory information or company publications and procedures. by Nick Butcher Editorial Office: The Graham Suite, Fairoaks Airport, Chobham, Woking, Surrey. GU24 8HU TCAS RAs - How to fly them and why it matters 6 Tel: 01276 855193 Fax: 01276 855195 by Alex Fisher e-mail: [email protected] Web Site: www.ukfsc.co.uk Office Hours: 0900 - 1630 Monday - Friday Advertisement Sales Office: Sliding Away 9 UKFSC by David Thomas The Graham Suite, Fairoaks Airport, Chobham, Woking, Surrey GU24 8HU Tel: 01276 855193 Fax: 01276 855195 email: [email protected] Heavy Metal Front Man Ramps Up Industry Loading Awareness 11 Web Site: www.ukfsc.co.uk Office Hours: 0900 - 1630 Monday - Friday Printed by: Preventing Landings without Clearance 13 Woking Print & Publicity Ltd The Print Works, St. Johns Lye, St. Johns, Woking, Surrey GU21 1RS Tel: 01483 884884 Fax: 01483 884880 A Dark and Stormy Night and 90 seconds to Disaster 15 e-mail: [email protected] Web: www.wokingprint.com FOCUS is produced solely for the purpose of improving flight safety and, unless copyright is Runway Incursions 18 indicated, articles may be reproduced providing by Adrian Leonard that the source of material is acknowledged. Opinions expressed by individual authors or in advertisements appearing in FOCUS are those of Better Safe than Sorry 21 the author or advertiser and do not necessarily reflect the views and endorsements of this journal, the editor or the UK Flight Safety Committee. Members List 24 While every effort is made to ensure the accuracy of the information contained herein, FOCUS accepts no responsibility for any errors or omissions in the information, or its consequences. Front Cover Picture: Bruce Dickinson: Captain with Astraeus, Iron Maiden Lead Singer and Presenter Specialist advice should always be sought in in “Safety in the Balance” DVD. See page 11. relation to any particular circumstances. Photographer John McMurtie / © Iron Maiden Holdings 2011 focus winter 11 44797®Flight Safety iss 85 8/12/11 09:10 Page 3 EDITORIAL UK Flight Safety Committee - 50 Years in Aviation Safety Reflections of a Past Chairman by Rich Jones, Chief Executive UKFSC n the Spring edition of FOCUS, the One sensitive situation is where the captain is But the Report on the AF447 accident has not Iopportunity was taken to remind our PNF, when the link between command and yet fully addressed two important issues, readership that 2011 is the 50th action is indirect and the monitoring role which relate in turn to pilot experience and anniversary year of the UK Flight Safety reversed. Accidents have revealed situations training: the extreme final position of the Committee. From our early beginnings where co-pilots have been over-deferential to horizontal stabiliser and the aerodynamic under the Department of Transport and captains – but also where captains have configuration which allowed the aircraft to Civil Aviation, we became an independent allowed co-pilots PF excessive latitude. I will enter a deep stall. Was it that the crew did not association of aviation safety professionals always treasure one anecdote from a friend, select Direct Law – to be able to use the trim in September 1961, with the specific aim of who became concerned at his co-pilot PF’s late wheels, and was it that the deep stall was not promoting flight safety across the dive at the threshold with idle thrust; he said ‘I recognised? I am not in the position to pursue commercial air transport sector. In have control’ – before he himself could no these questions, but what is the general response, we were delighted to receive the longer have been so confident at making a potential for mishap on aircraft with a following reflections from Harry Hopkins, smooth recovery. On clearing the runway the powerful stabiliser? who was Chairman of the Committee aggrieved co-pilot demanded ‘why did you do between 1982 and 1986. that captain’; my laconic friend was As ever, aviation safety is full of questions. economical in his reply: ‘because I wanted to I belatedly congratulate the UKFSC and its live!’ It is not a bad basic command philosophy. Chairman on its 50th anniversary. Over that The BA chief maintenance engineer once spoke time membership has steadily widened, so that up at a company safety meeting at which I was views on safety can be contributed over a present. The matter of hurt feelings and spectrum of professions within the industry sensitivities was being bandied about. He said, with some exasperation: ‘some of us AN APOLOGY AND A CLARIFICATION and from an ever wider range of geographical FOCUS EDITION NO 84 areas of operation. sometimes have to be nasty to some of us.’ Apology - Ryanair Might I now exploit the privilege of being a In the Chairman’s column in Focus of Autumn past Chairman by offering some personal 11 is titled ‘The Right Attitude’. Tony Wride The Editor wishes to apologise to Ryanair and its pilots comments. starts with comment on the fundamental for any distress or concern that may have been caused issues, which can never be re-emphasised through the views expressed by the authors in relation to the Ciampino incident in their article ‘Bird Strike I have often found myself returning to three enough, and then refers to the AF447accident to an Airbus A330. Mitigation – Beyond the Airport’, which was published in principles as lying at the root of aviation safety, FOCUS Magazine Issue 84. The Executive Board of the which I feel should form the groundwork of UK Flight Safety Committee acknowledges that any any safety philosophy, on which detailed My mind goes back to arguments which were comment on the actions of the crew involved prior to guidance and regulation can then be planted. I running through BALPA and IFALPA many the publication of the final accident investigation report believe that these basics can never change: decades back: ‘Why are airliner cockpits not was premature and recognises that certain phraseology provided with clear angle of attack in the article could be interpreted as implied criticism of information?’The question still largely remains, actions taken by the crew involved, which was not the Safety is the survival of error; design, intention of the Editor in publishing the article. construction and operation are all inescapable yet angle of attack sensors are widely fitted. sources of error. Clarification - The Increasing Risks and Dangers of Over nearly fifteen years, when I was Portable Electronic Devices on Commercial Aircraft Safety gives weight to the risk that an incident conducting air tests for Flight International, I could have been an accident, at another time very rarely found this information to be From my Editorial on lithium battery fires in portable or place. missing as a supplementary fit in the flight electronic devices, I am grateful to Captain John deck of a test aircraft. Of course certification Goodyer from Thomson Airways for pointing out that my comment that 'lithium and water do not mix well Safety depends on identifying and quitting a test pilots have to explore well beyond the normal flight envelope, but history shows that together' could be misleading. The CAA and FAA advice degrading situation at a prudently early stage. recommends the use of water extinguishers or, where line pilots not infrequently find themselves in In any field of human activity mistakes will be these are not available, copious amounts of water, after made, in spite of all attempts to avoid them; that situation too. the use of a Halon type extinguisher to put out a lithium the final line of flight safety defence must lie battery fire in the passenger cabin when airborne. with the operatives – aircrew, controllers and Awareness of attitude is not fully serviced by Although lithium metal from any split battery cells will others. Any dismissal of an incident as ‘no the primary flight instruments: do they display react with water to cause bright flashes and small explosions, it is essential that any remaining lithium actual risk’ may then lead to a failure to take to the necessary precision? For example, the width of the target on the PFD of the A330 is batteries are cooled down to prevent thermal runaway serious action and the very real prospect of a and further serious cell explosions and fire. similar situation occurring in the future, with about one degree, over a 2.5 degree scale, far graver consequences. The companion to which equates to a variation in vertical speed Rich Jones this is the finding of ‘an isolated incident’. of the order of 1,000ft/min in the cruise. (The Chief Executive and Editor Aren’t they all, the first time? Concorde ADI was graduated in single degrees UK Flight Safety Committee between 20 degrees nose-up and 10 degrees nose-down.) focus winter 11 1 44797®Flight Safety iss 85 8/12/11 09:10 Page 4 CHAIRMAN’S COLUMN Mishaps and fuel for thought! by Capt.