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31495/Flight Safety Iss 66 ON COMMERCIAL AVIATION SAFETY SPRING 2007 ISSUE 66 THE OFFICIAL PUBLICATION OF THE ISSN 1355-1523 UNITED KINGDOM FLIGHT1 SAFETY COMMITTEE The Official Publication of THE UNITED KINGDOM FLIGHT SAFETY COMMITTEE ISSN: 1355-1523 SPRING 2007 ON COMMERCIAL AVIATION SAFETY FOCUS is a quarterly subscription journal devoted to the promotion of best practises in contents aviation safety. It includes articles, either original or reprinted from other sources, related Editorial 2 to safety issues throughout all areas of air transport operations. Besides providing information on safety related matters, FOCUS aims to promote debate and improve Chairman’s Column 3 networking within the industry. It must be emphasised that FOCUS is not intended as a substitute for regulatory information or company publications and procedures. Bond Offshore Helicopters 4 Editorial Office: Ed Paintin The Graham Suite Conditional ILS Clearance phraseology within the London Fairoaks Airport, Chobham, Woking, Surrey. GU24 8HX Terminal Manoevering Area 7 Tel: 01276-855193 Fax: 01276-855195 by Stuart Lindsey e-mail: [email protected] Web Site: www.ukfsc.co.uk Office Hours: 0900 - 1630 Monday - Friday To Err is Human, Or So They Say, But Why? 8 Advertisement Sales Office: UKFSC by Group Captain Andy Ebdon The Graham Suite, Fairoaks Airport, Chobham, Woking, Surrey GU24 8HX Tel: 01276-855193 Fax: 01276-855195 Improving our understanding of Vortex Wake 10 email: [email protected] Web Site: www.ukfsc.co.uk Office Hours: 0900 - 1630 Monday - Friday London TMA Speed Restriction Trial 13 Printed by: Woking Print & Publicity Ltd by Capt. Jim Snee & Capt. Ian Mattimoe The Print Works, St. Johns Lye, St. Johns, Woking, Surrey GU21 1RS Tel: 01483-884884 Fax: 01483-884880 ISDN: 01483-598501 UKFSC Members List 14 e-mail: [email protected] Web: www.wokingprint.com FOCUS is produced solely for the purpose of Letters 16 improving flight safety and, unless copyright is indicated, articles may be reproduced providing that the source of material is acknowledged. Tail Strikes: Prevention 18 Opinions expressed by individual authors or in by Capt. Dave Carbaugh advertisements appearing in FOCUS are those of the author or advertiser and do not necessarily reflect the views and endorsements of this journal, the editor or the UK Flight Safety Committee. EU Air Carrier Blacklist Update 24 While every effort is made to ensure the accuracy of the information contained herein, FOCUS accepts no responsibility for any UKFSC Seminar 25 errors or omissions in the information, or its consequences. Specialist advice should always be sought in relation to any particular circumstances. Front Cover Picture: Eurocopter AS 332L2 operating in Marseilles 1 Editorial Communication Error During 2006 Communication Error was everyone involved in the working group Currently the standard of use of the RT is identified as one of the major threats to were anxious to try to assist in improving not very good at all. We all need to be aviation safety. communication. making an effort to improve the performance of ourselves and of those An industry working group made up of The differences between the ICAO RTF we fly with. Only if we all make an effort is pilots and air traffic controllers was set up terminology and the terminology used in the situation likely to improve. to try to find ways of tackling this the United Kingdom are covered in detail problem. The group included participants and the reasons for the differences clearly For those pilots who’s first language is from NATS, British Airline Pilots explained. Pilots that fly internationally not English we appreciate that it may be Association, The UK Civil Aviation need to be able to understand both sets more difficult for you. However, it is not Authority, UK Airprox Board, CHIRP, The of terminology. possible to make exceptions based on Guild of Air Traffic Control Officers and whether or not you are proficient in the UK Flight Safety Committee. The Call-sign confusion is illustrated in a English if you fly in domestic international output of this working group has been the number of incidents and it is important for airspace that you share with other users production of a DVD that can be used by pilots to make sure that they do not act then you must make an even greater pilots to improve both their radio on an ATC instruction that is not intended effort to improve your RT performance. phraseology and methodology. The DVD for them because they were not paying is easy to use and is put together in enough attention to the RT. The old Lastly, we should be grateful to NATS and modular form so that it may be used as adage “if in doubt ask” certainly applied other air traffic service providers for and when pilots have time available. here. The Flight Operations Departments monitoring the situation and bringing also need to ensure that they do not these shortcomings to our notice. We The DVD is divided into five modules: compound the issue when planning their should also join together in asking them The Introduction gives an overview of the call-signs. to continue to monitor the situation so problem, Aerodrome, Approach, En that we may see the overall improvement Route and a Summary of the key learning So what can the industry do to improve as we all make an effort to hone our points. the situation? personal performance. Humour is used to illustrate just how big Firstly, the air operators should the problem of communication is. encourage, if not insist, their pilots use However the overall message is very the Communications Error training disk. serious indeed. If this can in some way be built into the recurrent training programme so much Included in some of the modules are the better. questions with multiple choice answers. If you are not sure of the answer the Secondly, simulator and line training available choices really make you think. instructors could tighten up on the way By the end of these questions you should the RT is used both in the simulator and have a much better understanding of the during line training. answers. Thirdly, all pilots, assuming that they value Actual case studies of incidents with their status as professionals, could make commentary illustrate each of the points a real effort to use the training disk (not very clearly and it soon becomes once but several times) to get their radio apparent that poor communication leads telephony (RT) performance up to to most of the difficulties and subsequent standard. incidents. Fourthly, aircraft Captains could insist that An examination of 700 communication each and every aircrew member that they events recorded, revealed that 105 fly with makes a concerted effort to use resulted in a level bust, 40 in runway the correct terminology and methodology incursions and 73 in loss of separation to improve their RT. between aircraft. It is no wonder that 2 Chairman’s Column What Lies Beneath by Ian Crowe, Willis Ltd Firstly, may I wish everyone a very happy much for granted and this is of course Looking at systems it is easy for us to and safe new year. Part of my role at rightly so. However, the work both in hand over safety to aircraft and system Willis is to provide an international terms of systems and procedural designers. Arguably, we could say that the aviation insurance training course. development is unknown much like the improvement in operational safety is a delegates when seeing the inner workings function of modern engines and to a lesser With the exception of one individual, a of an aircraft. extent system reliability coupled with lawyer, all of the 22 speakers are Willis improvements in air traffic management. employees. Each course attracts over 20 Aircraft operate in a very hostile different nationalities, a truly multi role environment flying 6 miles high at 500 Commercial pressure continues to drive operation! In addition to risk, safety and mph with an outside air temperature of – our industry but it’s true we need to make insurance related topics the 2 week course 50 Celsius, and doing this 20 hours a day money so we can spend it on safety, includes a section on aircraft and how they for at least 25 years; well, its no wonder training, retention and retaining of fly. During this phase we review the we all take safety for granted. valuable staff. multitude of aircraft systems explaining how these have developed in sophistication and In my very first column for FOCUS, I Data indicates, however, that in the majority reliability over the last hundred years of touched on the topic of complacency and I of cases accidents say 90%, are due to powered flight. To complete the training still feel this is one of the biggest risks that human error with this figure on the rise. session we visit the RAF Museum at we face in our business of safety. Records Hendon and there we see some of the show that in 2006 there were some 96 Data collection, therefore, seems to be our systems “in the flesh” as it were. Seeing accidents killing over 1200 people at a next challenge, for without data we cannot aircraft and engines exposed displaying cost of many millions of dollars. It’s true manage the risk. This data is in many their internal workings is always a complete that in the majority of these cases the respects “invisible”. The complexities of surprise to the course delegates. Many of accidents were low profile, involving older human nature do not allow us to them have no concept or understanding of aircraft in remote locations. challenge every report to find out the true what lies beneath the fabric, skin or casings nature of the incident or accident.
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