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42591®Flight Safety iss 82 17/3/11 14:23 Page 1 ISSUE 82 SPRING 11 ON COMMERCIAL AVIATION SAFETY The official publication of the United Kingdom Flight Safety Committee ISSN 1355-1523 42591®Flight Safety iss 82 17/3/11 14:23 Page 2 Contents The Official Publication of THE UNITED KINGDOM FLIGHT SAFETY COMMITTEE ISSN: 1355-1523 SPRING 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 FOCUS is not intended Making Airports Safer - Runway incursions 3 as a substitute for regulatory information or by Eurocontrol company publications and procedures. Editorial Office: The Graham Suite, Fairoaks Airport, Chobham, Runway Incursions 5 Woking, Surrey. GU24 8HU by Captain Graham Croft Tel: 01276 855193 Fax: 01276 855195 e-mail: [email protected] Web Site: www.ukfsc.co.uk Office Hours: 0900 - 1630 Monday - Friday So you want to be an Emergency Response Manager 8 by Ian Marshall Advertisement Sales Office: UKFSC The Graham Suite, Fairoaks Airport, Chobham, Woking, Surrey GU24 8HU TCAS II on Helicopters 11 Tel: 01276 855193 Fax: 01276 855195 by BALPA Flight Safety Department email: [email protected] Web Site: www.ukfsc.co.uk Office Hours: 0900 - 1630 Monday - Friday Leadership skills of the Airline Captain 13 Printed by: Woking Print & Publicity Ltd by Katherine Senko The Print Works, St. Johns Lye, St. Johns, Woking, Surrey GU21 1RS Tel: 01483 884884 Fax: 01483 884880 e-mail: [email protected] Atlantic Crossing 15 Web: www.wokingprint.com by Dirk Böhme, FFSO FOCUS is produced solely for the purpose of improving flight safety and, unless copyright is indicated, articles may be reproduced providing Safety and Service: Cabin Crew Training Priorities 18 that the source of material is acknowledged. by Terence Gerighty Opinions expressed by individual authors or in advertisements appearing in FOCUS are those of the author or advertiser and do not necessarily Jet Fuel Contamination with FAME 20 reflect the views and endorsements of this journal, by Marie Froment the editor or the UK Flight Safety Committee. While every effort is made to ensure the accuracy of the information contained herein, FOCUS Members List 24 accepts no responsibility for any errors or omissions in the information, or its consequences. Specialist advice should always be sought in relation to any particular circumstances. Front Cover Picture: Flight deck of an Air Contractors Hercules courtesy of Felix Goetting© focus spring 11 42591®Flight Safety iss 82 17/3/11 14:23 Page 3 EDITORIAL Commercial operations in Class G – Even if you know when you are in uncontrolled airspace, do you have an accurate picture of the threat? by Rich Jones, Chief Executive UKFSC recently accompanied delegates from could be exploited to great effect in other So what else is being done to address this Ione of our flight safety courses on a visit high risk uncontrolled airspace across the UK, major safety concern? Well, a working group around the hangar at the Air Accidents from which commercial users could build a has formed under the auspice of the NATS Investigation Branch at Farnborough. My much improved risk assessment for their Safety Partnership to identify and develop attention was immediately drawn to the individual operation. other initiatives. The first move under remains of eight aircraft which had been consideration is for airline operators and the involved in four mid-air accidents that The introduction of ATSOCAS nearly 2 years air traffic control service providers to get have occurred in uncontrolled airspace ago is another recent important initiative together with other users of uncontrolled over the past couple of years. These sad which aimed at improving the situational airspace, including the military and GA, to and stark reminders have forced me to awareness for all Class G airspace users share their respective hazard register from reflect upon one of the major aviation generally, while seeking to clarify the level of operating in common airspace regions. The safety concerns which we regularly discuss control being provided by the controller and aim here is to establish a comprehensive and at our Safety Information Exchange to better establish the responsibilities common knowledge base from which their meetings: the threats and risks involved in expected from the pilot. Although a individual risk assessments can be enhanced. operating in and around Class G or concerted investment in education, training Each stakeholder can then plan and uncontrolled airspace. and information across the entire pilot and implement their most effective risk controller communities was undertaken, mitigations to best suit its own operations With commercial and business airlines some misunderstandings on the service being and circumstances. Later on in this process, if increasingly expanding their flying operations provided demonstrates the need for constant may be possible to share best practice risk out of regional airports which are often re-iteration and education. Equally, there mitigations between operators. adjacent to Class G airspace and with others remains the major challenge of making seeking fuel-efficient routes through visiting pilots aware of the services provided Second, it was thought valuable to produce a uncontrolled airspace in the UK, the need for under the ATSOCAS scheme. single page summary of ATSOCAS which a thorough understanding of who else is identifies the key features of the system for sharing that airspace is absolutely But there is an equal concern about how well both pilots and the controllers, particularly for fundamental to achieving an effective and the rules and responsibilities are understood irregular uncontrolled airspace users to realistic risk assessment and a safe operation. among UK-based commercial pilots when reinforce and refresh their knowledge. In But do we really know? operating in uncontrolled airspace. Whenever addition, NATS has recently produced a useful aircraft of any type transfer from controlled instructional video on uncontrolled airspace A number of initiatives have been employed into uncontrolled airspace, if the pilot listens to educate their controllers which is already over recent years to try and get to grips with carefully he or she may just pick up the slight being used by at least one airline to similarly this threat; some have been useful but still sigh of relief in the controllers voice as they educate its pilot community. In future, this have their limitations. For example, about two pass over their responsibility for separation to may be made available to all operators years ago, a number of commercial operators the flight crew.This assumes, of course, that the utilising this airspace. sat together with the military and air traffic pilots realises that they have left controlled controllers to undertake a joint risk airspace and are operating in Class G in the first Knowledge of the hazards and consequent assessment of a short route through Class G place. Some pilots believe that there is some risks involved in operating in uncontrolled airspace.This intense and revealing process did agreement, either implied or explicit, that airspace needs to be regularly reviewed. succeed in providing a more comprehensive regardless of IFR or VFR conditions, commercial Numerous useful mitigations already exist list of hazards and a reasonable assessment of passenger aircraft will be getting some form of and new ones are being developed. But as the threats, all be that the process was priority service over other users – nothing commercial and business aircraft increasingly somewhat complex, difficult and time- could be further from the truth. use this type of airspace, it is essential that consuming. Of course, the precise risks and the hazards that lurk within it and the the available mitigations can only be derived Of course, the controller may helpfully ask procedures and mitigations involved are well- by each individual business or operator for what type of service the commercial pilot known and effectively applied. But more work themselves since each has differing roles, would like from the ATSOCAS menu as he is needed to obtain a more accurate picture of training regimes, equipment and SOPs. enters uncontrolled airspace – but if not, it is the threats from which a best risk assessment a wise move for the pilot to ask for the best possible can be produced and all available More recently the Directorate of Airspace service available. Although the controller may mitigations are identified and exploited. Policy has just completed a wide-ranging not be able to provide it due to other survey amongst users of a small but busy priorities or constraints, he should always Class G area. The data gathered is currently explain why only a reduced service can be being analysed in concert with the area radar offered; even this exchange can contribute tapes. The outcome should be one of the towards an enhanced appreciation of the most comprehensive analyses of the use and situation from which the pilot can review his users of uncontrolled airspace, all be it a priorities and available mitigations. limited area. Nonetheless, this methodology focus spring 11 1 42591®Flight Safety iss 82 17/3/11 14:23 Page 4 CHAIRMAN’S COLUMN Changing Times by Capt. Tony Wride, Monarch Airlines f you are of a certain age you may senior position! The company will want CAP371 has been in use for many years and Iremember the singer Bob Dylan and a song someone with experience and a proven track established a realistic set of limits on how called “The Times They Are A-Changin'”.