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Aviation History
1962
1962 - 1336.PDF
164 FLIGHT International, 2 August 1%2 WHAT AIRLINE AIRCREW WANT In the case of pilots, of course, they not only have to satisfy an examiner to get a certificate but there are the periodic checks; are you satisfied with these checks ? The White Paper talks about common standards of testing pilots; we accept that in principle, but we dispute the method of applica tion. No one questions the competence of the Ministry's inspectors, but they do not have the route experience. The idea of their coming along and checking senior pilots is something we do not like at all. It should be possible to have experienced pilots from companies of repute—say the corporations—seconded on short term for this duty. In other words, we think it better to have qualified airline pilots checking airline pilots. But our other criticism of the White Paper in this connection is that they have lost sight of the co-pilots. It might be a good idea if some thought was given to the experience required of the co pilot. Nothing is said about affording flying practice to the occu pant of the right-hand seat, and it is not unknown for him to be virtually without landing practice on a particular type. The regula tions should be more specific on this point. Are you satisfied with the provisions for pilot training? We note that it is proposed to set up an advisory committee and it is to be hoped that there will be a good slice of pilot opinion on that body. If they really want to spend their money on pilot training to the best advantage then they should bring in people with real experience. You have made these various points with reference to the White Paper; have you put these views to the Minister ? We had hoped there would be a Parliamentary debate on this publication and that this would have given an opportunity for our views, and others, to be heard. But apparently this is not to be so. But can't you put a memorandum forward? Yes, and we shall do that. It will go to the Ministry, but whether the Minister himself will ever read it is not so certain. Of those authorities I saw, several made the point that pilot fatigue is so much reduced in a modern aircraft; what does the airline pilot say to that ? It was the popular view at the beginning that crew fatigue in jets was less, but unfortunately that is not borne out by the facts. A visit to the cockpit of a modern jet would be an eye-opener to most people. As the aircraft get bigger the cockpit gets smaller. The space is more restricted than ever before. Little thought is given to storage facilities for essential articles such as raincoats, caps, or even documentation—which in volume is growing as fast as the aircraft themselves. In the older propeller-type aircraft crew rest facilities were always provided. The loss of this amenity, on long flights with conditions of low humidity, must have an effect on pilot fatigue. The answer always given to me when I criticized the space allocated to a passenger or crew-member is that the journey time is now so much less; is that an acceptable answer to your point ? What is lost sight of is the increase of pilot effort over the shorter flight time. There are more complicated approach procedures demanding a much greater degree of accuracy, you have a far more complex machine to handle, and there is a host of small factors calling for precise and concentrated mental effort. There have been nostalgic references in your articles to the com fort of the old Stratocruisers, but we tend to forget that they pro vided a first-class service and ought not to be compared with the modern economy or tourist class. The first-class section of a 707 is far more comfortable than the Stratocruiser. But on a comparison of crew quarters it is a different story. The interesting fact is that the crew have lost the bunks which we had on the Stratocruiser and, in fact, have less space on the 707 than we had on the older and smaller machine. You will have noticed the number of references to the desirability of reducing landing and take-off speeds; have you anything to add? Well, in fairness to the 707 I must point out that it is not as bad as it is made out to be. The Constellation 049 had an approach speed of 125kt and a landing weight only about half that of the 70? But, of course, modern aircraft are much more exacting less forgiving, if you like—and the Association would welcome am effort to reduce landing speeds. Obviously, this is a contribution to safety in itelf. John Cunningham stressed that if the will was there and money wa s made available for the necessary full-scale research, some progress could be made towards lower landing speeds, without sacrificing high cruising speed capability; what line of development would you like to see pursued? There are a number of developments which we think could be followed and which could yield results in added safety and efficiency: there is the clear wing of the VC10; laminar flow; flaps; and in creased power :weight ratio. One of the biggest single contribu tions which could be made on jet aircraft is a Go - No Go indicator. Again, much more could be made of flight recorders, particularly in the early days of any new aircraft type. Is the Ministry not adopting the flight recorder as a requirement ? We are not sure that they are adopting the right type. We feel it must have adequate parameters. There is the Midas, which can have up to about 300 parameters, and the Association feels that in any specification for a recording instrument the flotation principle must be included. It is possible that the question of cost comes into this, but the sort of thing we want can make a considerable contribution towards economy in development and operation; recording all sorts of things as you go along—matters of engineering importance. There seems to be considerable concern among the American pilots about the extraordinary manatuvres they are expected to perform after take-off in order to reduce noise nuisance; what is the attitude of your Association to procedures which appear to cut into safety margins in order to improve other amenities ? Ought not this noise Jactor to be dealt with in the basic design if we want to produce a safe and economical aircraft ? The Association is deeply conscious of this problem, as one of both public interest and importance. In an effort to air this matter BALPA is sponsoring a forum on aircraft noise versus safety. We shall invite all interested parties, including local residents' associations, municipal authorities and interested Members of Parliament. I am sure many interesting points of view will be put publicly at this conference, and I have no doubt that the question of economics will play its full part in the discussions. FORTHCOMING EVENTS Aug Aug Aug Aug Aug Aug Aug Aug Aug Aug 6 8 11 11-Sept 3 15 19 22 16-18 15 26 Sept 3-9 Sept Sept Sept Sept Oct Oct Oct 15 17-23 19-22 27 2-4 7-13 9-11 Tiger Club: Display, Fair Oaks. Kronfeld Club: "Gliding Miscellany." HMS "Ariel," Lee-on-Solent: At Home. National Aeronautic Association: 6th World Parachute Championships, Orange, Mass. Kronfeld Club: Film Evening. Tiger Club: Display, Shoreham. Kronfeld Club: "The Guild of Air Pilots and Air Navigators." Royal Aero Club: National Air Races, Coventry. Kronfeld Club: Film Evening. Waveney Flying Group: Fly-in, Seething. SB AC Flying Display and Exhibition, Farnborough. RAF "At Home" Day. Grand Prix International de Vourges. Second International Agricultural Aviation Congress, Crignon, France. RAeS Halton: "Operations of Special Duties Squadrons," by A. Firth. International Symposium on Batteries, Bournemouth. International Rally, Genoa. Guild of Air Traffic Control Officers: Convention, Bournemouth.
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