FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1963
1963 - 0583.PDF
FLIGHT International, 18 April 1963 561 Pilot Opinion POINTS FROM THE IFALPA CONFERENCE LAST week (page 490) we gave an introductory report on the annual conference of the International Federation of Air Line Pilots Associations, held recently in Salisbury, Southern Rhodesia. In continuation, the various subjects discussed are dealt with in greater detail below. Passenger Safety The problems of bomb scares and in-flight sabotage received attention, and the practice of selling passenger insurance at airports was crticized as being (a) unnecessary in view of the proven safety records of civil aviation and (b) a significant factor in the increasing incidence of aircraft sabotage for criminal purposes. It was agreed that passenger seats should be stressed so as to with stand decelerations of 9g without deformation, using an assumed passenger weight of 2001b (national codes vary widely, and none of them appear to measure up to the stated requirements). It was felt that passenger injuries in accidents would be greatly reduced if such non-frangible equipment as tubular metal meal-tray structures were to be prohibited, and if the present trend toward the use of full safety harnesses in cars were extended to include their use by passengers in aircraft. Air Traffic Control The professional relationship between pilot and traffic controller was examined and it was noted that in some regions there was a tendency for controllers to assume authority and responsibility not properly theirs in view of the typs of ATC service being provided. At the same time it was felt that ATC clearances should provide for safe terrain-clearance and that ICAO's Annexe 11 stood in need of revision on this point. A need was seen for an efficient and friendly working relationship between pilot and controller, and the presence of an observer from IFATCA was warmly welcomed. The difficulty of noting down and reading back complicated airfield departure clearances has been shown to be greatly reduced when the standard procedures are each given a code number, and the meeting agreed to press for widespread adoption of this prac tice. The discussion on this point highlighted the difficulties that foreign pilots face in trying to pronounce some of the place-names used in such clearances. It was felt that Doppler radar could only be regarded as an im proved dead-reckoning device and could not be used to reduce separation standards. This was primarily because of the difficulty experienced in up-dating the display from Loran, Consol or long range NDBs in over-water navigation. The near-miss problem continues to demand the attention of the pilot groups and an IFALPA scheme aimed at producing statistical evidence of the occurrence of such incidents has been inaugurated. If some particular area is shown to produce an undue number of near-miss reports then the pilots' spokesmen will be well equipped to secure the necessary improvements in military/civil co-ordina tion and ATC structure to remove such black spots. Noise Abatement A combination of the policies of the British and United States pilots' associations towards noise abatement procedures produced a policy acceptable to all those at the meeting. This new policy will almost certainly conflict with the requirements of some States and airfield authorities. Procedures requiring simul taneous changes of power and heading at low altitude; operation from significantly out-of-wind runways; and dramatic reductions of power over noise-measuring points—all these are now "out" from the point of view of the world's airline pilots. The next instal ment of the public/pilot/industry/airport authority disagreement should prove to be interesting indeed. The Supersonic Transport Reviewing information available on SST projects, the meeting amended its draft policy to some extent. The dominant thought would appear to be to resist the introduction of SST aircraft until the supporting ground organization and equip ment is adequate, and until it has been demonstrated that the hand ling characteristics, structural integrity, and reliability of the air frame, powerplants and systems are not inferior to those existing today. The hazards involved in operations at very high altitudes were recognized by delegates, and it was felt that undue compla cency exists in some quarters about these particular problems. In order to publicize pilot opinion on the SST it was provision ally agreed that the pilot associations of France, the USA and Britain would jointly conduct a forum on behalf of IFALPA, at which all concerned could have a frank exchange of views. The meeting may take place in London during the autumn. Relative Safety of Fuels The conclusion reached by IFALPA on this subject was taken after a review of the Ministry of Avia tion's CAP 177 (Report of the Working Party on Aviation Kerosine and Wide-cut Gasoline), a discussion with the representatives of two major oil companies, and consideration of the attitudes of the various major airlines and certificating authorities. It was agreed to request IATA, the oil industry and the airlines to carry out a further evaluation of the relative safety of JP.l and JP.4. In the meantime it was recommended to the world's airlines and their pilots that they use JP.l (kerosine) in preference to JP.4 (wide-cut gasoline) where such a choice presents itself. Flight Recorders When flight recorders were first being discussed, some years ago, the airlines and authorities concerned may have been doubtful as to whether the pilot organizations would support the introduction of such equipment. The stand taken at the Salis bury conference should remove such doubts. Dissatisfaction with the recorders being fitted at present was based upon the small number of parameters being recorded and not upon the use being made of them. The FAA five-parameter device (time, height, speed, g and heading) was thought to give "little more information than that provided by a two-line obituary notice in a local newspaper," and to be only a poor attempt to realize the potential of modern technology. In IFALPA's view, flight-control systems, power- plants, navigational information, aircraft systems, and flight-deck communications are additional parameters to be recorded. They believe that the use of flight recorders capable of recording all the above-mentioned parameters would be of enormous value in acci dent investigation and flight maintenance, and be a significant step forward towards air safety. (It is believed that these views are shared by the Flight Safety Foundation.) Aircraft Dinghies The Super Constellation ditching in the North Atlantic in September 1962 has caused many people to look again at the present regulations regarding the carriage of dinghies. Almost everyone concerned is convinced that the present rule—which requires dinghies to be carried on journeys which proceed beyond ninety minutes' flight (with one engine inoperative) of land—is based on the wrong criteria. The time taken to effect rescue is niuch more significant than distance. With this in mind IFALPA is to press for regulations requiring the carriage of dinghies "on all flights where an aircraft is exposed to the risk of alighting on water during any stage of flight, including departure and arrival." Evi dence is available to support the opinion, expressed at the meeting, that a ditching after take-off may in some circumstances involve a considerable time-lapse before rescue is effected. All-weather Operations The report of the highly successful IFALPA All-weather Landing Meeting held in October 1962 in Amsterdam was examined by the conference and produced some additions to existing policy. A study group is to be set up to keep abreast of the latest developments. Mention was made of the planned IATA meeting to be held in April 1963 in Lucerne and it was hoped that IFALPA would be invited to attend as official observers. One delegate was heard to remark that holding an all- weather landing meeting without pilot participation was rather like running a maternity hospital without women patients—nothing material was likely to result! The present drive to lower landing minima was examined and it was concluded that some current training procedures constituted an unjustified hazard. It was agreed that the pilot associations would reject such procedures. Airworthiness A report of the ICAO Fifth Airworthiness Meeting was examined and the newly defined "lg stall" met with particular approval. Some concern was expressed that the new code might not be introduced in time to certificate the new aircraft
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
