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Aviation History
1983
1983 - 2082.PDF
LETTERS Are computers a threat to airmanship? SIR—Your editorial "Chain Reaction" (Flight, Oct 8), relating to the misfortunes of KAL007, would have been more suitable, perhaps, as a preface to the excellent edition which you devoted to computers in aviation and FMS. A machine or a computer is only as good as the guy who operates/ program it (one of avia tion's Ten Commandments?). Better refined and, most importantly, less complex FMS units will rapidly become "standard fit" in commercial airliners because their navigational accuracy and fuel economy benefits cannot be ignored. A major problem has arisen, however, which flightdeck procedures must eliminate. It is that FMS and other computers applied to aviation are programmed by "out siders"—unlike good old steam INS, which is pilot programmed and cross checked within the flight- deck. Put another way, we are seeing an important feature of that indefinable quality called airmanship becoming chal lenged by the laboratory based computer programmer. On my own fleet, which is currently retrofitting FMS, errors in the programming of "company routes" have already manifested them selves. Appropriate warnings at flight briefing are now a familiar feature of flight plan ning. Fortunately our well- thought-out flightdeck pro cedures, together with the awareness of our pilots, has identified these incorrect programmes at the earliest opportunity. Within the pilot fraternity the problem is known as the "Mount Erebus syndrome". Throughout our industry can we yet be sure that all the questions raised in the after math of that tragedy be considered as fully answered? Man has proved that he can misprogram his own INS; and he has proved that a third party can lead him well up the garden (flight) path. Do we have the discipline and procedures developed suffici ently to ensure that such errors will never happen again? In conclusion, I must categorically disagree with your editorial assumption that the crew of KAL 007 most likely selected their flight mode selector switch to "INS" at a point on airway R20 where transfer to HF 55B communica tion occurs—some ljhr-2hr "downroute"! Airway R20 is now re opened, and I operated the route two days ago. Anchorage departure control released us from the Anchorage 8 SID within 5min of our take-off and duly cleared us "direct Cairn Mountain J501 Bethel VOR—flight planned route" (i.e. Awy R20). This very typi cal clearance is the "trigger" to select INS on the mode selector switch (still within ten miles of Anchorage airport). Unless radar control, weather avoidance, etc, dictate otherwise, the switch will most definitely remain in INS throughout the flight until under radar control in the terminal area of one's destination. I trust your Flight journalist featured on the BBC programme doesn't imagine that we plough through the European or USA airways system in HEADING mode? Any crew blessed with an INS (FMS) equipped aeroplane will elect to employ their primary area navigation aid at the earliest opportunity. Flight is acting irresponsibly by involving itself in "guessing theorems" pertain ing to an aeroplane disaster where little or no hard evidence exists. We expect a much higher reporting etiquette of our leading indus try publication. ANTHONY J. A. PELL Senior Flight Officer Boeing 747 Flight The Old Post Office Farnborough Nr Wantage Oxon 0X12 8NX [The heading reference mode theory is that of the UK Civil Aviation Authority, based on experience of Gross Navi gational Errors occurring on Atlantic routes. Flight International was reporting that theory, not inventing it.-ED.] The DC-2 was a winner . . . SIR—Reference John Fraser's letter (October 22) concerning the MacRobertson Air Race, I did in fact "twig" the state ment about the DC-2 being the winner. In fact both the DC-2 and the D.H. Comet were winners. The DC-2 in the Transport-Handicap sec tion and the Comet in the outright speed class. I was more financially rewarded than was Mr Fraser on this event, because I received a prize of ten bob for winning my school competion consisting of essays on the participants, their aircraft, and the route, plus predicting two of the first three arrivals. A. E. HA WES Hants & Sussex Aviation The Airport Service Road Portsmouth Hants P035PJ . . . after a fashion SIR—I refer to your article on Page 800 of Flight for September 24, regarding the DC-2 which you state won the London to Melbourne Air Race. May I ask what about Scott and Black who flew the DH-88 Comet G-ACSS Grosvenor House ? Scott and Black were placed first in both the speed and handicap race. But, as laid down in the rules drawn up by the Royal Aero Club for the MacRobertson Inter national Air Race, they could only claim one prize, so naturally they took the winner's prize of £10,000 in the speed event. This meant that Parmentier and Moll in the DC-2, who came second overall, were to receive the winner's prize of £2,000 in the Handicap, and Melrose in the D.H. Puss Moth the second prize, although he came third. The second prize in the speed event, which Parmentier and Moll could not claim because they had the first prize in the handicap event, went to the colourful Roscoe Turner and Pangborn, flying the Boeing 247D. As a footnote to the above, it is interesting to note that six of the first eight aircraft to arrive in the 1934 Air Race were British—two D.H. Comets, one D.H. Dragon Rapide, one D.H. Puss Moth, one Airspeed Courier, and one Miles Hawk. What if the race were to be held in its centenary year? HOWARD J. ROSE "Berry Barton" 8 Engliff Lane Pyrford Woking GU22 8SU Airbus is international SIR—Your engineer (Letters, October 22) clearly lives in the land of those who look at France and everything French through the eyes of Renault 5 owners, Boursin eaters, and terrace cafe dreamers. I dare say that the French equivalent who puts England in a pinstripe suit, behind the wheel of an open MG with a Burberry in the back, might think that the Airbus is frightfully British—after all, a bird cannot fly without wings (French logic). His remarks remain sans commentaire, but if he really believed in his convictions why did he not identify himself? Actually, the only people to be forgiven for thinking the Airbus French are those casual transport-vehicle- enthusiast visitors to French aeronautical press news stands who are unable to read between the lines. F. J. ESSEX 194 Rue Legendre 75017 Paris France WHAT'S ON November 16-17 RAeS Rotorcraft Section: Two-day symposium: "Euro pean helicopter operations*; details from section secretary, 4 Hamilton Place, London W1; tel 01-499 3515. November 16 RAeS Main Society at Brough Branch: Sir George Cayley Memorial Lecture: The future in space, by G. Pardoe, General Technology Systems; tel 01 -499 3515. November 17 RAeS Main Society at Belfast Branch: 23rd Short Brothers Memorial Lecture, by M. I. Wild; tel 01-499 3515. November 17 RAeS/SLAET London Airport Joint Branch: "Face the Press', by Michael Donne, aerospace corre spondent, Financial Times; The Cinema, BA Training Centre, Cranebank, Heath row Airport; 6.15 p.m.; contact Ian Brown; tel 01-750 5603. 1314 FLIGHT International, 12 November 1983
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