Page 7 - InterPilot Issue 3 2015
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NEWS, NOTES & EVENTS 7



Remember once off course, the ADS will EXECUTION OF CONTINGENCY time is critical, then when OFFSETTING 15
automatically send an out-of-conformance PROCEDURES NM from the track, initiate an expedited
report to the controller, who will then send a A typical reporting period contains 5-7 descent below the track structure before
CPDLC message backed up with a HF diversions for mechanical/technical problems initiating further, then turns to an alternate,
SELCAL from the radio operator. It should be (including one recent loss of all navigation and finally, INFORM the controller about the
noted that if deviating 10 miles or more, to systems) and 2-5 medical diversions. direct proceeding.
change the altitude by 300 ft (down if deviating Unfortunately, in most of these diversions the When talking on HF, it is the RADIO
north, up if headed south). flight crew did not execute the Oceanic OPERATOR who must coordinate the
contingency procedure properly resulting in a clearance request with the CONTROLLER via
IMPROPER EXECUTION OF conflict with other traffic. telephone, and then relay that information
CONDITIONAL CLEARANCES Remember a diversion should be a back. The HF RADIO OPERATOR has no
When receiving a clearance such as “AFTER multi-step process: knowledge of any CPDLC messages exchanged
45W CLIMB AND MAINTAIN FL360,” the 1. OFFSET from the track by 15NM, between the aircraft and the controller. It will
flight crew reads or hears what they want to 2. ADJUST your altitude 500 ft (offset take time.
hear which is “CLIMB AND MAINTAIN.” The NORTH DESCEND, SOUTH CLIMB),
conditional portion of the clearance was RLATSM
utilized by the controller due to conflicting 3. INFORM ATC where you are (offset only The forthcoming NAT Reduced Lateral
traffic, therefore starting up before the or making a 180 degree turn and offset), Separation (RLatSM) trials (November 2015)
clearance limit could result in an ACAS 4. REQUEST a diversion clearance, and then will utilize 30 NM spacing between three
warning. “core” NAT tracks.
There continue to be a number of flights 5. AWAIT ATC clearance. The importance of following established
that are not reaching the correct altitudes at the It certainly would not help the person company procedures, in particular independ-
Oceanic entry point, thus make sure to be having a heart attack to descend across all of ent verification of the full latitude and
LEVEL at the assigned altitude BEFORE the the tracks, or worse, pass head on with longitude of all Oceanic waypoints, will ensure
boundary, especially on the Shannon/Shanwick someone and only by chance be offset from the the continued high level of safety is maintained
side. conflicting traffic. If the flight crew believes in the NAT.



he AFI Region Tactical Action Group procedures resulting in AIRPROX/incidents,
T(TAG) was established at the Special AFI and (3) ATC coordination issues between
Regional Air Navigation (RAN) Meeting, held sectors and neighboring ACCs.
in November 2008. The TAG was mandated to The following causal and contributing
carry out safety assessment of aircraft and ATC factors continue to prevail:
operations in the AFI region and to follow-up ■ ATC loss of situational awareness,
with States on investigation of Air Safety ■ Proficiency of ATC staff,
Reports (ASRs)/Unsatisfactory Condition ■ Deficiencies in communication
Reports (UCRs) including other safety-related equipment,
issues. Through its monthly teleconferences, in ■ ATC working conditions, and
which IFALPA participates, the TAG addresses ■ the presence of mobile phones, amongst
the deficiencies and operational errors other electronic gadgets in ATC control
identified within the AFI region based on rooms, is cause for concern in many
reports received from all stakeholders. The States.
Group meets once every year to review related
events reported from the previous 12 months. Feedback from many UCR investigations
A report is then prepared underlying safety cited work overload as causal or contributing
concerns for consideration by AFI Planning factor to UCRs. In most cases, “overload” is
and Implementation Regional Group (APIRG). used to explain the existence of more profound
Some of the areas covered at the meetings issues including the following:
Captain Carl Bollweg
Regional Vice President Africa South (RVP AFI/South) are (1) Unsatisfactory Condition Reports, (2) ■ Lack of staffing policies or no adhering to
Member of ALPA South Africa Missing Flight Plans, and (3) AFI Reduced such provisions
Vertical Separation Minimum (RVSM) ■ Lack of methods for determining
Collision Risk Assessment (CRA) 8. appropriate staffing requirement
■ Staff shortage
UNSATISFACTORY CONDITION ■ Overworked staff, transient or cumulative
REPORTS (UCRS) fatigue
Conditions that contributed in UCRs are ■ Unqualified or poorly qualified staff
mostly: (1) communication failures, (2) ATC ■ Lack of recurrent training

InterPilot | The Safety and Technical Journal of IFALPA ISSUE 3 | 2015
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