Page 8 - InterPilot Issue 3 2015
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Solutions identified by States and the Air AFI RVSM COLLISION RISK collision risk. It has been assumed that 65% of
Navigation Service Providers (ANSPs) over the ASSESSMENT (CRA) 8 the flying time in AFI RVSM airspace would be
last years to overcome these issues did not CRA 8 provides, inter alia, an assessment and made with GNSS navigation and the
seem to improve the situation within the information about ATM coordination failures remaining 35% with VOR/DME navigation.
region. A new approach based on competen- and breakdown of separation at crossing points The risk mitigating effect of strategic lateral
cies for recruiting and training Air Traffic on ATS routes. Coordination failures remain a offsets has not been incorporated therefore the
Controllers needs to be considered. This would serious concern contributing to the agreed to benefits are lost. Greater emphasis needs to be
need to be supported by a comprehensive Target Level of Safety (TLS) not being met. placed on coordination failures and breakdown
training program. The assessment addresses two of the AFI of separation at crossing points, which are
RVSM Safety Policy objectives: an assessment creating an environment for greater RVSM
MISSING FLIGHT PLANS of the Technical Vertical Collision risk risk.
Another cause for concern relates to evaluated against the agreed to TLS of 2.5 ×
missing flight plans. Over the past three years, 10 fatal accidents per flight hour, and an TAG MISSION SUCCESS
many of the flight plan originators have assessment of the Total Vertical Collision risk One success has resulted from the TAG
experienced significant numbers of missing evaluated against a TLS of 5 × 10 fatal mission to Luanda in December 2014. Since
flight plans. Some have been sent to an accidents per flight hour. The estimate of the then, there have been some significant
incorrect address and some just disappear. Key Technical Vertical Collision risk was met by a improvements in the Luanda FIR, such as the
causal factors for missing flight plans were not factor of approximately 1.2 below the agreed to implementation of ADS-C/CPDLC and
deficiencies in communication equipment but TLS. Due to the accuracy of Global Navigation extended VHF. Radar is expected to be in
syntax errors. In 2014, there was an Satellite System (GNSS) navigation, this operation at Luanda in 2016. Hopefully, a
improvement for about 50% of the originators, estimate is moving towards the TLS, hence the planned mission to the Democratic Republic of
but a small percentage have seen an increase of urgency for the implementation of SLOP the Congo (DRC) will be able to address safety
this issue. where applicable. The current CRA 8 estimates issues in the Kinshasa FIR. It is important to
Often ATC will request the aircraft registra- for both components were considerably higher build on these successes, and therefore, crews
tion on the first communication. This is an than CRA 7 estimates. Vertical events for the are encouraged to do the following:
ideal opportunity for the crew to ascertain if previous CRA 7 were recorded as 23 with CRA ■ file detailed reports because without any
the center has received the flight plan. 8 increasing to 29. The two main components reports, deficiencies will never be
If the center has not received the flight affecting the Total Vertical Collision Risk is addressed or rectified,
plan, please send a report to this email address: flight levels being crossed without an ATC ■ avoid changing flight levels within 10 All that is required is clearance and flying at an incorrect flight level. minutes of crossing a FIR boundary, and
the date, flight number, sector flown and the The precision of lateral navigation is an ■ comply with IATA In-flight Broadcast
relevant FIR. important factor with regard to vertical Procedure (IFBP).

he main challenge in Asia/West has always its airline.
Tbeen uniting the different Member A stable condition is prevailing in Sri
Associations (MAs) of the region under the Lanka. The MA of the country has signed
same umbrella of professionalism. The remarkably fair working terms with the airline
difficulty is primarily due to the socio-eco- and has successfully hosted the 2014 Asia/
nomic and cultural differences amongst the Pacific Regional Meeting in Colombo. The
countries of the region. outstanding achievement of the MA is the FTL
In India, the legal-mistrust amongst the which the regulatory authority of Sri Lanka
members of the Guild has brought the MAs made it as a state legislation.
activities into a stalemate. However, the Furthermore, a proposal has been made to
frequent counselling from the IFALPA Board ICAO to consider an alternative route for
Members has gradually brought back the trust flights passing across Bay of Bengal during
amongst the members of the Guild which has cyclonic activities by providing a connection to
helped the MAs in developing their Hyderabad from Europe and the Middle East.
professional activities. The necessity of having an Aircraft
In Bangladesh and Pakistan, the situation Accident Investigation (AAI) accreditation for
with their respective airline management had the region was discussed during the regional
reached a deadlock. Fortunately, Bangladesh meetings at IFALPA’s 70th Conference, since
has successfully established an acceptable none of the MAs are accredited.
working relationship with its employer, and The MAs of the region have been providing
Captain Ishtiaque Hossain
Regional Vice President Asia West (RVP ASIA/West) they are in the process of negotiating a new professional assistance to their respective
Member of Bangladesh ALPA working agreement. regulatory authorities in order to build a
In the other hand, Pakistan has just started common platform to enhance the overall safety
to negotiate for a new working agreement with standard.

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