Page 6 - InterPilot Vol2 No1
P. 6



“Approach path angles from 2.5 degrees to 3.5 degrees should be supports
considered to be ‘conventional’ ...” – IFALPA ADO Committee
Ideal vertical approach hearing

path is 3 degrees Aircraft automation and pilot training
became a focus of the US National
Transportation Safety Board (NTSB)
IFALPA’s Aircraft Design & Operation (ADO) glidepath angles, different flare characteris- investigative hearing on the Asiana 214
Committee has issued a Position Paper on tics, landing point dispersion, increased accident, and IFALPA representatives
vertical approach profile criteria. risk of hard landing and tailstrike, were in Washington, DC in mid-
The ideal constant slope is 3 degrees, ter- delayed engine spool-up, and increased December to support the Asiana Pilots
rain clearance considerations permitting, influence of atmospheric circumstances Union (APU).
from a height above touchdown of at (especially tailwind, temperature, and Capt Dave McKenney, Human Factors
least 1,500 feet (and preferably at least icing conditions).” Committee chairman, stated, “Automated
2,000 feet). The Committee advises that The Committee also questions the effec- systems actually require the pilot to be
“approaches steeper than 3.5 degrees, or tiveness of steep approaches with respect more of a pilot and systems of systems
containing segments steeper than 3.5 to noise abatement “due to interdepend- manager. Pilots’ knowledge and skill have
degrees … should only be implemented as ence with other operating measures such as actually increased as a result of increased
an exception and for terrain reasons only.” delayed flap approach, delayed gear, and automation.” McKenney served as a wit-
Approaches steeper than 3 degrees reduced flap landing.” ness on the NTSB’s “Effects and Influence
“have safety, operational, and capacity The complete Position Paper, Vertical of Automation on Human Performance in
concerns,” the Paper states. “Safety approach profile, is available in the publica- the Accident Sequence” panel, one of
factors include increased pilot workload, tions section of the IFALPA website, four technical panels formed to respond
reduced path stability, lack of harmonized to questions from NTSB board members
and technical staff.
The other three panels addressed
Wind shear MPL position puts Boeing 777 flight deck design concepts
detection urged emphasis on real and characteristics; Asiana pilot training
on B777 automated systems and visual
IFALPA strongly supports the installation of aircraft training approach procedures; and emergency
a wind shear detection, warning, and guid- Exposure to flying a real aircraft is the most response, airplane cabin crashworthiness,
ance system in commercial transport air- effective way to develop airmanship and and occupant protection.
craft, and flight crews should be fully trained other pilot competencies, states a Position Other IFALPA representatives at the
in the use of the system. That’s the conclu- Paper on Multi-crew Pilot Licensing (MPL) hearing included Capt Fanie Coetzee,
sion of a Position Paper by the Aircraft from the IFALPA Human Performance executive vice-president, professional
Design & Operation (ADO) Committee. (HUPER) Committee. affairs, and the former IFALPA represent-
Ideally, a wind shear system should oper- Even though simulators are good training ative to ICAO, Capt Paul McCarthy. The
ate in both negative and positive perfor- tools for certain aspects of the MPL course, Air Line Pilots Association, International
mance wind shear conditions, incorporate areas such as workload management, total (ALPA) and ALPA-Korea were also there
reactive and predictive components, and and unexpected threat recognition, situa- in support of APU.
provide wind shear indication during take- tional awareness and real flight stress, as The hearing concentrated on the
off roll as well as recovery/escape guidance well as certain flight conditions, are impos- Asiana 214 pilots’ understanding of the
when airborne. sible to simulate. Boeing 777 aircraft’s automated speed-
The complete Paper, Wind shear indica- To read the complete MPL Paper, control feature design, as well as airline
tion, can be found on the Federation’s web- check the Publications/IFALPA Statements/ training, human factors, and airport
site in the Publications/IFALPA Statements/ Human Performance section of the emergency response.
Aircraft Design & Operation section. Federation’s website.
Vol 2 | No 1 | March 2014 InterPilot | The Safety and Technical Journal of IFALPA

InterPilot_Mar14_p06-11_News.indd 6 18/03/2014 14:55
   1   2   3   4   5   6   7   8   9   10   11