Page 10 - InterPilot Vol 2 No 3
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(CRM) and the fact that a healthy lifestyle is train like we fly and fly like we train. The of UPS flight 1307 on February 8th, 2006,
more conducive to resiliency and better per- question is, is that even possible with the was able to contribute a lot of personal
formance, especially in a high-stress and limited amount of time spent in the simula- experience accrued from that event. He con-
high-workload environment. Dr. Barbara tors versus the number of ”check in the firmed that smoke invaded the flight deck
Burian (research psychologist, NASA) box” requirements coming from the regula- so quickly and densely that it made reading
pointed out that sometimes, alerts and cues tory authorities? Where does one find time a checklist impossible and he was forced to
may be contradicting or simply too numer- to train for “out of the box” problems? Fur- lean forward in his seat to make out the
ous to fully process (e.g. QF32). In addition, ther, it is necessary to crosscheck company instruments at all. Due to a slight communi-
increased numbers of false alarms will even- Standard Operating Procedures (SOPs) in cation issue, ATC and the flight crew were
tually lead pilots to complacency; they may order to determine whether pilots have focused on two different runways, which
think it’s just another nuisance instead of been given adequate tools to perform in led to a little bit of confusion for the ARFF
the real thing. In order to better assist flight high-stress situations. One example of a on the ground. Again, for Aircraft Rescue
crews in distress situations, the example of fire/smoke situation: who is the Pilot Flying Fire Fighters (ARFF) services it is imminent
Eurocontrol was used; Eurocontrol incorpo- (PF) and the Pilot Not Flying (PNF)? Both are to receive as much information as possible
rated procedures in case of emergencies working in isolated conditions and may so they can prepare and react as efficiently
which make it easier for the air traffic con- have to do both jobs at some point. What as possible. Usually, if the problem is inside
troller to help in a coordinated manner does the airline manual say in that case? the aircraft, they will maintain a listening
(ASSIST: Acknowledge, Separate, Silence, Which one communicates with the flight watch and wait for the crew’s instructions.
Inform, Support, Time). attendants? What tools have the pilots been If ARFF detects outside issues (e.g. burning
Capt Dave McKenney, Director, Pilot Train- provided with in case of a breakdown in tires, etc.) they will try to contact the crew
ing Programs at ALPA, International, stated SOPs (i.e. too much workload)? Capt McKen- and let them know what’s going on.
that “pilots frequently mitigate safety and ney stressed the fact that it is impossible to
operational risks and the aviation system is reproduce every possible event and train finaL day, finaL paneLS
designed to rely on that mitigation.” In every available option to the optimum. The fourth and last day of the conference
recent years, the focus has shifted from Instead, he urged that the focus be shifted began with a panel discussion on ‘Current
“managing” our aircraft to getting back to to core skills; a pilot that will do well in one Security Threats and Countermeasures’.
“manual flying skills”. A pilot’s training type of emergency will more than likely be Panelist Mr. William R. Stone (representing
should be further invested in prevention able to handle other emergencies as well. the FBI) and his panel peers (representing
recognition and recovery of upset condi- These core skills include human factors, Boeing, TSA, FAA) agreed that the “inside”
tions, stalls and unusual attitudes, appropri- threat and error management, time manage- threat (anybody that has access to restricted
ate manual handling after transition from ment, assessment of the situation, maintain- areas in an airport) is the greatest. New pro-
automated control, adequate energy man- ing of aircraft control, flight path manage- grams and background checks have been
agement as well as appropriate control ment, etc. (i.e. FORDEC). established in an effort to counter this
inputs for a given situation, crew coordina- “inside” threat.
tion, and the development and retention of Landing a diStreSSed airLiner Boeing representative, Mr. Michael Garrett,
such skills. Manual handling of the aircraft The day’s final panel discussion – ‘Landing raised his concern about cyber security,
was determined to be factor in over 60% of a Distressed Airliner - What’s Waiting at the espionage, and data loss for Boeing as well
accidents. Airport?’ – brought together various emer- as intrusion into aircraft systems. He
The current training syllabi need to be gency responders, such as JFK ATC, ORD emphasized that different approaches are
adapted to serve today’s needs: we need to Fire Department, FAA, and pilots. The dis- needed for physical security and cyber
cussion aimed to security. Physical security encompasses ter-
What iS a ‘Smee’? clarify what pilots rorism intent, screening of people and
can expect when devices, and the airplane/airport, while
Throughout the forum, the word “Smee” was frequently thrown they finally land cyber security has a much broader intent
around. What is a “Smee”, you might ask? ”Smee”, in fact, repre- their distressed air- that is not always known (e.g. data theft or
sents the acronym “SME”, which stands for ’Subject Matter Ex- liner at an airport. terrorist activity). Cyber threats are much
pert’. One such “Smee” is the chairman of ALPA and IFALPA’s FO Jess Grigg (ARFF harder to identify, particularly since the
Dangerous Goods Committee, FO Mark Rogers. He is truly on the Chairman, Inde- attack surface is very large and may have
cutting edge of everything related to lithium batteries, in a suc- pendent Pilots multiple entry points (with internet all
cessful effort to minimize the related fire hazard. Association), who around, the entry point can literally be eve-
was among the crew rywhere).
Vol 2 | No 3 | October 2014 InterPilot | The Safety and Technical Journal of IFALPA
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