magazine june2015
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SAFETY MAGAZINE
2015
SKYFLYER
SAFETY MAGAZINE
02 - SAFETY DEPARTMENT [email protected]
Index
p.4
p.6
p.8
p.10
p.12
Introduction
Dual Sidestick Inputs
Tailwing landings Vs Unstable approaches
Ramp Safety
Cabin Crew Safety Campaign launch
03
Useful links
The Aviation Herald—http://avherald.com/
Aeroinside—http://www.aeroinside.com/
ICAO—http://www.icao.int/Pages/default.aspx
EASA—https://www.easa.europa.eu/
03
SKYFLYER
SAFETY MAGAZINE
04 - SAFETY DEPARTMENT [email protected]
Introduction
Dear colleagues,
Welcome to the latest edition of SkyFlyer.
As the summer season gets underway we begin what is traditionally our busiest time of
the year, with this in mind our exposure risk to exposure will becomes greater, Your per-
sonal vigilance and commitment to the Safety Reporting system becomes critical over
the coming months, please if you see anything that we can address for you drop us a
line to make this our safest season yet.
Changing times here at the Safety Department, Captain Carl Van Raemdock joins us to
lead the FDM programme; Carl previously worked at Netjets Safety Department. Also
Nuno Fernandes has also joined the Team as a Safety Anylsist, so you have him to thank
for this new and improved magazine format.
Of course without Claudia managing all us boys nothing would move at the fast pace
we have become accustomed too. She continues to manage the day to day opera-
tions, and has also now moved into the function as SMS Manager.
Safety Team
05
Safety News
We have listened to your feedback, many people asked could we make the forms
easier to fill, so we have created all forms are now in PDF editable, they are easy to fill
from your tablet or laptop, as always we are happy to receive them on paper format but
please send us a scan if possible before you put them in the Flight Envelope.
SKYFLYER
SAFETY MAGAZINE
06 - SAFETY DEPARTMENT [email protected]
FDM Overview
Overall the last quarter has High Speed in excess of 30kts in s straight line have been at
Zero since October 2014, but we are still seeing some turns in excess of 10 kts, if you
could give this your best attention during the summer months we would be more the
grateful. We are going to publish the results in the next magazine.
This quarter we have continued to see big improvements in our performance across all
fleets. Meeting with you all during recurrent training and discussing issues we face is al-
ways positive and our safety policy remains that we maintain transparency and are
open to share what we can.
Please drop us your suggestions on what you would like to see from FDM data published
and as always we are happy to answer any questions you may have on our overall FDM
programme. Our complete policy can be found in the Safety Management Manual.
SKYFLYER
SAFETY MAGAZINE
06 - SAFETY DEPARTMENT [email protected]
SKYFLYER
SAFETY MAGAZINE
08 - SAFETY DEPARTMENT [email protected]
Runway Excursions
In the past months the industry has seen significant events of runway excursion, I think I
highlights harsh realities of the potential consequensce of unstablised approaches,
A330 Katmandu
A330 Paris.
We have been asked to give a more overall picture regarding the FDM etc, those of
your that have completed recurrent training this year have already seen
Airbus Safety Conference,
We recently attended the Airbus Safety conference in Paris. Some great presentations
given and all are available for download on the link below:
Airbus Golden Rules updated
Three great movies are also The latest Airbus Golden Rules
https://www.dropbox.com/sh/9vess5j452aa1rp/AACS1NUmlF2lIVamttidaf9Va?dl=0
While on the Subject of Airbus, they Issue quartley magazine we upload it on the Safety
Folder on the Web portal also the Flight Safety Foundation Magazine which is good for
general safety events globally.
(nuno will you insert the link to the form here again thanks glenn)
Runway excursions continue to be a constant threat for us in day-to-day operations, we
fly to many challenging airport and are these are often unfamiliar to us due to the nature
of our business.
Please watch the videos when you get time
Feb Air Algerie A330-200 Paris, ORY
SKYFLYER
SAFETY MAGAZINE
08 - SAFETY DEPARTMENT [email protected]
09
SKYFLYER
SAFETY MAGAZINE
010 - SAFETY DEPARTMENT [email protected]
Dual Sidestick Inputs
One of the basic task sharing principle for any aircraft operation is that one pilot is Pilot
Flying (PF) at a time. Therefore, if the Pilot Not Flying (PNF) disagrees with the PF inputs,
he/she has to verbally request corrective actions or, if deemed necessary, to take over
the controls by clearly announcing “I have controls”. This will mean that he/she becomes
PF from that moment and the other PNF. Nevertheless, the feedback gained from line
operations monitoring indicates that dual inputs still occur and are also sometimes in-
volved in operational incidents.
Types of Dual Sidestick Inputs
Analysis of reported dual sidestick inputs events reveals that there are three types of oc-
currences:
The “Spurious” Dual Sidestick inputs
Typically due to an inadvertent movement of the sidestick by the PNF. For example when
grabbing the FCOM or when pressing the R/T. A spurious dual sidestick input only margin-
ally affects the aircraft behavior due to only time limited and small inputs.
The “Comfort” Dual Sidestick inputs
Typically due to short interventions from the PNF who wants to improve the aircraft’s atti-
tude or trajectory. These are generally experienced in approach, during a capture, or in
flare, and
have minor effects on the aircraft’s altitude/trajectory. However, as the PF is not aware
of the PNF’s interventions, he/she may be disturbed and may counteract the PNF’s in-
puts.
The “Instinctive” Dual Sidestick Inputs
Typically due to a “reflex” action of the PNF on the sidestick. This instinctive reaction may
come about when an unexpected event occurs, like for example an AP disengage-
ment, an overspeed situation or a dangerous maneuver. Such interventions are more sig-
nificant in terms of sidestick deflection and duration. Usually in such situations, both pilots
push the stick in the same direction, which may lead to over control.
011
Operational Procedures
Simultaneous inputs by both PF and PNF on the sidesticks must be avoided. Thus, if the
PNF feels he/she must intervene, he/she must do so by pressing the Priority P/B while say-
ing “I have controls”. These rules are reminded in the Flight Crew Training Manual (FCTM)
01.020 – Flight Controls and Flight Crew Operating Manual (FCOM) 1.27.40 – Flight Con-
trols: Controls and Indicators”.
Drop us a short e-mail with your feedback when dealing with this event.
We are trying hard to understand why this is happening and finding possible
solutions to reduce these events.
SKYFLYER
SAFETY MAGAZINE
012 - SAFETY DEPARTMENT [email protected]
Tailwing landings Vs Unstable approaches
Going through the data of the 1st Quarter of 2015, a relevant number of landings with a
tailwind component was observed in the FDM system.
Tailwinds are very welcome when you are flying from A to B since they help shorten your
flight time. However, close to the runway they can be anything but welcome. Even a bit
of tailwind can be a hazard. Tailwind conditions can have adverse effects on aircraft
performance and handling qualities in the critical flight phases of takeoff, approach and
landing.
“Even a bit of tailwind can be a hazard”
Accident and incident data tells us that tailwind is especially dangerous during the
approach and landing. When an approach is made with tailwind, the rate of descent
has to increase to maintain the glide slope relative to the ground. With a constant
approach speed, the engine thrust must decrease with increasing tailwind to maintain
glide slope. In high tailwind conditions, the engine thrust may become as low as flight
idle. Flight idle thrust during the approach is undesirable because engine response to a
power input is slow in this condition, which can be a problem when conducting a go-
around. It can also become difficult to reduce to final approach speed and to configure
the aircraft in the landing configuration without exceeding flap placard speeds.
All these effects can result into unstabilized or rushed approaches.
013
Furthermore, in the event of an undesirable landing with tailwind the distance available
might become critical especially when the available runway length is close to the requi-
red length and along with the operation on a contaminated runway yields the risk of a
runway excursion.
Another problem is the combination of tailwind and wake vortices during the lan-
ding. The wake behind an aircraft will normally descend below the flight path the gene-
rating aircraft has flown. In a light tailwind, the wake may be blown back onto the glide
slope, making an encounter more likely than under normal headwind conditions.
Analysis of wake vortex incidents indeed shows that the incident probability during an
approach is somewhat higher in light tailwind (1-2KT) conditions. Wake vortices may de-
cay less quickly at the point of flight path intersection, when a light quartering tailwind is
present (see Figure 1). This tailwind condition can move the vortices of the preceding
aircraft forward into the touchdown zone.
SKYFLYER
SAFETY MAGAZINE
014 - SAFETY DEPARTMENT [email protected]
Ramp Safety
There is an increasing awareness in the aviation industry, that encouraging prompt re-
porting of safety and security issues actually reduces the number of accidents and inci-
dents.
During the first two months of 2015, we have noticed an increase in events regarding
lack of communication between ramp agents and the cockpit. In order to guarantee
the safety of all ramp personnel and of the aircraft it is imperative that all ramp operation
procedures are followed.
Here are two cases that could have led to damages in the aircraft:
1. During pushback as requested by ground personnel parking brake was set. Truck
had to disconnect and connect again on the reverse side. After connecting and with no
communication established the truck attempted to pull the aircraft realizing that the
parking brake was still on. Ground staff stopped the movement and then communica-
tion with cockpit was established.
2. During towing after driver reconnecting the tow bar on the rear of the tractor in
order to go straight ahead to the main gate accessing TWY. When he recommenced to
move the a/c forward, he did it without communicating with the flight crew despite air
to ground communications were in force and he did not assured that the a/c was park-
ing brake released. The pull on the landing strut was hard and threatened the landing
gear. The crew immediately adverted the driver to stop and because we had an engi-
neer on ground that was next to the driver he made a check to guarantee that this time
everything was ok before proceeding.
Safety procedures are implemented during the conduct of all airside operational activi-
ties safety including arrival and departure aircraft ground movement operations.
You can find all the procedures for a safe pushback/tow out assistance in
Ground Operations Manual, Chapter 4, 4.1.15.2.
015
Dangerous Goods and Cargo.
A lot of efforts have gone it to trying to improve this throughout the Company, a new LIR
report has been released
If you can please give it your best efforts this summer to make sure the holds are in good
condition
Make sure you know what in your hold
NOTOC
SKYFLYER
SAFETY MAGAZINE
016 - SAFETY DEPARTMENT [email protected]
Cabin Crew Safety Campaign
Dear Cabin Crew,
This month we launched a safety campaign for our Cabin Crew, For those of you who
have not yet completed our survey please find the like below again your input is very im-
portant to us please if you have not already completed it take 5 minutes.
We will publish the result in the next edition so get started!
Also we have launched a new Cabin Safety Form, which is easier to fill and can now be
completed in PDF editable.
Why did we launch a Safety Campaign now?
Reports from Cabin crew are decreasing quickly. From the 151 voluntary reports last year,
4 came from cabin crew. We understand the unique reality that surrounds the cabin
crew life, however it’s of great importance that we should now the hazards that make
your work environment a worst one, so we all may improve it.
Also, Safety hazards are being known via non official ways, this is reducing the ability to
implement safety measures. If something is written, confidential or not, and directly to us,
we shall have proof that a hazard is present, so that we may lower the risks of it becom-
ing a serious incident or an accident, or even appearing again.
The results of the survey will be made available so all of us are aware of where are as a
company that wants to improve its safety.
Working together, these are our goals:
Reassure a Just Culture mind-set
Raise cabin crew reports
Provide (better) solutions to cabin crew identified hazards
SKYFLYER
SAFETY MAGAZINE
016 - SAFETY DEPARTMENT [email protected]
017
What do we do with your insight, and identified hazards?
The, collection of information, and investigation is to contribute to the improvement of
our aviation safety, and not to attribute blame, impose fines or take other enforcement
actions.
To enable an assessment of the safety implications of each occurrence to be made, in-
cluding previous similar occurrences, so that any necessary action can be initiated. This
includes determining what and why occurred and what might prevent a similar occur-
rence in the future. Your reports are a tool to identify those occasions where routine pro-
cedures have failed.
Finally, we ensure that knowledge of occurrences (and not who report it) is disseminated
so that other persons and organizations may learn from them.
Let’s stay in touch!
DON’T GET BEATEN BY A HAZARD!
SKYFLYER
SAFETY MAGAZINE
018 - SAFETY DEPARTMENT [email protected]
Fatigue Reports
We are in the early stages of implementing our new Fatigue risk management system in
our Company. I recently attended a course on Fatigue. It highlighted many regulations
that we need to comply with few We will continue with future artlicles on this
But one underlying evenet is what we as crew can do our part in the Project.
Fatigue report form is available onboard all Aircraft
Sleeping
Mobile Phones and Tablets
But what can we do personally to combat our personal fatigue,
We all have taken tablets and phones to bed ,
Managing your personal Fatigue.
We operate with a challenging environment many
Some top tips to combat personal fatigue. day to dya
Take something or something else to bed
Sleeping with mobile phones, tablets has a drastic effect on the way we sleep,
Put it on silent mode without vibration Ipad etc can effect the way we sleep very drastic
One interesting point was that these screens emit a “blue light” which actaualy keep you
awake.
A good app I foud was …, it bascilly outs a red filter over it free to download from the
App store and Google play for the android people out there.
One thing we would ask for your feedback is on the quality of the hotel rooms ( Please
no comments about that the hotel tha only provides 27 varieties of fruit at breakfast or
the internet is slow )
019
SKYFLYER
SAFETY MAGAZINE
020 - SAFETY DEPARTMENT [email protected]
“If you always do what you’ve always done, you’ll always get what you’ve always got.”
Henry Ford
The Safety Department is always open to suggestions and feedback. Feel free to email or call
us with any Safety related matter.
SKYFLYER
SAFETY MAGAZINE
021
Glenn Clarke
+351211143636
Cláudia Maeiro
Nuno Fernandes
Carl Van Raemdonck
Confidential
THANK YOU!
MESA
Co
rpo
rate
ima
ge
Rua Latino Coelho, 1 7º Piso
1050-132 Lisboa
Portugal