SAFE WINGS

This issue…

GROUND OPERATIONS

COMMUNICATION

* For In

ternal C

irculatio

n O

nly

Flight Safety Magazine of Air India, Air India Express and Alliance Air Issue 67, December 2017

F l i g h t S a f e t y M a g a z i n e o f A i r I n d i a , A i r I n d i a E x p r e s s a n d A l l i a n c e A i r

SAFE WINGS December Edition 67

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EDITORIAL

Ground operations are becoming increasingly hazardous in our congested airports.

Proper communications too are important in all aspects of our lives and in flight

operations improper communications are high risk factors. We have featured articles

on these two topics in this issue.

ACKNOWLEDGEMENTS

The posting of stories, reports and documents in this magazine does not in any way,

imply or necessarily express or suggest that all the information is correct. It is based

on details gathered from various sources and is for information purpose only. The

Flight Safety Department is making this material available in its efforts to advance the

understanding of safety. It is in no way responsible for any errors, omissions or

deletions in the reports.

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F l i g h t S a f e t y M a g a z i n e o f A i r I n d i a , A i r I n d i a E x p r e s s a n d A l l i a n c e A i r

GROUND OPERATIONS

:-by Capt Vivek Kulkarni , Air India Express.

INTRODUCTION

Though the regulations specify mainly total and on-type flying

experience for every qualification for flight crew, incidents and accidents

have happened to some of the most experienced pilots. Whilst

experience is important, we should always remember that everyone is

vulnerable. Complacency sets in when things become routine in all walks

of life. In flight operations we just cannot afford to let that happen as the

consequences could be disastrous. No amount of experience can protect

us.

Note the following report:

On 13 December 2013, an Airbus A330-200 on a scheduled domestic

passenger flight from Bali to Jakarta the aircraft left the runway shortly

after touchdown in heavy rain in daylight and continued parallel to the

60 meter-wide runway with the right main landing gear on the grass for

500 meters before regaining the runway. Resultant damage included a

loss of hydraulic system integrity which meant that the aircraft was

unable to taxi and it was towed to the parking gate. There were no

injuries to the 198 occupants. The 63 year-old Captain had

approximately 25600 hours of flying experience with about 8000

hours on type and the 24 year-old First Officer had 2671 hrs

total experience of which about 900 hrs were on type.

Most safety analysis usually concentrate on airborne flight parameters,

however many serious incidents and accidents have occurred when the

aircraft is on ground. Ground incidents/accidents are not usually as

catastrophic as accidents in the air, however they have a high potential

for serious aircraft damage which could put the aircraft out of service for

a prolonged period. Push back, starting engines and initial taxi out of the

F l i g h t S a f e t y M a g a z i n e o f A i r I n d i a , A i r I n d i a E x p r e s s a n d A l l i a n c e A i r

SAFE WINGS December Edition 67

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ramp may seem like routine benign operations. But serious incidents and

accidents have occurred with even fatalities or serious injuries occurring

to ground personnel connected with the operations. Hurry to meet

deadlines and On Time Performance have often been quoted as

contributory factors. Get-home-itis is another factor at the end of a long

tiring flight.

All airlines

have

detailed

instructions

regarding

conduct of

ground

operations

and taxi in

their

Operations,

Maintenance

and Ground

Handling

manuals. However such incidents are steadily multiplying due to the

increase in air traffic and congestion at all airports. Whilst ATC radar

closely monitors aircraft movement and relative spacing in the air, on

ground, the movement of aircraft, vehicles and equipment is generally

the responsibility of the pilots and operators of tractors and other

vehicles along with the supervisors directing them. Despite the detailed

instructions on the subject of ground operations and taxi there continue

to be incidents and accidents on ground. And these are not restricted to

India alone as the following examples will show. That the examples

below have all occurred in western Europe and North America, goes to

show that no country or crew is invulnerable to such situations.

INCIDENTS

MD82 / MD11, Anchorage AK USA, 2002 . On 17 March 2002, at Ted

Stevens Anchorage Airport, a McDonnell Douglas MD82 operated by

Alaska Airlines, on a night pushback in snow conditions collided with an

inbound taxiing McDonnell Douglas MD-11. The MD82 suffered

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F l i g h t S a f e t y M a g a z i n e o f A i r I n d i a , A i r I n d i a E x p r e s s a n d A l l i a n c e A i r

substantial rudder damage although the impacting MD11 winglet was

undamaged.

B744 / A321, London Heathrow

UK, 2004 On 23 March 2004, an

out of service British Airways

Boeing 747-400, under tow

passed behind a stationary

Airbus A321-200 being operated

by Irish Airline Aer Lingus on a

departing scheduled passenger

service in good daylight visibility

and the wing tip of the 747

impacted and seriously damaged

the rudder of the A321. The

aircraft under tow was cleared

for the towing movement and

the A321 was holding position in

accordance with clearance. The

towing team were not aware of

the collision and initially, there was some doubt in the A321 flight deck

about the cause of a „shudder‟ felt when the impact occurred but the

cabin crew of the A321 had felt the impact shudder and upon noticing

the nose of the 747 appearing concluded that it had struck their aircraft.

Then the First Officer saw the damaged wing tip of the 747 and informed

ATC about the possible impact. Later another aircraft, positioned behind

the A321, confirmed the rudder damage. At the time of the collision, the

two aircraft involved were on different ATC frequencies.

A343, Frankfurt Germany, 2008 . On 21 August 2008, an Airbus A340-

300 being operated by a German-licensed flight crew on a scheduled

passenger flight from Teheran to Frankfurt collided with a stationary bus

with only the driver on board whilst approaching the allocated parking

gate in normal daylight visibility. The No 4 engine impacted the bus roof.

B738/B738, Girona Spain, 2010 On 14 January 2010, two Ryanair

Boeing 737-800 aircraft were operating scheduled passenger flights from

Girona to Las Palmas and Turin respectively and had taxied from

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SAFE WINGS December Edition 67

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adjacent gates at Girona in normal day visibility in quick succession. The

Turin-bound aircraft taxied first but because it was early at the holding

point for its CTOT, the other aircraft was designated first for take off and

during the overtaking manoeuvre in the holding area, the wing tip of the

moving Las Palmas aircraft hit the horizontal stabiliser of the Turin

bound aircraft causing minor and substantial damage to the respective

aircraft. None of the respective 81 and 77 occupants were injured and

both aircraft taxied back to their gates.

B738/A321, Prague Czech Republic, 2010 .On 18 June 2010 a Sun

Express Boeing 737-800 taxiing for a full length daylight departure from

runway 06 at Prague was in collision with an Airbus 321 which was

waiting on a link taxiway leading to an intermediate take off position on

the same runway. The aircraft sustained damage to their right winglet

and left horizontal stabiliser respectively and both needed subsequent

repair before being released to service.

B738 / B738, Dublin Ireland, 2014 On 7 October 2014, a locally-based

Boeing 737-800 taxiing for departure from runway 34 at Dublin as

cleared in normal night visibility collided with another 737-800 stationary

in a queue awaiting departure from runway 28. The investigation noted

that visual judgement of wingtip clearance beyond 10 metres was

problematic and that a subsequent very similar event at Dublin involving

two 737-800s of the same Operator was the subject of a separate

investigation.

INFERENCE

Except for a short period, flight operations are conducted with the Auto

pilot engaged, permitting the crew to monitor radio and the flight path.

On the other hand there is no auto pilot (as yet) for ground operations

and taxi. Taxying an aircraft therefore requires the same amount of

involvement and cross checking as manual flying. When one pilot is

flying manually, the other pilot is on heightened alertness, making all the

MCP selections, handling the radio and monitoring the flight path whilst

maintaining the highest degree of sterile cockpit procedures. Taxi should

be treated like manual flying requiring the same amount of cross

checking, undivided attention and monitoring by both pilots. However in

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F l i g h t S a f e t y M a g a z i n e o f A i r I n d i a , A i r I n d i a E x p r e s s a n d A l l i a n c e A i r

a large majority of cases this is not so because statistics repeatedly

prove it.

Earlier, briefings and checklists were lengthy and carried out during the

taxi before takeoff. The industry has recognised the potential risks of

distraction during push back and taxi and eliminated the taxi checklist

(to “before” taxi checklist) and reduced the before takeoff checklist to a

bare minimum consisting of only 2 or 3 items. All other briefings and

checklists are completed before commencing push back so that cross

talk between the pilots does not interfere with communication with the

ground engineer or ATC. Even in most familiar airports taxi should

commence or continue only after discussing the route and confirmation

by both pilots. Thereafter continuous monitoring is required by both

pilots: following the cleared route on the airport chart and simultaneous

monitoring of radio calls as well. Well before every turning the pilot

taxying must announce that s/he is turning and it should be confirmed

by the other pilot that it is the correct turn and both sides are clear of

traffic and obstructions. Speed should be restricted to 8 to 10 knots for

every turn. When taxiing in apron areas or on taxiways adjacent to

aprons the taxi speed should not exceed 10 kts .Often ATC calls the

aircraft to expedite taxi but if something untoward were to happen, ATC

will not be held responsible. Therefore such calls from ATC should not

distract the crew from following the Airline SOP speeds.

The best option is an obsession and near paranoia and to err on the side

of caution. Double checking and reconfirming with ATC when even the

slightest doubt exists in either pilots mind is a good practice. Situational

awareness, that is knowing the exact position and stage of each part of

the pushback and engine start, relative position of tractor and ground

personnel is very important. Even whilst monitoring and carrying out

engine start and before taxi procedures, a look out should be maintained

of what is happening outside the aircraft. Verbally confirming scan

results is important for situational awareness and for both pilots to be on

the “same page”. Use of written taxi instructions at all times is another

good habit both for reference and record.

CONCLUSION

Ground operations in the present congested airports pose a high risk

and need continuous vigilance, alertness and coordination between all

personnel involved.

F l i g h t S a f e t y M a g a z i n e o f A i r I n d i a , A i r I n d i a E x p r e s s a n d A l l i a n c e A i r

SAFE WINGS December Edition 67

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COMMUNICATION

by:- Hussein. S J, SMS Officer - Chennai

It is a process of exchanging

Ideas

Thoughts

Feelings

Emotions

Through

Speech

Signal

Writing

Behaviors

Effective communication is a

basic human requirement and in the aviation operational contexts,

communication is an essential pre-requisite to safety.

COMMUNICATION IS EVERYWHERE

Since a business organization has continuity, the

process of communication is also a continuous

process. It includes both information and

understanding. It includes all channels by which

meaning is conveyed from one source to another. It is the basis for action

and cooperation. Its primary purpose is to motivate a response.

COMMON WAYS OF COMMUNICATION

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IMPORTANCE OF COMMUNICATION

The ability to communicate effectively has become one of the major skills.

An organization without the network of communication is inadequate and

incomplete. The importance can be evaluated from the following

i) Coordination: The work of

organization can be carried out without

interruption through coordination.

Coordination requires mutual

understanding about the organizational

goals and their relationship by various

individuals which can be achieved

through communication.

ii) Efficiency: It is essential for quick and

systematic performance of different

functions. It has become an essential

component of successful management.

iii) Motivation: An efficient system of communication enables the

management to guide the approach of team members. Proper and

timely communication reduces misunderstandings. Communication

improves the human relations in any industry

iv) Leadership: Communication is the basis for direction and

leadership.

v) Cooperation: Two way communication helps in achieving the

desired goals

FUNCTIONS OF COMMUNICATION IN AN ORGANIZATION

Inform

Instruct

Share

Lead

Control

Management

WHAT INHIBITS HEALTHY CONNECTIONS?

There are barriers which tend to distort messages. They often cause

breakdown and misunderstanding in communication leading to poor human

relations. With the right digital tools we can now connect 24x7 from

anywhere in the world at any time, but it‟s not enough to have the tools to

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connect. We need conversational intelligence. It becomes vital for our

mutual success in teams and Organizations to connect in healthy and

productive ways.

Some of the barriers common in communication:

i) Talking past each other: Breakdowns happen when people talk

past each other and not with each other.

ii) Organizational Structure: The organizational structure has an

important influence on the ability of the employees to

communicate effectively. Big enterprises have many layers. “Every

layer cuts off a bit of information “is a common complaint. The

very existence of many layers is a stumbling block to

communication.

iii) Status and position: One important barrier in effective

communication arises due to status in organization. Status brings

about a stand-still position to communication, thereby prohibiting

the conveyance of vital information to required executives.

iv) Perception: Everyone perceives the world and approaches the

problem differently. A person‟s perception is determined by his

needs, cultural factors and environment. Everyone tries to

understand the information from his own point of view.

v) Listening power: A good deal of trouble in communication arises

on account of the neglect in listening. Seek to understand than to

be understood.

vi) Emotional Interference: Individuals with high degree of

emotions tend to lose their calm quickly in difficult situations. This

may create complexities in the process of communication.

vii) Fear: It hold you back from saying what needs to be said. There

are many reasons for people to have fear of communication-

outcome of the communication, the listener‟s reaction to your

communication, lack of ability to think of the right words and many

more.

Although perfect communication is a tall

order at all times, yet considerable

degree of perfection can be achieved

through the following essentials:

Clarity : Communication should

be easily understandable as it enhances

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F l i g h t S a f e t y M a g a z i n e o f A i r I n d i a , A i r I n d i a E x p r e s s a n d A l l i a n c e A i r

the meaning of the message.

Complete: Information should be adequate in all aspects since half

information is no information.

Concise : It provides short and impactful messages in least possible

words

Consideration: It implies stepping into the shoes of others by

knowing their viewpoints.

Concrete: Concrete communication implies being particular and helps

to strengthen the reputation of the organization.

Courtesy: It reflects the kind and convincing character of the

message and makes the communication more effective.

Correct: Correct information includes the precision and accurateness

of facts and figures which can aid in decision making process.

In conclusion, effective communication inspires and encourages the

community to do their best.

PROMISING A SAFER SKY, AIR INDIA, AIR INDIA EXPRESS & ALLIANCE AIR

We give utmost importance to your valuable comments and feedback. Please do mail us at

airsafety@airindia.in or

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Editorial: Capt V Kulkarni, Bhavish B S Designed by Bhavish BS