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In revising its rules, Airbus built on lessons learned from a pair of flighttest
crashes that highlighted crew mistakes and ended up destroying
planes.
In November 2008, an Air New Zealand Airbus A320 on a check flight
crashed into the Mediterranean Sea off the southwestern coast of France,
killing all seven people aboard. Investigators determined that while
carrying out a low-speed test at an unusually low altitude, the pilots
inadvertently stalled the jet by disconnecting the automatic thrust designed
to keep it going at steady speed and attitude. In doing so, they failed to
understand how the plane's computers would react.
"We see a lot of problems with [airplanes] decelerating too rapidly and
throwing themselves into a stall situation," said Harry Nelson, a senior
flight-test pilot and manager for Airbus, a unit of European Aeronautic
Defense & Space Co. "Certainly, we're getting a lot of queries from our
customers" about how to safely conduct flight tests, he added, along with
increased focus by regulators.
In late 2007, a new Airbus A340-600 being delivered to Abu Dhabi-based
Etihad Airways crashed into a concrete barrier during routine ground tests
outside the Airbus headquarters in Toulouse, France.
Investigators concluded that an Airbus engineer revved up all four engines
to high power at the same time, but didn't put a chock under the wheels to
prevent them from rolling. When one of the Etihad crew believed the plane
was moving, the engineer assumed there had been a hydraulic failure.
To clear the problem, the Airbus engineer momentarily released the parking
brake, and the plane began accelerating. In seconds, the $250 million jet
smashed into the barrier, shearing off the cockpit and seriously injuring
four people aboard. The harried engineer never pulled back on the
throttles.
These high-profile mistakes—plus a third post-maintenance incident
involving an EasyJet plane in Britain that plunged about 10,000 feet before
Human Factors Industry News 4
the pilots managed to regain control—prompted Airbus to reassess and
tighten internal safety procedures.
At the same time, Airbus has launched its first series of training classes
specifically designed to sharpen the flying skills and decision-making
abilities of flight-test pilots working for carriers.
The five-day course is intended, in part, to teach them the hazards of
testing systems at low speeds. The course also deals with how to adjust
power, handle the controls and troubleshoot systems while approaching or
trying to recover from a stall.
Reflecting a growing concern over unexpected glitches with advanced
flight-control computers during unusual maneuvers, Mr. Nelson told the
safety conference: "We've all been hijacked by our own cockpits."
He described the tendency of many pilots "to battle with automation and try
to get it to work" instead of quickly reverting to manual controls as soon as
difficulties crop up.
American Eagle, union tout airline's efforts to promote
safety
American Eagle Airlines' management and its
union counterpart agree the is taking big steps to
enhance a safety culture that they feel is among
the strongest in the regional industry.
Airline officials and members of the Air Line
Pilots Association chapter at Eagle meet monthly
on a fatigue review board.
Pilots can ask to be taken off a trip they believe
they're too tired to fly; the board reviews the circumstances and can
remove the fatigue notation from a pilot's attendance record if it agrees
with the pilot's call.
That board isn't common in the industry, said Jim Winkley, Eagle vice
president of flight operations, and Dave Ryter, vice chairman of Eagle's
ALPA master executive council.
Human Factors Industry News 5
"If you're fatigued, you're fatigued, and we're going to take you off that
trip," said Winkley, who is also a pilot. "It's not considered a negative
against the pilot."
The issue for the fatigue review board is whether the pilot can get paid,
Ryter says.
The union wants the airline to let pilots use accrued sick time to cover
fatigue pay.
"We want our pilots to have the ability to make this decision without
worrying about other factors such as whether or not they lose the money,"
he said.
The fatigue board plus a program that lets pilots self-report unsafe actions
by themselves or others have helped build a safe culture, Ryter said.
Why Business Aircraft Operators Need to be Thinking
About SMS Now
Part 135 certificate holders need to
begin taking advantage of the
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