CREW INCAPACITATION
Crew incapacitation does not only mean a complete collapse or unconsciousness. In most cases it could mean even discomfort or uneasiness which is causing undue distraction. This would happen in a subtle way whether it is the beginning of a heart attack, an attack of food poisoning or even vertigo induced by something as simple and common as forcibly trying to clear the ears while flying with a cold. When the aircraft is in cruise there is usually sufficient time for the concerned pilot to inform the other pilot about the problem but what is being covered here is incapacitation during crucial phases of flight.
Besides situational awareness, the reason for all standard call-outs in flight is to detect subtle incapacitation. It is for this reason that the crucial phase of flight i.e. take off and landing have the maximum number of call-outs and it is of utmost importance that these call outs be given the appropriate response. In both the takeoff and landing phases the pilot detecting / sensing that the other pilot may be incapacitated should be ready to take over complete control of all PF/PNF duties. For this reason the PNF should also keep his hands lightly on the control column to minimise takeover reaction time in case of incapacitation.
Take Off : During take off the 100 kts callout for which the response "Controls and Speed checked" means
(i) Instruments & Controls checked
AND
(ii) I am fit.
This would be the right time to reject the take off incase of discrepancy in the any of the above. After this the next call would be V1 and if incapacitation is detected the take off would have to be continued.
Landing: If during approach incapacitation is detected, it is advisable to continue with the approach and landing using the Auto pilot as much as possible. Announce " I have controls " and time permitting give a call to ATC asking for priority.
CONTROLLED FLIGHT INTO TERRAIN (C. F. I. T. ) AVOIDANCE
Inspite of the advances in Aviation, Modernization and redundancy of aircraft and flight decks and better training given to aircrew the number of CFIT accidents are increasing world wide. The concern for CFIT is so great that it has led to a number of meetings and seminars of world aviation bodies.
Some of the important reasons for the cause of CFIT are as follows :-
1. The increase of the Air Traffic has put tremendous pressure on the Air Traffic Control System.
2. Language communication difficulties between controllers and pilots to whom English is not a native language. Or differing English accents used by ATC in different geographic areas with the potential for miscommunication or misunderstanding.
3. Past knowledge of spurious GPWS warnings have led pilots to completely ignore GPWS warnings.
4. Pressure to land or take off in marginal weather conditions when the crew tries to outperform a rival company's aircraft attempt to land or take off. 中国航空网 www.aero.cn 航空翻译 www.aviation.cn 本文链接地址：Airbus ABNORMAL/EMERGENCY PROCEDURES 空客非正常/紧急程序(27)
