EASA sib useless ?
Hi,
Monitoring of Take-Off Slats/Flaps Settings during Departure EASA sib-Fatigue.pdf The EASA sib introduction Improper take-off configuration can have catastrophic consequences. The Take-Off Configuration Warning System is intended to give the flight crew warning of any potentially dangerous configuration before take-off. From the number of reported accidents and incidents where the system has failed to function or flights crews failed to select the correct configuration, it can be deduced that improved procedures would enhance safety. Recent accidents involving the McDonnell Douglas DC-9-80 (MD-80) and Boeing 737 families of aeroplanes have been attributed to this situation. The reasons why, on rare occasions, flight crews fail to select the correct configuration are complex and due to many factors, such as time pressures, stress, fatigue, mental saturation, distractions, non user friendly checklists, etc. Recommendations: EASA recommends the following: 1. Operations Procedures – Take-Off Flap/Slat Selection From a human factors standpoint, the slats/flaps selection for take-off should be made during times of lower workload and least distraction. It is therefore recommended that operators review and amend their operations manual procedures, as applicable, so that take-off slats/flaps selections are made before the aeroplane taxis away from the ramp, provided that: the applicable FCOM (or equivalent document) permits this procedure; and this does not conflict with prevailing conditions and associated procedures, e.g. application of de-icing fluid, taxiing in winter conditions, avoidance of foreign object damage, encountered obstacles, etc.. Type approval holders should review their FCOM (or equivalent document, as applicable) to determine whether take-off slats/flaps selections can be made before the aeroplane taxis away from the ramp, and make amendments, if appropriate. It should be remembered that introduction of changes to these procedures will likely require approval by the competent authority and may also introduce the need for additional flight crew training. 2. Monitoring of Take-Off Slats/Flaps Checklist Effectiveness Operators are encouraged to check the effectiveness of Take- off slats/flaps check list items by examining available in-service recorded data, and by monitoring the instances that they are not set at the expected time. time pressures, stress, fatigue, mental saturation, distractions, non user friendly checklists, etc are not eliminated or reduced at max What are the EASA recommendations about those factors ? EASA can release many SIB they want .. if the root factors are not eliminated .. those SIB are useless ... A comb for bald IMHO |
I wouldn't say so. EASA are recommending that operators introiduce an SOP where the critcal configuration change is done in a low workload environment. In otherwords, when the aircraft is stationary and the crew can concentrate.
Many aircraft already do this and I have had it included in my last three type's SOPs. Some Boeings have to have flaps selected to test the flying controls, as the outboard ailerons only operate with the flaps out and Airbus SOPs have the flaps selected as part of the after start scan. Makes sense to me. |
Hi,
when the aircraft is stationary and the crew can concentrate. time pressures, stress, fatigue, mental saturation, distractions, non user friendly checklists |
Originally Posted by EASA
It is therefore recommended that operators review and amend their operations manual procedures, as applicable, so that take-off slats/flaps selections are made before the aeroplane taxis away from the ramp
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