easyJet Performance A..nomalies
 

Evening all - I notice the press on the subject to the latest Takeoff Performance errors or anomalies at Gatwick. How are these being addressed? Congratulations to easyJet for having a safety culture that enables their Pilots openly report these issues, they could be easily covered up.


Six perfomance anomalies in 12 months?
A lot of "verbiage" in the SOPs particularly during the line up sequence that seems to add zero value

Thoughts?

Quote:

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PEDS

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Please explain?

Thanks Weba.

EASA has released an SIB regarding possible issues with Flysmart and changes of intersection departures.

Haven't seen this, what were the anomalies? FlySmart producing different perf numbers or user / input related issues?

CP

Flysmart is a bug riddled disgrace . if you want any evidence of the utter ineptitude of the regulator , look no further than Flysmart .

I wonder how many of the easyJet incidences included One Engine Taxi Departure procedures ?

easyJet does up to 1800flight a day ...

Thus is the exposure of risk.

Only an issue with selecting an intersection on the graphical interface rather than the runway drop-down menu.
Has been rectified by update in last few days,

Be interesting to know if the issue was discovered 'the hard way'!

The worlds busiest single rwy airport often keep you in the queue for 20 min before line-up. Hardly a stressfull place to start 2nd engine while you sit and do nothing anyway.

Besides, starting that second engine consist of pressing 2 buttons, turn a knob and moving a switch. It takes 5 seconds before your hands are free again. I have never heard of a single Ezy crew member finding it stressfull to start a engine, sorry.

No mention of stress in my post ,my concern is Situational Awareness , starting an engine during taxi reduces my situational awareness and overall capacity when i need it most , i.e. about to check the Perf figures and launch in to the sky .

I have watched with my own eyes , multiple cock ups during OETD affecting Perf , holding points and taxi clearances due to the amount of sh1t that is occurring during taxi .
As one with a modicum of experience i always found taxi out an essential time to get ones ducks in a row after the carnage that is a 25min turn and trap those errors that do occur from time to time .

No stress here my friend. Can you tell me how many of the above perf incidents involved OETD procedure ?

Ad separatim Have a read at the AAIB BFS Ezy intersection departure and tell me honestly that the culture of rush had nothing to do with that shocker ?

I have read the report at https://reports.aviation-safety.net/...319_G-EZAA.pdf and can't see any signs of rush or single engine taxi distraction.

The performance calculation was reviewed on stand before engine start and they had so much time they bothered to change a wet V1 to a dry V1. An anomoly ‘this behaviour is encountered when using a touchscreen which software is not optimized, i.e. pre-L6 software for windows touchscreens.’ (Page 43) caused the runway in use and intersection (RW25 intersection B) to default to the full length of a runway with the lowest number (RW 07 in this case). (Caused by an unintentional swipe on the screen near runway choice). The Flysmart software then produced performance figures for full length RW 07.

The crew failed to suspect the figures were in error despite the large changes in V1, VR and V2 (page 38) and large thrust reduction from TOGA to Flex 67°C.
That size change would have flagged alarm bells for me.