Advanced Technology Aircraft Safety Survey Report - Australian ...

AIR TRAFFIC CONTROL
the responses to part B, question 2.4, where pilots indicated that the current level of
automation did not cope well with the last-minute changes imposed by ATC.
The following boxes contain examples from each category.
Change of runway and/or receiving late advice of a change of runway
Box B2.7a
Examples of written responses relating to a change of runway and/or receiving late
advice of a change of runway
Arrive into Bangkok, where a request/requirement to change from runwa 2 I R to runway 2 7 C was
made. The altitude was 2,000 ft and intercept from the east required a s r ight 'S' turn to capture the
ILS. Some difficulty was encountered changing 11s frequency.
Four runway changes arrivin into London on a B747-400 (though it would probabl have been
difficult in an analogue aircra a ). The last two changes were, with localiser captured an cr the last with
both localiser and glide slope captured and auto-pilot engaged.
Several occasions with change of runway and hence SID or STAR in either take-off or arrival
situations.
On arrival to Sydney the assigned runway is given too late, as is speed control. These things need
to be known before descent begins. Also I believe once a STAR is cancelled it should not be resumed.
Weather at S dney included heavy rain and low cloud. ATC advised chan e of runway from 16R
11s to I6 lOCY/DME with I8 miles to run. Heavy rain and light/moderate tur ulence. Several returns
on aircraft radar requiring some manoeuvring. Different runway and approach had to be
programmed into FMGC and briefed.
Change of runway in poor visibility at SFO from runway 28R to runway 281. I was new on the fleet
and took a long time to change the /IS frequency, new route/overshoot etc. The 6747-300 was
definitely faster and easier.
Speed changes, and/or late speed changes where nominated by 24% of respondents, followed
by STARS, and/or changes to STAR procedures ( 17.57%) as the next most difficult events (see
box B2.7b). L
Speed changes and/or late speed changes
Box B2.7b
Examples of written responses relating to speed changes and/or late speed changes
last minimum speed and height restrictions. FMC can cope aircraft cannot. ATC knowledge not
J 00%
The B737-300 does not like to go down and slow down. ATC issue too many speed restrictions, too
late.
Speed reduction on descent being given after descent commenced with a restrictive altitude
requirement of 8,000 ft. Some difficulty meeting this requirement as VNAV had been programmed
for optimum descent profile.
In San Francisco they require us to slow down, descend to a lower altitude and expect an early turn
roach. On top of this a chan e in runway occurred while we were intercepting the initial
workload had increased a 7 ot and the FMC took a long time to be reprogrammed, ;.e.
kept popping up.
Being required to maintain 250 kts for separation on descent then required to expedite descent. The
two are incompatible.
descent to initial approach fix by ATC, input info into FMC, descent commenced.
radar instructed us to contact approach. Upon change-over told to reduce airspeed
us very high on profile.
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