Advanced Technology Aircraft Safety Survey Report - Australian ...

ADVANCED TECHNOLOGY AIRCRAFT SAFETY SURVEY REPORT
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‘Asymmetric flaps on landing’.
‘Flap failed to deploy below Flap 5, Flap 5 landing’.
‘Flap malfunction, flaps locked, followed ECAM, landed with slats only’.
Less frequent reports concerned navigation failures (Inertial Reference System), emergencies
involving TCAS and problems attributed to personal electronic devices (PEDs). (PEDs include
carry-on electronic items such as laptop computers and mobile phones, which may interfere
with the aircraft’s electronic systems. Most airlines restrict the use of PEDS to the cruise phase
of flight.)
This information should be of special interest to training departments and regulatory
authorities when formulating training requirements for initial and recurrent training
exercises.
Database errors
The integrity of the computerised navigation and performance systems rests on the quality of
the FMC/FMGS database. Avionics and aircraft manufacturers and regulatory authorities
have recognised the potential for entering incorrect data through the FMC/FMGS. Flight crew
are therefore required to make minimal manual input to advanced systems, compared to
navigation and performance systems of previous generations of navigation systems such as
Inertial Navigation System. Databases are updated on a regular basis (approximately every 28
days). If an error is detected in the database, the operator advises the pilots of the error and
relies on them to manually correct those errors that apply to the route they are flying. Such
errors may stem from an authority providing outdated or incomplete data to the aircraft
manufacturer, from data-entry errors, or from electronic data transfer faults. Most airlines
require the crew to cross-check the information in the database against printed information
contained in en-route charts, instrument approach charts and NOTAMs. Currently, aircraft
manufacturers are researching the concept of 3 ‘paperless’ cockpit, wherein this cross- checking
process may not be available.
Fifty per cent of respondents reported that they had detected database errors.
Pilots reported that the most common database problems were errors in SID information,
followed by incorrect waypoint information (latitude/longitude), and STAR information.
Pilots also highlighted inconsistencies in routehrack data, the use of outdated databases, and
incorrect Navaid information. To a lesser extent, some information was missing from the
database altogether or was at variance with chart information. Errors were also found in
instrument approach data, aerodrome data (including gate position), and in holding pattern
and runway information.
Pilot responses are summarised in fig. B9.2 below.