| http-equiv="Content-Type" content="text/html; | | | | errors at all, except they do try to monitor and |
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| Introduction | | | | Such crews are experienced at distinguishing |
| Hardly many inventions can manage to change | | | | among consequential errors as well as benign |
| the way people live and also how they experience | | | | errors, balancing alertness and attention, workload |
| the world like the way inventing airplane has done. | | | | and watchfulness, computerization and hands-on |
| The airline industry offer air transport for | | | | adeptness. |
| passengers. The growth of this industry has been | | | | A close analysis of the individual level barricade |
| phenomenal, and the number of airlines and | | | | proposed, indicates that adding a supplementary |
| aircrafts has been growing fast. However, data | | | | level for example in personal readiness barricade |
| from the industry indicate that on the negative | | | | will improve safety. In this particular case the |
| side the number of accidents also have been | | | | extra barricade means adding a extra |
| significant with a high number of accidents | | | | crewmember. An important aspect to remember |
| reported to occur during the approach and landing | | | | regarding human being error is that the moment |
| phase. Interestingly, this phase comprises of less | | | | an individual makes an error, it becomes highly |
| than 20% of the total time an aircraft is in the air. | | | | unlikely that the same person will seize (entrap) |
| This issue has thus continued to raise concerns | | | | his error; other person (crewmembers) are the |
| from the various stakeholders in the industry. | | | | one most likely to seize the error. Thus, adding an |
| To address this subject, of approach and landing | | | | extra pilot to a crew of two pilots improves |
| safety, the study paper will carry on, along the | | | | blocking errors that might occur in the flight deck. |
| following field: approach and landing accidents will | | | | (Flight Safety Digest, 1999) |
| have to be defined for reasons of theoretical | | | | Use of precision approaches |
| clarity; causes of these accidents will be | | | | Though approach and landing accidents are caused |
| underscored; and the various approach to prevent | | | | by many factors, precision approaches offer an |
| these accidents, will be discussed at length; and | | | | additional percentage of safety. Thus, it is |
| lastly a way forward in terms of a | | | | paramount that appropriate guidance equipments |
| conclusion will be provided. | | | | should be provided to achieve precision |
| Approach and landing accidents | | | | approaches. Providing these equipments will ensure |
| The phrase approach and landing accidents is used | | | | that that the planes lands more acutely and |
| to apply to accidents which occurs during visual | | | | safely. However, the most excellent precision |
| approach, or in the course of instrument approach | | | | equipment would not accomplish its complete |
| following the intermediate approach fix (IAF). Or in | | | | value, unless those operating them are well and |
| the course of landing move, this phrase also does | | | | fully trained and also are disciplined in the |
| apply to those accidents which occur when the | | | | installation and proper usage of the equipment. |
| aircrafts are circling in the air or when starting a | | | | (Flight international, 2000) |
| missed approach process. According to Statistics | | | | New technologies to provide approach and landing |
| carried out by Netherlands Civil Aviation Authority | | | | aircraft guidance |
| illustrate that, global, an approximately 17 fatal | | | | Technology present the best way of reducing and |
| accidents of Approach and Landing happened | | | | control the number of accidents being witnessed |
| every year between1980 and1998 in airline | | | | in the aviation. Through technology we can give |
| passenger businesses as well as cargo businesses | | | | accurate and precise information about issues |
| conducted via aircrafts. (Flight Safety Digest, | | | | which may hinder accurate information that may |
| 1999) | | | | resulting in causing an accident. With new |
| | | | technology being innovated every day the aviation |
| Causes of approach and landing accidents | | | | industry needs to be on the forefront of |
| Non-precision approach | | | | technology advancement and implementation in |
| In a study carried out by safe flying Aviation | | | | helping with the approach and landing process. |
| which evaluated 132 accidents which happened in | | | | The use of high technology such as the GPS |
| the course of landing approach in big airports | | | | ought to be reviewed regularly by the authorities |
| across the world between 1984 and 1993, it was | | | | as well as the air carriers in order to equip the |
| found out that, there was a substantial variation in | | | | airfields with equipments for precision guidance |
| accident hazard for airplanes which fly | | | | capacity where current ground-based equipments |
| non-precision approaches against those flying | | | | are too expensive or ineffective as result of |
| precision approach. The study revealed that | | | | terrain and/or sitting problems. Both near future |
| commercial aircrafts flying non-precision | | | | and far-future technologies for instance GPS |
| approaches were five times likely to cause an | | | | promise to be solutions for the costs and terrain |
| accident when landing than those flying precision | | | | problems which are correlated with existing |
| approaches. (Flight Safety Digest, 1999) | | | | ground-based equipments, particularly in world |
| The non-precision approach do not offer the | | | | regions where terrain and economics have |
| vertical guidance which end at the runway as the | | | | aggravated procurement and suitable positioning |
| precision approach does. As such, flight crew has | | | | of the equipments.( Johnson, 1998) |
| to more actively manoeuvre the airplane vertically | | | | Encouragement of CFIT avoidance |
| in the course of the approach. The probability of | | | | Airlines and authorities concerned must state a |
| the crew making an error is thus high in a | | | | tough encouragement of Controlled flight into |
| non-precision approach when compared to the | | | | terrain CFIT prevention, in relation to the high |
| precision approach. (Flight Safety Digest, 1999) | | | | percentage of approach and landing accidents |
| Environmental factors | | | | which involves CFIT. The present programs which |
| It is worth noting that majority of approach and | | | | address the CFIT risks ought to be strongly given |
| landing accidents which have occurred over the | | | | support. The relevant authorities must take into |
| years did happen at night or during twilight hours. | | | | account the recommendations which are |
| In a previous study, done by safe flying Aviation | | | | suggested by bodies such as CFIT Task Force in |
| it was found out that, 55 accidents out of 84 | | | | minimizing risks and give encouragements to |
| accidents occurred during those periods (night and | | | | every operator flying in the airspace to be familiar |
| twilight hours). However, the whether conditions | | | | with the recommendations suggested. |
| seem not be a factor in causing accidents | | | | Reduction of approach and landing risks |
| because even in severe whether for example, | | | | differences among ICAO region. |
| thunderstorms, ice or wind did not appear as | | | | In order to reduce the number of approach |
| aspects in many of the accidents which occurred. | | | | landing accidents, efforts need to be made to |
| These finding should not be surprising because | | | | reduce the risk difference of approach landing |
| many accidents occurring in the course of landing | | | | amongst the international Civil Aviation |
| even during darkness (night) seem to entail | | | | Organization ICAO regions. The international |
| precision or non-precision approaches. (Flight | | | | committee should provide this support. Private |
| Safety Digest, 1999) | | | | and government managements ought to be made |
| Terminal approach radar | | | | conscious of the danger factors and must be |
| Terminal approach radar is important in guiding the | | | | encouraged to tackle these dangers in their own |
| aircrafts when they are landing or taking of. When | | | | aspects of accountability. (AW&ST, 2000) |
| evaluation was done to determine the role of | | | | Sharing of information |
| terminal approach radar, it was revealed that the | | | | One way of preventing or controlling the number |
| absence of terminal approach radar amplified the | | | | of accidents occurring during approach and landing |
| risk of an accident occurring during the approach | | | | phase is through sharing of information. |
| and landing phase. The risk was amplified to three | | | | Encouragement should put on international sharing |
| times compared to when terminal approach radar | | | | of incident and accident data in order to facilitate |
| was in use. | | | | and address safety issues swiftly and more so |
| The clear protecting effect of terminal approach | | | | effectively. Missing records or data outcomes |
| radar might be because of the actuality that, the | | | | from various factors which, include, state not |
| controllers might give a warning to the flight crew | | | | complying with the ICAO accident |
| supposing they stray off or get too low of the | | | | information-sharing prerequisites. Missing records |
| approach path. This also may be correlated to | | | | or data frustrates a lot of efforts put all over the |
| bigger levels of airport services since small | | | | world in attempting to identify the root causes of |
| airports or those with minimum movements may | | | | these accidents. Thus, it is important for the |
| not be in a position to install these radars. | | | | governments around the world to share data |
| (Johnson, 1998) | | | | they have no matter how confidential it is with |
| Ways of controlling approach and landing accidents | | | | other concerned bodies in order to reduce the |
| Different approaches have been suggested in | | | | number of accidents which are occurring due to |
| order to reduce the number of approach and | | | | approach and landing. (AW&ST, 2000) |
| landing accidents, we shall examine those which | | | | Using more professional pilots |
| are considered to be the most effective and | | | | The expert flight crews normally will have a |
| successful ways. | | | | number of advantages in this phase of approach |
| Efficient error management | | | | and landing. An autopilot airplane having two |
| The use of efficient error management standards | | | | crewmembers that are professional can be able |
| is solution to reduce hazard and prevent approach | | | | to safely as well as effectively control the airplane |
| and landing accidents which have continued to | | | | during this crucial phase of approach and landing. |
| occur over the years. In the approach and landing | | | | Because one pilot can monitor the flight |
| fatal accidents mentioned previous, there | | | | effectively while the other pilot perform the brief, |
| happened because of some contributory factors | | | | but in case the other pilot is not proficiency |
| (incidents involved in the accident chain of events | | | | enough in any of the give task. Then they may |
| which resulted in the accident) which possibly | | | | have trouble when landing. Some critical items |
| might have been avoided if the error | | | | which are covered on the arrival briefing include: |
| management practices were correctly executed. | | | | 1. The airport quarter and obstacles |
| Human being errors are usually related with | | | | 2. During instrument approach, every one of |
| mishap contributory factors. Whereas it would be | | | | details of the approach |
| best to stipulate error-free airline working | | | | 3. Special instructions or notes for the landing field |
| performance, this is not practical; in any case, | | | | 4. Runway being used |
| to make a mistake is human naturally, | | | | 5. Expected taxi course |
| where individuals and technology strongly | | | | 6. Numbers for arrivals |
| interface, mistakes are an ordinary by-product. | | | | When the pilots adhere to this, studies contacted |
| Being able to Understand and accept that | | | | earlier indicate that the probability of approach and |
| mistakes will happen, is crucial for aviation team | | | | landing accidents to occur will be highly be reduced. |
| concerned with safety to successfully deal with | | | | However, if the pilots miss undertaking these |
| these mistakes in order to surmount the | | | | critical steps then the worse can happen. |
| Approach and Landing accidents menace. This can | | | | Therefore professional pilots are important aspect |
| be done through technology improvement, | | | | in reducing the number of approach and landing |
| formulating appropriate training courses, and | | | | accidents in the airports. (AW&ST, 2000) |
| carrying out missions by use of relevant and clear | | | | Conclusion |
| Standard Operating Procedures (SOP). Such | | | | Approach and landing accidents is used to apply to |
| focused method is classically directed towards | | | | accidents which occur during visual approach, or in |
| making improvement in the performance activities | | | | the course of instrument approach following the |
| of the forefront personnel-pilots, ramp crews | | | | intermediate approach fix (IAF). Or in the course |
| maintenance technicians, and air traffic controllers. | | | | of landing move, this phrase also does apply to |
| Error management strategies increase system | | | | those accidents which occur when the aircrafts |
| tolerance to errors and help make errors evident | | | | are circling in the air or when starting a missed |
| before they cause damage (Flight Safety | | | | approach process. Over the past the most of the |
| Digest, 1999). | | | | accidents that have been happening in the aviation |
| Error management need to be pictured as a | | | | industry have been mostly occurring this phase of |
| multifaceted protective barricade system | | | | approach and landing, however, it is the shortest |
| whereby every level is intended to assist entrap | | | | moment in the course of the entire flight. Among |
| errors and prevent damaging error end results. | | | | the reasons why these accidents occur is |
| More protective levels constructed into a | | | | because of Non-precision approach and terminal |
| particular process, will mean the more probable | | | | approach radar, the environmental factors have |
| that process will operate safely even after errors | | | | been known not to contribute a lot. In order to |
| are brought in. Possible limitations at hand at any | | | | address and control this issue, it is important to |
| particular moment during a manoeuvre, included in | | | | take several steps. Among them is efficient error |
| the approach and landing stage, should be listed | | | | management, use of precision approach and also |
| over each one of the barricade. Of course, it may | | | | using professional pilots who have a lot of |
| not be possible to list all limitations since they will | | | | experience, this will go along way in reducing the |
| change in relation to the task being performed at | | | | rates of these accidents. However we these |
| a particular time. (Flight Safety Digest, 1999) | | | | measures are not taken up we shall continue to |
| The extent of a hole in the barricade will | | | | witness this accidents in the industry. |
| represent the collective outcome of the limitations | | | | Reference: |
| which are listed over the barricade. A barricade | | | | Altman, H.B. and Johnson, D.A. (1996): Aircraft |
| with many limitations will have a bigger hole, thus, | | | | passenger safety; Passenger education and |
| making it extra prone an error slipping through the | | | | survival. Flight-log, Washington, DC: The |
| barricade. | | | | Association of Flight Attendants. |
| The moment errors happen; an effectual | | | | AW&ST, Aviation Week & Space |
| multifaceted system will eventually deflect or trap | | | | Technology (2000): Commuter Airline Safety; |
| the error. Errors might go through one or two | | | | journal of Aviation Week & Space |
| levels; however a good protecting system will | | | | Technology, March Vol.12 |
| ultimately entrap the error prior to it breaking | | | | Johnson, D.A. (1998): Advances in getting the |
| through the whole system. (Altman and Johnson, | | | | safety message to passengers, Advances in |
| 1996) | | | | Aviation Safety Conference. PA: Society of |
| Experienced crewmembers as well as efficient | | | | Automotive Engineers. |
| crews don't strive to stay away from making | | | | |