Part 70, page 71

Transcript

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ALPA'S Position On Two-Step Approaches

ALPA national committee members have been studying the ramifications of two-segment approaches for several months. Such approaches, involving steep upper glideslopes, which involve rates of descent of nearly 2,000 feet per minute, have been proposed to provide a certain measure of noise relief to communities near airports. Some ALPA members have flown such approaches during controlled experiments and under flight test, laboratory conditions, but despite a strong effort to develop such techniques on the part of the government, the consensus of ALPA participants is that such procedures will not prove feasible for the day-in, day-out airline operating environment. In a Sept. 13 letter to FAA Administrator John H. Shaffer, ALPA President John J. O'Donnell stated: "It is especially ironic since early in the jet transport history many of these same proposals were rejected by the aviation community on the basis of the very safety reasons which are now being ignored." Captain C. C. Jackson, executive secretary of International Federation of Air Line Pilots Associations, wrote to Shaffer on Oct. 13, in the name of member associations: "We feel bound to declare the strongest opposition to this procedure. In doing so in an unambiguous manner we hope to be able to head off an expensive but almost certainly illusory program."

An ad hoc NASA working panel, charged with recommending opera-

tional flight procedures to achieve noise relief, meeting on Sept. 23, noted on objective of 10 PNdB noise reduction 1.5 miles from the runway threshold, to be achieved by the two-segment approach method (an upper segment of 6 degrees transitioning to a lower, normal segment of 400 feet above the terrain). The near-term strategy mapped out by this group includes a proposed demonstration program to sell small groups of line pilots at each airline on the feasibility of the method, using a current jet transport. The group decided a Boeing 727 would be the "proper" aircraft to be used in the demonstration.

In another action, FAA implemented a two-segment VASI on a trial basis at San Diego. Several ALPA members participated in the initial evaluation of this device. Even though they were flying a DC-6--not a jet transport--one of them commented later, "The FAA's own policy has been opposed to steep approaches, and we have all seen what inadequate runway length can mean to accident statistics, yet suddenly we are faced with a scheme that aggravates both of these conditions."

While such a device may be useful as an aid in terrain avoidance at an airport with particular problems, such as San Diego, responsible groups in ALPA find it disturbing that similar VASIs may be installed elsewhere to put airplanes on steep, high-sink-

rate approach paths, strictly for noise relief. The ALPA position, stated by President O'Donnell in his letter to FAA's Shaffer, is that "the solution to the aircraft noise problem must be attained primarily through engineering and design of the engine-airframe combination and not through marginally safe operating procedures."

More recently, one of the airlines evaluated this two-segment VASI with a large jet transport. As a result, the airline sent the following message to all of its pilots: "A VAMSI (Visual Approach Multi-Slope Indicator) has been installed on runway 27 at San Diego to be operated at pilot request. This system has been evaluated by flight management and pilot representatives in DC-8-62 aircraft. The installation has been deficient and United pilots are cautioned against requesting or using this system. The transition from steep to the normal glideslope occurs too near the ground and the touchdown point is extended well beyond the displaced threshold."

The overall problem of two-segment approaches is being reviewed by four ALPA committees: Airport Evaluation, Airworthiness & Performance, All Weather Flying and ATC. A joint meeting of these committees is planned for early 1972 to consider all aspects of the problem and coordinate ALPA's position as related to the function of each committee.

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AIRPORT MANAGERS RECOGNIZE VALIDITY OF AIR LINE PILOT COMMENTS

The following are exerpts from a recent speech by the President of the American Association of Airport Executives, George Bean, in which he gives some thought-provoking remarks to airport managers:

"Lest I be misunderstood, let me emphasize that if all airport managers had always done a perfect job there would not have been a need for 'outsiders' to 'interfere'.

"If we had exerted more effort and had been adequately forceful and convincing in our communities, there could have been more effective control of land use around airports and noise and air pollution complaints would not be as numerous or troublesome as they are...

"If we had paid more attention to pilot complaints about lighting defi- 6

ciencies, runway surface defects, better drainage, and off-airport obstructions these pilots would not have felt compelled to demand Airport Certification.

"Many of these pilot-reported deficiencies could have been taken care of quickly and inexpensively if we had given them the attention they deserved...

"At this time I would like to propose that each of you return to your airport and find just one hazard - or potential hazard - and get it corrected immediately. The results of such a collective action would automatically mean a significant improvement in airport safety..."

It looks like ALPA is getting its message across!

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OLD UNIFORMS WANTED

The Smithsonian National Air and Space Museum is looking for old pilot and copilot uniforms and insignia to expand its collection of civil aviation uniforms. Especially needed are uniforms from the '20s and '30s and those of airlines that have gone out of business such as Hanford Airlines, Colonial Airlines, Southwest Airways, Monarch Airlines, American Export Airlines, Mid-Continent Airlines, West Coast Airlines, Penn Central Airlines, Chicago and Southern Airlines. Some current uniforms are also needed.

Donors are asked to send appropriate shirts, ties, belts and footwear, if available, with the uniforms. An early photo of the owner in the uniform would be helpful. Please query before mailing. Address letters to Aeronautics Department, National Air and Space Museum, Smithsonian Institution, Washington, D. C. 20560.

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DB Cooper-29796