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exactly as designed. Pilot intervention
was appropriate and necessary. This condition
was not unique to the Airbus: Other airplanes
have tracked false localizers or invalid glide
slopes. What was significant was the expectation
of the flight crew did not match the flight
path of the airplane. The pilots did not expect
the airplane to pitch-up, and they did not expect
the airspeed to decay appreciably.
After understanding what happened and why
it happened, we agreed that this information
should be sent to all Airbus pilots. Airbus
agreed to send a notice to all operators about
false glide slope interceptions. US Airways
created a Flight Information Letter for all Airbus
pilots. This way the information about the
consequences of a false glide slope capture
would be known and the appropriate pilot intervention
could occur earlier.
Airbus agreed to evaluate the design of the
logic for glide slope capture to reduce the
possibility of attempting to capture a false signal.
There are improvements that have been
made to the A330/340 and that logic improvement
may be usable in the A320 family.
While some follow-up work remains, the
majority of the investigation is complete. In
less than one month we learned of an event,
analyzed it, met with the Company about it, met
with Airbus about it, agreed on a plan to improve
pilot information worldwide about it, and helped
draft the flight information letter for US Airways
Airbus pilots, which then was distributed
promptly.
Sometimes an investigation goes right. This
one was the first time that we had seen a noteworthy
issue occur on the Airbus since we
began service in November 1999. The Company
agreed with our assessment and joined us
in the investigation. Airbus agreed with us and
joined us. Cooperation led to a quick resolution.
When it comes to safety and cooperation,
diligence and hard work is in everyone’s interest.
April 2000 – US AIRWAVES 11
Central Air Safety
In September 1989, one of our B-737-400s
performed a rejected takeoff in New York. It
resulted in an accident. I worked as the ALPA
representative on the powerplant group. After
the field phase was complete, Captain Bill
Sorbie, then-Central Air Safety Committee
Chairman, asked me to write an article for US
AIRWAVES about the investigation. That first
article began my regular contribution to US
AIRWAVES. It is now over 10 years later and
this is my last regular article.
In early March, ALPA’s Steering and Oversight
Committee selected me to the position of
Vice Chairman of ALPA’s Executive Air Safety
Committee. This is the number two position in
the safety structure for ALPA. This demanding
job deals with the safety concerns of 52 airlines
across two countries. There is considerable
diversity in the flight operations of these 52
airlines. They include small freight operations
in Canada to United Air Lines B-747s. It is
impossible do justice to this new job while
remaining as the AAA Chairman of the Central
Air Safety Committee. For that reason, I have
resigned as Chairman of your Central Air Safety
Committee.
The decision to take this new position was
not an easy one. It has been my privilege to
work with an outstanding group of professionals
while I was part of ALPA’s Safety Committee
at US Airways. The work was hard and the
hours long, but we made a difference. Safety at
our airline has improved. This advancement is
due, in part, to the work of many of ALPA’s
Central Air Safety Committee members. We
are industry leaders in effective cooperation
between the Association, the Company, and the
FAA.
Over the years, many other airlines have
visited us to see how we operate, how we are
organized, and how we take issues that are of
concern to our line pilots and improve the
safety of our flight operation. We led the
industry with our Altitude Awareness Program.
That is now expanded into the Aviation Safety
Action Partnership (ASAP), which will be the
standard of the airline industry soon. We led
the way in Flight Operation Quality Assurance
(FOQA). Again, that will be a standard soon.
We are much more standardized in our flight
operations than we were 10 years ago.
The list of our accomplishments is far too
long to enumerate here. Nevertheless, I remember
them all. It has been a privilege to be
a part of this. I have been glad to help our pilots
when there is a problem, incident or accident.
We have worked effectively with the NTSB and
　
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