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УДК 656.052.13
Islamov D. senior lecturer "Air navigation Systems" Department "Aerospace technology" Faculty Tashkent State Technical University named after Islam Karimov Tashkent, Uzbekistan
CHECKLIST OF SOP
The checklist of SOP is necessary to control if prescribed procedure completed properly. But too long checklists lead to decrease quality of control. In this article, we will discuss about how checklists can be shortened maintaining level of safety.
Keywords: checklist, operating procedures, flight safety.
Исламов Д. старший преподаватель кафедра «Аэронавигационные системы» факультет «Авиакосмические технологии» Ташкентский государственный технический университет имени
Ислама Каримова Узбекистан, г. Ташкент
Контроль по карте для стандартных процедур необходим для контроля правильности выполнения предписанной процедуры. Но слишком длинные контрольные списки приводят к снижению качества контроля. В этой статье мы обсудим, как можно сократить контрольные списки, поддерживая уровень безопасности.
Ключевые слова: контрольный список, эксплуатационные процедуры, безопасность полетов.
Checklists should be shortened as much as possible especially before takeoff, after take-off, landing checklists due to short of time for that. There are several accidents due to formal checklist completion, especially belly landings.
The most common cause of gear-up landings is the pilot simply forgetting to extend the landing gear before touchdown. On any retractable gear aircraft, lowering the landing gear is part of the pilot's landing checklist, which also includes items such as setting the flaps, propeller and mixture controls for landing. Pilots who ritually perform such checklists before landing are less likely to land gear-up. However, some pilots neglect these checklists and perform the tasks by memory, increasing the chances of forgetting to lower the landing gear. Even careful pilots are at risk, because they may be distracted and forget to perform the checklist or be interrupted in the middle of it by other duties such as collision avoidance or another emergency.
All aircraft with retractable landing gear are required to have a way to indicate the status of the landing gear, which is normally a set of lights that change colors
from red to amber to green depending on whether the gear are up, in transit, or down. However, a distracted pilot may forget to look at these lights. This has led to aircraft designers building extra safety systems in the aircraft to reduce the possibility of human error. In small aircraft this most commonly takes the form of a warning light and horn which operate when any of the landing gear is not locked down and any of the engine throttles are retarded below a cruise power setting. However, the horn has been useless in situations when the pilot was unfamiliar with the aircraft and did not know what the horn sounding was meant to indicate. Pilots have sometimes confused the landing gear warning horn with the stall warning horn. In other cases, pilots cannot hear the horn on older aircraft due to wearing a modern noise-canceling headset.
In 1951, Eastern Airlines Flight 601 operated by a Lockheed L-749 Constellation performed a successful belly landing at Curles Neck Farm in Virginia during a storm.
In larger aircraft, the warning system usually excludes the engine power setting and instead warns the pilot when the flaps are set for landing but the landing gear is not. An alternative system uses the ground proximity warning system or radar altimeter to engage a warning when the airplane is close to the ground and descending with the gear not down. Most airliners incorporate a voice message system which eliminates the ambiguity of a horn or buzzer and instead gives the pilot a clear verbal indication: "GEAR NOT DOWN". In addition, large aircraft are designed to be operated by two pilots working as a team. One flies the aircraft and handles communications and collision avoidance, while the other operates the aircraft systems. This provides a sort of human redundancy which reduces the workload placed on any one crew member, and provides for one crew member to be able to check the work of the other. The combination of advanced warning systems and effective crew training has made gear-up landing accidents in large aircraft extremely rare.
In some cases, the pilot may be warned of an unsafe gear condition by the aircraft's flying characteristics. Often very sleek, high-performance airplanes will be very difficult to slow to a safe landing speed without the aerodynamic drag of the extended landing gear.
On 4 July 2000, Malev Flight 262, a Tupolev Tu-154, accidentally performed a gear-up touchdown during the landing and skidded on the runway, but was able to take off and land normally after a go-around. No injuries were reported.[6][7]
On 8 May 2006, a United States Air Force B-1 Lancer strategic bomber landed on the atoll of Diego Garcia in the Indian Ocean without lowering its undercarriage. A fire ensued, but was extinguished with only minor personnel injuries. The pilots had reportedly switched off the warning system that would have warned them of the oversight and overlooked the red warning light on the instrument panel throughout the landing. The aircraft, after nearly $8 million in repairs, was returned to service the following year.
In conclusion, we can clearly say that short checklists are safer than the longest one. It improves the quality of control. Items that should be checked by
checklist, must be selected regarding flight safety. In that case, the most important items of SOP will be checked and it improves flight safety directly.
References:
1. Cenciotti, David (8 May 2009). "C-17 gear up landing: investigation results". The aviationist. Retrieved 16 August 2014.
2. "Aircraft Accident Investigation Board Report." USAF Aircraft Accident Investigation Board, 5 May 2009. Retrieved: 3 September 2010.
3. http://www.303rdbg.com/missionreports/197.pdf - 303rd Bomb Group, 8th Air Force, mission 197 report, 6 July 1944
4. "Fact Sheets - Convair F-106A Delta Dart". National Museum of the United States Air Force. Archived from the original on 14 September 2011. Retrieved 27 July 2011.
5. Sorensen, Kjell. "Junkers Ju 88 A-4 Garddevarre Finnmark." flyvrak - World War II Aircraft wreck sites in Norway & other countries. Retrieved: 11 September 2012.
6. Accident description at the Aviation Safety Network
7. Zhirnihin, Sergey (8 August 2002). "Crew is responsible for landing accident of the Tu-154 owned by Hungarian MALEV airline" (in Russian). RIAN. Retrieved 2 June 2008.
