Dear Members,

there are usually good reasons for or against something. It's the same with membership in VC. However, the individual reasons that bring us together in VC are not always the same, of course.
 

For example, flight safety issues are very important to me personally. I therefore find it regrettable that these topics are relatively little noticed by the public. In addition, it often takes several years to work through these issues and it takes a very long time before the first changes and successes are visible. But is this a failure of VC?
 

Of course, I also perceive VC as my union, which has to take care of my workplace and my working conditions. Therefore, I find it equally regrettable when there are no solutions to issues that are important to me personally, or even solutions that do not benefit me personally. And if this may even be a direct disadvantage: Should VC then have prevented it? Can VC determine everything on its own?

Lars Frontini
Board Member

No! VC can only achieve what we are prepared to do together as one of many players. To achieve this, it is always worthwhile to remember our common values and goals and to see ourselves as part of a large community. Those who only seek their own personal advantage, only get involved when something doesn't fit and don't see the need to include the perspectives of others, weaken the community, weaken VC, and possibly prevent better solutions.
 

As a board, we try to keep all perspectives in mind, and for that very reason, we depend on your involvement. It's the only way we can achieve common goals like Flight Safety, good and safe jobs, and career opportunities for all.
 

In today's newsletter, you can read about what our VC has been up to and achieved in recent weeks. Have fun!

Survey: „Pilots as a Resource for System Resilience“

© Shutterstock / Fajine obrazki


In recent years, the focus of safety management is no longer only on accidents or incidents, i.e. "what went wrong", but increasingly also on "what went well". This perspective is also known as Safety II and refers to the system's ability to succeed under various conditions. More background information on Saftey II can be found, for example, in the Skybrary (PDF) or in our series on Safety II on the VC Info website.
 

So far, however, many of the corresponding pilot interventions and actions have not been recorded. In order to get a first impression of the number and type, the Flight Safety Department of VC in cooperation with the European umbrella organization European Cockpit Associaton (ECA) has created a survey:
 

https://form.typeform.com/to/LDk7D9pz?typeform-source=vcinfo.vcockpit.de
 

The survey is deliberately kept simple so that filling out the form takes only a few minutes. However, to enter multiple interventions/actions, the survey must be restarted each time. The input for each individual field is optional. 
 

We have already received over 1,000 reports on the survey, for which we would like to thank you. We look forward to continued active participation in order to further expand our database until the end of the survey.
 

VC credit card


The VC credit card can now be applied for directly via a website specially set up for this purpose. All information on the conditions and the application can now be found on the Degussa Bank website.

@ Cormac Russell, www.nurturedevelopment.org

Safety II: "Something went wrong" or "Something went right"


In the previous parts of our Safety II series, we have looked at the theoretical principles and current scientific studies, used some practical examples to show how findings from Safety II can be integrated into flight operations, and used the example of American Airlines to see what a possible practical introduction - especially with regard to training - might look like.
 

The fourth and, for the time being, last part of the series "Something went wrong" or "Something went right" will now deal with the integration of Safety II into training as well as into daily work. This article is based on presentations by S. Shorrock (EUROCONTROL) as well as by C. Horley and N. Spenceley (both emergency medical technicians). 
 

S. Shorrock has been working extensively on Safety II for some time. He is one of the authors of the EUROCONTROL paper on Safety II, has given countless lectures on the subject, and is currently also Editor-in-Chief of Hindsight Magazine.
 

The full article can be found on the VC Info website: "Safety II - A Look Beyond" (in German only).
 

The last mile

© Pixabay


The last mile has now established itself as a fixed concept in many respects. One of these is the transport infrastructure, where the e-scooter has established itself as a means of last-mile transportation in recent months. 
 

In addition to the many advantages that the small and maneuverable vehicles offer when they are available at the right time and in the right place, they also have a major disadvantage that is still little known, despite extensive education: they are considered motor vehicles under the German Road Traffic Regulations (StVO), which means that they must be compared in the regulations with cars instead of the often assumed bicycle.
 

Regulation (EU) No 1178/2011, Annex IV (Part-MED) regulates how to deal with commercial airline pilots in connection with the abuse of substances such as alcohol and other intoxicants. Apart from the basic dangers of driving a vehicle of any kind under the influence of intoxicants, this becomes relevant for us in terms of licensing law when we move away from the area of misdemeanor into the area of felony. This is the case with e-scooters much earlier than with bicycles and is thus widely assumed, namely already from a value of 1.1 per mille, which is defined as absolute driving incapacity. Relative inability to drive, which describes conspicuous driving behavior at lower blood alcohol levels, also applies to e-scooters just as early as to cars. This is remarkable because the e-scooters are not easy to handle per se, so that the conspicuousness can occur simply due to difficulties in handling. 
 

The police and other regulatory authorities have become much more aware of the trend of using them to travel short distances under the influence of alcohol, and checks on e-scooter drivers have become much more frequent. Sensitive fines and the withdrawal of the driver's license are the one, frequent consequences after such controls. For us pilots, however, these can be even more serious, especially if, after a night out and a short ride, there is a threat of withdrawal of the medical or problems with the background check. Accordingly, the use of e-scooters should always be chosen carefully and, in case of doubt, the last mile should be one of walking. 

Loss of SA bis zum TERRAIN PULL UP – Free Lesson Learnt


On 29 January 2015, a Boeing 737-800 crew attempting to fly an NDB approach to Bergerac, with prior awareness that it would be necessary because of pre-notified ILS and DME unavailability, descended below 800 feet agl in IMC until an almost 1000 feet per minute descent when still over 8 nm from the runway threshold triggered an EGPWS ‘TERRAIN PULL UP’ warning and the simultaneous initiation of a go-around. 
 

The Investigation found that the PF First Officer was unfamiliar with NDB approaches but had not advised the Captain which resulted in confusion and loss of situational awareness by both pilots.
 

You can find the full article in the Skybrary.

News from Associations, Organisations and Regulators



EASA

  • EASA SIB 2016-02R1 "Use of Erroneous Parameters at Take Off" has been updated: Some new aspects have been included in the Description and Recommendations section, which address the background and possible solutions. We also recommend reading the SIB before asking "Could this happen to me?"
  • EASA SIB 2017-10R1 "En-route Wake Turbulence Encounters": With the increase in overall air traffic volume and improved navigation precision, en-route wake turbulence encounters above 10,000 feet (ft) mean sea level (MSL) have become more frequent in recent years. The objective of this SIB is to increase pilot and ATC awareness of the risks associated with wake vortex encounters in the en route phase of flight and to provide recommendations and advice to mitigate these risks.

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