There is a common trend at least in modern Chinese culture to eliminate unsafe conditions from life as though they were evil spirits to be shunned and cast into the mighty fires of hell, never to return to the light of day. This very odd behavior must be the twisted, maligned result of intense international pressures and criticisms in the news. Whatever the genesis, the way this cultural index card manifests itself on the flight deck is a nebulous concept they call safety margin. In this way, the Chinese have conceived that the ignorant foreigners who designed the transport category airplane, CRM, SOP and cockpit management forgot to set the safety margins high enough. The way Westerners perceive this situation is that there is an intrinsic element of danger to the real world, a fundamental unpredictability to the future that becomes greater the farther forward you plan, a general state of entropy to things in which you do your best to seek and establish order in the midst of chaos, and one “treads water” or “improvises” whenever necessary to make ends meet. This is rationalism aka pilot judgment, the operative concepts at the heart of risk management.
Having completely missed the finer points of how reality works and mistakenly judged that the CAAC can regulate these features when they are blindly stumbled across, the Chinese have come up with an elegant answer to the shortsightedness of Westerners who forgot to make the operating envelope large enough to compensate for inept Chinese people who want to be pilots and a fearsome public opinion at large that is ready to blow up at any minute. This is the concept of +1 for safety, and here is how it has been implemented (you stupid foreigners):
V1-5: when taking off, you have to call V1 early by 5 knots because… well, just because it’s safer
to call it 5 knots earlier, obviously. It’d probably be even safer to call it 10 knots early, but let’s not get ahead of ourselves; Chinese fire-drill training is tomorrow. Now, it doesn’t matter that you have an 11,000ft runway in front of you, just keep on calling V1 early. It also doesn’t matter
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opportunity to abort the takeoff on the runway as opposed to having to go fly with (insert dire aircraft malfunction here). It also doesn’t matter that you just accepted an intersection takeoff.
MAX Thrust: if you ever need MAX thrust for anything, firewall that bitch. It doesn’t matter if
FADEC scheduled it automatically, or ATTCS, or whatever crazy shit you Westerners are talking about, FIREWALL that bitch. This is the one instance it’s OK to have auto-thrust disconnect. Don’t forget to bring the thrust back later (much much later due to safety margin) so you don’t overspeed the flaps… oops.
Flap Speeds: if you aren’t 1000knots above flap maneuvering speed and 1000knots below VFE
you are a fucking Western pilot idiot. Now let me show you how we do things in China…
Turbulence Speed: the second you encounter a little blip, jump on the speed and get that sucker
slowed down to MAX Turbulence penetrating speed. Then, no matter how severe the turbulence gets, keep it at MAX Turb.
Offset/deviate: need to deviate due to a thunderstorm and lightning ahead? OK, let’s turn
around and go back to our departure airport. Seriously??!? Yes, seriously. Everyone does it.
So, there you have the concept of +1 for safety. Follow it or face the consequences, hereby notified.
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Dear all, Pls read the latest notice from Flight Safety Notice，Flight Net。 Ivy
Safety Notice
〔2014〕38号
Notice on Strictly Perform Approach and Landing Criteria
To all pilots,
Recently complex weather conditions and sudden hazard weather increase, the typhoon and thunderstorm weather in southern coastal cities cause short time heavy precipitation; strong wind in northern cities causes tailwind, crosswind, and wet and slippery runway; lightning strike, low visibility and hot weather have influence on central and northern part of North China, and the Yangtze River Basin and its southern region, these weather conditions mainly impact on the cities of our company flights are: Shanghai, Nanning, Nanjing, Hangzhou, Fuzhou, Xiamen, Chongqing, Guiyang and etc. North China airport such as Shijiazhuang, Hohhot and etc. should pay attention to strong wind, and strengthen prediction and coordination on windshear and go-around.
Meanwhile, according to statistics by Flight Quality Center, flight issues caused by aircraft malfunctions has been increased, there are 35 unsafety events caused by mechanical malfunction in first half year, which accounting for 21% unsafe events.
The safety risk index increase on August, which is civil operation peak season, and easily get serious unsafety events.
On August 2010 there was the 8.24 ultra-serious transport accident, seven serious incidents, and 23 ordinary incidents. The number of serious incidents accounted for 25% of the year, the number of serious events occurred within those two months reached a quarter of the total number of serious events.
On August 2011 there were 29 ordinary incidents.
On August 2012 there were 31 serious unsafety events in total, including 26 ordinary incidents. On August 2013 there were 33serious unsafety events in total, including 30 ordinary incidents.
August is operation peak season, while the thunderstorm, typhoon and other bad weather frequently happened in this month. According to the history, the typical safety risk index events including, runway overshoot/ excursion, CFIT, bird strike, lightning strike, air turbulence, tail/ engine/ wing lip/ belly strike, engine shutdown, runway invasion, FOD hit and etc.
These factors just mentioned increase the safety pressure, we remind all pilots of avoiding fatigue operation, and flight by rules. It is not allowed approach and landing exceeding the meteorological standard.
Hereby notice!
Flight Quality Center Aug. 8th 2014 适用机型：所有 有效截止日期：2014年9月8日
Applicable mode: all aircraft Expiration date: Sep. 8th, 2014 天津航空有限责任公司飞行部 2014年8月8日印发 Flt. Dep. of TJA Issued on Aug. 8th . 2014
拟稿:刘律律 核稿 ：尹 枘 （共印0份） Written by: Liu Lvlv Checked by: Yin Rui (TT: 0 copy)
发件人: 刘律律(Lvlv)
发送时间: 2014年8月8日 16:50主题: 关于严格进近落地标准的安全提示阅读及监控 各机队及外籍：
附件提示已上传运行网，请各机队及外籍提醒全体飞行员于8月13日前完成网上提示阅读学习，并做好阅读提示的监控，谢 谢。收件人: 张静3(Nancy); 杨静1(Yolanda); 蔡佳(Betty); 高倩(Ivy)
Page | 153 Wow. I wonder if they’re shipping chemical oxygen generators too?
The lesson here I guess is that you better start inspecting the cargo hold… every leg… every day.
Alcohol Consumption
There's been some confusion about the length of time prior to perfuming flight duties that a pilot can consume alcohol. As a general rule the company's policy is 24 hours prior with no consumption. 12 hours is the CAAC's regulation. One can think of it as 24 hours being the soft limit and the 12 hours as the hard limit, just like the QARs.
ARE YOU FUCKING KIDDING ME???????? [Excerpted from foreign pilot meeting minutes]
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