Page:CAB Accident Report, Flying Tiger Line Flight 282.pdf/25

 ATTACHMENT VII

Dec 22, 1965

Mr. B. R. Allen Director, Bureau of Safety Civil Aeronautics Board Universal Building Washington, D. C. 20426

Dear Mr. Allen:

In response to your letter of September 24, 1965, we sent a specialist to San Francisco to make a personal study of the problem area concerned, and to discuss your recommendations at the region and local level. Our findings with respect to the recommendations in your letter are as follows:

The GAP departure, which is not dependent upon the use of radar, as been used for many years. History indicates that when properly used, it is as safe as any other procedure (arrivals or departures) which depends on close pilot adherence to route assignments by the pilot for operation over or alongside terrain or other obstructions. We cannot relieve the pilot of his responsibility to adhere to route assignments in these areas.

As you noted in your letter, recent changes were accomplished by the agency to enhance the safety of aircraft climbing westbound out of San Francisco. In addition to these changes, we have provided two methods of navigation for the GAP route, the 281 radial and the west course of the San Francisco ILS localizer. This gives the pilot a backup and a double check of his instruments.

You recommended an additional radar display operated on a six-mile range to be used by the San Francisco departure controller to provide for more effective radar monitoring service on GAP departures. While this display could increase the monitoring capability of the departure controller, it could at the same time distract his attention from the longer range display necessary for him to perform his primary duty of providing radar