|

Raising the Bar on Pilot Training

Similar Posts

  • | | | | |

    Limbo

    They say that time heals all wounds. And in a sense that may be true even for the families who lost loved ones in a plane crash, as long as we can interpret “healing” to mean that time eventually eases the sharpness of the pain of loss. And while that degree of healing is something that happens with people because our nervous systems are built for survival and allow us to adapt to even agonizing loss, the same thing is not true of mechanical equipment. While people bathed in time may get a little better, black boxes, radar components and computers that sit in salt water for a long period of time do not get better. In fact a scientist could present us a ratio of the time an item spends in ocean water : accessibility of evidence in terms of a diminishing ratio of accessibility. Or in other words, the longer evidence soaks in salt water, the more diminished our capacity to analyze it. Not that the same ratio applies across the board, of course–the frailty of paper in salt water is not the same as metal. And rice paper would differ from bond which would differ from cardstock. But in general, one can certainly say the longer evidence sits in the ocean, the more degraded that item will be. Ocean-time won’t heal evidence; but it sure helps damage or destroy it. So any evidence that we find now has been quietly degrading for almost 2 years.

    So now we have the news that the fourth search for the black boxes has turned up something even more stupendous–they found identifiable remains. Great hosannas and praise by the submarine-load is being lavished by the audience of a world who is transfixed by the news. How amazing it is that on this fourth search for a needle in a haystack, after two years time and ocean currents, and countless storms and tides, with each passing moment making discovery that much less likely, after all this, a needle is found. But who is the world praising? The searchers, certainly. The searchers have as they say these days “mad” skills. But let’s not praise the sponsors of the search.

    If not for the sponsors quitting, this discovery would have been found two years ago, or sometime between then and now. Because let us not forget the sponsors of the search, Air France and Airbus—both of whom could well afford to continue—have THREE TIMES quit. Quit the search, leaving key questions unanswered. Quit the search, the black boxes with their priceless knowledge, unfound. Quit the search, and left the families dissatisfied, and without closure.

    Nevermind that this is such a timely find. Days after a judge takes the high road of French law and declares Airbus and Air France open to a criminal investigation for the crash of Air France 447, suddenly we have such a “feel good” media moment. Bodies found. Good job, searchers. Bad job Air France. Bad job Airbus.

    If you had not given up, (and let’s face it, your reasons were purely financial,) what is lost would have been less dispersed by currents and time. And perhaps what is more important, the families would not be having their wounds reopened. Because these are not live family members found. This will not be true joy and true relief. This is just re-opening that sense of grief and pain, which is torturous after the anesthetic of two years. For those families whose lost are still lost. And for those families now able to receive their two lost loved ones, the grief and pain will be renewed. It will force them to relive the deaths all over again. Because even when they’re found, they’re still lost.

    The question remains, why did you ever quit the search? This Pandora’s box of pain could have been closed and laid to rest by now, if you had not quit. Shame on you.

    Costuma-se dizer que o tempo cura todas as feridas. Em certo sentido, isso até pode ser verdade para as famílias que perderam entes queridos em acidentes aeronáuticos, contanto que interpretemos essa “cura” como um alívio à agudeza da dor e do sofrimento. E embora esse nível de cura seja algo possível às pessoas porque nosso sistema nervoso é projetado para sobreviver, permitindo que nos adaptemos à mais agonizante perda, o mesmo não é verdade para equipamentos mecânicos. Ainda que pessoas banhadas pelo tempo possam ficar um pouco melhores, caixas-pretas, peças de radar e computadores abandonados em água salgada por um longo tempo não ficam nem um pouco melhor. Na verdade, um cientista poderia nos apresentar uma relação em função do tempo que um item permanece em baixo d’água, demonstrando uma taxa decrescente de acessibilidade das evidências. Em outras palavras, quanto mais tempo uma evidência fica submersa, menor é nossa capacidade de analisá-la. Isso não significa que uma mesma taxa se aplique a todas as evidências – é claro que a fragilidade do papel na água não se equipara à do metal. De modo geral, contudo, pode-se afirmar que quanto mais tempo um item permanecer no mar, mas degradado ele ficará. O tempo no mar não trará cura às evidências, mas certamente ajudará a danificá-las ou destruí-las. Logo, qualquer evidência que encontremos agora terá enfrentado uma lenta degradação por quase dois anos.

    Agora somos surpreendidos pela notícia de que a quarta busca pelas caixas-pretas encontrou algo ainda mais estupendo: corpos que podem ser identificados. Graças e louvores pelas descobertas submarinas têm sido dadas pelo público mundial que se mantém atento às notícias. Como é incrível que nessa quarta busca de uma agulha no palheiro, já após dois anos, com correntes oceânicas e diversas tempestades e marés, e com o passar do tempo tornando qualquer descoberta cada vez mais improvável, uma agulha tenha sido encontrada. E quem está sendo saudado pelo mundo? As equipes de busca, com certeza. Elas demonstraram habilidades verdadeiramente fenomenais. Mas não vamos enaltecer os patrocinadores das buscas.

    Se os patrocinadores não tivessem desistido, essas descobertas teriam sido feitas há dois anos, ou em algum momento entre a data do acidente e hoje em dia. Por isso, não vamos esquecer que os patrocinadores das buscas, Air France e Airbus, que bem podiam ter arcado com sua continuidade, abandonaram-nas por três vezes. Abandonaram as buscas, deixando importantes perguntas sem resposta. Abandonaram as buscas, deixando perdidas as caixas-pretas e suas valiosas informações. Abandonaram as buscas, deixando famílias insatisfeitas e sem uma conclusão.

    Não importa que essa descoberta seja tão oportuna. Dias após um juiz aplicar os rigores da lei francesa e declarar que a Airbus e a Air France podem ser investigadas criminalmente pelo acidente com o voo 447 da Air France, temos de repente um “agradável” momento na mídia. Corpos são encontrados. Bom trabalho, equipes de busca. Grande falha, Air France. Grande fracasso, Airbus.

    Se vocês não tivessem desistido (e, sejamos francos, seus motivos foram puramente financeiros), as perdas teriam sido menos dispersadas pelas correntes marítimas e pelo tempo. E talvez, ainda mais importante, as famílias não teriam suas feridas reabertas. Como não estamos falando do encontro de sobreviventes, essas descobertas não trarão verdadeiro alívio e verdadeira felicidade. Elas apenas servirão para recrudescer aquela sensação de dor e sofrimento, que é uma tortura após dois anos de anestesia. Para aquelas famílias cujos entes queridos não serão encontrados, e para as demais que agora receberão os restos de seus familiares, a dor e o sofrimento serão renovados. Isso as forçará a reviver as mortes mais uma vez.

    Porque, mesmo encontrados, eles continuam perdidos.

    A dúvida permanece: “Por que vocês desistiram das buscas?” Se vocês não tivessem desistido, essa Caixa de Pandora de dor já poderia ter sido fechada e enterrada a essa altura. Vocês deviam se envergonhar!

    To include the featured image in your Twitter Card, please tap or click their icon a second time.
  • | | |

    21st Century Air Traffic Control: GAATS+ Technology

    New technologies in aviation come about to solve problems and make air travel safer. From this new technology, controllers will have increased situational awareness.

    Air traffic control relies on positive and procedural navigation: positive uses radar; procedural uses the radio-procedure of pilots reporting their position every few minutes.

    Gander Automated Air Traffic System Plus (GAATS+) is Canada’s new trans-oceanic flight control system developed especially to help deal with sixty percent (the percentage of jets equipped with GPS position-reporting and text-based communications avionics) of the thousand jets crossing the North Atlantic daily (just as Air France 447 did.) It reduces radio procedure by extending positive control via north coast radar feeds.

    The new technology is an advance in integration which automates ATC processes (taking advantage of the newest GPS technology, ADS-B and ADS-C) and is expected to save client airlines a million in fuel yearly. It is said that GAATS+ “provides significant enhancements to the original GAATS system, including electronic flight strips and increased automation of data exchange with other ATC facilities. GAATS+ also integrates automated flight plan processing, track generation, advanced conflict prediction and data-link communication for position reports.”

    Of course I can not help but have opinions on operational technology, even without a single tangible thing that qualifies me to have an opinion.

    The phrase that caught my eye is the statement that “GAATS allows reduced separation by lessening reliance solely on procedural control.”

    I am not now nor will I ever be working in a control room. I will have to take the word of Air Traffic Controllers on how this system will work at making flying safer.

    My opinion is only based on a layman’s experience and too much attention paid to aviation detail. I only see a few sticking points and they are broad ones:

    • The technology conundrum: Technology is good because it brings greater efficiency; but sometimes I wonder if a reliance on technology will allow skills to atrophy. Will a system like this ultimately result in less able controllers, the same way cockpit technology has resulted in less able pilots?
    • Separation conundrumI hear the phrase greater separation, and I think, “okay, these planes won’t impact each other; they’re safe from direct contact and wake turbulence.” So when I just see the GAATS literature talking about enabling “reduced separation,” what perceive a greater possibility for direct contact and/or wake turbulence. I know the idea of a 5 minute longitudinal separation as opposed to ten is intended to mean greater capacity for traffic. But increased technological accuracy and precision in tracking jets is a good thing only as long as we don’t use the precision in a way that is ultimately chancy.
    • New software conundrum Anyone who has ever had a system knows that the bugs in the system don’t show up right away. They are discovered at various points whenever parameters are stretched or unexpected /unanticipated/ extraordinary events occur. Even when software is not beta any longer, ( las GAATS+ is the latest incarnation of existing GAATS), it is still a developing work in progress, as new problems are revealed and are bridged. So we can only hope that any bugs that exist will not be fatal ones.
    To include the featured image in your Twitter Card, please tap or click their icon a second time.
  • | |

    NTSB Investigation: Marlin Air 2007

    George’s Point of View

    Now held responsible for a fatal June 4, 2007 Cessna 550 crash, pilot Capt. William Serra, 59, had apparently falsified training records and had been convicted in 1987 of conspiracy to import Quaaludes when he piloted a plane with 2,100 pounds of the drug from Canada to the USA in 1981. In the 2007 he had been responsible for safety checks; and both he and the other pilot were unfamiliar with the Marlin Air plane, resulting in a crash in Lake Michigan, killing both pilots and four members of a University of Michigan lung transplant team.

    The NTSB holds FAA inspectors responsible for allowing Serra to conduct pilot inspections and oversee safety.

    Investigators included the NTSB, the FAA, Cessna Aircraft, Marlin Air, Pratt and Whitney and Honeywell.

    To include the featured image in your Twitter Card, please tap or click their icon a second time.
  • | |

    Brazil Regulator Proposes Restrictions

    For Immediate Release
    Sept 20, 2007

    SAO PAULO, Brazil-Brazil’s civil aviation regulator proposed restricting flights at the nation’s busiest airport on Thursday, hoping to improve safety at the site of the nation’s deadliest plane crash.

    The rules proposed by the Civil Aviation Authority would restrict destinations to a 1,000-kilometer (620-mile) radius of the Congonhas airport and would bar connecting flights from the airport.

    The Defense Ministry will now assess the report, and Defense Minister Nelson Jobim announced separately that authorities will decide within one month the precise location for construction of a third runway at Sao Paulo’s Guarulhos airport.
    Guarulhos handled mostly international flights before the July 17 crash at Congonhas, but many domestic flights were transferred there after the crash, prompting officials to revive a long dormant plan for the extra runway.

    As many as 5,000 families living near Guarulhos may have to be relocated to make way for the runway, depending on the location selected, Brazil’s Agencia Estado news service said.

    The proposals grow out of a review of operations at Congonhas following the crash in which a TAM airliner ran off the runway and slammed into a building two months ago, killing 199 people.

    Officials have not determined a cause, but many experts have said that Congonhas’ main runway is too short and that the airport _ Brazil’s busiest _ handles far too many flights.

    The 1,000-kilometer (620-mile) limit would let airlines fly to key destinations such as Brasilia, Rio de Janeiro and cities in southern Brazil, but not to tourist destinations in the northeast.

    TAM Linhas Aeras SA and Gol Linhas Aereas Inteligentes _ Brazil’s two largest airlines _ previously used Congonhas as a major hub, but are now reorganizing operations.

    The regulators also proposed limiting the number of passengers aboard flights, and restricting takeoffs and landings to 33 per hour at Congonhas, cutting overall passenger capacity at the airport to 4,700 per hour from 5,100 per hour.
    Jobim, whose ministry oversees Brazilian civil aviation, earlier announced plans to for an escape area at the end of the runway and limits on operations in wet conditions.

    To include the featured image in your Twitter Card, please tap or click their icon a second time.
  • | |

    Flight Data Recorders Beyond 447

    Honeywell could be resting on its laurels, since the Honeywell Flight Data Recorders aboard Air France Flight 447 certainly performed, resisting two years worth of extreme water pressure and temperature. Skeptics did not expect the data to be recoverable. The fact is that the flight data recorders working for two years at 12,800 feet is operability beyond the design parameters. They were only expected to last about 28 days under water.

    The FDR reports confirmed that in the minutes leading up to the crash, pilots were given conflicting speed readings.

    The event does provide Honeywell a wakeup call with at least one FDR feature.

    The only thing that gave out within 28 days was the battery. Honeywell plans to extend battery life.

    To include the featured image in your Twitter Card, please tap or click their icon a second time.
  • Concrete Alternatives

    Alternative to Disaster
    Short runways are an unavoidable problem when there is a shortage of land and it is not possible to have the standard 1,000 feet overrun. Judging by the Tam air disaster, not all country’s airports have the technology to prevent major aircraft mishaps, technology such as EMAS. EMAS–Engineered Material Arresting Systems–was developed by the Federal Aviation Administration (FAA) and ESCO (Engineered Arresting Systems Corporation). EMAS acts as a buffer to slow down aircraft that overrun the length of the runway. All it takes is a bed of crushable concrete–cellular cement material that crushes under the weight of an aircraft, resulting in guaranteed deceleration of the aircraft.
    Features of Engineered Material Arresting Systems
    FAA-approved
    Permits reduction of standard RSA
    Shortens standard RSA to 600 feet
    Meets FAA AC 150/5220-22
    Features material customized to each runway’s aircraft fleet
    After arrestment, ARFF vehicles can easily maneuver on even damaged EMAS surface

    EMAS Fact Sheet

    For Immediate Release

    June 15, 2007
    Contact: Marcia Adams

    Phone: (202) 267-3488

    Engineered Material Arresting System (EMAS)

    Background

    The Federal Aviation Administration (FAA) requires that commercial airports, regulated under Part 139 safety rules, have a standard Runway Safety Area (RSA) where possible. At most commercial airports the RSA is 500 feet wide and extends 1000 feet beyond each end of the runway. The FAA has this requirement in the event that an aircraft overruns, undershoots, or veers off the side of the runway. The most dangerous of these incidents are overruns, but since many airports were built before the 1000-foot RSA length was adopted some 20 years ago, the area beyond the end of the runway is where many airports cannot achieve the full standard RSA. This is due to obstacles such as bodies of water, highways, railroads, and populated areas or severe drop-off of terrain.

    The FAA has a high-priority program to enhance safety by upgrading the RSAs at commercial airports and provide federal funding to support those upgrades. However, it still may not be practical for some airports to achieve the standard RSA. The FAA, knowing that it would be difficult to achieve a standard RSA at every airport, began conducting research in the 1990s to determine how to ensure maximum safety at airports where the full RSA cannot be obtained. Working in concert with the University of Dayton, the Port Authority of New York and New Jersey, and the Engineered Arresting Systems Corporation (ESCO) of Logan Township, NJ, a new technology emerged to provide an added measure of safety. An Engineered Materials Arresting System (EMAS) uses materials of closely controlled strength and density placed at the end of a runway to stop or greatly slow an aircraft that overruns the runway. The best material found to date is a lightweight, crushable concrete. When an aircraft rolls into an EMAS arrestor bed, the tires of the aircraft sink into the lightweight concrete and the aircraft is decelerated by having to roll through the material.

    Benefits of the EMAS Technology

    The EMAS technology provides safety benefits in cases where land is not available, where it would be very expensive for the airport sponsor to buy the land off the end of the runway, or where it is otherwise not possible to have the standard 1,000-foot overrun. This technology is now in place at 18 airports with installation under contract at six additional airports. A standard EMAS installation extends 600 feet from the end of the runway. An EMAS arrestor bed can still be installed to help slow or stop an aircraft that overruns the runway, even if less than 600 feet of land is available.

    Current FAA Initiatives

    The Office of Airports prepared an RSA improvement plan for the runways at approximately 575 commercial airports in 2005. This plan allows the agency to track the progress and to direct federal funds for making all practicable improvements, including the use of EMAS technology.

    Presently, the EMAS system developed by ESCO using crushable concrete is the only system that meets the FAA standard. However, FAA is conducting research through the Airport Cooperative Research Program (project number 07-03) that will examine alternatives to the existing approved system. The results of this effort are expected in 2009. More information on the project can be found at the Transportation Research Board website at http://www.trb.org/CRP/ACRP/ACRP.asp.

    EMAS Arrestments

    To date, there have been four incidents where the technology has worked successfully to keep aircraft from overrunning the runway and in several cases has prevented injury to passengers and damage to the aircraft.

    • May 1999: A Saab 340 commuter aircraft overran the runway at JFK
    • May 2003: Gemini Cargo MD-11 was safely decelerated at JFK
    • January 2005: A Boeing 747 overran the runway at JFK
    • July 2006: Mystere Falcon 900 airplane ran off the runway at the Greenville Downtown Airport in South Carolina

    EMAS Installations

    Currently, EMAS is installed at 24 runway ends at 19 airports in the United States. With plans to install 12 additional EMAS systems at seven more U.S. airports.

    Airport Location # of Systems Installation Date
    JFK International Jamaica, NY 1 1996
    Minneapolis St. Paul Minneapolis, MN 1 1999
    Little Rock Little Rock, AR 2 2000/2003
    Rochester International Rochester, NY 1 2001
    Burbank Burbank, CA 1 2002
    Baton Rouge Metropolitan Baton Rouge, LA 1 2002
    Greater Binghamton Binghamton, NY 2 2002
    Greenville Downtown Greensville, SC 1 2003
    Barnstable Municipal Hyannis, MA 1 2003
    Roanoke Regional Roanoke, VA 1 2004
    Fort Lauderdale International Fort Lauderdale, FL 2 2004
    Dutchess County Poughkeepsie, NY 1 2004
    LaGuardia Flushing, NY 2 2005
    Boston Logan Boston, MA 2 2005/2006
    Laredo International Laredo, TX 1 2006
    San Diego International San Diego, CA 1 2006
    Teterboro Teterboro , NJ 1 2006
    Chicago Midway Chicago, IL 1 2006
    Merle K (Mudhole) Smith Cordova, AK 1 2007

    Additional Projects Currently Under Contract

    Location # of Systems Expected Installation Date
    Charleston, WV 1 June 2007
    Chicago Midway 3 Spring/Summer 2007
    Wilkes-Barre Scranton, PA 1 Fall 2007
    JFK International 1 Fall 2007
    Chicago O’Hare 2 Spring 2008
    Telluride, CO 2 TBD
    Manchester, NH 1 Spring 2008
    Newark Liberty, NJ 1 Spring 2008
    To include the featured image in your Twitter Card, please tap or click their icon a second time.