A Little Bit of Safety Research

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    Emergency Airworthiness Directives issued by Transport Canada

    Inspection of Bombardier Q400 main landing gear has been ordered after line checks uncovered two cases of cam mechanism failure in the gear’s alternate extension system (AES). The cam mechanism operates the cable to open the main landing gear door and releases the MLG uplock in sequence. In cases where an operator must use the alternate extension system to deploy the MLG, the failure of the cam mechanism on one side will lead to an asymmetrical landing configuration.

    Bombardier (Boeing Canada/De Havilland) DHC-8 Series Aeroplanes


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    Press Release: ICAO ASSESSES SITUATION

    ICAO ASSESSES SITUATION OF AIR TRANSPORT FOLLOWING ERUPTION OF EYJAFJALLAJOKULL VOLCANO IN ICELAND

    he Council of the International Civil Aviation Organization (ICAO) met yesterday to review the current situation and welcomed the decision by the Ministers of Transport of the European Union (EU) to gradually reopen the European airspace, in a safe and coordinated manner.

    Today, the Organization’s Air Navigation Commission considered near-term initiatives to advance the science of aviation safety and airspace contaminated by volcanic ash.

    Both meetings included participation by the International Air Transport Association (IATA).

    The International Airways Volcano Watch (IAVW) system, established by ICAO in coordination with the World Meteorological Organization (WMO), is providing critical information to States, allowing them to exercise their responsibility as regards the use of their airspace.

    No incidents or accidents have been reported due to volcanic ash as a result of the smooth operation of the IAVW system that was established in 1987 to detect and track the movement of volcanic ash in the atmosphere and to warn States and aviation users. To this end, continuously updated information concerning the area affected by volcanic ash has been issued by the Volcanic Ash Advisory Centre (London) as required by the ICAO provisions.

    In light of the unprecedented disruptions to air traffic, however, it is clear that more effort needs to be undertaken to establish a global safety risk framework for routinely determining safe levels of operation in airspace contaminated by volcanic ash. ICAO invites States, the scientific community, aviation safety professionals, manufacturers, airports and airlines to provide valuable input to the development of such a framework.

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    Airport Locator Being Doctored

    This weekend, Aspen-Pitkin County Airport experienced failure in its localizer device, the equipment that guides planes making instrument landings, and as a result a number of American Eagle planes were diverted to other airports.

    The problem which was detected by the guidance system’s self-diagnostic tests, was described as an “electronic glitch” in the localizer. It is located at the south end of the runway. Skywest and Frontier Airlines also diverted on Sunday, but because of high winds, not because of the localizer.

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    News: Safety Agreement

    Enhancement of safety and efficiency are what is on the table between Boeing and Embraer who have signed an agreement to work toward safety, efficiency of aircraft operations and productivity in manufacturing. The passenger benefits that will trickle down will be in the areas of research and technological development in narrow body jets.

    They have already made progress in “drop-in” biofuels along with Airbus and the Sao Paulo State Research Foundation on long-term aviation biofuels research.

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    IATA Says Last year was the safest in aviation history

    In a speech at the AVSEC World in New York, the director of IATA, International Air Transport Association, Tony Tyler, said “The industry’s 2012 record safety performance was the best in history. Each day approximately 100,000 flights arrive safely at their destination.3 billion passengers flew in 2012. There were six crashes and 75 accidents, with the lowest accident rate on record in the west.”

    The rate is not the same all over the world, however.

    In S. Africa, a plane is ten times more likely to crash than in Latin America.

    The speech is located here: http://ht.ly/io0S4

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    Wonder Not Why ATC Sleeps-It’s 2 a.m.

    There is a lot of buzz going on right now with so many air traffic controllers caught sleeping on the job. Everyone is lowering the boom on these individuals, and perhaps it is rightly so. And yet it seems to me that it is not a complete coincidence that suddenly in 2011, multiple air traffic controllers are caught sleeping on the job. Has this never happened before? Has no one ever noted it?

    This is in addition to an increase in controller errors. However, the increase in controller errors is (supposedly) a statistical glitch–not more errors actually but more reportage due to a new non-punative reporting system.

    It makes me wonder what has led to the circumstance of lone air traffic controllers manning all-night shifts. Has this been going on for decades? Or is this a recent development of economic cutbacks and our changing fuel economy, and our highly qualified personnel may be fighting to keep a position even on the swing shift, as job alternatives dwindle.

    Why is there an evening shift at all when the airlines have been combining flights and canceling flights, and rearranging flights and consolidating fights for economy’s sake? If the fact that an airport with minimal evening traffic chooses to have a lone overnight ATC shift, the act is practically a lagniappe. And if that is the case, then how sad it is that an act of extended service has turned to bite those offering the service.

    We do not put a lifeguard on the beach during the night when there are no swimmers, when swimming in dark waters is foolish. And yet, if we did place a lifeguard on that beach, we would not expect him to sleep. But would we expect him to stare out at the waters all night with no concession to human biorhythm? Is that not somewhat cruel? By the way, FAA’s rules forbid a controller from doing anything not directly related to air traffic control.

    When I hear the head of the FAA Air Traffic Organization Hank Krakowski has stepped down, it leads me to suspect that there is some scheduling pattern or policy that is directly attributable to him, something he did to disrupt the culture of air traffic control, that may be behind the significant coincidence of six (or more) sleeping ATControllers. I do not know if his stepping down is typical bureaucratic scapegoating, if he is doing the honorable thing because he’s in charge and the buck stops with him, or if he is truly responsible for some policy change that has led to the sleeping ATC.

    There are solutions, but they won’t be solutions today’s citizen of “instant everything” will like. There will be either the hiring more than just two controllers to turn night to day; or there will be (eventually) curtailing night flights and a loss of 24 hour conveniences.

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