Air France 447 DNA I.D. Good-Now Sophie’s Choice Awaits

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    Technical Difficulty: Specific Answers imprisoned in “the vague”


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    What: Cityjet Avro RJ-85/Air France en route from Edinburgh to Paris
    Where: Birmingham UK
    When: Jul 8th 2010
    Why: While en route, the Air France flight developed “technical problems” and diverted to Birmingham where it made a safe landing. Passengers were provided alternative flights.

    Avro (1963) was taken over by Hawker Siddely, and later merged with British Aircraft Corp and Scottish Aviation (1977) , which was succeeded by British Aerospace( 1999) , and then succeeded by BAE Systems.

    George’s Point of View

    Technical issues? In this day and time, it seems to me that “technical issues” is an inadequate description of a problem. These have all been lumped at one time under “technical issues”:

    • Polish air force Tupolev 154 that crashed during an attempted landing in Smolensk, Russia, on April 10, 2010. 96 killed
    • Ethiopian Airlines Boeing 737 that took off in Beirut, caught fire and crashed into the Mediterranean on Jan. 25, 2010. 90 killed
    • Yemenia Airways Airbus A310 that crashed into the Indian Ocean on approach to Moroni, on June 30, 2009. 152 killed
    • Air France Airbus A330 en route from Rio de Janeiro to Paris that crashed into the Atlantic Ocean on June 1, 2009. 228 killed
    • Turkish Airlines Boeing 737 that crashed shy of Amsterdam’s Schiphol Airport runway on Feb. 25, 2009 9 killed (135 aboard)

    A cursory announcement of a problem should be specific.

    Was it a problem with an indicator? an alarm system? a physical problem? a communication problem? loss of control? overheating? leaks? maintenance?

    The only way design issues can be caught ahead of the disaster is if full disclosure of the exact problem is noted publicly, and cross-checked with all other incidents and problem reports. If Air France or Cityjet Avro wants to present details, I would be delighted to present them in this forum here.

    Air France—like all carriers—needs to practice full disclosure. If the cause is unknown, then it is multiplicatively more important to disclose the exact issue so that the problem can recorded, cross checked, and be tracked down. Maybe if there were less secrecy and more open communication in the field of aviation safety, the 575 lost in recent crashes would still be here.

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  • The New Rage: Unruly Door Openers

    What is going on with all of these unruly passengers attempting to open the door?
    It is aerodynamically impossible to open these doors most of the time, but it is still a spectacularly stupid thing to attempt.

    I hope it is not a trend. IF it is, it’s a bad one.

    • Mar 9 2010 SAS Scandinavian Airline – Drunk male passenger attempts to open the exit
    • Mar 8 2010 China Southern Airlines female passenger sitting next to the overwing emergency exit turns the door handle
    • Jan 23 2010 United Airlines male passenger attempts to open the aircraft door
    • Oct 11 2008 Air India Express passenger running and down the aisle demands the airplane’s door should be opened
    • Oct 20 2008 South African Airways male passenger attempts to open one of the airplane doors
    • Sept 19 2009 China Eastern passenger repeatedly tries to open one of the rear doors
    • August 26 2009 Qantas passenger attempts to open an overwing emergency exit
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    Coming together to Counter Airport Insecurity

    airport baggage scanner

    The current state of things requires us to be vigilant anywhere we go these days. I have been thinking of a starting an ongoing conversation regarding safety. I am troubled by Esteban Santiago’s Fort Lauderdale-Hollywood International Airport attack on Friday afternoon. Any traveler who puts as many miles as I do on a plane is bound to be as troubled. We should try to find suggestions, and solutions, and speak out.  

    Here’s what I’m thinking: Federal laws allow you to check-in handguns, rifles and ammunition.  I’ve been thinking there’s a literal bandaid that would help—a red banner or flag or something that sticks on the luggage that states LEGAL FIREARM INSIDE. As a consequence, if we see this banner on the carousel, we are informed. We know to be vigilant, without having to be vigilante.  

    If baggage claim areas have armed guards, that would be another step. They can’t do it all and it will take time to implement.  My banner idea can be implemented immediately.  If individuals are uncomfortable having such a banner, then they should rethink shipping their weapons out ahead of their travel as cargo or something.  

    What possible, realistic solutions do you have?

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    Aviation Oriented Jobs Projections

    Food for Sequestration thoughts:

    • Closing small airports.
    • Cut FAA Funding.
    • Cut 168 contractor-staffed air traffic control towers nationwide on April 1
    • Cut 21 (more) towers by Sept. 30.
    • Cut passenger and cargo capacity.
    • Cut Up to 132,000 aviation jobs.
    • Cut $80 billion a year from the nation’s gross domestic product
    • Cut two billion pounds of freight capacity

    Aviation Jobs are still in demand, but expect inevitable cuts especially with new hires.

    American Airlines advertising vacancies for 1,500 flight attendants and got 22,000 applications. US Airways got about 20,000 applications for 420 vacancies. Delta announced an opening for some four hundred flight attendants. Over 50,000 people applied for the job. According to AVjobs, a flight attendant makes between $14.50 and $20.49 per hour. An A & P Mechanic makes between $16.47 and $30 per hour. A mechanical engineer makes between $45,000 and $90,000 per year. A member of the flight crew makes between $24,000.00 and $100,000 per year. *


    United Airlines Extends SF International Maintenance Op Center Lease
    United Airlines is now committed for ten years to the San Francisco Airport area. UA and the San Francisco Airport Commission signed a ten year extension on the airline’s existing Maintenance Operations Center at San Francisco International Airport. The 130-acre San Francisco Maintenance Operations Center employs about 3,500 maintenance workers. According to United’s senior VP of tech, “The lease extension on our San Francisco Maintenance Operations Center benefits our people, our customers and the Bay Area. United’s investment underscores our commitment to San Francisco, the Maintenance Operations Center and its role in supporting the industry’s premier trans-Pacific hub.”

    In George’s Point of View

    I agree with Harrison Ford.

    Harrison Ford said “Accidents are going to happen.”

    Accidents have been happening all along. Expect more of them.

    *Data from AV Jobs

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    Pilot Fatigue

    Pilot Fatigue:
    George’s Point of View


    We passengers have a problem. We don’t want our pilots falling asleep on the job. Behind that locked cockpit door, there’s a real danger that our pilots might well be dozing off. Like Howard Beale, in the movie NETWORK, we’ve gotta say, “I’m a human being, goddammit! My life has value! … I’m as mad as hell, and I’m not going to take this anymore!!”

    Apparently aviation authorities are taking notice of the sleepy pilot phenomenon.

    In a September 2009 speech, the Secretary General of the International Civil Aviation Organization, Raymond Benjamin raised the critical issue of pilot fatigue. The ICAO is coming out with new provisions governing flight times, duty times and rest periods for pilots which are applicable now, in November 2009. Fatigue risk management systems to augment new fatigue provisions are in development. I wonder if this includes things like alarms going off at random times during a flight, random check-ins or shrill-voiced stewards armed with tasers knocking on the cockpit door every fifteen minutes asking “Are you guys still awake?”

    Ever since the Colgan Air crash near Buffalo that killed all 50 people onboard, the United States had been developing more stringent standards; and this has been stepped up even more since the recent occurrence of pilots who overshot their destination by 150 miles–although both pilots in this incident claimed to be distracted and not asleep. American regulations currently allow a maximum of 16 hours on duty–but that figure is currently being reassessed by the FAA.

    Canadian pilots are looking toward the Canadian Transportation Safety Board to also up their standards, which they have not yet done, even though the Canadian Transportation Safety Board recently reported about a pilot: “Fatigue likely resulted in a degradation of his concentration” in reference to a 2005 incident where a pilot nodded off and allowed the plane to slow nearly to a stall. Although a dozen Canadian fatigue incidents have been connected to 23 deaths, the Canadian Transportation Safety Board claims that their current regulations are “adequate.” The European Union allows a maximum of 13 hours. Canadian regulations allow a crew to be on duty for 14 hours in 24), night work, irregular start times, routes that cross several time zones and multiple takeoffs and landings.

    Some of the hardest work to deal with is called continuous or stand-up duty, which is when pilots handle a late evening flight, stay overnight and fly the turnaround leg–or the timing of this type of flight which forces irregular daylight hours to be the only time a pilot can sleep. Turnaround times don’t exactly respect human biorhythms.

    Pilots might be dropping off to sleep while they’re flying, but the rest of us look at the statistics and fly white-knuckled with our hearts in our throats. With worries about everything from plane maintenance, to lax air traffic control, from crowded flight corridors to random part failure, the least we passengers can do is bring alarm clocks, our souped-up air horns, and plenty of high-test Starbucks emergency caffeine to keep our pilots awake, alert and on the mark.

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    A word to #MH370 Families on the limitation of words

    In George’s Point of View

    A word to the families on the limitation of words.

    Pain has an end, but love interrupted has no end.

    If I could hold your hand, I would. Physics won’t let me reach through the page to hold your hand. I can not reach though the screen. I cannot whisper in the ear of all the families that I am here for you, even though here means a world away.

    If there is a time for all things, then now is the time to cry. Cry till all the tears are gone; then tomorrow there will be one less tear to cry, and the following day, one less. Until nothing is left but the rainbow of memory.

    The outpouring of empathy crosses nations. All the others who have known loss are sharing your grief. Grief is not one of those weights reduced by the number of shoulders bearing it. There is no way out from under grief—the only cure is living through it into the time of healing. So whatever it takes to choose life, let the healing begin. I know these words are less consolation than a kind touch, less than someone sitting beside you, holding your hand, providing a shoulder, an ear, a heart. You need not be desolate, alone, circling in on yourself. Mend what can be mended. When you need to speak, offer an ear. When you need help, offer a hand. Remember, this too shall pass. Remember what was good and celebrate it. Remember what was real, and let all else fall away. Let your heart be lifted. Let it be lighter from this moment on.

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