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FAA imposing Penalties for Lasers

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    Wrongheaded Industry Reassessing Vulnerable Pitot Tubes vs Ice Procedures instead of Brainstorming Next Generation

    Pitot tubes use external air temperature and pressure to calculate changes in speed. Ice crystals that get caught in pitot tubes are considered a contributing factor in a dozen significant events, and the crash of Air France flight 447. As a result of ice crystal accumulation, air temp and pressure readings are false, autopilots shut off, pilots lose altitude readings and receive false warnings. In a fly by wire plane, this is disastrous. In Air France Flight 447, it killed everyone aboard the plane.

    Today’s news is full of aviation-safety experts looking for changes in procedures and more-precise checklists. There’s a lot of buzz out there about a new study. I hope that the study, as it has been explained, is not just about adapting to broken technology. I hope this is not the only study out there.

    Air France and Boeing are now examining how these ice crystals function (or more correctly, malfunction.) That seems wise.

    But one questions why the next step of the anti-icing drive will be to get consensus on how pilots should respond to pitot tube failure.

    George’s Point of View

    This is like figuring out the best way to drive on a flat tire, instead of making a tire that doesn’t go flat. Sure, pilots should have procedures, but shouldn’t a study be designed with the ultimate goal being to give the pilots a dependable speed sensor, not methods how to mitigate an oncoming disaster? Are designers afraid to trade a known quantity, even though it is flawed, for something unaffected by ice crystals? Even if it is cheaper for airlines to figure out how to muddle on with existing systems than to devise an alternative technology to pitot tubes, shouldn’t the focus of studies be on creating technology that is not disabled by ice crystals?

    Not being an engineer myself, I have no ideas on the subject—but somewhere there’s an aviation engineer with a brilliant idea of either a safe design of reconfigured pitot tubes or a completely different system. Let us hope that engineer is able to step up, and be recognized. But it may not be so simple. Apparently Airbus and Air France had been aware of chronic pitot tube problems for years and were content to continue using the same design anyway.

    Come on engineers. It’s time for a better mousetrap.

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    Boeing and Fujitsu Form Strategic Alliance in Airline Information Maintenance Services

    SEATTLE, Dec. 17, 2010 — Boeing and Fujitsu have established a strategic alliance in which the companies will develop a service to enable greater efficiency in aircraft maintenance operations. The partnership will employ unique tools such as Radio Frequency Identification Devices (RFID) and Contact Memory Buttons (CMB) to allow customers to use these technologies without needing to retrofit their own fleets. Airlines can reduce costs by reducing inventory and manual data entry errors without having to create new processes.

    Under the new alliance, Fujitsu will provide Boeing with a globally-shared platform that includes automated identification technology devices, device readers, software applications and a system integration and deployment service. Boeing will tailor solutions for each customer’s needs, integrate those solutions into the customer’s operational environment and establish a long-range plan that will expand automated identification technology solutions across the customer’s enterprise. Boeing plans to launch this service (with a formal name) for airlines in the first quarter of 2012. The service will be available for Boeing and non-Boeing fleets and will be rapidly adaptable to any customer.

    “We have been working with Boeing for more than five years to promote RFID implementation in the aviation industry and we are very excited to start this project jointly,” said Mitsutoshi Hirono, corporate vice president Fujitsu Limited.

    The Boeing Transformation Service will enable customers to better manage aircraft components, equipment and materials by retrofitting them with automated identification technology devices, allowing automated data management and highly visible supply chain related maintenance processes. Prior to the launch of the new service in early 2012, the service will undergo three phases of beta testing through deployment with a launch customer.

    “Our customers have told us they need these types of innovative solutions to improve operational efficiency,” said Per Noren, vice president, Boeing Commercial Aviation Services, Information Services. “We see an opportunity for the aviation industry that surpasses past expectations in establishing this partnership with Fujitsu.”

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  • Boeing Signs AU$44M Contract Expansion for Australian Army Rotary Wing Support

    OAKEY, Queensland, Feb. 26, 2010 Boeing has signed an AU$44 million change proposal with the Commonwealth of Australia to increase the scope of the Army Aviation Training and Training Support (AATTS) contract.

    Awarded the contract in 2007, Boeing subsidiary Boeing Defence Australia has been supporting the Australian Army’s Black Hawk and Kiowa helicopters with pilot, aircrew and technician training, operational fleet maintenance, and support services at the Army Aviation Training Centre in Oakey.

    Following detailed operational reviews, the Commonwealth and Boeing Defence Australia changed the scope of the AATTS contract to reflect the Army’s current and future aircrew training requirements. Under the updated contract, Boeing Defence Australia is additionally responsible for delivering:

    • The Initial Army Pilot Helicopter Qualification Course, using the B-206 Kiowa
    • 85 percent of S-70A-9 Black Hawk pilot training
    • CH-47 Chinook helicopter instructor and technician training.

    The $44 million agreement also includes the Commonwealth’s first one-year extension of AATTS, continuing the contract until September 2013. The original AATTS contract includes five one-year extension options.
    “The Commonwealth’s decision to both increase the scope of AATTS and extend the contract until 2013 reinforces Boeing Defence Australia’s position as the preeminent ab-initio [‘from the beginning’] training provider to the Australian Defence Force,” said Mark Brownsey, Boeing Defence Australia senior manager for Global Services & Support — Training Operations.
    “To date, Boeing Defence Australia has exceeded all Australian Army training and maintenance requirements, including standing up the entire program on time, completing 100 percent of training courses on schedule, supporting close to 7,000 training sorties annually, and providing maintenance support to the Australian Defence Force Kiowa fleet, which recently achieved more than 50,000 flight hours,” said Matthew Sibree, Boeing Defence Australia AATTS project manager. “To ensure AATTS continues on time and on budget, 20 additional employees will be hired on to the 160-strong team to ensure we meet our customer’s expectations.”

    The updated AATTS contract will further strengthen Boeing Defence Australia’s training capability while ensuring the Australian Army maintains a constant supply of qualified helicopter pilots, aircrew and technicians to conduct complex helicopter missions in support of domestic and global operations.

    Boeing Defence Australia, a wholly owned subsidiary of The Boeing Company and a business unit of Boeing Defense, Space & Security, is a leading Australian aerospace enterprise. With a world-class team of nearly 2,000 employees at 13 locations throughout Australia and two international sites, Boeing Defence Australia supports some of the largest and most complex defense projects in Australia.

    A unit of The Boeing Company, Boeing Defense, Space & Security is one of the world’s largest defense, space and security businesses specializing in innovative and capabilities-driven customer solutions, and the world’s largest and most versatile manufacturer of military aircraft. Headquartered in St. Louis, Boeing Defense, Space & Security is a $34 billion business with 68,000 employees worldwide.

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    Comair Machinists withdraw from FAA’s ASAP

    Delta Air Lines regional subsidiary of Machinists at Comair have withdrawn from the ASAP program, a 2008 initiative between the machinists union, Comair and the FAA was designed to identify potential aircraft maintenance-related safety issues and develop corrective action.

    However, the International Association of Machinists and Aerospace Workers (IAM) describe the ambitious program as dysfuntional, as Comair’s anti-collaborative procedure is to take action against union members who submitted voluntary reports.

    The official press release is below:

    Machinists Withdraw From Comair ASAP Program

    Mon. August 02, 2010
    The International Association of Machinists and Aerospace Workers (IAM) District 142 today announced it has withdrawn from the maintenance Aviation Safety Action Program (ASAP) at Delta Air Lines’ regional subsidiary Comair.

    “We have discussed the problems with this dysfunctional program with both Comair and the FAA for months.” said IAM District 142 President Tom Higginbotham. “We no longer have any faith that this program will ever be managed according to the regulations.”

    The ASAP program, a joint initiative between the Machinists Union, Comair and the FAA in place since 2008, was designed to identify potential aircraft maintenance-related safety issues and develop corrective actions to improve air transportation safety. The program is dependant upon technicians submitting reports which are then reviewed by an Event Review Committee (ERC) comprised of FAA, Comair and Machinists Union representatives. The ERC then identifies any problems or systemic issues and develop corrective solutions to prevent a future reoccurrence.

    The ASAP program is designed to take place without the reporting technician having to fear any punitive or disciplinary actions. Comair has taken actions against Machinist Union members who have submitted voluntary reports, contrary to the letter and spirit of the FAA’s ASAP program. Additionally, Comair has failed to provide a collaborative environment needed for an effective program to work.

    “We should not have to wait for an accident to occur before addressing safety issues,” said Higginbotham. “We are disappointed that Comair failed to take this program, which is effective and runs well at over 35 other carriers, seriously.”

    IAM District 142 represents 530 Comair Mechanic and Related employees in Cincinnati, OH; Boston, MA; New York, NY; Greensboro and Raleigh-Durham, NC and Detroit, MI. More information about the IAM at Comair is available at www.iamdl142.org.
    :

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    US$5,850 to Crash Victims

    What: Merpati Nusantara Xian MA-60 en route from Sorong to Kaimana
    Where: Kaimana, West Papua
    When: May 7, 2010 12:21 pm
    Who: 21 passengers (including 2 children and a baby), 4 crew, 2 technicians
    Why: After flying a holding pattern for a quarter of an hour, the plane was on its final approach when it crashed in shallow water .3 miles before it reached the runway. On impact with the water, the plane broke in two and sank, with the passengers trapped within. Officials say bad weather and low visibility (6,600 ft) are responsible for the crash.


    Crash victims are being paid Rp 50 million (US$5,850) by State insurance firm PT Jasa Raharja, according to published reports. The total is 1.35 billion Rp. Reports do not say if this is an interim payment.

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  • Watch out for Falling Bottles

    What: easyJet London to Edinburgh
    Where: priority landing in Edinburgh
    When: Thursday
    Who: unwary passenger
    Why: unnamed passenger was rushed to hospital but was found to have no serious injuries

    George’s Point of View

    So here you are on the plane, minding your own business, and some guy opens an overhead locker and a champagne bottle rolls out and pops you on the head and knocks you out cold. That would hurt. The guy should have yelled “Fore!” or something.

    Can you say “Lawsuit”?

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