Remembering September 11, 2011, Long May We Wave

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    Maintenance is Key to Aviation Safety

    In George’s Point of View

    Inevitably into my business life flows discussion of (aviation-oriented) sequestration, the closing of traffic control towers, and how this will inevitably lead to more aviation accidents.

    Yes, I agree with Harrison Ford’s comment that accidents are going to happen. But that prediction leaves a lot unsaid.

    Cutbacks in other places, cutbacks in maintenance budgets, in the number and quality of inspections and maintenance personnel are going to be just as lethal.

    Turn on your mind’s eye and picture the air traffic situation as you would on the ground in your car. Suspended towers are like suspended traffic lights. Picture what would happen if intersections were eliminated, forcing traffic from smaller streets to the larger intersections that are already overburdened with traffic. Into this already overburdened traffic situation, maintenance shortfalls make the problem even worse.

    You have older, poorly maintained vehicles in the flow of traffic, and they’re falling apart, causing crashes and pileups. On the ground, they cause disaster. More so, falling from the sky.

    Maintenance is a complicated thing, because even the perfect man-made thing is subject to the laws of physics.

    The most perfect plane would decay over time even if it were not flown. So of course, even the best maintained vehicles are subject to fatigue. And not everything is maintained to “perfect” standards. Believe me, I see this first-hand, as I fly.

    When the first commercial planes were built, who would have guessed planes would be required to fly for so long, so continuously and over such distances. It’s miracle enough that a machine can get people off the ground at all, much less doing it continuously for twenty years.

    As fleets age, you have rivets flying all over the place when there is metal fatigue. Especially with older planes, metal fatigue will be increasingly the cause of future plane crashes. There are two choices: 1) old planes will be automatically junked (unlikely to happen in our increasingly green society) or 2) extreme comprehensive and manditory testing must be put in to place. This testing-maintenance can not be cut back.

    I don’t mean put in to place after an event. I mean in place to prevent an event. To be able to get the plane in the air in the first place, most components of plane have been studied to the breaking point already. That is the kind of knowledge that must be applied to maintenance schedules. Get those parts replaced well before they become the weakest link.

    MAINTENANCE is where it is. You can see the decay on the inside, on the parts that don’t matter much for flight safety. The seats on a plane break apart. Window shades won’t close. They are stuck up there somewhere, and if you try and force them, they break. (Just think of what frailties develop in crucial components that the passenger can’t see.)

    The metal on a plane degrades in the same way. (Engineers have a name and formula for it: Paris-Erdogan law.) If you sit on the wing of an airliner that you know is 20+ years old—such as the plane I was on yesterday from New York—and you encounter turbulence—as we did—any passenger stuck on that plane can’t help but look in disbelief at wings that are bobbling up and down and flexing like a preschooler’s teeter totter. Here’s the question you don’t want to ask yourself at 20,000 feet: are the wings going to stay put? Are they going to flex and flex and flex like a metal clothes hanger bending till it breaks? How do wings not come off the aging plane?

    I’m not accepting of the fact that crashes will happen. That’s too easy to say. It is pure negligence to accept oncoming disaster and do nothing to avert it. We can’t just let it ride. The aviation industry must remain proactive, no matter the cost.

    It’s like the poor horse in Central Park. The older he is, the more maintenance he requires to keep from collapsing as he pulls the buggies and sometimes heavy bodies of those in the carriage. He needs to be fed better, to have water more often, to have a pasture to enjoy, and other horses available where he can socialize. Though the needs of a living creature differ from those of a machine, it goes without saying that both will thrive better with love and care than without.

    Maintenance is key. First-class maintenance. Constant, consistent, perpetual maintenance. It is not adequate to rely on the pilot alone to do his walk around of the aircraft prior to take off. Sure, the pilot should do his visual, but his walk should be preceded by the maintenance specialist. The experts must scrutinize, inspect, examine, and put the plane through its paces.

    Especially the aging plane.

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    #BreakingNews Air Asia Flight Goes Missing


    AirAsia flight QZ8501–an Airbus A320-200 with the registration number PK-AXC–en route from Surabaya Indonesia to Singapore went missing. Air traffic control lost contact when the plane was believed to be in an overcast area.

    A fully fueled A320 has a range of 1,700 to 6,500 mmi.

    Singapore civil aviation is assisting Indonesia in the search that is now underway, utilizing two C-130 planes and at least six ships. The first reports say there are six or seven crew and 155 passengers — 138 adults, 16 children and a baby. An engineer is aboard.

    Currently it is believed to have gone missing under cloud cover at 6.17 a.m. local time over the Java Sea between Kalimantan and Java islands.

    According to a Transport Ministry official, before ATC lost contact, the plane had requested an unusual route, possibly deviating due to adverse weather conditions.

    AirAsia has established an Emergency Call Center for family or friends of those aboard. The number is: +622129850801.

    Latest statement from Air Asia

    [News Update] AIRASIA INDONESIA FLIGHT QZ8501
    December 27, 2014 at 9:41pm
    AirAsia Indonesia regrets to confirm that flight QZ8501 from Surabaya to Singapore has lost contact with air traffic control at 07:24hrs this morning.

    At the present time we unfortunately have no further information regarding the status of the passengers and crew members on board, but we will keep all parties informed as more information becomes available.

    The aircraft was an Airbus A320-200 with the registration number PK-AXC.

    At this time, search and rescue operations are in progress and AirAsia is cooperating fully and assisting the rescue service.

    AirAsia has established an Emergency Call Centre that is available for family or friends of those who may have been on board the aircraft. The number is: +622129850801.

    AirAsia will release further information as soon as it becomes available. Updated information will also be posted on the AirAsia website, www.airasia.com.

    Airbus Statement

    AIRASIA INDONESIA FLIGHT QZ 8501
    Airbus regrets to confirm that an A320-200 operated by AirAsia Indonesia lost contact with air traffic control this morning, 28th December 2014. The aircraft was operating a scheduled service, Flight QZ 8501, from Surabaya to Singapore.
    The aircraft involved is MSN (Manufacturer Serial Number) 3648, registered as PK-AXC and was delivered to AirAsia from the production line in October 2008. Powered by CFM 56-5B engines, the aircraft had accumulated approximately 23,000 flight hours in some 13,600 flights. At this time no further factual information is available.
    In line with the ICAO Annex 13 international convention, Airbus will provide full assistance to the French safety investigation authority, BEA, and to the authorities in charge of the investigation.
    The Airbus A320-200 is a twin-engine single-aisle aircraft seating up to 180 passengers in a single-class configuration. The first A320 entered service in March 1988. By the end of November 2014, over 6000 A320 Family aircraft were in service with over 300 operators. To date, the entire fleet has accumulated some 154 million flight hours in some 85 million flights.
    Airbus will make further factual information available as soon as the details have been confirmed and cleared by the authorities.
    The thoughts of the Airbus management and staff are with all those affected by Flight QZ 8501.
    Contacts for the media:
    For further information, please contact:
    AIRBUS – MEDIA RELATIONS
    Tel.: (33) 05.61.93.10.00

    header_logo_et_coord

    Bureau d’Enquêtes et d’Analyses

    Flight QZ8501 on 28 December – Airbus A320-200 – registered PK-AXC

    INFORMATION ON 28 DECEMBER 2014 – 14.10

    A team of two safety investigators is leaving for Jakarta (Indonesia) this evening. They will be accompanied by two technical advisers from Airbus.

    INFORMATION ON 28 DECEMBER 2014
    Following this morning’s announcement by the Indonesian authorities of loss of contact with the Airbus A320-200 registered PK-AXC, and the launch of search operations, the BEA is in contact with the Indonesian authorities to provide them with assistance.

    The aeroplane, operated by AirAsia Indonesia, was flying the Surabaya (Indonesia) to Singapore route and was scheduled to arrive at Changi Airport Singapore at 08 h 30 local time.

    The BEA is the French Civil Aviation Safety Investigation Authority. Its investigations are conducted with the sole objective of improving aviation safety and are not intended to apportion blame or liability. BEA investigations are independent, separate and conducted without prejudice to any judicial or administrative action that may be taken to determine blame or liability.

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    AI Tires Blown

    On Feb 2, Air India Flight AI-191, a Boeing 777-337ER, en route from Ahmedabad to Mumbai blew three tires on landing. The crew was able to taxi to the gate with assistance. No injuries to the 260 passengers resulted from the blown tires, and there were no reports of injuries using the emergency exits.

    The AI flight’s eventual destination was the US. Passengers continuing their journey were provided an alternative Boeing 777.

    THere’s no indication if the tires blew do to the runway surface, tire quality, a hard landing or other reason. The incident is under investigation.

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  • Unruly: The Ten Cent Solution

    As far as amenities, like leg room, food, wine and beverage service, seat width, pitch, video access, laptop power, and WIFI are concerned, Economy, Premium, Business or First Class offer varying combinations depending on the airline. But for those “unruly” passengers who seem to be in the news more frequently, the airlines should come up with a new, discounted standing-room-only corner class called Time Out.

    For Time Out class, of course, there would be no leg room, service, or amenities whatsoever. I would vote for a metal bar for them to hang on to for stability, but no doubt the airline would probably have to put in some kind of secure safety harness for insurance purposes. And, the unruly being by nature unruly, this time out area would also have to be sound-proofed, to keep from disturbing the other passengers.

    If pressurization weren’t an issue, I’d even suggest a “rumble” seat on the exterior of the plane, from which in an emergency the objectionable passenger could be ejected (with parachute of course, we’re not heathens) or at least isolated. Certainly ejection of a parachuted passenger is a more democratic solution that the threat of fighter jets shooting down a commercial airliner carrying 131 paying customers and 1 drunken idiot. The experience of riding a “rumble seat” would no doubt present an entirely new perspective on flying to the drunken idiot.

    I did mention that this would be a “discounted” class. I would expect that the aforementioned discount would not apply back to the passenger’s wallet; the difference between the origin ticket and the minimal expense of “Time Out” class would be forwarded to establish ongoing psychiatric therapy which would inevitably result from riding the rumble seat on the exterior of a plane.

    Of course, none of this editorial is true–except for the fighter jet escort threatening to shoot down a commercial plane carrying 132 passengers.

    The San Francisco bound flight that was escorted by two F-16 fighter jets was being escorted because a drunken, disruptive passenger locked himself in the bathroom. I do hope when the U.S. Gov’t lets him out of jail, they send him the bill.

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    Hawaii, Cleveland, etc…

    I should note at some point that every day there are dozens of small events that occur that we don’t talk about. For example, there was the event on the 7th when a 65 year old pilot beached his Cessna 310 (flying out of Monteray) in the ocean when he ran out of gas. He had notified authorities of his fuel situation, so the Coast Guard was on hand to rescue him…

    Or the fiasco 22 year old Jason Laurence Delta University student (Cleveland Mississippi) survived when the 1972 Cessna 150 he was flying failed, and flipped during an emergency landing in a groove in a cotton field, rolling end over end.

    Or the Piper PA-32 Saratoga went missing heading to Johnstown, Pa, and in which Michael Garrone of Allegheny Township, Pa., 52-year-old Chas Armitage Jr. of Parks Township, Pa., and his girlfriend, 49-year-old Laura Stettmier lost their lives when it crashed 12 miles southeast of the Grant County Airport in Petersburg.

    Or the United Express flight from Chicago to Omaha which landed in Des Moines on Friday with an undesignated engine problem.

    Or Thursday’s Pia birdstrike in Pakistan that ended with an engine shut down and a return to Islamabad.

    Or the fatal crash thursday of an experimental Rand Robinson KR-2 which took off from Mountain Empire Airport and killed the pilot a mile north of the airport at 1:10 pm.

    Or the experimental Quickie Q200 which crashed and burned when 60-year-old Gerald Brinkerhuff from Gobles was practicing touch and goes in Holland Michigan. Brinkerhuff did not survive.

    Every day there are numerous events that happen, and sometimes there’s just not enough detail available, or sometimes conflicting accounts make it difficult to determine what happened.

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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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