The Wings Stayed On!

When Blogs Collide!

2012-01-23T01:07:00.001Z

(Sometimes my aviation-related blog can't help but intertwine with my faith-related one. Today's such a day. Thanks for your indulgence ...)

This video is an especially good reminder that computers do not fly aircraft. Computers can of course, be used to guide an aircraft along a pre-programmed pathway that was selected and authorized by a human being, provided the computer's progress is continually monitored and corrected by a human being. But computers do not fly.

No computer built today can instantly reassess it's three dimensional situation and quickly make the appropriate corrections to a flight path and adjust to the demands of changing conditions, just by "looking out the window."

Computers are unable to continually assess the thousands of different questions that a pilot works through routinely on every flight, such as: "How much turbulence will there be? How much ice will there be in those clouds? What is that snow squall doing as it sweeps across the runway? Just how bad will the traction be during the landing and taxi into the terminal?" - to mention only a very few.

No computer can rapidly absorb thousands of bits of information from myriad sources and then assess the situational changes occurring each moment, adding in the lessons gleaned from previous experience and training which was oft-times adapted from unrelated events, then take the appropriate action.

As wonderful as they are, no silicone-based computer can match the abilities of a well-trained, well-motivated "carbon-based-unit" called a pilot. Most importantly of all, only human-pilots actually care whether they live or die!

I pass this video along as a reminder of just how awesome human beings are to have invented such great tools as Airbuses and computers, and to use them so creatively...

And maybe, just maybe, as we wonder at the amazing things humans are able to create, we'll pause to wonder - Just how is it that we-the-carbon-based-units came to be?

Psalm 139:14

I praise you because I am fearfully and wonderfully made;

your works are wonderful,

I know that full well.

PBY / CANSO at the new home

2011-08-29T19:30:00.001Z

Brent Mayes sent these photos of the PBY / CANSO:

Bldg behind white truck is home of Spruce Goose

I see the props (and engines?) are removed. These were rented from Victoria Air Maintenance's aircraft. From what I saw of the aircraft when it was parked in Nanaimo, the original engines will need a lot of work to get them up to standards.

Thanks Brent!

United Airlines Launches Paperless Flight Deck With iPad

2011-08-24T14:25:00.001Z

FIRST NETWORK CARRIER TO INTRODUCE PAPERLESS AERONAUTICAL NAVIGATION CHARTS; MOVE ENHANCES EFFICIENCY, SAVES FUEL, IMPROVES SAFETY

CHICAGO, Aug. 23, 2011 /PRNewswire/ -- United Continental Holdings, Inc. (NYSE: UAL) today announced that it is converting to paperless flight decks and deploying 11,000 iPads to all United and Continental pilots. The electronic flight bags (EFB) replace paper flight manuals, and as a first for major network carriers, provide pilots with paperless aeronautical navigational charts through an iPad app. Distribution of iPads began earlier this month, and all pilots will have them by year end.

(Photo: http://photos.prnewswire.com/prnh/20110823/CG56146)

"The paperless flight deck represents the next generation of flying," said Captain Fred Abbott, United's senior vice president of flight operations. "The introduction of iPads ensures our pilots have essential and real-time information at their fingertips at all times throughout the flight."

...

Classic old bird on the move...

2011-07-18T23:45:00.000Z

The old Canso/PBY flying boat that's become such a visible landmark on the Nanaimo airport, is soon to be moved to a new home at the Evergreen Aviation and Space museum in Oregon. It'll be a unique opportunity to see (and hear) this classic old radial-engine powered aircraft fly again.

The earliest it might leave is tomorrow, Tuesday July 19th ... but a lot depends upon weather and any ongoing maintenance issues... Victoria Air Maintenance might have more up-to-date information about the plans as I think they are doing the work.

Here's a short video of the engine start up last week:

iPads and Pilots

2011-07-07T14:29:00.001Z

FAA approves use of iPads by pilots for charts and maps

Alaska waving 'Bye, Bye' to flight bags with iPads for pilots

Alaska Airlines has become the first US domestic airline to announce plans to issue Apple iPads to all its pilots for use as Class 1 portable, kneeboard electronic flight bags (EFBs), following a successful trial.

The 1.5lb iPads, which replace up to 25lb of paper flight manuals, contain an app called GoodReader that is loaded with PDF versions of 41 flight, systems and performance manuals, reference cards, and other materials.
Each Alaska pilot should have received his or her new iPad by mid-June.

In conjunction with replacing paper manuals, Alaska is exploring the replacement of paper aeronautical navigation charts with electronic versions on the iPad, eliminating the need for every pilot to carry their own copy.

The two initiatives, dubbed "Bye, Bye, Flight Bag," will save about 2.4 million pieces of paper, according to the carrier.

Some other airlines are now following this imitative.

787 update

2011-07-05T00:56:00.001Z

Dear World Design Team Member,

Boeing and ANA officially began an important validation of their readiness for the 787 Dreamliner's entry into service. The week-long service ready operational validation (SROV) will simulate in-service operations across several airports in Japan. ANA pilots, together with Boeing, will fly a 787 on actual airline routes in Japan using airline dispatch and flight rules. ANA's maintenance crews will perform typical ground servicing activities, fit checks of airplane jacks and maintenance hangar stands, towing and refueling the airplane and other routine maintenance operations.

This marks the 787 Dreamliner's first visit to Asia and is an important milestone for the airplane as it gets closer to first delivery. See highlights of the 787's service readiness validation at http://www.newairplane.com/787/firstDelivery.

We've also updated the 787 Design Highlights and launched a new feature with photos and video of the 747-8 Freighter's visit to Cargolux in Luxembourg. Check out all of this new content at http://www.newairplane.com.

Follow us on Twitter at: http://www.twitter.com/boeingairplanes/.

Check out the official Boeing YouTube Channel at: http://www.youtube.com/boeing

Sincerely,
Boeing

You have received this newsletter because you opted to be a member of the World Design Team and receive e-mail updates from Boeing. If you'd like to be removed from our mailing list, or have received this e-mail in error, click the unsubscribe link below.

You can change your World Design Team preferences by visiting the WDT Registration Page on the website, http://www.newairplane.com/. Please do not flag the Boeing newsletter as spam or you will no longer receive updates from us.

CAZ5 and a nice CH601XL

2011-06-21T22:55:00.001Z

A reminder that there was a time when the Canadian government actually supported and helped grow our network of local airports. Not now.

100 Mile House Airport

2011-06-20T18:23:00.001Z

Where's the rest of the runway? Just over the hill... That's the top of the windsock located at the far end. The 100 Mile House airstrip has a definite slope and is generally used as a one-way runway, landing uphill and taking off downhill.

Airport Meandering

2011-06-07T15:02:00.001Z

Sunday, on the way to Victoria, I stopped in at the Duncan airport. It's a compact private airport surrounded by a gravel pit, which makes for some challenging approaches at the best of times. The runway is about 1500 feet long, so depending what you're flying, you may need to be very accurate on speed and touchdown point.

Augering In

2011-06-05T01:08:00.002Z

An auger is a tool used to dig holes for fence posts, or holes in the ice on a frozen lake to go ice fishing.

"Augering in" is an expression used by pilots to describe what an aircraft does when it spins out of control and hits the ground.

Today as I was helping patrol the aircraft parking area at the Nanaimo Fly-In & Airshow, I turned at the sound of a very low-flying plane behind me just in time to watch the aircraft in the opening act of the airshow, auger in. It was a sickening sight. At my first glimpse I was aware that something wasn't as it should be, and in the space of about five seconds, it was over as the plane snap-rolled to the right and plowed into the grass on the far side of the runway. A sudden squelching of the engine roar. A dust cloud kicked up, and the silence.

That was a few hours ago now and according to the CBC news report "a 71 year old pilot was airlifted to Victoria Airport with life-threatening injuries..."

At least it seems, he survived the impact - he may still live... That's all I know right now.

And in the age of youtube, here's your chance to share the moment. Appropriate comments supplied by shocked spectators.
(better link from Jeremy - this should work better)
http://www.youtube.com/watch?v=hlGaLWW7QTo

2011-05-30T18:15:00.003Z

An all-Marine Corps crew of three officers and five enlisted personnel operate the Lockheed-Martin C-130T Hercules, affectionately known as Fat Albert Airlines. Fat Albert joined the team in 1970 and flies more than 140,000 miles each season. It carries more than 40 maintenance and support personnel, their gear and enough spare parts and communication equipment to complete a successful air show.

ziocody 3 weeks ago 2

This isn't the typical airline flight deck, that's for sure! But it is an excellent example of a well trained team working through an aggressive flight maneuver with excellent coordination and communication procedures.

I admire the Blue Angels for the high standards and obvious quality of what they do. But I can't help chuckle at the comparison with our Canadian Snowbirds. Angels have later model fighter jets supported by a C-130 and 40 more bodies. Snowbirds fly aircraft older than any two pilots ages added together, and carry all their support team in the passenger seats between shows. They must carry some spare parts and supplies, not to mention personal effects and clothes etc... I have no idea where they manage to squeeze any of that into the Tutor Jets.

When it comes to the airshows I'll take the Snowbirds every time. Now I know I'm a little biased (okay - maybe more than a little) but I love the large 9 plane formation maneuvers the Snowbirds pull off, and the fact that these slow little jets get it all done close to the center of the airfield where we can see it all happening:

An Ode to Beavers!

2011-05-26T06:47:00.000Z

Guessing Game anyone?

2011-05-22T21:30:00.002Z

Is anyone up for a guessing game?

Please notice that word "Guess" in there... If you already know what the item in the following photo is all about and what it was used for, then don't spoil the fun.... for at least a day or two. Thanks.

Somehow I never knew anything about this intriguing doodad or the many related versions until a friend emailed me the link this week.

So let your imagination go wild a little ... see what you come up with. The grand prize: An all expense-paid trip to wherever you want to go (at your own expense, of course).

The only clue for now: It IS aviation-oriented.

Welcome to SpacePort...

2011-05-19T16:45:00.003Z

If ever you're flying into San Francisco take a window seat and hope you get lucky. Runway 28 left and right are laterally closer than most airports so you sometimes end up flying "formation" with another airliner on approach. It's pretty hard to know ahead of time if you'll be landing on 28R or 28L so like I said: "Do ya feeel luckey - huh? Do ya?" .... (best dirty Harry voice imitation)

Virgin Galactic and Virgin America used this setup to give passengers on an A320 a fantastic view of the White Knight and Spaceship 2 landing alongside:

I want one! Of course...

2011-05-16T18:50:00.001Z

This video is interesting not only for the details about the Verticopter under development, but also regarding the X-Plane flight simulator program. I don't spend much time on computer simulators... but maybe next winter when the flying weather turns sour...?

Go With the Flow...

2011-05-11T23:19:00.001Z

Have to share this time-lapse video taken at KBOS:

e-flight bags in Canada

2011-04-12T14:21:00.001Z

I got this reply to a query regarding digital flight resources for Canada. Looks hopeful....

Begin forwarded message:

NAV CANADA is working towards modernizing Canadian Aeronautical publications to make them available in electronic format for flight planning and navigational use, where permitted by Federal regulations.

While all products are currently available in print format for official planning and navigational use through our call centre, as well as our new online store (http://products.navcanada.ca/), some are also available in electronic format with certain limitations on use.

We understand that our customers are anxious to access additional Canadian aeronautical products electronically. Throughout this summer, we anticipate expanding some of these products further in download format (print your own page) from our online store starting with the Canadian Flight Supplement and the Canada Air Pilot in PDF format. We will also be entering into agreements with various suppliers of aviation software applications for use with certain Portable Electronic Devices such as the iPad, iPhone and –readers. We will communicate specific details through our web site.

I hope this information is helpful. Please feel free to contact me if you have any further questions.

Regards,

Dennis Campbell

Aeropubs Customer Specialist, NAV Canada

Customer & Commercial Services

Denman Lighthouse

2011-04-12T13:46:00.001Z

More views from my magic chair...

The government has been closing lighthouses over the past several years, akin to the way they've been closing and consolidating flight services. I guess the lights are automated somehow, similar to the way many weather observation posts now are.

Flying Chairs

2011-04-11T14:29:00.001Z

Flying over the Salish Sea wondering at the times I live in... I'm sitting in a chair IN THE SKY! Watching the world go by. Absolutely awesome.

Sage Advice to Homebuilders ....

2011-01-18T03:28:00.000Z

Fwd: Former Pres. Clinton commends MAF - Haiti Press release

2011-01-05T18:34:00.001Z

Clinton Commends Organization's Critical Role;

MAF Makes Work of 60 Relief Agencies Possible

Contact: Ellen Olson, 714-267-5378,

NAMPA, Idaho, Jan. 5, 2011 /Christian Newswire/ -- One year after a devastating earthquake struck Haiti, MAF (Mission Aviation Fellowship) is still hard at work, providing vital air transportation to fight cholera, enable relief efforts and aid in the rebuilding of the crippled nation.

Photo: MAF Haiti staff load a plane with food, including "Manna Packs," specially formulated food packets for people on starvation diets. MAF staff photo.

"This has been a year of tragedy for Haiti, and MAF has been there from the beginning, standing alongside the Haitian people and doing all we can to improve the situation of the suffering," said John Boyd, MAF president and CEO.

Former President Bill Clinton of the Clinton Bush Haiti Fund recently commended MAF for its vital role in the relief and rebuilding efforts.

"By organizing hundreds of relief flights and delivering thousands of pounds of supplies, you've had a critical impact on Haiti's recovery," said Clinton.

While the earthquake grabbed all the major headlines, 2010 has been a disaster-filled year for the impoverished Caribbean nation. Haiti has also suffered from Hurricane Tomas, a cholera outbreak that has killed an estimated 3,300 people and hospitalized more than 100,000, and political upheaval that has at times stifled Port-au-Prince and surrounding cities.

MAF has been working in Haiti since 1986, and has four aircraft at a permanent base at the Port-au-Prince airport. After the earthquake that crippled Haiti's already weak infrastructure, MAF partnered with some 60 relief agencies, transported medical personnel and aid workers, delivered critical relief supplies and performed many emergency medical evacuations. Since then, MAF has continued flying provisions, such as food, water and medical supplies -- including IV solution -- to help combat the country's cholera outbreak.

"We recently flew a medical team and some 900 pounds of IV solution to a hospital in Port-de-Paix that was running short of staff and supplies," said Boyd. Upon landing, the MAF pilot also drove the medical team and supplies to the hospital, where more than 100 cholera patients were being treated, most of them children under age 12. Because their veins had collapsed due to severe dehydration, traditional IVs could not be used. The doctors taught hospital staff how to administer IVs through the bone marrow, a painful but life-saving treatment. Since beginning the bone marrow procedures, the hospital has drastically reduced the number of deaths.

As a result of the earthquake and subsequent misfortunes that have struck Haiti, the need for MAF services has pushed its Haiti operations to full capacity. The ministry serves some 16 airstrips, and has added an additional plane to its fleet to meet the demand.

While already a challenging place, new obstacles have emerged. Many Haitians are disabled, having lost limbs after being trapped under the rubble of collapsed buildings. Haitian doctors are struggling to make a living with the sudden influx of free health care and clinics. And more than one million people remain in tent cities.

"MAF's role has increased exponentially because the infrastructure has been so compromised," Boyd says. "MAF's services have become paramount to the rebuilding process of Haiti. Every week we are called upon to transport work teams and building supplies, or special equipment like water purification systems."

MAF Haiti staff recently had an opportunity to minister in a different way by building homes for families whose houses collapsed in the earthquake. Through gifts from generous donors, MAF purchased 26 pre-fabricated structures and built them on the existing foundations. Though small by U.S. standards, the houses are well-anchored, sturdy and much appreciated by the families that were previously living in tents.

Founded in 1945, MAF (www.maf.org) is a Christian ministry organization which transports missionaries, medical personnel and supplies, performs disaster relief work, and conducts emergency medical evacuations in remote areas. In 2010, MAF flew 94,961 passengers and 9.2 million pounds of cargo on 33,365 flights, enabling the work of more than 1,000 mission and relief organizations. MAF also provides distance learning services, as well as telecommunication services such as satellite Internet access, high-frequency radios, electronic mail and other wireless systems.

ForeFlight on my iPad

2010-12-01T18:48:00.006Z

Since buying an iPad this summer I've been exploring the various aviation-related applications - and there are many.

The best weather and planning application I've found is ForeFlight.

In a very efficient and elegant use of the iPad format, ForeFlight gives better resources than most FBO or airline flight planning stations I've used. Here are some of the great features:

The Airports page provides a quick reference to basic runway and frequency information. More detailed data is available with a click: METAR and TAFS (raw and decoded), all the frequencies from ATIS through arrival/departure, tower and ground, services on the airport and nearby (fuel, accomodation etc.).

(Note: the resolution and clarity of these screens on the iPad are much much better than seen in these clippings:)

A list of favorite airports can be installed along the side bar (and easily edited to match each route). Color-coded buttons as well as condensed weather information, give a quick review of weather at these stations. One click on any station brings up the detailed airport page. On the airport page, a "NEARBY" button instantly pops up a list of surrounding airports with distance-bearing information, and METARS (if available). It's a fast way to look for alternates.

So, after a quick scan of the key METARS, TAFS, you'll probably want to delve a little deeper into the weather. A series of icons along the bottom of the iPad screen brings up some real-time route presentations, with various weather data superimposed, from radar, to temperatures, to winds, and more. Another icon leads into weather charts of every sort - enough to keep even the most met-crazed pilot happily browsing for hours (below):

One of the sweetest features is the availability of airport and approach charts. The clarity and resolution of the iPad screen is fantastic and it is large enough to show a complete chart at full size. Better yet, with a quick tap, charts can be zoomed! Now there's a feature made for senior captains with tired eyes!!

This would be very useful in many circumstances. For example, on the Taxiway chart a quick zoom into areas where many taxiways intersect could reduce the risks of taking a wrong turn.

And better yet, in the darkness of a night-time cockpit, you won't be fumbling with small spotlights trying to illuminate the details. The screen brightness is easily adjusted to the perfect level.

Some caveats and limitations I've found?

The ForeFlight application requires ongoing subscription fees to maintain the cycle of new charts coming down the pipe. For someone who is already paying for charts from some other service, this may be a very acceptable alternative. I haven't researched the legalities nor the comparitive costs of this.

So far the eCharts are mainly limited to the United States, but more seem to be coming online as other agencies and countries improve their digital access to charts and information.

Foreflight also is available as an iPhone app. I should also mention that I'm not receiving any remuneration for this review - I just wanted to pass along my views on an excellent product.

Addendum: I've been looking for a good secure method to mount the iPad in my tiny "flight deck" ... and discovered this idea for using it as part of a knee pad. Great! Check the video for views of the various ways both the iPad and the paper clip board can be used.

Cockpit Conversation: Alaskan Eagles

2010-09-13T16:37:00.001Z

Cockpit Conversation: Alaskan Eagles

Okay - after trying to work the HTML in Aviatrix's comments box and getting error messages I bailed. Why Blogger can't provide the same easy link buttons for comments as they do for posts escapes me... anyway ...

What an entertaining blog entry with so many items worth commenting on ... where to begin?

re: Aircraft hitting eagles - I recall an event a few years ago in Alaska or the Pacific NW where a Boeing hit a big salmon during takeoff. Apparently an eagle dropped it during avoidance maneuvres. But when I googled for that item, instead I found this related story - funny.

re: "...Cleary looked at the instruments, which showed things were normal, but he had enough runway left to abort the takeoff and did so." and "..."You could see through the engine," he said. "All the blades were destroyed."

It's amazing what a JT8D engine can absorb and still show normal parameters. I once had a slight jiggle and recovery in the EPR (power) gauge during takeoff roll - wouldn't have even noticed it except for a sharp-eyed FO. The temptation to keep going was there - "It's probably just the gauge..." But because the speed was still just below 80 kts. and the weather was lousy, I rejected the takeoff for further investigation. The engine parameters were still normal after using reverse thrust, then shutting the engine down during taxi-back. Upon arrival at the ramp, maintenance discovered a completely destroyed fan section due to a tire failure. Yikes! So glad we aborted that one.

The newest Airbus?

2010-09-02T15:09:00.001Z

After taking to the skies with an algae powered plane, EADS has unveiled the first electric powered, fully aerobatic four engine airplane at the Aviation Show in Paris. Based on the tiny twin engine Cri-Cri airplane developed by Michael Colomban in France during the 1970s, the latest aircraft is touted as a technology demonstrator by EADS. And unlike a big A380, the all electric Aerobatic Airplane is merely one seater but incorporates various technologies that include lightweight composite structures that compensate for the additional weight of the batteries, four brushless electric motors with counter-rotating propellers, and considerably low noise to that of thermal propulsion and high energy-density Lithium batteries. With its wingspan of just under 13 feet, plane has a flight time, as per company claims, of up to 30 minutes at 110 km/h, 15 minutes of autonomous aerobatics at speeds reaching up to 250 km/h, and a climb rate of approximately 5.3 m/sec.

Chatty Captains?

2010-06-29T02:52:00.006Z

This report describes a passenger's positive reaction to a Captain’s inflight announcements and how they added to the travel experience.

There is an alternate point of view, however. Now that most aircraft are equipped with inflight entertainment systems, PA interruptions are not always appreciated unless there's something really spectacular going on like a view of the Grand Canyon, or the left wing on fire! Business passengers don't like PA chatter if they are trying to work and often some passengers may be sleeping.

The article immediately reminded me of two extremes of PA style I saw in my early days at GooseAir riding sidesaddle - that is as a B727 Second Officer*.

Captain Gabba-Lou would pick up the PA microphone immediately after takeoff from San Francisco (I’m serious) to describe the view of the city and the bay area. He'd hardly stop talking all the way home. Of course one or two passengers loved the rolling commentary and let him know with great enthusiasm at the end of the trip. Meanwhile the flight attendants and other passengers were rolling their eyes in quiet frustration.

The story goes that one night a concerned second officer, wanting to protect the sleep and sanity of the passengers, surreptitiously reached behind his panel on the back wall and quietly pulled out the PA circuit breaker, disabling the flight deck microphone. When Lou realized he wasn't transmitting the SO made a big show of checking the breaker - “Standy while I recycle it…” And then he reset some adjacent non-critical CB. “Is that any better now? Nope? Well gee, guess that's not the problem then …” Miraculously the system started working again at the top of descent! “Go figure! Technology…”

At the other end of the spectrum was Silent Bill who had very little to say to the passengers - ever. One day just after reaching cruise altitude also departing San Francisco the purser brought up a note addressed specifically to The Captain. One of the passengers was requesting specific PA announcements about the scenic highlights along the way and even suggested geographical trivia Bill should include regarding the various mountain peaks and lakes. Bill's response, growled emphatically over his shoulder was: "What the (bleeeep) does he think I'm running here? A Brewster bus tour?" We burst out laughing as Bill shoved the note to the first officer grumbling something about "Take care of this, will ya…" and then returned to his own preoccupations with the passing scenery.

When my day came to make Captainly PA announcements I tried to find the happy medium between these two fine gentlemen. I’d try to discern the type of passengers we had on board - different for a weekend trip to Punta Cuna as opposed to the Monday morning business flights to Toronto. As well I'd consider the time of day or specifically check with the flight attendants to know if the folks were asleep.

I’d be interested in any comments readers have about PA announcements when you fly as passengers. Do you like them? Find them annoying? What about during irregular operations - do you want more frequent announcements?

“I now invite you to sit back, relax and enjoy the internet. Thanks for visiting The Wings Stayed On.”

---------

*note: The Second Officer is the third pilot on the flight deck who takes care of technical systems and circuit breaker panels etc. The chair swivels sideways while working on the technical panel - so it is often referred to as riding side-saddle. The S/O is also often called the "Oiler." One captain was famous for introducing the second officer as "My sexual adviser because when I want his (bleeeeping) advice, I'll ask for it!" Apparently, not all captains adjusted easily to the third crewmember and having some controls beyond their own reach. Pilots dreamt up many ephitats for the second officer job as it was a non-flying purgatory we had to endure enroute to the front seat jobs. While many airlines used apprentice pilots in this non-flying position, many others employed flight engineers. The advantage of this option was having an actual mechanic on hand at off-line stations to deal with maintenance issues.

Living Aviaton History

2010-06-21T15:32:00.004Z

Trans Canada Airline's first stewardess, Lucile Garner Grant, celebrated her one hundredth birthday on Sunday, June 13, 2010. (Note: TCA eventually became Air Canada.)

Lucile Garner was born in Qu'Appelle, Saskatchewan in 1910 and trained as a nurse at the Royal Victoria Hospital in Montreal before moving to Vancouver. A pilot friend of hers had suggested Trans-Canada Airlines was looking for someone to set up a stewardess department and encouraged her to apply.

She was hired in June 1938, and was the first female employee, taking two trips from Vancouver to Seattle with United Airlines to learn how things were done. After that, she and Pat Ecclestone (the second TCA stewardess) learned on the job and from the pilots, with challenges ranging from designing uniforms to learning about weather patterns and aircraft design, operations and radio communication, and anything else that a passenger might want to know about, in addition to food services on a trans-continental flight, and how to stock a flight satchel. Lucile was in charge of all of this and more in her role of Canadian flight pioneer.

Of her most challenging IROP, Lucile recounts, "During a weather delay at Fort Nelson, I rode by dogsled to the radio station - bumping along on the frozen ice, the wolves howling in the distance. I thought, "This is great!"

More of Lucile's story is featured in a pamphlet found at this website....

When Otto Goes Bad...

2010-06-03T14:18:00.003Z

Automation has oft-times been promoted as a way of eliminating humans from the flight deck. Ironically, pilots now must be prepared to fly the aircraft by hand while also managing the automated systems and being prepared to eliminate Otto if he "goes postal" - as illustrated by this accident: (you may need to click the PLAY button on the right side panel)

Serious Google Earth Crawler!

2010-05-04T20:44:00.001Z

Someone has been spending a lot of time exploring Google Earth.

They've found some interesting sights - most are airplane-related:

Lady Snowbird Boss

2010-05-03T02:31:00.004Z

I found this interesting bit of history in the news today:

Snowbirds’ first female pilot to lead aerobatic squad

http://www.theglobeandmail.com/news/national/shes-the-boss-snowbirds-first-female-pilot-to-lead-aerobatic-squad/article1554040/

Connecting Flight?

2010-04-24T16:16:00.002Z

Researchers are seen here experimenting with new air-to-air passenger transfer techniques which would drastically reduce airport landing fees and operations costs:

NOT! Crazy comes in so many flavors! Wow.

Random Touch and Goes at Zurich...

2010-04-19T01:35:00.003Z

An aquaintance sent photos today and this note about his VFR flight at Zurich airport where all the jet-liner traffic is grounded. Making the best of a bad situation:

The Zürich Airport LSZH is closed for IFR traffic due to the vulcan ashes from Iceland.

We have now unlimited operation for VFR General Aviation traffic on the international airport, not even landing tax!

I made 3 touch and go on 3 different long runways.

Creative Flight?

2010-04-08T21:43:00.005Z

"Aviation isn't a profession where you're supposed to be creative."

This statement in a recent conversation got me thinking. Largely I agree except when we pilots have a chance to creatively solve problems. Which is why I enjoy flying into smaller centers rather than the big cities. When the traffic volume is saturated like it is all the time at New York, Chicago, Toronto, etc.. there's little room for pilot creativity. Either the system has been configured to handle the situation and the controllers apply it as required - or not. There is little for the pilot to do except ensure the proper amount of fuel is on hand to deal with the new plan.

So when thunderstorms are sweeping across Chicago from the west, it's not unusual for traffic from Toronto and Montreal to be re-routed north around a line of storms then south to approach the airport.

But at a smaller center, the pilot has room to create his or her own solution.

Case in point: Toronto to Winnipeg - arriving in the afternoon of a scorching day just as a line of severe thunderstorms are roaring towards the city from the west. The airport will be completely engulfed at our arrival.

We remain at cruising altitude, pick our way across the top of the line to the west side, then enter a holding pattern and spiral down the back side. By the time we reach ten thousand feet the worst of the storms have swept over the airport and we land straight in from the northwest. It's a smooth ride all the way and we use much less fuel compared to deviating around the storms.

Getting a little creative sometimes adds a deeper sense of job satisfaction.

Dead Tired part 3

2010-03-28T05:43:00.003Z

Dead Tired: part 3

This is the third section of the news investigation on pilot fatigue.

Two Big Picture issues are of interest.

One - the execs who led the charge to "walmartize" the airline industry are now resting comfortably on their big pay bonuses, happy in their pathalogical detachment from the consequences of their decisions. They admit no responsibility for anyone's death.

Two - we ultimately get what we're willing to pay for. The travelling public always votes with dollars for the kind of system we find acceptable. There's a saying that in a democracy, the people generally get the kind of government they deserve. If we are all a little greedy, dishonest, and self-absorbed, then let's not be surprised that this is what our leaders look like. The same principle obviously applies to every facet of our society.

Dead Tired Part 2

2010-03-28T05:31:00.003Z

Dead Tired - part 2:

This is part two in the special investigation of pilot fatigue. Notice the closing comment by one of the pilots interviewed: "Do I miss flying? You bet. Do I miss the industry? Not for a second."

Dead Tired: Part 1b

2010-03-26T04:44:00.004Z

Supplementary report:

Dead Tired: part 1b

Dead Tired: part 1

2010-03-25T06:35:00.002Z

This CBC documentary on pilot fatigue is excellent. Here's a link to part 1.

I don't know if this will be blocked outside of Canada.

Dead Tired: Part 1

It's a boat! It's a plane!? ...

2010-03-08T22:13:00.003Z

The Russians have come up with some interesting (if not always practical) "aircraft"! This is an aircraft that actually operates as a ship, flying in "ground effect." You can read about here: Lun-class ekranoplan. Don't miss the image link at the end of that article - or click it here. I can't read Russian, but the photos speak for themselves!

Online Newark Liberty briefing

2010-03-08T05:51:00.003Z

I think this online airport briefing is a clever use of the internet and computer media. I hope this expands to include more airports.

Flying Cheap

2010-02-26T22:13:00.004Z

Has everyone seen this documentary following the accident report from Colgan Air 3407?

FRONTLINE Flying Cheap

A hard look at the risks that may go with cheap flying.

Maybe it's time we take a hard look at the risks that may go with cheap flying...?

Duration: (56:31)

Premiere Date: 02/12/2010

Walmartization of the airline industry

2010-02-15T19:32:00.001Z

I've been meaning to rent this video. Now that I've seen this clip I must really get on that. A true representation of an industry in trouble:

Data Raped?

2010-01-19T00:49:00.004Z

In light of recent airline security issues the question of who knows what about us is of interest. What do we gain by giving up so much privacy?

Erasing David is a thought provoking documentary about the data streams we are all leaking:
http://www.cbc.ca/video/#/Shows/ID=1389244942

Keeping us safe!

2010-01-15T18:39:00.002Z

A reader supplied the link to this security related video.

I think it's worth viewing before the Vancouver Olympics.

Under the watchful eye...

2010-01-11T18:45:00.004Z

INDUSTRY NEWS

US FAA said it has heightened its oversight of American Airlines following three difficult landings in December. In the most serious of those, a 737-800 was destroyed when it overran the runway at Kingston on Dec. 22 and skidded onto a nearby beach. There were no serious injuries in that accident. The agency said AA had two other poor landings last month involving MD-80 wingtips hitting the runway in Charlotte and Austin. It said that in addition to stepping up oversight, it will examine the incidents to determine if there could be a link. AA is cooperating with the FAA. (Source: Air Transport World)

Wikkipedia has a detailed article on American Airlines, including mention of some previoius issues regarding maintenance.

The Neuroscience of Screwing Up

2010-01-04T19:06:00.005Z

I just read an excellent article on how our minds work and how we process data, often denying facts that conflict with our preconceived ideas. While this article deals with scientific research the lessons apply to aviation as well - and the way we view 'Life, the Universe and Everything.'

http://www.wired.com/magazine/2009/12/fail_accept_defeat/all/1

Bloggers Beware...?

2009-12-31T11:21:00.002Z

TSA subpoenas, threatens two bloggers who published non-classified airline security directive:

I'm not sure what crime they've committed, but TSA seems to think they're in trouble over blog contents.

Airline Terrorism Stats

2009-12-30T21:22:00.004Z

Makes for some good reading (click on the image to supersize it):

Source for these stats - here -

2009-12-12T00:14:00.006Z

Thought I'd pass this along. Sounds interesting. I wonder if this is also a first for a web-based first flight following?

The Boeing Company is proud to announce that the window for first flight is planned to open at 10 a.m. on December 15. The first flight will occur from Paine Field in Everett, Wash. This date is dependent upon final internal reviews, taxi test and receiving the final experimental ticket from the U.S. Federal Aviation Administration. We’d like to invite you to view this achievement via the World Wide Web. Our Web site will present a live broadcast of the takeoff, landing and post-flight press conference. You can access this site at www.boeing.com or www.newairplane.com.

The Web presentation will begin as the airplane starts to taxi to the runway.

A Boeing host will set the stage for takeoff. After the airplane leaves the ground, the Web site will carry live updates on flight status. The flight may last as long as three to five hours, so you will probably want to check back often. As the airplane prepares to land, the Boeing host will return and the landing and press conference will be carried live.

Please note that first flights are dynamic in nature and issues such as poor weather may affect timing. Please check the Web site for updates. We hope that you will join us in celebrating the first flight of Boeing’s most advanced commercial airplane.

Sincerely,
World Design Team
Boeing Commercial Airlines

Solar Impulse

2009-12-11T19:46:00.003Z

Here's an intriguing project to fly around the world in a manned, solar-powered aircraft:

YVR public observation deck

2009-12-09T10:06:00.004Z

As a kid who grew up spending hours and hours hanging around the roof observation deck of the old Edmonton city airport (CYXD), and was inspired by that experience to eventually become a pilot, I'm happy to see this facility at CYVR. I wish more airports did the same:

type="application/x-shockwave-flash" allowscriptaccess="always" allowfullscreen="true" width="445" height="364">

Please remove your belt and shoes before repairing that airplane...

2009-11-19T01:00:00.004Z

I'd be curious to read the comments collected from this proposed rule:

Tue, 17 Nov '09

Would Require All Repair Stations To Adopt TSA Security Program

TSA announced publication in the Federal Register of a Notice of Proposed Rule Making (NPRM) to strengthen the Aircraft Repair Station Security program on Monday. The proposed rulemaking would establish security requirements for maintenance and repair work conducted on aircraft and aircraft components at domestic and foreign repair stations certificated by the FAA.

The increased security protections proposed in the NPRM are designed to build on the extensive certification and safety requirements for repair stations instituted by the FAA. Aircraft repair stations vary widely in size, type of repair work performed, number of employees and proximity to an airport.

"This proposed rule supplements FAA requirements that protect aircraft undergoing repairs from terrorist threats," said TSA Office of Security Operations Assistant Administrator Lee Kair. "By enhancing repair station security, this rulemaking guards against the potential threat of an aircraft being destroyed or used as a weapon."

The NPRM requires FAA-certificated foreign and domestic repair stations to adopt and carry out a standard TSA security program to safeguard the security of a repair station, the repair work conducted, and all aircraft and aircraft components at the station.

The program will require certificated stations to implement strict access controls, provide security awareness training, and allow for Department of Homeland Security (DHS) inspections.

The NPRM fulfills the Vision 100-Century of Aviation Reauthorization Act's requirement for DHS to put forth security regulations for domestic and foreign aircraft repair stations.

The public has 60 days to comment on the NPRM once published in the Federal Register.

FMI: www.tsa.gov

Courtesy http://aero-news.net/index.cfm

Something for Nothing...

2009-11-17T18:56:00.006Z

Log Entry 1975 - B727 Second Officer-in-training - CYUL - Departure Gate

When I was training as a Second Officer on the Boeing 727 just a few years ago, I learned a neat thing about airflow entrainment. The Trusty Trijet has two air conditioning systems, called "packs." In flight pack 1 draws bleed air from engine 1 and pack 2 bleeds engine 3. Then using the black magic principles of expansion and compression and so on these packs pump air of the desired temperature into our cabin. So far so good.

But what if we're on the ground and the engines are not running? Then we use the auxilliary power unit's (APU) bleed air to do the job. Trouble is one little APU cannot match the flow of two big JT8Ds - the APU just can't produce that much bleed air. So, (now this is the neat part) Boeing engineers equipped the system with a Flow Multiplier. They use the high velocity bleed air from the APU to entrain ambient air from the wheel well and Voila! We now get enough "bleed" air to run two packs. Amazingly, the bleed load on the APU with both packs running is less than with just a single pack.

One surprisingly hot spring day early in my training I was sent on a fam-flight. I had just finished the technical "ground school" part of the 727 course and was awaiting to pass through the bottleneck at the flight simulator portion. Fam-flights were great. We would tag along for a day with an operating crew and see how it all works. Of course not all the line pilots were equally good examples of how the job is to be done. But it sure gave a student the context for how all the parts should finally fit together.

This afternoon we're on the ramp in Montreal and it's a scorcher. The outside temperature is in the mid thirties Celcius. We board the aircraft just ahead of the passengers to discover the interiour is like a suana. Our winged aluminum tube has been sitting in the sun for over an hour baking because the unexpected hot weather caught everyong by surprise. Most of the airport's ground air conditioners are still in winter heating mode wating to be changed over to summer cooling. Whatever the excuse the cabin air is unbreathable.

The pilots shed their formal "blues" and get down to the ramp checks so we can depart on time. I try to be inconspicous as I settle into the observer's seat behind the captain's chair, across from Second Officer Milo. His first priority is starting the APU so he can then get the packs running. The procedures for checking the APU fire protection systems seem to take forever but finally the APU is started and stabilized. Milo flips on the first air conditioning pack watching the electrical load surge as the pack's cooling fan kicks on, followed by the APU exhaust gas temperature needle rising. There is a weak gush of hot air from the overhead grills and a slight change in the background noise. But suddenly the flow stops and the flight deck gets quiet again. The EGT has rapidly spiked to its top limit and the APU's self-protection circuit has tripped the pack off to prevent damage. Milo looks puzzled and goes through the reset drill and tries again. Same results.

Meanwhile the passengers were boarding, the cabin is getting hotter still, and the purser is calling out from the flight deck door - "Air! We need air back here fellas!"

Someone suggests as diplomatically as possible to SO Milo that he might try throwing on the second pack immediately after the first, "So the flow multiplier will kick in and reduce the bleed load..."

"Really?" he asks looking puzzled. He is reassured that this should work. So this time Milo flips on the first pack ... again a weak flow of hot air trickles from the vents and the EGT needle rockets towards the redline. As soon as the electrical surge of the first cooling fan subsides Milo tentatively flips on the second pack. And almost miraculously as the demand for even more bleed air awakens the flow multiplier, the APU EGT slows, stops its climb, and actually reverses down to sit in the middle of the green band. A welcome whoosh of air pours from the vents along with the happy roar of contented packs. In just a few minutes the icy air is having the desired effect. Everyone regains their true cool and we depart on time.

Since then I've always wondered what a flow multiplier looks like and how it works. Today I came across a new consumer product which employs the same principle. I'm sure the ole B-727 flow multiplier did not look nearly so elegant, but it sure did do the trick.

Something for nothing. Now there's a bargain you don't see everyday.

2009-11-15T01:07:00.001Z

I want one of these on my little plane:

But will have to settle for this (for now):

3D Details of Cactus 1549

2009-11-13T00:28:00.002Z

This is an excellent presentation. The crew had so little time to work with. Truly amazing!

Remembrance Day

2009-11-11T17:03:00.005Z

Thanks to all who made the ultimate sacrifice...

A day to remember

and long

for peace

for a time when people

are prepared to die

rather than kill

for their beliefs

"Trump" your ride?

2009-11-11T04:13:00.003Z

In case you're getting tired of shlepping around the skies in steerage - here's a good deal on a gently-used B727.

Does self-regulation work?

2009-11-10T19:42:00.004Z

Findings from this bizjet crash continue to challenge Transport Canada's policies regarding air safety. (see my previous posting)...

Inflight Movies You Could Do Without?

2009-11-09T03:29:00.004Z

This is probably not everyone's idea of great in-flight entertainment.

It's from a series that has aired under various names - "Mayday," or "Air Crash Investigations." It's often available on the Discovery Channel or the National Geographic Channel. And happily - Youtube!

Olympic Flight Restrictions

2009-11-07T20:06:00.004Z

For anyone planning to fly in the Vancouver area during the upcoming winter olympics there are several flight restrictions to be aware of. Click Here for a site with the appropriate links:

A Day in the Life (39) Pass-temps

2009-10-29T20:16:00.007Z

A description of a typical day’s flight from Montreal to Vancouver and return - as a backdrop for a detailed, non-technical description of what an airline pilot does. (check left hand column for series index).

Time: CYUL arrival minus …

Pilots are bright-minded action-oriented people. They need to keep busy with meaningful work. But the en-route phase of flight has become so highly automated and the computerized flight plans have become so efficient and the ATC systems so programmed that pilots are reduced to system monitors. Which becomes problematic because research tells us that human beings are good at problem solving, but we suck at monitoring.

Our computer manages speed, altitude and headings more precisely than any human could - nothing to do there. Ask for a direct routing to some downline point? This may take the aircraft away from the best winds. Change altitude for better fuel consumption? Only if the flight plan demands it and traffic permits.

So in an effort to combat en-route boredom here are some strategies I've seen pilots employ:

Getting up frequently and moving around or exercising. Unfortunately, this is harder since our flight deck doors have been welded shut. Also, medium to short range aircraft cockpits are notoriously small. Pilots (or so it seems judging by the evidence) are an expensive necessity that designers would prefer to automate entirely out of the aircraft.

Conversation. But not all pilots are great conversationalists and the chemistry just doesn’t click. Besides, after three days, you've run out of smalltalk anyway. Again, the locked doors limit the frequency of visits by flight attendants. Many pilots once enjoyed giving mini-tours of the flight deck to interested passengers. This was fun but it is no longer an option.

Busy work. I've seen pilots read through the entire logbook history of the aircraft or review work-related flight manuals and complete as much job-related paperwork as possible. But this only lasts so long. And worse, it has a sleep-inducing quality all its own.

More busy work. Some pilots will call up continual streams of weather reports from the data-link system just to have something to read... "So, what's the weather like around the world today?”

Eating! In ‘the day’ we may have had excellent onboard meals to not only energize us but help pass some time. Now as often as not we subsist on "turkey snacks" (i.e. squat 'n gobble) from the airport sandwich shop while running from one flight to the next. Personally, I’ve found nibbling on sunflower seeds keeps the mind active, but this can be messy.

Even more busy work. I've seen pilots create superfluous navigation waypoints just for something to do - to "fine-tune" the flight path. I've seen this taken to a fault such as by one pilot who insisted on building a programmed routing for Laguardia's visual procedure to runway 31. Note - it’s called a “visual procedure” for a reason!

Treasure hunting. That’s the best way I can describe this constant probing for secret information. I've seen pilots delve into obscure and mostly pointless details about aircraft systems. Again I've seen this to a fault. One example: "If we select the flap lever half-way down to the next slot then back to the one we want, we get a different setting on the leading edge flaps and the aircraft then maintains a better attitude during radar vectors..."

Yikes! I'm reminded of a B727 accident many years ago where the crew apparently had developed a "special" procedure to disable the leading edge flaps in cruise then use the alternate flap system to tweak the trailing edge flaps down just a degree or two to get the airplane on the step. Which went disastrously wrong when the flight engineer inadvertently reset a circuit breaker, triggering the sudden deployment of the leading edge flaps in cruise at altitude.

Games. I've seen pilots tap endlessly through the navigation data-base to find the furthest waypoint from the current spot. I've seen pilots enter made-up waypoints to draw geometric shapes like stars on the screens. With the addition of data-link printers I've seen pilots engage in long "conversations" with other stations or flights. I've even seen pilots resort to solving crossword puzzles to keep mentally active without losing situational awareness.

Perhaps the strangest was the captain who preferred to fly at night. He turned down all the flight deck lighting to the bare minimum and sat with his face right up in the window. He was determined that before he retired he would see a UFO. I'm serious! And so was he.

But usually we have plenty of things to keep us busy.

Some days we are nervously dodging through seas of thunderstorms. Or searching for smoother air at different flight levels and working out the implications on our fuel load and our chances of reaching the destination before the tanks run dry.

System glitches pop up and invoke unfamiliar alternate procedures and reams of paper work and communications with dispatchers and maintenance departments.

And some dark nights the weather systems around us are rapidly shifting and swirling keeping us thinking about alternate plans and strategies. Like tonight.

The data-link printer comes awake and starts pumping out an arm’s length message from our dispatcher. F/O Paula rips the banner into page-sized segments and compiles them into order for our reading pleasure.

Time: CYUL arrival minus 2H00

Miracle on the Hudson - Documentary

2009-10-16T05:28:00.002Z

The Passionate Eye aired this documentary October 5th.

This is a CBC program so it may not play outside of Canada.

Here's one of many clips which are posted on Youtube from the same or a similar program.

It's a good show - well worth viewing.

Be Nice to the Staff...

2009-10-08T17:24:00.005Z

Today I'm feeling philsophical and I love to observe human nature and ponder why we are what we are. I just came across this video featuring the CEO of JetBlue. Near the end I think he offers some very sage advice to travellers:

The rudest passengers in my experience are usually from the largest cities. Maybe it's a tendancy that evolves when the anonymity of the crowd shelters us from the consequences of our behaviour? For example, more than once I've been berated by a swellagantly-attired businessman because I chose to delay the morning departure due to icy runways and crosswinds at his destination. "I have an important business meeting today! You have to get me there! ..." To which my (unspoken) reply is: "If the meeting is that important, then why weren't you smart enough to fly over last night?"

Related to this rudeness is a total lack of awareness that in all competitions between humans and Mother Nature, Nature rules. Many big city dwellers have grown so unaware of our dependence upon nature that they think it's a personal affront when their lives are distrupted by snow, ice, wind, or thunderstorms.

Meanwhile passengers from maritime regions who earn a living from the sea or know someone who does - or passengers from the smaller prairie cities whose livelihood is closely attached to farming - have a different mentality. When informed of weather-related delays, their reaction is usually a shrug and a comment along the lines: "Well, you can't control the weather now, can you. I guess we'll get there when we get there."

Over the years as GooseAir passed off flights into smaller communities to the Feeder Airline, and my schedules became a steady diet of high density airspace and big cities, it was a true downgrade of working conditions in my book.

My conclusions from these meanderings? Be nice to one another. Be aware of the reality we all share. And always know that in the end, Nature rules.

Riding on Risk

2009-10-07T03:40:00.004Z

This CBC investigative journalism show makes some serious allegations about Transport Canada and their effectiveness in policing aviation safety in Canada:

Riding on Risk

September 25, 2009

Disturbing allegations about our safety in the air. How well is our government protecting our safety and security?

the fifth estate

Airplane Hunter

2009-09-30T18:51:00.003Z

The Seattle air museum is certainly on my radar as a must see. Largely due to the work of this gentleman:

One of his latest projects - A TCA Super Connie

Emulating the Right Stuff

2009-08-02T02:45:00.003Z

When we set out to copy nature there's an interesting conundrum that arises. If we emulate form rather than function the results are usually pretty drastic. As this video shows:

For the same reasons that birds can't use propellors, our machines have never done well with "bird-like" structures. I guess this need to differentiate function from form when we learn from what's gone before applies to other fields too...? If you have any good examples that agree or disagree with this statement, please share.

Where the name comes from...

2009-07-30T04:54:00.002Z

A friend checking out in my homebuilt (I'm happy to report that the wings stayed on for him too ;-)

A Non-i-form that will never fly.

2009-07-03T19:16:00.003Z

I won't even begin listing

the reasons why this kind of uniform probably won't catch on.

Well, there ya go -- there's the first reason right there.

Some things you just don't want getting caught...

First Local Flight - in space!?

2009-07-03T18:40:00.003Z

This story is interesting in that it may be the first ever "local hop" flown in a spacecraft. Earth-bound pilots are familiar with the concept of heading out for a local sight-seeing flight just for the fun of it. Sometimes we'll stop at a local restaurant for a cup of coffee or a "hundred dollar hamburger." Or we'll just motor around the local area on a fine evening to enjoy the experience of flight, then wander back home and tie down for the night.

This sounds like the space equivalent. Albeit there was a purpose - to move the Soyuz lifeboat to another dock. But I can imagine the conversations in the space station leading up to the "flight."

"So, I'm going for a short trip to the other side of the station. Anyone want to come along for the ride?"

Lies, Damn Lies and Instruments...

2009-06-14T04:31:00.003Z

After reading Aviatrix's excellent summary of an Air Caraibe incident related to 'bad' air data and instrumentation malfunctions, I was shocked to discover the following information from a Boeing website:

During the past 10 years, more than 300 accidents and incidents have been reported as a result of erroneous flight deck information, including problems with pitot-static probes and air data computers. Several fatal accidents that involved erroneous flight instrument information and six incidents resulting from lost or erratic air data occurred in 1996 alone.

Some fatal and near fatal accidents have been tracked back to something as mundane as a strip of tape over a sensor port. The Air Caraibe incident involved severe and sudden icing in cruise flight, and may prove to have some common elements with Air France 447.

To a pilot who has become finely tuned and trained to flying by instruments, suddenly having to determine which pieces of conflicting information are right and wrong and how to respond is a huge challenge. During flight in turbulence at high altitude the margins for error can be very small (see previous posts about airspeed envelopes.) A wrong decision and control input can quickly put a jet airliner into a situation from which there is little chance of recovery.

Understanding the causes behind Air France 447's demise is extremely important - making it even more urgent that the 'black boxes' are found.

A Day in the Life (38) Eastward Ho!

2009-06-10T22:36:00.007Z

Time: CYVR Departure minus 0H00

We’re both a little more awake than we were in the Montreal darkness this morning. So the checklists and start up procedures flow even more smoothly - and a little faster.

We’re soon waved off and under way and as our final load figures begin scrolling off the printer F/O Paula confirms that we’re loaded to the gunwales.

We arrive at the button of runway 26L with the checks complete and I make one last check over my left shoulder to ensure no one will try to occupy the same space time coordinates before continuing onto the runway. My plan to use a rolling takeoff is interrupted by a Beaver puttering southbound along the coastline. I recite our take off speeds and confirm our initial climbout altitude as we wait. Then:

“Goose Air, One One Two, you’re cleared take off, runway two six left.”

The thrust levers go up through the clicks to the TOGA slot, there’s a second where it seems as if nothing is happening except for a rise in the noise then slowly the Lumber Jet accelerates.

Rotation speed is 160 kts. and it seems to take forever to get there. A gentle tug on the stick and we leave the rumbling pavement behind and transition into the rich sea-level air. After only a slight pause the altimeter begins a determined run up the scale.

“Positive rate.”

“Gear up.”

The usual thumps and whirrs. Some quick calls and frequency changes and we are soon out over the open ocean west of Vancouver then turning majestically through south towards south-east towards an inspiring view of Mount Baker.

“Goose Air 112, direct to Princeton, maintain flight level 230.” The air is smoother now than when we arrived. It’s often surprising how quickly areas of turbulence can well up, then subside. But up ahead as we near the mountain range again, the clouds convince me to leave the seat belts ‘on’ for a while yet. I ask FO Paula to make an announcement to keep our new flight attendant crew and passengers in the know.

Above ten thousand feet I put Otto back to work and move my chair closer to the windows for a view of the lower mainland and Fraser valley. This time of the year the green-drenched ground is a welcome relief from the December blahs dominant in most of the country.

We’re soon level at FL330 with the cruise checks all done. The countdown to home is underway. The datalink comes alive with an update from our flight dispatcher. South-western Quebec along with parts of Ontario and New York state are rapidly deteriorating into a serious winter wonderland. Visibility continues to drop. Snow continues to fall.

I glance at the estimated fuel overhead Montreal. The first of many such glances over the next few hours.

Time: CYUL arrival minus 4H30

--------------------------

Max weights of interest:

- Maximum taxi weight............................................................75 900 kg (167 329 lb)

– Maximum takeoff weight (brake release) ................75 500 kg (166 447 lb)

– Maximum landing weight .....................................................64 500 kg (142 198 lb)

– Maximum zero fuel weight ................................................60 500 kg (133 380 lb)

High Altitude Airspeed Envelope

2009-06-08T16:33:00.012Z

A friend recently asked me an intresting question, in light of the speculations surrounding the Air France flight 447 disaster:

What would be the stall speed versus the "normal" cruising speed on a plane like this?

At middling altitudes ... like 28,000 there's a ton of spread. Let's say 120 knots stall speed (no flaps) - cruise at 450 knots. But at high altitude cruise it gets a little more complicated because of the speed of sound and incipient shock waves.

As an aircraft climbs above approx. 28,000 feet, the maximum speed the wing can fly gets slower (shock waves start to form). At the same time the lowest speed it can fly at gets faster (thinner air, complicated as well by shock waves).

This phenomenon contributed to some crashes of the original 707 and DC8 jet transport airplanes as the full effects of turbulence and maneuvering on this tightening envelope weren't fully appreciated. At such high altitudes any increase in G-loading, causes these two speed extremes to come even closer together.

The point where they meet, as displayed on a performance chart, has been nicknamed "coffin corner" because of this history.

(Typical Buffet Boundary Chart)
If an A330 is cruising at his maximum altitude for his weight, there could be as little as 10 to 20 knots room to spare on either side of the "envelope". Which is why when we encounter "significant" turbulence or mountain waves, most pilots prefer a lower altitude.

Here is a typical presentation of the speed envelope on a modern "glass" panel. The airspeed tape on the left shows the allowance between high and low speed buffet - about plus/minus 15 knots in this example:

http://en.wikipedia.org/wiki/Coffin_corner_(aviation)

Unfriendly Skies

2009-06-02T07:10:00.009Z

As the investigation into the tragic loss of Air France 447 gets under way thunderstorms are considered a possible cause.

Isolated thunderstorms can be handled fairly easily in the daytime. Under those conditions aircraft actually operate near them on a routine basis:

I spent a summer flying hail suppression in the north end of Thunderstorm Alley at Penhold Alberta, Canada.

But crossing a towering line of tropical thunderstorms in the dark of night is on every pilot's list of least favorite pass-times. Even with the best radar equipment available, encounters with severe turbulence and worst-of-all, hail, are always a possibility.

Were storms a factor in 447's sudden demise? It's way too early to tell. Until the flight data recorders are recovered, we're only guessing. In the meantime investigators will be keeping thunderstorms near the top of the list of suspects.

Common Diversions

2009-05-24T22:42:00.012Z

Welcome Home! Well, almost...

Diversions to alternate landing sites always invoke unwanted costs and complexities. For an airline it's about taking care of the passengers and finally getting them to their destinations and rescheduling crew-members and the aircraft itself to cover ongoing flights.

For NASA it's mainly about getting the Shuttle back to Florida and ready for its next flight. In both cases subsequent flight delays are often the result.

I wonder if passengers are allowed to ride in the Shuttle during transit? I suspect not... too bad. It could help defray the 1.8 Million dollar cost of the diversion. Ouch! And I thought diversions were expensive for airlines!

STS125, You're cleared to hold...

2009-05-22T17:02:00.010Z

An old song from the 70's echoes in my brain ...

"Eight miles high and when you touch down
You’ll find that it’s stranger than known"

Fast forward to 2009 and make that Eighty Miles High and today I'm thinking about Space Shuttle Mission 125 and comparing it's current situation stuck in orbit, to our more familiar experience of an airliner "orbiting" around a holding pattern***.

Size of a holding pattern

- Airliner: 10 nautical miles long, 6 nm wide

- Space Shuttle: Circumference of the earth plus orbital height: 22,000 nm

Speed in the hold

- Airliner: best speed for fuel economy - typically 200 to 250 knots

- Shuttle: 15,000 kts. - fuel consumption is not an issue

Altitude of the holding pattern

- Airliner: as high as practicable for fuel economy - typically 10,000 to 35,000 feet

- Shuttle: typical orbital heights: 980,000 to 1,700,000 feet - fuel is not an issue

Time to fly one "orbit"

- Airliner: 10 minutes

- Shuttle: 90 minutes

Limitations on holding time

- Airliner: Minimum Fuel on board must not go below that needed to divert to the alternate, plus 30' reserve. A typical maximum holding time is about 1 hour, but usually much less.

- Shuttle: Limited by Life Support systems. The crew of STS-125 have enough supplies to remain in space until Monday.

Alternate airports:

- Airliner: Alternates must have suitable weather forecasts and ground support facilities. They are typically located within an hour of flight time but closer is much better.

- Shuttle: Weather and facility requirements are similar but of course the scale of operations differs. One unique aspect is that an airliner can divert in any compass direction but the Shuttle cannot. An alternate landing site must coincide with the existing orbital path. The shuttle cannot change its ground track until after re-entering the atmosphere.

As a side note - when an airliner takes off in poor weather, a specific Departure Alternate must be designated in case of the need for a quick return to landing. Similarly, the Space Shuttle has designated emergency diversion airports planned during the launch in case it is unable to continue to orbit.

Time to descend:

- Airliner: Typically, from the Top of Descent to touchdown takes 30 minutes.

- Shuttle: The De-Orbit maneuvering occurs about 1 hour before landing, but the spacecraft begins transitioning to an aircraft at about 400,000 feet, 35 minutes before landing.

Descent profile

- Airliner: As a rule of thumb take the altitude to lose and drop the last three zeros (i.e. div. by 1,000). Multiply this number by 3 and add 10. Make adjustments for known wind, and weight of the aircraft (At a heavier landing weight an airliner takes more miles to descend than when it is empty. In descent the forward speed is maintained by gravity. A relatively heavier aircraft maintains the proper speed with a gentler slope.) At busy airports deviations from the ideal profile are often required by ATC. The pilot initiates the descent by reducing thrust and pitching the aircraft slightly downwards (either manually or via the automation).

- Shuttle: Somewhere on the other side of the world, at a point in time and space calculated by means we can't approximate as rules of thumb the De-Orbit Burn is initiated. This requires the Shuttle to face backwards and fire the re-entry engine for about 20 seconds shaving about 150 kts off its orbital speed. Then the craft has to be flipped over and prepared to meet the atmosphere in a flying attitude. As far as I know this is all hand-flown by the pilots. This reshaped orbit will now intersect the atmosphere just short of the landing airport. ATC clearances are not currently an issue.

Approach, Landing and Touchdown

- Airliner: The descent can be interrupted at any time by adding power and levelling off. Adjustments to the descent angle can be tweaked by adding drag via speedbrakes, or adding thrust. Deceleration to 250 knots is usually required by law below 10,000 feet, and slower still nearing the airport. Airliners like to be about 30 miles of flight path from touchdown when they reach 10,000 feet and 250 knots. Wing flaps must be extended within a small window of speeds as the aircraft decelerates to the approach target. Typically airliners fly a stabilized approach of 150 knots for the last 1,000 feet of descent along a 3 degree glide slope. The landing gear and final flap configuration should all be set by this point. Various automatic aids and even automatic landing capability is installed in most modern airliners. Still the vast majority of landings are flown manually to one degree or another by the pilot.

Touchdown speed is just a few knots slower than the stabilized approach speed. If needed, the airliner can quickly be reconfigured into a "Go Around" mode by applying take-off thrust and aiming the nose skyward again. Otherwise the touchdown should occur in the first 1,000 feet or so of a runway that is at least 6,000 feet long. Then wheel brakes, aerodynamic speed brakes and engine reverse thrusters are available to complete the deceleration.

- Shuttle: At some point soon after the de-orbit burn the shuttle is headed for an unavoidable encounter with the earth - no exceptions, no delays. At about 400,000 feet and Mach 25 the Space Shuttle becomes a rapidly descending glider. Someone has described it as not so much gliding as falling with style. As speed reduces to about mach 3 it becomes possible to extend the air data probes and not have them destroyed by the heat of friction. The pilots can now add airspeed to their list of measured flight parameters. Speed brakes and steeply banked turns are used to dissipate excess energy and align with the runway.

An initial flare begins at 10,000 feet where plummeting is converted to plummeting gently and airspeed begins to reduce towards a more survivable touchdown level. A shuttle typically passes through 10,000 feet 8 nms from landing and continues down a 20 degree glideslop. At 3,000 feet it continues flaring and decelerating to reach 190 kts at the runway threshold. The landing gear is extended during the final flare just before reaching the runway. The time to deal with landing gear malfunctions is zero - or close enough. The option to go-around does not exist. Various automatic aids and even automatic landing capability is installed in the shuttle. Still the vast majority of landings are flown manually to one degree or another by the pilot.

After touchdown, usually about 2,500 to 3,000 feet into a 15,000 foot runway, a drogue chute aerodynamic speed brakes and wheel brakes are used to dissipate the remaining kinetic energy.

Ground holds and airport congestion are not currently an issue for the Space Shuttle.

***Notes:

The holding numbers I'm giving are gross generalizations. To see just how detailed holding airspace and procedures get when they are officially calculated, see this paper.

As for numbers related to Space Shuttles, I'm using gross generalizations gleaned from the NASA internet site. These units are all given in Nautical Miles - multiply by 2 for an approximate conversion to Kilometers.

Here's a more detailed explanation of Space Shuttle re-entry.

Congratulations to the crew of STS125 and happy landing whenever it occurs!

I bought a ticket - I'm getting OFF the plane!

2009-04-23T20:41:00.001Z

A little comic entertainment for fun...

Crabby Old Captain?

2009-04-03T17:09:00.008Z

Sam at Blogging at FL250 recently posted an excellent article about our mutual love of flying and how over the years many professional pilots seem to lose it. His thoughts inspired a response that was getting too long for his comments page - so I've posted it here instead:

----------------

Sam, I don't know if I avoided becoming a Crabby Old Captain... but there are certainly some parts of the job that never become tedious.

You mention the Lift Off as a great point where the fun really begins. Over the years I've discovered a few more break points. The first occurs after clearing all the noise and activity of the flight planning room, the security checks etc.. and actually walking towards the aircraft with nothing else in the way. "Now it just keeps getting better and better," I think to myself.

The next great moment (which I discovered after moving to the Captain's seat) is when all the preparations are finished, and I can finally push up the power and feel the aircraft begin to roll under my control ... that is a sweet feeling.

There's the anticipation as we move into the takeoff position. Followed by the risks and thrills of the takeoff roll and yes - that sweet instant of transition to the air! Then the joy of efficiently cleaning up the gear and flaps and getting headed in the right direction.

I enjoy the moment of "letting her rip..." once clear of the 250 knot speed restriction. Best of all is when we "happen" to do this just on top of a cloud layer where we can see the speed!

And finally there's that moment of locking into cruise level, clicking my seat back a notch and settling in for what will hopefully be an uneventful few moments or hours.

All the ancillary issues that increasingly surround the job are unfortunate and endemic to our society - our world. But over and through all this I've also found one other thing that keeps the job always fresh and interesting. People.

Once you've mastered a piece of machinery it's always that same piece of machinery. Always with the same repetitive sets of inputs/outputs. But people are always different, growing, challenging and worthwhile. More and more I find that the real satisfaction in life comes from learning about people, how to understand and communicate with and enjoy them.

Getting a good performance out of a piece of machinery is one challenge but once learned, it is easily repeatable. As an airline captain, inspiring a good performance out of a flight crew and surrounding support teams - consistently -in all sorts of conditions. That is the real and never-ending challenge. And it comes with an even deeper satisfaction when achieved.

Thanks for a fine article and for reminding me to think of all the good points in a day's work. They do so easily get buried by the "ancillary Bravo Sierra!"

And finally, Anonymous@9:14 said: "I love my wife, not my job. I need a job I can tolerate."

I agree completely with this thinking. We all need to decide if we Live to work - or Work to live. The world seems to be run by the Type A personalities who fall into the first category. I believe that ultimately this mindset causes many of the problems we face as a society. Those who discover we have a greater purpose to life than "just working," who discover the true importance of family, friends and community, will find a satisfying life no matter what career they need to work at to put food on the table.

Fly Safe! Thanks again, Sam.

Flying For Fun

2009-03-29T17:05:00.000Z

Low Altitude Aerobatics... - video powered by Metacafe

It's a Car! It's a Plane! It's Car-o-Plane!

2009-03-23T02:56:00.005Z

Every attempt to produce a flying car has resulted in a vehicle that wasn't very good in either medium. Will this one finally break that mold? Recently the high cost of gasoline has led to easements in road regulations allowing for experimental electric vehicles. Perhaps the timing will be just right to allow exceptions for a roadable aircraft as well.

But, should your tastes lean towards a sportier, flying "motorcycle/ATV!" check this:

Pull up and go around!

2009-03-21T18:14:00.005Z

During flight simulator tests one of the maneuvers we fly is a so-called "aborted landing." That is, we must suddenly break off our landing attempt, usually from a low altitude, low airspeed configuration. Sometimes we'll already be flying with one engine shutdown. Other times an engine failure during the go around adds to the excitement.

When we initiate a Go Around from close to the runway the wheels will momentarily touch down. One of the key factors in the drill is to not raise the landing gear until we are safely established in a climb. Another important factor is to not become distracted from flying the aircraft. It's disorienting to feel the wheels rolling along the ground while your brain is still in "flying" mode.

Simulator instructors have various scenarios they throw at us to trigger this exercise. One of the favorites is to issue an ATC instruction like: "GooseAir One - vehicle on the runway - pull up and go around!" (*see note below)

In fact vehicles do from time-to-time invade our landing space, but this one is a little unusual:

Runway driving lesson causes near disaster

A passenger plane narrowly avoided a crash in the Philippines - after a man teaching his girlfriend to drive sped across an airport runway.

The Cebu Pacific plane, with 80 passengers aboard, briefly touched down at Legazpi airport, but took off again as the van crossed the runway.

"That van could have turned us into a fireball had I not successfully aborted landing," pilot Christopher Nowioki told the Philippine Star.

The newspaper says the culprit was actually the son of the airport manager Frisco Sto. Domingo who has now been sacked It's thought that the driver may have thought all the flights to the airport were completed for the day, and decided to use the runway to give his girlfriend a driving lesson. However, a recent increase in the number of scheduled flights, combined with poor visibility, caught him out.
========

* The phrase "Go around," is aviation jargon meaning historically, circle around the airport's traffic pattern and come back for another approach. In practice, it means, "Discontinue your approach and landing. Climb back up to a safe altitude because there's currently a problem ahead. Synonymous expressions often used are, "Pull Up," or the less frequent, "Abort."

Leadership!

2009-03-20T14:05:00.003Z

While "leaders" at failing corporations like AIG and Nortel pay bonuses to the people that are destroying the companies, other Leaders have a different way of doing things - (Airline executives should take note!):

Three months ago, FedEx announced broad-based cost cuts including a 20 per cent pay cut for CEO Smith, a 7.5 to 10 per cent cut for other executives and a five per cent cut for thousands of others. The company also froze retirement plan contributions for a year, among other cost-saving measures. FedEx employs about 290,000 people worldwide.

... FedEx shares rose $2.05, or 4.8 per cent, to close at $45.10 Thursday.

Thirst in Spaaaaaaaace?

2009-03-18T17:29:00.004Z

A little "ewwww!" excerpt from a report on the latest space shuttle mission:

Urine recycling system fix

The other major delivery to the station is a replacement distillation assembly for the station's water recycling system, which converts urine into drinking water for the station's astronauts.

The space shuttle Endeavour delivered the recycling system to the station in November 2008, but the distillation assembly, which removes impurities from the urine in the early stages of the recycling process — failed not long after the shuttle departed and returned to Earth.

Hmmm... gets me thinking. Would the CEO of low-cost carrier Ryanair, who is apparently thinking of installing pay toilets on his planes, also be thinking of saving money by installing this system next?

Double ewww!

Okay - enough of the 12-year-old-boy jokes. Back to serious stuff! humph ...

Unusual Publicity.

2009-03-07T00:09:00.003Z

The hull of U.S. Airways flight 1549 was recently towed through city streets to the site of the continuing investigation. What is interesting is that U.S. Airways has chosen not to paint out the company name and logo. Generally after an accident this is one of the first things that companies do to limit the damage to their corporate identity (see the China Airlines photo above for an example). I guess someone at U.S. Airways decided this event had a more positive spin?

U.S. Airways Flight 1549 Being towed to Harrison N.J. from Anthony Quintano on Vimeo.

I'm Flying! I'm Flying!

2009-03-04T23:05:00.003Z

Hilarious and oh-so-true, especially his comments about airline flying:

Everything is Amazing - Nobody is Happy!

Schiphol - more "Who's Flying the Airplane?"

2009-03-04T18:24:00.007Z

Every aircraft is a complex system of faults waiting to happen. Ironically (in light of some comments being spread across the internet subsequent to the Hudson river ditching), the Airbus automation contains specific safe-guards against loss of airspeed in flight. Would that have prevented this accident? Who knows.

Our best chance of avoiding accidents comes from alert, well-trained pilots recognizing an approaching disaster and taking appropriate action.

This seems to be an authentic bulletin from an aviation site -- and it also illustrates why the media should refrain from quoting 'expert' sources about the cause of an accident before the investigation is complete. At this point it looks like windshear is ruled out and there were some anomalies in the automated flight systems. Why an experienced pilot would let the situation deteriorate to this point is the next big question that needs to be addressed.

Every accident is a complex alignment of contributing factors. These usually coincide with opportunities along the way for us carbon-based units to recognize the growing danger and avoid it.

From Boeing
FROM: THE BOEING COMPANY
TO: MOM [MESSAGE NUMBER:MOM-MOM-09-0063-01B] 04-Mar-2009 05:29:01 AM US PACIFIC TIME
Multi Operator Message

This message is sent to all 737-100,-200,-300,-400,-500,-600,-700,-800,-900,-BBJ customers and to respective Boeing Field Service bases, Regional Directors, the Air Transport Association, International Air Transport Association, and Airline Resident Representatives.

SERVICE REQUEST ID: 1-1228079803
ACCOUNT: Boeing Correspondence (MOM)
DUE DATE: 10-Mar-2009
PRODUCT TYPE: Airplane
PRODUCT LINE: 737
PRODUCT: 737-100,-200,-300,-400,-500,-600,-700,-800,-900,-BBJ
ATA: 3400-00

SUBJECT: 737-800 TC-JGE Accident at Schiphol Airport, Amsterdam - 25 February 2009

REFERENCES:
/A/ 1-1222489391 Dated 25 February 2009

Reference /A/ provides Boeing's previous fleet communication on the subject event. The US NTSB, FAA, Boeing, the Turkish DGCA, the operator, the UK AAIB, and the French BEA continue to actively support the Dutch Safety Board's (DSB) investigation of this accident.

The DSB has released a statement on the progress of the investigation and has approved the release of the following information.

While the complex investigation is just beginning, certain facts have emerged from work completed thus far:

- To date, no evidence has been found of bird strike, engine or airframe icing, wake turbulence or windshear.
- There was adequate fuel on board the airplane during the entire flight.
- Both engines responded normally to throttle inputs during the entire flight.
- The airplane responded normally to flight control inputs throughout the flight.

The Digital Flight Data Recorder (DFDR) data indicates that the crew was using autopilot B and the autothrottle for an ILS (Instrument Landing System) approach to runway 18R at Amsterdam Schiphol airport. During the approach, the right Low Range Radio Altimeter (LRRA) was providing accurate data and the left LRRA was providing an erroneous reading of -7 to -8 feet. When descending through approximately 2000 feet the autothrottle, which uses the left radio altimeter data, transitioned to landing flare mode and retarded the throttles to the idle stop. The throttles remained at the idle stop for approximately 100 seconds during which time the airspeed decreased to approximately 40 knots below the selected approach speed.

The two LRRA systems provide height above ground readings to several aircraft systems including the instrument displays, autothrottle, autopilots and configuration/ground proximity warning. If one LRRA provides erroneous altitude readings, typical flight deck effects, which require flight crew intervention whether or not accompanied by an LRRA fault flag, include:

- Large differences between displayed radio altitudes, including radio altitude readings of -8 feet in flight.
- Inability to engage both autopilots in dual channel APP (Approach) mode
- Unexpected removal of the Flight Director Command Bars during approach
- Unexpected Configuration Warnings during approach, go-around and initial climb after takeoff
- Premature FMA (Flight Mode Annunciation) indicating autothrottle RETARD mode during approach phase with the airplane above 27 feet AGL. There will also be corresponding throttle movement towards the idle stop. Additionally, the FMA will continue to indicate RETARD after the throttles have reached the idle stop

Boeing Recommended Action
- Boeing recommends operators inform flight crews of the above investigation details and the DSB interim report when it is released. In addition, crews should be reminded to carefully monitor primary flight instruments (airspeed, attitude etc.) and the FMA for autoflight modes. More information can be found in the Boeing 737 Flight Crew Training Manual and Flight Crew Operations Manual.

Operators who experience any of the flight deck effects described above should consult the troubleshooting instructions contained in the 737 Airplane Maintenance Manual. Further, 737-NG operators may wish to review 737NG-FTD-34-09001 which provides information specific for the 737-NG installation. Initial investigations suggest that a similar sequence of events and flight deck indications are theoretically possible on the 737-100/-200/-300/-400/-500. Consequently the above recommendations also apply to earlier 737 models.

Pay As You Go?

2009-02-27T23:20:00.003Z

Ryanair could make passengers pay for toilets on its aircraft

Fri, 2009-02-27 13:51.

Shawn Pogatchnik, THE ASSOCIATED PRESS

DUBLIN - Is a bathroom an optional extra when you're at 30,000 feet? Ryanair boss Michael O'Leary seems to think so - as his no-frills airline contemplates charging customers to use toilets on its aircraft.

Rest of the article - click here.

100 Years of Canadian Aviation

2009-02-25T08:27:00.004Z

Here's a Discovery Channel show featuring Canada's 100 years of flight:

Who's Flying the Plane?

2009-02-24T13:41:00.005Z

Finally, regarding the inaccurate statements spread around the internet about Airbus aircraft and automation - I'll post this five-part video. While I take issue with a few of the statements and conclusions in this production I agree with the main point. Which is that pilots are the last line of defence against accidents and that pilots are responsible for properly understanding, respecting and utilizing the technology built into their aircraft. Sometimes that means trusting it implicitly. Other times, not!

More Huffin' and Puffin' - certification tests

2009-02-16T00:51:00.005Z

Here are some tests a new engine model must survive before going into production:

NOTE: This video is incorrectly labeled. It actually shows the result of a fan failure containment test. A selected fan blade is "blown off" at it's root, producing an explosion of shrapnel that must be contained by the engine cowling. Furthermore the structure of the engine must deal with the resulting unbalance condtion. (Thanks to Luke for the correction!)...

For a more complete look at the certification tests of the Rolls Royce Trent engine, including the containment test:

Despite the best-layed attempts in certification to replicate life on the line, sometimes even one bird in the wrong place at the wrong time can produce engine problems (assuming this video is what it seems to be):

Huffin' and Puffin'

2009-02-16T00:45:00.003Z

The hazards for ground personnel working near jet engines becomes obvious from watching these two videos:

Icing certification envelope

2009-02-15T23:41:00.007Z

Every model of airliner has been tested and certified to fly into known icing conditions. But as with every other certification parameter, there are set limits and envelopes that the pilots are responsible to know and respect. This burden does not fall exclusively on the pilots.

The certification authorities are responsible to set realistic limits and ensure that the manufacturer's have adequately tested and demonstrated these limits. Manufacturers must properly design and fully test the capabilities of their aircraft, and publish clear limitations, guidelines and procedures for operators to follow. And airlines must properly pass these parameters on to their pilots through Standard Operating Procedures and appropriate training.

Here's an accident from 1994 that will certainly be considered by the accident investigators of Colgan Flight 3047:

American Eagle Flight 4184

Cause:

The National Transportation Safety Board (NTSB) stated that the probable cause of this crash was the flight into known icing conditions, with the aircraft being operated outside its "icing certification envelope". While the ATR's deicing boots were able to remove ice along the leading edge, it rapidly re-formed behind the boots as runback ice, where it could not be removed. This separated the airflow from the wing's surface and made the aileron control inadequate or non-existent. The ATR family of aircraft has had a history of known and reported control problems in icing conditions. For that reason, the NTSB also mentioned as contributing factors the "inadequate response" on part of the manufacturer and the French DGAC and United States' Federal Aviation Administration aviation authorities to these reports.

Here's a video explaining the limitations of wing de-icing systems and the problems that can occur from prolonged exposures to ice build up...

NASA Tail De-icing Study

2009-02-14T03:33:00.004Z

Tail de-icing is one scenario that will be studied during the recent Colgan Accident. There are many other factors that will be looked at as well. A friend sent this video link which I pass on for the interest of non-aviators and as a review for pilots who operate in icing conditions. Be careful out there.

Lies, Damn Lies, and Statistics

2009-02-11T01:11:00.003Z

This chart, published by Boeing, should put to rest all claims that there is a significant difference in the safety record of the A320 family vs. the Boeing 737 family of aircraft:

It shows clearly that the A318/319/320/321 aircraft hull and fatality rates compare closely with those of the late model B737s - 300/400/500. Both of these aircraft types are safer than the earlier B737 - 100/200 and the B727. Overall the newer airliners are posting better safety records than earlier generation jets. Personally I attribute this to better instrumentation (crew awareness), better engineering and better Crew Resource Training. But that's just my guess.

The full report, plus some updates on the B737 rudder issues I referred to earlier are available at this link.

And here's a link to other airliner safety statistics.

I'll write more about the specific issues raised in the Habsheim Airbus A320 accident in the next post.

Slander Bus!

2009-02-10T15:46:00.002Z

I recently received a forwarded email in which supposedly knowledgeable pilots try to blame the Hudson River Ditching on Airbus technology. The email descends into a lot of paranoia and slander against a fine aircraft and I'm surprised that some of these myths fables and lies are still bouncing around in email junk land.

So, I have to take a few paragraphs to respond to some of this mis-information:

++++++++++++++++++++++++++++++++

I got this from ... a buddy of mine, a retired SouthWest Airlines pilot.

Don't be surprised if the Airbus fly by wire computers didn't put
a perfectly good airplane in the water. In an older generation airplane
like the 727 or 737-300/400, the throttles are hooked to the fuel controllers
on the engine by a steel throttle cable just like a TBM or a Comanche.

All it would take is for bird guts to
plug a pressure sensor or knock the pitot probe off or plug it and the
computers would roll the engines back to idle thinking they were over
boosting because the computers were getting bad data.

First, it is unprofessional in the extreme to be speculating about the exact sequence of the engine failures before any data has been released by the NTSB.

Second, older generation engines are also controlled by a (mainly) analogue computer called a Fuel Control Unit (FCU). The FCU input signals from the pilot are transmitted by long steel cables passing through pulleys and convaluted raceways. There are hundreds of documented cases where these mechanical systems have failed for one reason and another. One that comes to mind involved water leaking from the galley which formed into ice on a pulley resulting in loss of control of the engine thrust.

Third, all newer generation turbo-fan engines are more suseptible to bird strikes because of the large fan inlet area. This is true of American Pratt & Whitney engines as well as the CFM engines. The A320 uses both types and I don't know which were installed on Captain Sulley's airplane. The engines don't "care" which airframe they are tied to, although there is some evidence which suggests that fuselage-mounted engines are less likely to encounter birds in the first place.

And Fourth - even the older generation jet engines will shut down if a key sensor is plugged or damaged and sending bad "data" to the FCU.

No pilot, no matter how hard he tries, can turn an A-320 upside down.
It just won't do it. ... I can turn the B777 upside down.

First - no pilot in his right mind would turn an airliner full of passengers on its back! I challenge anyone to cite me a single airliner incident where this would have done anything but make a bad situation worse. In fact more accidents are caused by disoriented pilots than by aircraft failures.

Second - that statement is just plain wrong. The A320 simulator rolls very nicely - I have no intention of duplicating that in an actual aircraft. Any Airbus pilot knows exactly how to over-ride the flight envelope protection. Which makes me wonder about the credentials of the writer.

Google the Airbus A320 Crash at the Paris Airshow in 1998.
Watch the video of an airbus A320 crash into a
forest because the computers wouldn't allow a power increase following a
low pass. The computers wouldn't allow a power increase because they
determined that the airspeed was too low for the increase requested so the
computers didn't give them any.

This is total misinformation (sometimes known as a lie).

First, the engines of that aircraft had slowed down to what is called "Ground Idle" due to the extremely low altitude to which this pilot descended - with a full load of passengers on board! A criminal act of poor airmanship in the first place. Any jet engine, when spooled down to this low idle setting will require several seconds to return to full thrust when the thrust levers are advanced. These engines did respond within the certified time frame, but by then the aircraft was in the trees.

Second, the fact that only two passengers were killed in that accident is largely attributable to the Airbus flight envelope protection system that kept the wings level and the airspeed at the point of maximum lift/ minimum speed as it plowed to a stop. The true information of that accident is probably available online for anyone who cares to find out more.

Please BEWARE of those who would advance their political and economic agendas at the expense of truth.

7 - Forty! -7

2009-02-10T14:39:00.003Z

Happy Birthday to the Queen of the Skies.

Here's a good article from the BBC...

Safety Demonstration Announcements

2009-02-06T07:34:00.002Z

I've seen creative attempts by flight attendants to get the passengers attention for the safety demonstration. But now most flights use a pre-recorded video. Maybe this will work:

Blake available online ...

2009-01-21T04:56:00.005Z

I've mentioned this film before. It's a wonderful ode to the world of grass-roots aviation and the oft-strange characters who live there. It's a film that once fueled my dream to fly.

Canada's National Film Board has now made it available on their website (Good for them!). Check it out: Blake

Hudson River Saga

2009-01-16T18:18:00.009Z

http://www.nytimes.com/interactive/2009/01/15/nyregion/20090115-plane-crash-970.html

Check out the animated graphic of the flight profile at the above link: Assuming this is an accurate flight path - I wonder if Captain Sullenberger, after realizing that both engines could not be restarted and Teterboro was too far way began lining up to land on a road or if he immediately chose the river ditching? See how the flight path jogs?

Did he have time to think about the likely outcome of a "landing" on a road (collisions with medians, signs, cars, light stands, buildings, overpasses and the mass death and destruction that would ensue) and compare this with the chances for a successful ditching in the river? Or was the river his first "target" and he was maneuvering to avoid boat traffic? I look forward to hearing his thoughts as all this unfolded. The report doesn't mention the total time frame or altitude reached, but I'm sure the captain didn't have a lot of time to ponder the choices.

That was an amazing piece of airmanship and the entire flight crew deserves respect for "doing what they are paid to do," so well! As one salty old flight instructor used to tell me: "That's why we get paid the big bucks." Certainly deserved in this case.

Note:
We seldom practice an "all engines dead" situation in the simulator, but most pilots will take some time to at least think about it and if possible "play" with the scenario in the flight simulator.

http://aluwings.blogspot.com/2007/04/when-fire-goes-out.html

http://aluwings.blogspot.com/2007/05/when-fire-goes-out-part-b.html

Is This a Joke?

2009-01-15T07:30:00.004Z

I'm really surprised that this news item is a Big Breakthrough in medical procedures. Checklists have been Standard Procedure in aviation since the 1940s. They are used in controlling complex procedure in every industry I can think of. So, I am literally gob-smacked ( love that expression) by this report! Check it out for yourself:

http://watch.ctv.ca/news/latest/surgical-checklist/#clip129838

Snow, Snow, Go Away!

2009-01-02T06:57:00.006Z

There's been a lot of tough weather this past December (2008) all across Canada and the northern USA. And no shortage of upset airline passengers. I think passengers may under-estimate how complex it is to keep a major airport operating during winter storms. Anyone traveling at such times should be prepared for long waits and a lot of confusion. Best advice - delay your travel if at all possible.

This video covers a 2007 storm at Milwaukee's Mitchell Airport (KMKE) and mentions just some of the challenges:

Along with the snow there come a host of other problems.

The poor weather slows down the landing rate for inbound aircraft. Flights start arriving late producing missed connections for passengers and flight crews. The ground crews need more time for loading and unloading aircraft in the slippery conditions. Delays grow. Meanwhile closing a runway for snow clearing can take up to an hour as the sky overhead fills with aircraft stacked in holding patterns. When the runway eventually re-opens the "landers" have priority. But as they slowly taxi into the terminal ramp they might find that their gates are occupied with other airplanes also running late. Can you say: "Grid Lock," boys and girls?

Things get worse now as heavy snow closes the runway yet again before all the departing airplanes have taken off. Now these aircraft become stranded on taxi-ways literally for hours. Each time the runway is cleaned landing traffic takes priority and perhaps only a few departures make it out before the next closure. If the wings on the waiting aircraft re-collect ice and snow then another spray is required. There goes another hour.

There are literally so many different inter-related factors changing moment-by-moment that the usual orderly flow breaks down. The system becomes chaotic and the only strategy is to load the plane, find a push-back crew (hopefully), get in line and wait your turn. All the while being extra-careful on the crowded, slippery ramps in the reduced visibility.

And did I mention duty times? Just as you wouldn't want your surgeon to have been working for 20 hours before opening up your heart you don't want to be landing behind a Captain who's been on duty beyond his safe limit. Pilots must never exceed duty time limitations. It's the law. So, in extreme cases pilots may actually have to pack their bags and leave the aircraft sending crew schedulers scrambling for replacements. And remember this is all happening during a snow storm which may make it impossible for local reserve pilots to drive to the airport.

Oh, Winter!

Pilot's unfortunate choice of words

2008-12-31T06:31:00.004Z

This recent news story resulted from the Captain's poor choice of words in his announcement to his passengers. Usually when a flight is unable to land in poor weather, it is because the ceiling or visibility is below the required minimum value. This value varies according to many factors - pilot training and experience being just two of them. Others include the approach facilities installed in the aircraft, the runway electronic approach facilities (instrument landing system) in use, runway lighting system in use, wind conditions, runway conditions (ice or snow), even daytime versus nighttime in some cases.

The more "diplomatic" way for a Captain to announce that he is unable to land due to poor weather might be: "The weather in Paris has deteriorated below the required limit. We are diverting to our alternate airport, which in this case means we'll return to Cardiff."

Obviously when he left for Paris, the pilot figured he'd have the needed landing conditions. But hey, weather doesn't always "obey" the forecast. This pilot's use of tech-speak and jargon was unfortunate and caused needless concern to his passengers.

Interestingly, this BBC news report used more comprehensive language in their headline:
Rules stopped pilot's fog landing

Which Jet Shall I Use Today? Luxury on a budget...

2008-12-23T17:46:00.003Z

Now here's an interesting idea. Air Stream Jets compiles a listing of charter jet positioning flights - where the aircraft is traveling to pick up a paying customer - and offers these empty leg flights at a very attractive price.

Now I haven't done all the math yet, but if I was moving an entire family, or group of friends or business colleagues and wanted to travel ultra-first-class on a budget, this would be an interesting option. Even if it was just for one part of the over-all trip it could be a nice 'perk' or a way of adding a little extra to the journey. Just by missing the huge lineups and delays at the main airline terminals (remember these biz-jets operate from small, deluxe business jet centers at a different place on the airport), it would be worth it!

As one example - a trip from Fort Lauderdale to Toronto is listed at just under $8,000. A mid-size jet carries 6 to 8 passengers, so that could be as little as $1,000 each. I'm not sure what the Business Class ticket on an airline costs by comparison - anyone know?

Well, it's a thought anyway. A chance to experience a little of how the automotive execs used to travel. And if that doesn't work for you, they also offer ride-sharing. It's an interesting way to utilize business jets and keep them flying, at least.

I'm not affiliated with this or any other such company - just think it's an interesting idea.

The Wings Stayed On!

When Blogs Collide!

PBY / CANSO at the new home

United Airlines Launches Paperless Flight Deck With iPad

Classic old bird on the move...

iPads and Pilots

787 update

CAZ5 and a nice CH601XL

100 Mile House Airport

Airport Meandering

Augering In

An Ode to Beavers!

Guessing Game anyone?

Welcome to SpacePort...

I want one! Of course...

Go With the Flow...

e-flight bags in Canada

Denman Lighthouse

Flying Chairs

Sage Advice to Homebuilders ....

Fwd: Former Pres. Clinton commends MAF - Haiti Press release

ForeFlight on my iPad

Cockpit Conversation: Alaskan Eagles

The newest Airbus?

Chatty Captains?

Living Aviaton History

When Otto Goes Bad...

Serious Google Earth Crawler!

Lady Snowbird Boss

Snowbirds’ first female pilot to lead aerobatic squad

Connecting Flight?

Random Touch and Goes at Zurich...

Creative Flight?

Dead Tired part 3

Dead Tired Part 2

Dead Tired: Part 1b

Dead Tired: part 1

It's a boat! It's a plane!? ...

Online Newark Liberty briefing

Flying Cheap

A hard look at the risks that may go with cheap flying.Maybe it's time we take a hard look at the risks that may go with cheap flying...?

Walmartization of the airline industry

Data Raped?

Keeping us safe!

Under the watchful eye...

INDUSTRY NEWS

The Neuroscience of Screwing Up

Bloggers Beware...?

TSA subpoenas, threatens two bloggers who published non-classified airline security directive:

Airline Terrorism Stats

Solar Impulse

YVR public observation deck

Please remove your belt and shoes before repairing that airplane...

I'd be curious to read the comments collected from this proposed rule:

Tue, 17 Nov '09

Would Require All Repair Stations To Adopt TSA Security Program

FMI: www.tsa.gov

Courtesy http://aero-news.net/index.cfm

Something for Nothing...

3D Details of Cactus 1549

Remembrance Day

"Trump" your ride?

Does self-regulation work?

Inflight Movies You Could Do Without?

Olympic Flight Restrictions

A Day in the Life (39) Pass-temps

Miracle on the Hudson - Documentary

Be Nice to the Staff...

Riding on Risk

Airplane Hunter

Emulating the Right Stuff

Where the name comes from...

A Non-i-form that will never fly.

First Local Flight - in space!?

Lies, Damn Lies and Instruments...

A Day in the Life (38) Eastward Ho!

High Altitude Airspeed Envelope

Unfriendly Skies

Common Diversions

STS125, You're cleared to hold...

A hard look at the risks that may go with cheap flying.

Maybe it's time we take a hard look at the risks that may go with cheap flying...?