Inside a jet engine
On 24/11/2010, in Safety is no accident, by phil
If, like me, you are wondering what goes on inside a jet engine the site below from Rolls Royce might help. As a pilot I merely used the thing, in my case four Rolls Royce RB211-524s on a Boeing 747-200 and very good they were too.
I also had a flight engineer who helped by ensuring that I didn’t do anything too stupid! Nowadays though, with FMS and FADEC (Full Authority Digital Engine Control) the computers do it all. One no longer has to set the power manually, while making small adjustments to ensuring that neither the N1, N2, N3 nor EGT limits were exceeded.
Click here to read the full article
Jeppesen Honors Miracle on the Hudson Pilots with a One-of-a-Kind Commemorative Chart and Binder Set
On 08/11/2010, in The lighter side, by steve
For more than 75 years Jeppesen has made it possible for pilots and their passengers to safely and efficiently reach their destinations. Today this pioneering spirit continues as Jeppesen delivers essential information and optimization solutions to improve the efficiency of air, sea and rail operations around the globe. Jeppesen is a subsidiary of Boeing Commercial Aviation Services, a unit of Boeing Commercial Airplanes.
Jeppesen not long ago presented “Miracle on the Hudson” pilots captain Chesley Sullenberger and first-officer Jeffrey Skiles with a specially designed approach chart and engraved Jeppesen chart binders to commemorate the remarkable ditching of US Airways flight 1549 in the Hudson River in New York in January 2009.
Entitled “Hudson Miracle APCH,” the one-of-a-kind chart includes several light-hearted notations that honor the famous water landing that saved the lives of 155 passengers and crew on board the flight disabled by bird strikes. In the “briefing strip” section of the chart, instructions include: “After water landing, oversee evacuation of ALL SOULS from airplane. Float via HUDSON RIVER to RESCUE point. Once everyone is SAFE aboard rescue boats, secure passenger list and double check cabin. Captain is last to exit. Give THANKS.”
The chart documents the historic five minute flight with a unique graphic, beginning with departure from LaGuardia Airport, followed by a “Cooked Goose Transition” point and “Hudson River Approach,” which is then followed by “Splash” and “Rescue” points on the water. The humorous chart also salutes the career achievements of the crew of flight 1549, including Sullenberger, Skiles, and veteran flight attendants Sheila Dail, Donna Dent and Doreen Welsh.
Along with the commemorative chart, the pilots were presented with a special Jeppesen chart binder, engraved with the famous fortune cookie advice kept in Sullenberger’s flight bag: “A delay is better than a disaster.” The items were presented by Mark Van Tine, Jeppesen president and CEO, during the 2010 Gathering of Eagles fundraiser dinner and auction held during the EAA AirVenture fly-in and air show in Oshkosh, Wisc. The EAA Young Eagles event raises funds and awareness for youth involvement in aviation.
You can read about the history of Jeppesen here.
To visit the Jeppesen web site, click here.
WorldFlight: driving virtual airspace to the max
On 02/11/2010, in Simulator world, by hoppie
On a sunny, crisp Sunday morning in Melbourne, Australia in the late 1990s, Matt Sheil raised the gear of his light twin and called Departure. With little traffic, he received clearance direct Sydney, his home town. Matt pointed the nose to the North-East, engaged the autopilot, and looked where he had put his newspaper.
Ten seconds later, he dropped the paper and stared at the GPS. What the hell was he doing? Sitting here in his own airplane, reading the newspaper, having himself transported home like cattle… why did he actually own an airplane and did not just book a seat on an airliner? The next morning, he sold off the aircraft, and decided that he would take ten years to build a credible, semi-professional simulator, to get the fun part of flying back into his life.
By the year 2000, the simulator actually was flyable and Matt decided to organise a small event to get some operation going. The aircraft simulated was a Boeing 747-400, so an around-the-world series of flights seemed the right way to go. A skeleton crew was assembled, and on November 5, 2000, Worldflight took to the skies, raising money for the Royal Flying Doctor’s Service.
John Davis, sim owner, and myself, software engineer, flying the Coventry 747-400
Over the years, Worldflight has grown to an annual event with a large share of followers. By now, up to nine full-size flight decks join the group, augmented by dozens of desktop simulators flown by people all over the world. All aircraft are linked into a virtual airspace provided by one of the virtual ATC networks, VATSIM. They can see each other out of the window, register all on TCAS when so equipped, and create a buzz of traffic that is quite a handful for the controllers.
Click here to read the full article
New engines for old favorites?
On 21/10/2010, in The aircraft we fly, by steve
There used to be a time when the big aircraft makers were churning out new types with astounding regularity. In the wide-body arena, there was a choice between the Tri-Star from Lockheed, the DC-10 from McDonnell Douglas and of course the 747 from Boeing. Narrow-bodies also came in a nice variety from the DC-9 through the MD-80 and the 727 to the 737. But let’s not forget that in those days a few legacy, long-range narrow-bodies were still plying the skies, just think of the DC-8 and the Boeing 707. Airbus joined the fray at the top end with the A300 which was a short-to-medium range wide-body and the first twin-engine wide-body as such. That was in 1971…
One thing was sure. Each new type brought something revolutionary, some novelty for which the airlines wanted to buy them. Safety and efficiency increased, noise decreased, passenger comfort improved…
In the meantime, the world went through a number of oil crises, stock market crashes, deregulation, 9/11 and the birth of low cost carriers and the market for narrow-body, short-to-medium range aircraft altered radically. The result? Only two types, the Boeing 737 and the Airbus 320 family survived and these days if you travel chances are you will find yourself in one of those, no matter where you are in the world.
Not that those types have not evolved over the years. In particular, the Boeing 737 had several versions with the biggest improvements coming with the New Generation (NG) series. But the 320 also improved if in less visible ways.
In spite of the improvements, the basic design of both the 737 and the 320 family has stayed much the same to this day.
When the 737 started sprouting winglets, bringing fuel efficiency improvements in the low single digits, the discussion was already going on: should the manufacturers design new aircraft to replace the existing types or should they think about re-engining the existing ones?
Click here to read the full article
Take off from wrong intermediate position – report now available
On 18/10/2010, in SKYbrary News, by steve
News from EUROCONTROL’s aviation safety knowledge base SKYbrary.
The UK AAIB has recently published its final report into the incident at St Kitts on 26 September 2009, when a Boeing 777-200 unintentionally began and completed take off from a different intermediate position on the departure runway than the one intended. The aircraft just succeeded in becoming airborne before the end of the paved surface was reached.
Read more about this incident here.
Read the full report here.
Aircraft guy saving Ford. The key? Shared information!
On 07/10/2010, in SWIM, by steve
I remember clearly how surprised I was to read a while back that Boeing’s Alan Mulally, after 37 years with the aircraft maker, went to head up the Ford Motor Company in Detroit. While still with Boeing, Alan gave the impression that he was an aircraft guy through and through and in fact he kept Boeing straight and level by innovative management techniques and by embracing all kinds of new production solutions that improved quality and efficiency across the board.
Come to think of it, it makes sense for Ford to want him. As Alan recently put it in an interview with Time magazine: What does it take for America to compete in the global marketplace? He also gave the answer: you start by making the best products in the world.
Well, coming from Boeing he can certainly claim to know a thing or two about making the best aircraft in the world.
One of the things he did at Ford was to dismantle the old structures that had successfully prevented much needed reform in the past. This did not go without a fight and a lot of old hands were complaining bitterly but by insisting on full and accurate information from all corners of the enterprise and sharing this information across the management matrix he had created, he essentially neutralized those power centers that assumed their power from hoarding information and withholding it from other parts of the company. This way the local fiefdoms were no longer the holders of real power, it went to where it belongs, the top of the company.
Click here to read the full article
Serious loss of separation in the vicinity of London City July 2009 – Final report now available
On 06/10/2010, in SKYbrary News, by steve
News from EUROCONTROL’s aviation safety knowledge base SKYbrary
On 9 Sep 2010 the UK AAIB published the final report on the serious incident that occurred on 27 July 2009 over London. A Cessna 525 departing from London City came into close proximity on an almost reciprocal heading with a Boeing 777 descending to land at London Heathrow. The actual minimum distance between the aircraft was approximately 0.5 nm laterally and estimated at between 100 ft and 200 ft vertically.
Read more about the incident here.
The full AAIB report is available here.
Via bends and kinks to Honolulu
On 04/10/2010, in On the go..., by steve
The shortest route to HNL
There are many ways of flying from Brussels to Honolulu and the travel time is in excess of twenty hours in all cases. You might say that it does not matter since no sane person would want to do a trip like that in one stretch but in case you do, the best option is Continental Airlines from Brussels to Newark (EWR) and then again Continental Airlines Newark to Honolulu (HNL) non-stop. CO is the only airline offering a non-stop connection from the US East Coast to HNL. It is a flight of 10 hours and 30 minutes though very often 10 to 15 minutes are shaved from the schedule time. The only uncertain aspect of such a routing is the 90 minute transfer time in Newark. Although clearing immigration, picking up your bag, rechecking it and going through security can be done under an hour, leaving you 30 minutes to find your gate, if the flight from Brussels is late, things can get tight and you may end up waving good-by to the departing 767… However, we have done this route twice now and made the connection each time so may be there is less to worry about than I imagined. Continental knows whet they are doing when they allow this connection.
Five years ago we flew to Honolulu with Delta just a few days after Hurricane Katrina destroyed most of New Orleans. We had to change planes in Atlanta and the fuel situation was so bad there that we had to land in Dallas to fuel the 767 for the long leg to HNL. In early September this year it was Hurricane Earl inching up the East Coast that was threatening to disrupt air traffic in the New York area and hence make a joke of our 90 minute connection time (proving that I was not worrying over nothing). As it happened, Earl was slower than forecast and it arrived a day after us even then staying well clear of the coast, sparing New York and the various connections.
Boarding in Brussels
Misty morning in Zaventem...
The 767-400 was docked at terminal B in Zaventem and when the pre-boarding announcement came, there was a mad rush towards the gate as if each and every passenger on that place was travelling in first class, had multiple disabilities, was accompanied by five kids or all three… The gate agents tried to organize a boarding-by-rows process but they were facing a mission impossible. For one, the announcements could barely be heard so no one was really sure which rows were being called so they all pushed forward, blocking the way of those who knew that they had been called… There were several American families who remained seated as instructed, patiently waiting their number to come up while they watched the multilingual, undisciplined crowd milling about, making a joke of the whole boarding process.
Click here to read the full article
Work hard, fly right, the motto of Continental Airlines.
On 27/09/2010, in On the go..., by steve
The case of an overbooked flight – the two sides of a coin
It was the last day of our holidays and travel plans called for taking a Continental 737-800 from San Francisco to Newark where we would change to a Continental 767-400 bound for Brussels. The flight from SFO was uneventful and the five hours 20 minutes passed quickly. By the time we got to the gate of the Brussels flight in EWR, most of the passengers were already there and you could see that the gate agents were extremely busy although boarding was still more than an hour away.
We soon found out what the commotion was all about. The flight was overbooked and the people with confirmed seats on paper but none in the aircraft were obviously less than pleased with their predicament. As I ambled over to the gate desk to have our boarding pass and passports verified, I heard a guy with a German accent loudly proclaim to the young lady handling his case: THIS COULD NEVER HAPPEN ON LUFTHANSA!
Obviously, an overbooked flight is not something any airline likes to have on their hands but it does happen also at Lufthansa. In fact, no company is immune to this phenomenon but in this particular case a storm in New York the day before had left schedules in tatters and a lot of rearrangements had to be put in to keep things and people moving. OK the German guy was not expected to know this and he was of course entitled to love Lufthansa more than Continental but facts are facts and I told him saw. He was obviously surprised to find a fellow passenger (and possible overbooking victim like himself) side with the enemy… But after hearing me out, he had the grace to apologize to the Continental girls for his outburst.
Work hard, fly right!
Next thing, I heard the announcement asking for volunteers to give up their seat for appropriate compensation and travel at a later date. I have heard this kind of announcement before but each time my schedule was very tight and there was no question of volunteering. Not this time however. I was curious… what exactly were they offering?
Click here to read the full article
When winglets turn green – Continental flies on bio-fuel
On 09/08/2010, in Environment - Without hot air, by steve
It is more than a year ago now, but on 7 January 2009 Continental Airlines was the first US airline to conduct a bio-fuel test flight with one of their Boeing 737-800s. One engine was running on a mixture of traditional jet fuel, algae and jatropha oil.
The 73 got a special paint job for the occasion, proclaiming the arrival of “eco-skies” on the side of the fuselage and winglets sporting a bright green color.
Continental was blasted by wary environmentalists for the extra paint job but they were reassured that the paint used was of the high solids kind and the surface treatment underneath was also of a modern, chromium-free type, both as environmentally friendly as they come.
N76516 had been spotted in its new livery all over the US but there is scant news on any follow up to this initial test.
Getting the new paint job
New members in the SESAR family
On 20/07/2010, in SESAR's Palace, by steve
A family normally gets new members through marriage, birth, adoption… In SESAR this happens via the less glamorous sounding “association” process. As it has just been announced, SESAR now boasts 13 associate partners who were taken on board on the basis of the recommendations of organizations already part of SESAR. The list of new partners (see the list below) includes some naturals like Boeing and AVTECH (why were they missing in the first place???), three that are in fact distant relatives of existing members (THALES and NATS) and one, the Moroccan Airports Authority that is a truly new face which can potentially open a window on new horizons towards Africa.
Partnership with all relevant aviation players in the modernization of the European air traffic management is the key principle of SESAR (Single European Sky ATM Research). As a consequence, the SESAR Joint Undertaking (SJU) endorsed 13 associate partners to contribute to the SESAR work programme. Among others, the Boeing Company, Thales Australia, the Polish Air Navigation Services Agency and the Moroccan Airports Authority (ONDA) will from now on participate in the work programme. Associate partners were proposed by SJU members which will remain their primary point of contact.
SESAR’s aim is to bring about an evolution in air traffic management systems, eliminating the fragmented approach of European air traffic management (ATM), bringing both public and private stakeholders together. Since its set-up, the SJU secured the additional involvement of airspace users, staff associations, air forces and the scientific world. With this latest enrichment, the SJU not only broadens the number of stakeholders but includes more organizations from third countries in Europe’s ambitious ATM modernization programme.
“Our new associate partners will bring in their specific experience and know-how. We now have 21 air navigation service providers participating in the EU ATM modernization programme. We are particularly delighted to also welcome non-EU members on board of the SESAR ship; this demonstrates our commitment to developing interoperable solutions”, says Patrick Ky, Executive Director of the SESAR Joint Undertaking.
New SESAR family member - ONDA the Moroccan Airports Authority - Marrakech old...
Click here to read the full article
Conversion course – Does anyone understand the airlines?
On 22/06/2010, in Airline corner, by steve
My fascination with aircraft started at about age 5 and I first heard about air traffic control when I was 16. Gabi Nemeth who made music besides being an air traffic controller was on a TV talk show and he made a gallant effort to explain what ATC was all about… He must have done a great job because I for one understood what he was saying and from then on wanted nothing better than to be a controller. Being accepted to the physics faculty of a University in Budapest almost derailed my destiny but I corrected it soon enough and on my 21st birthday I issued the first landing clearance all on my own!
In the years that followed I collected just about every qualification a controller can have and added a bit of computer programming skill also. In time I exchanged the microphone for a desk at ICAO in Paris and later, for a post involved in building the new Amsterdam ATC system, AAA. But I never thought of myself as anything other than an air traffic controller. I was also very much convinced that what I was doing with or without the microphone, was the best possible course for our charges, the aircraft and their operators. Giving them directs, shortening the tracks wherever possible and the many other “treats” all appeared as going out of our way to help them.
My first exposure to IATA was at the very first Flow East meeting which was held in Budapest. We knew relatively little about this mighty organization or how it worked and were generally a bit suspicious of its motives… They sent a diminutive Swissair captain as one of their representatives and what he lacked in stature was more than made up for by his forceful personality and very clear words blasting us for the very poor job we were doing. He did not spare the civil aviation authorities either, drawing multiple color lines on a wall chart showing where the air routes should be in his view… Very few of the existing routes were where he thought they should be of course. His propensity for drawing colored lines earned him the nick “Tintoretto”. I remember how deeply hurt I felt by all the verbal abuse but also the feeling that may be, just may be, Tintoretto had a point. Had I known what profound effect his colored lines would have on my life many years later, I would have kissed the little captain on the brow for sure.
Click here to read the full article
Surprise in Vienna – When the system really fails
On 21/06/2010, in CDM, by steve
Brussels Airlines flight SN2908 is the evening counterpart of SN2901, the red-eye Brussels-Vienna flight that takes you to that magnificent city in time for a meeting that can start as early as 10.00 and conclude as late as 18.00 since SN2908 will bring you home comfortably. The only trouble with SN2908 is that it is apparently late in nine cases out of ten… No doubt this is a flight at the end of the series of rotations assigned to the 737 performing it and ATC delays and a bit of bad weather can all conspire to make an on time run a mission impossible. I have spent quite some time and euros at the Starbucks outlet conveniently located near the gate usually assigned to 2908 waiting for her to put in an appearance.
But in all cases, we knew about the delay right on arrival at the airport and could plan our extra sojourn accordingly. But not on this Friday, 18 June when we were dished up something completely new, shaking my trust in the information management savvy of our industry.
In case you are not familiar with Vienna airport, in the terminal used by Brussels Airlines the gates have a kind of holding area which you enter through a security check done at the entrance. Each gate has its own screening equipment. The gate and the security check point is normally manned about one hour before the published boarding time.
The boarding time for SN2908 was 20.05 and so a little over 19.00 processing of passengers into the holding area began as usual. One would assume that all this activity is started on the basis of the news that the aircraft is in the air and will be landing more or less on time.
As I don’t like queues, I was one of the first through security and then planted myself near the air-bridge doors ready to walk when the sign was given. I like to have a place for my flight case in the overhead bins…
Click here to read the full article
Your project delayed? Come join the club!
On 15/06/2010, in NextGen, by steve
It must be horrible to be the project manager of major aircraft programs these days. Look at the Airbus A380, the A400M, the Boeing 787 or the 747-8. They were all delayed by several years and the reasons were often quite pedestrian (like incompatible software or strength calculation errors). It will fall on the Airbus A350 to improve the record but in view of what has almost become the routine now, it would be a miracle of the 350 flew on time.
But air traffic control systems are faring little better. Which was the last really new ATC system in Europe that was delivered and put into operational use on the date originally stipulated? And now, a delay to ERAM is here to set the trend forth.
Under the En-Route Automation Modernization (ERAM) program, the FAA is replacing the computer network for air traffic control facilities that manage traffic in the upper airspace. Modernizing this network is critical to allowing the FAA to continue managing air traffic effectively. It is also an essential component of NextGen , the FAA’s next generation air traffic control system.
Click here to read the full article
The tower with a soul… 15.
On 21/05/2010, in The tower with a soul, by lajos
Exciting times and more progress
The first decade after the change of the political system in Hungary brought home the realization that Hungarians had a peculiar interpretation of democracy. Instead of making use of opportunities, they immediately started abusing them. They interpreted freedom as being a license to do anything with laws being just a necessary evil which one did not have to observe but rather find cracks to avoid them. Slowly but surely the country slipped into a chaotic state and Ferihegy airport was no different.
Each of the specialized services gained a lot of independence and they started to issue their own rules and procedures, most of which were of course in contradiction with what the others were doing. This was the reason why the tower also had to start negotiations with the other services and to develop common positions and provisions. Obviously, this was far too much work for a single tower boss and so the Aerodrome Control Centre was established under the leadership of SP. This unit incorporated the tower division, the met observer division and the engineering division. The tower division had its own boss in the person of GC. So it was SP and GC who started the negotiations at the end of 2000 with the other services, including the ramp and the airport coordination service.
Click here to read the full article
Take Part in Three Days of NextGen Keynotes and Panel Discussions
On 04/05/2010, in Events, by steve
Participate in 11 Technical Sessions Focusing on Key NextGen Topics — from Near to Far Term. This Opportunity Only Occurs Once a Year.
Spend time exploring NextGen Exhibits such as the FAA Data Communications exhibit, which invites ICNS conference attendees to participate in a hands-on pilot/controller simulation, highlighting the many benefits of digital data exchange between air traffic controllers and a plane’s aircrew. A capability that will fundamentally transform the National Airspace System.
Relax in a complimentary VIP tour of the Udvar Hazy Air and Space Museum followed by a conference exhibitor reception.
This conference is aimed at mid to senior industry, civilian, military, congressional and government figures involved in NextGen Communications, Navigation and Surveillance Technologies, including strategists, researchers analysts, procurement executives and influential leaders.
There are still a few government rate hotel rooms available — everybody gets these rates. Check room availability here.
To register for the conference, click here.
What would Adam Smith advise to modern airlines?
On 28/04/2010, in Viewpoint, by cleo
Adam Smith as we all know was an 18th century Scottish scholar with a number of famous books to his name, among them The Wealth of Nations. In this tome, Smith argues that self-interest and free, competitive markets are powerful forces for prosperity and the common good. But he does, for good measure, also demand the regulation of interest rates and laws to protect workers from their employers. No doubt all this reflects the times in which Smith lived and wrote, although many of his theses are current to these days.
When reading about the recent industrial actions at Lufthansa and British Airways I started wondering. If by some magic Mr. Smith were to come back to this world and face the predicament of many airlines (and other companies for that matter) would he demand laws to protect companies from their employees?
Mind you, I am not saying that workers should not get their due and if an employer mistreats them, there should not be proper remedies. But having this kind of rights is not the same as having unions that organize actions and set limits and demands that result in many of the workers losing out in the end.
When Boeing outsourced a lot of the 787 work, there was an outcry and even if some of the criticism was correct, opposition coming in the wake of the longest and most costly strike ever did not sit well with the management of a company that is not known for mistreating its people. The result? The second 787 assembly line was set up in a right-to-work State, clearly a loss to the Seattle area but a big win for the South.
Click here to read the full article
Brussels Airlines 737 starts take-off roll with flaps retracted
On 24/04/2010, in Life around runways, by steve
Last Thursday, 22 April was notable for the fact that after the long disruption caused by the volcanic cloud over Europe, traffic was finally getting back to normal.
Brussels Airlines flight SN2901 Brussels-Vienna was still at the gate shortly before 0710a, its schedules departure time, with both the aircraft door and the cockpit door still wide open. Especially this latter is usually bad news and bodes ill for an on time departure. Then a pilot, complete with his flight bag, scrambled up the outside steps of the air bridge and scampered into the cockpit, closing the door behind him. Shortly thereafter we pushed back and taxied toward the runway at a brisk clip.
I have this thing about being an interested passenger… I always check whether I actually have the life preserver “in a pouch under my seat” as promised (was missing only once) and I always listen to the reassuring thump of the wheel coming down on final, mentally ticking off my own checklist as it were.
The 737’s electrically operated flap system produces a peculiar sound when it is operating, the characteristic whine of electric motors moving something via high gearing. This morning, as we taxied nearer and nearer the runway, this sound was completely missing! From the speed at which we turned onto the runway it was clear that the pilots were planning to make a rolling take-off and indeed, once aligned with the runway centerline, power was applied and we started rolling down Brussels’s runway 25L… with the flaps and slats still fully retracted!
Click here to read the full article
Volcanic Ash, an awesome danger
On 21/04/2010, in Environment - Without hot air, by phil
Despite the great beauty of many things found in nature, some also present a great danger to mankinds’ activities. The unprecedented closure of so much of Europe’s airspace highlights the problems caused by volcanic ash. This is not just an issue for airlines and the travelling public, but also affects the whole economy and all those industries that rely on air transport.
I am now retired, but with many friends knowing that I worked in aviation, I have been asked over and over again what the fuss is all about. So, I have trawled a number of aviation and science websites and have put together the following layman’s guide. Back in 1982, when I was the Flight Training Manager of the British Airways 747 Fleet, one of our Boeing 747-236 aircraft flew into a volcanic ash cloud over Indonesia. The incident occurred at night, the crew couldn’t see the ash cloud either visually or on the radar, and the forecast had given virtually no information. At that time the aviation industry knew relatively little about the effects of volcanic ash on jet engines. The crew did a magnificent job after all 4 engines stopped and managed to get back on the ground at Jakarta. Wikepedia has a good account of what happened here.
Click here to read the full article
Is it nice to work for an airline?
On 20/04/2010, in Viewpoint, by steve
When I started my life in aviation, air traffic control was part of the corporate structure of the local airline, Malev. A bit like having the police department integrated into the taxi company and with no less interesting situations that arose when the owner airline was not given the priority they desired.
So, yes I have worked for an airline and it was not bad. We were even entitled to free travel and this was being granted long after IATA had decided that controllers were not really worthy of the privilege.
Good. But all that was long ago and we are now interested in what it is to be working for an airline today.
Around February each year, Fortune magazine publishes an article describing the 100 best companies to work for. I browsed the list with interest. Google is number 4, Cisco number 16, Intel 99 and Colgate-Palmolive 100. So, who are the first 3? Are there any airlines up there? Nope! Other than FEDEX at the 90th position, there is no airline or even aircraft manufacturer mentioned at all.
Click here to read the full article
Anniversary – Airbus A380 first flight
On 08/04/2010, in Anniversaries, by steve
5 year anniversary on 27 April 2005
After many decades of being the biggest passenger aircraft on the planet, the 747 had to cede its unique position to the Airbus A380 who took to the air for the first time at 10:28:23 on 27 April 2005 from Toulouse Blagnac Airport, Airbus’ home base.
First flight...
Development of the A380 was not without its problems but then which big aircraft program is these days?
The A380 has been in regular revenue service with several airlines for some time now and the very wide set of contrails and clearly recognizable sound of its engines has become a normal part of the day for those living around Brussels. Most A380s coming back from London pass over the Brussels area. At first their passage was reason to grab binoculars but not any more. They are just another aircraft, only a bit bigger…
The 380 entered service at around the time the aviation industry was passing through the biggest depression it had ever seen. It is not a good time by any measure to introduce a new aircraft type… But with some of her operators climbing again and 380 flights being full her creators can look towards the future with confidence.
Happy anniversary!
Aircraft based tools in the fight against runway incursions
On 06/04/2010, in Life around runways, by steve
Aircraft-based airport surface traffic indications and alerting systems
This is an edited version of the presentation made at the recent ESAVS 2010 conference by Doug Arbuckle of the FAA. Coauthors of the paper were David E. Gray of FAA, Peter Moertl of Mitre Corporation and Jim Duke of SAIC. You can download the original text of their paper here and the slides here.
Introduction
As discussed before, runway incursions and collisions is a major area of concern world-wide. There are on average more than two runway incursion events per day in Europe alone and the situation in the United States is similarly serious. The US National Transportation Safety Board (NTSB) has on its most wanted list a system to “give immediate warnings of probable collisions/incursions directly to cockpit flight crews.”
In our previous two articles we covered the visual tools for preventing runway incursions (RWSL and FAROS) and the communications related causes of runway incursions. In this third article we will look into aircraft based airport surface traffic indications and alerting systems being developed in the US as a further line of defense against runway incursions.
The background
As you may be aware, in the US two different data links have been adopted for ADS-B: 1090 MHz Extended Squitter (1090 ES) and the 978 MHz Universal Access Transceiver (UAT). Given that the international community has agreed to the use of the 1090 ES link, most air transport and international business aircraft are expected to equip with this link; the UAT link is expected to be primarily used by general aviation aircraft whose operations are confined to the US. The US is implementing uplink services on both links. One such uplink broadcast service is Traffic Information Service-Broadcast (TIS-B). TIS-B derives traffic information from one or more ground-based surveillance sources and uplinks this traffic information to ADS-B-equipped aircraft, enabling them to receive position reports about non-ADS-B-equipped aircraft; this service supports the transition period to full ADS-B equipage in the NAS. ADS-R is another uplink broadcast service which rebroadcasts ADS-B messages received from aircraft on one link to nearby aircraft broadcasting on the other link, making it possible for all ADS-B-equipped aircraft to receive the information being transmitted on the other link.
Click here to read the full article
The communications related aspects of runway incursions
On 31/03/2010, in Life around runways, by steve
More than two incursions a day…
Few other incidents return with the grim and persistent regularity of runway incursions. A lot of effort by all concerned has resulted in a reduction of the total number of incidents but there are still, on average, more than two runway incursions in Europe per day. Clearly, there remains a lot of work to be done.
But what exactly is a runway incursion? According to the definition provided by the International Civil Aviation Organization (ICAO) a runway incursion is “Any occurrence at an aerodrome involving the incorrect presence of an aircraft, vehicle or person on the protected area of a surface designated for the landing and take-off of aircraft.”
Of course the words “incorrect presence” cover a wide range of possibilities from part of an aircraft sticking into the protected area to a vehicle or aircraft being entirely in the path of an aircraft landing or taking off. The dangers need no explaining… The reasons why highly trained professionals like pilots and controllers and less well trained but still “aerodrome aware” vehicle drivers make mistakes leading to runway incursions provide a telling story with roots in human psychology, engineering, traffic design, information technology and one may dare to say, on occasion Murphy’s law.
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Interesting people, unusual flight plans…
On 26/03/2010, in Interesting people, by steve
Christophe Hamel – Always listen to the inner voice!
After many years in aviation, Christophe is also an entrepreneur in the wellness and lighting industries.
What were you dreaming of becoming when you were a kid?
I was thinking of becoming a pilot and at age 15 or so, of being the owner of a night club or a recording studio: I am passionate about sound and music. But my real passion has always been designing things, you know, creating something new, whether, a lamp design, new sound equipment, new way of managing major programs, new strategies in the CNS/ATM area, new technologies, making something new that was never seen before.
What moved you to become part of the aviation family?
My dad was a geologist and he had to travel far and wide, as people of his profession do. On one occasion, the plane he was on had to make an emergency landing in the Sahara and they waited 3 days to be rescued. From then on he was really terrified of flying but his interest in the development of aviation and in particular the creation of l’Aeropostale remained. He read everything he could find about Saint-Exupery, Mermoz, Gullaumet and of course he told us all about those great aviators and this left a deep impression in me. This connection to l’Aeropostale stayed with me also a little… I delivered their first 737-300 cargo aircraft!
When I got my electronic and computer engineering degree I went to work in industry but soon after specialized in aeronautical engineering sealing my fate… I finally got an FAA private pilot license in 2005.
What were the most significant sideways jumps in your professional life?
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Northrop will not bid for US Air Force tanker contract
On 09/03/2010, in The aircraft we fly, by steve
It has just been announced that Northrop/Airbus will not bid for the multi-million dollar Air Force new tanker contract quoting the USAF’s latest selection criteria which clearly favours Boeing’s smaller offering.
Originally, Northrop/Airbus were offering a tanker based on the Airbus 330 and Boeing on the 767. The new tanker is to replace the current crop of tankers based on the Boeing 707.
The A330-based Airbus offering
The first competition was won by Northrop but Boeing successfully appealed the decision, triggering a second round of bidding. Airbus had grand plans of penetrating the US defense market on the back of an eventual tanker contract. The folks in Mobile, Alabama stand to lose also as the $600 million plant that was to be built there to assemble the tanker will now not materialize.
Boeing has reason to celebrate. It has a lock on one of the biggest defense deals in US history and the precedent they have created will no doubt influence the outcome of future procurements also. They may or may not go to Boeing of course but a more pronounced preference for US sourcing of strategic war materiel cannot be excluded.
The Boeing KC-767...the winner in a race of one
A kid in the tower, a pilot without license and other things
On 08/03/2010, in Viewpoint, by steve
The unprecedented success of the air transport industry is due mainly to the spectacular improvements in safety booked overt the years. True, the convenience of being able to travel to the other end of Europe for a meeting and back the same day count for a lot, but without the safety factor, few passengers would accept the hassle of endless security queues and legroom appropriate for the shortest 10 % of the population only.
The exemplary safety record is the result of constant vigilance, safety management systems and the responsible attitudes of those working with or around aircraft.
Any disturbance that could negatively affect safety or even the perception of safety would be a disaster to the industry on a scale that would dwarf the effects of the recent financial meltdown in the world.
In a well running system complacency is one of the biggest dangers while it is also one of the most basic treats of the human character. Fighting complacency must be one of the most important items in any safety manager’s kit.
Recently however we seem to be seeing signs of a disturbing trend.
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8.33 kHz Channel spacing – what is this?
On 04/03/2010, in Buzzwords explained, by steve
The radio spectrum, a scarce resort
One of the most basic activities in a cockpit is tuning the radio to the assigned frequency of whoever we want to talk to. Contacting ground control, the tower or one’s own company is done by turning a few knobs until the right numbers show in the radio control panel display and we can talk.
Air traffic controllers see the same thing slightly differently. They do not normally have to tune their radios. The proper frequencies for their sector or other working position are pre-set and need no further attention.
With the matter being so pedestrian and the actions so routine, few of us realize that the ability of pilots and controllers to talk to each other is in fact dependent on one of the scarcest resources in aviation, namely the radio spectrum allocated to aviation use.
Many other disciplines have their own radio spectrum and we all guard jealously what we have been given and for good reason. With so many users wanting to use the radio waves, the incumbents better watch or the use it or lose it principle kicks in. Luckily, the frequencies most widely used by aviation (118 – 137 MHz) are not coveted so strongly by others. Our problem is different but not in the least less serious.
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KLM and Aeroflot take-off from taxi-ways
On 02/03/2010, in View from the left seat, by phil
Strange as it may seem one of the more difficult things that pilots have to deal with is finding their way around airports. Despite ICAO standardisation many obvious things like airport signage are not always the same at every airport, and even if they were, airport layouts will always differ. Surprisingly, navigating the aircraft down through the descent and arrival routes, then flying the approach and landing can often be easier than trying to navigate around the taxiways after vacating the runway. Equally, after all the hassle of getting the passengers on board, completing the checklists, pushing back on time, starting engines and leaving the ramp, finding ones’ way to the runway is not always as easy as it may seem. It really is extraordinary how difficult a seemingly simple task can be!
On the aircraft I used to fly, we had no map displays – only the basic fight instruments and paper charts. We followed our progress around the taxiways as carefully as we could following the charts. But even in good conditions it was surprisingly easy to become confused or to make a mistake. Usually this was resolved very quickly by reference to the marker boards and by checking compass headings, or by asking the tower for help. But sometimes one made a wrong turning, especially in poor visibility, or when everything was covered with snow, or at an unfamiliar airport.
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Flying the Boeing 747
On 26/02/2010, in View from the left seat, by phil
I came relatively late to the Boeing 747, first flying it in 1981 long after all the early teething problems with the PW JT9D-3 engines had been solved. We had two versions of the aircraft in British Airways, the 747-100 series with the more powerful PW JT9D-7 engines and the 747-200 with RR RB211-524 engines. The -200 version had the longer range but both variants were a delight to fly.
The first 747 delivery
Previously the two jet types I had flown were the Vickers VC10 and the Boeing 707, both excellent in their way but not as magnificent as the 747. It was not just its size that made it so. In contrast to the various earlier types of jet transports, which all had some handling vices, the 747 had none. And, again, in contrast to the earlier types it had more system redundancy than any of them. The only handling vice that I could find (if it was a vice at all) was that the nose wheel could skate along the surface if one tried to turn when taxiing at too fast a speed.
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747
On 25/02/2010, in Bookshelf, by steve
By Joe Sutter with Jay Spenser
Publisher: Smithsonian Books
ISBN-13: 978-0-06-088241-9
For some time now we could read a lot about the development problems afflicting the latest big aircraft types. Just think of the Airbus A380, the 787 or the A400M military transport. Proud projects yet they started life with what appears to be more than their share of setbacks. Perhaps it is now the time to read something about the 747, the “Queen of the Skies”, the aircraft on which at one time Boeing had bet the future of the whole company… Was her birth any smoother?
There is no better guide to lead you through those exciting years than Joe Sutter, one of the most celebrated engineers of the twentieth century and the person who had spearheaded the design and construction of the 747.
747 size aircraft are commonplace today but when Boeing started building the first 747, it was bigger than anything ever built before and needed the world’s largest workshop just to be put together. Everything about the 747 was big including the larger than life personalities who were involved in or influenced this magnificent project.
It was far from smooth sailing and tensions between people as well as technological challenges all added up to make the project leader’s life difficult.
But Joe Sutter and his brilliant team of engineers carried on, never faltering, never doubting, pushing and pulling and even performing the odd miracle when that was called for.
If you think the 380 or the 787 had problems, what about reading that the third 747 in the flight test program actually crashed in Renton two weeks before the FAA was scheduled to certify the 747? Ok, it was pilot error and there was little damage but still… As it turned out, the FAA was actually very impressed by the crashworthiness of the aircraft and the incident had no adverse effect on certification.
With so much in Seattle hanging on Boeing’s future, the Sutters’ friends kept bugging Nancy Sutter, Joe’s wife, whether she believed her husband knew what he was doing… When the 747 first flew on February 9, 1969 Nancy was standing near the runway’s edge at the calculated unstick point, rewarded for all her patience with the best view of this historic event.
After reading this book, you will see big aircraft in a totally different light. Highly recommended.
Order your copy here.
Is there a lesson for SESAR in the A400M?
On 24/02/2010, in SESAR's Palace, by pbn
In case you do not know, the A400M is the military transport Europe has been trying to put together for a few years now and which has recently managed to get airborne. In body anyway because the future of its spirit is far from assured. Why the military needed a new propeller driven heavy transport when they had Boeing’s C-17 already up and running is something of a puzzle… I guess someone somewhere must have thought a big collaborative project like this would be good for European industry.
The Airbus Military A400M
Well, they were absolutely right. The A400M project, beset by delays, incredible cost overruns and government meddling on an unprecedented scale, has shown all the weaknesses current European co-operation can master when States set their minds to it. True, this time the scenery was provided by the military but many of the parties involved have a civilian “face” also, so the outcome is of general interest.
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British Airways Boeing 777 Heathrow accident final report issued
On 23/02/2010, in View from the left seat, by steve
G-YMMM was executing British Airways Flight 38 Beijing-London Heathrow on 17 January 2008 when it crash landed just short of the runway at its destination airport. Several people were injured but there were no fatalities.
The UK Air Accident Investigation Branch (AAIB) has now released its final report on the accident.
The 777 was 720 feet above ground level (AGL) on final approach to Heathrow runway 27L when an un-commanded power reduction occurred first in the right then 7 seconds later in the left Trent 800 engine. The resulting loss of airspeed caused the aircraft to touch down prematurely and skidding on the grassy surface, it came to a stop near the threshold of the runway.
The cause was identified as ice in the fuel system which impeded fuel flow to both engines.
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Station calling – Visiting Jeppesen
On 15/01/2010, in Station calling, by steve
Introduction
Elroy B. Jeppesen
In the aviation business, like in any other business, certain names rise to the top to be there for decades serving as beacons of progress and hope. Then some of them disappear, never to be heard of again. New generations grow up and for them names like Curtiss or Douglas or McDonnell do not mean anything any more. It is the sign of the times that in recent history we had to witness what was probably the biggest mass extinction in aviation history taking the likes of Pan Am and TWA with it…
Fortunately, others endure and continue to prove that by adapting to the changing environment, survival is possible. Jeppesen is such a company.
Perhaps best known by their aeronautical charts, often referred to by pilots as “jepps”, few people actually realize just how broad an offering Jeppesen has to support all kinds of aviation activities and probably even fewer people know where it all started or where it is all going for that matter. Visiting Jeppesen is like a voyage into the past and future of the aviation support industry.
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Interesting people, unusual flight plans…
On 09/01/2010, in Interesting people, by steve
Kathleen O’Brien – Houston we have a problem…
Kathleen O’Brien is an Associate Technical Fellow with Boeing Commercial Airplanes in Seattle.
What were you dreaming of becoming when you were a kid?
I loved to read and becoming a librarian looked like a good choice. You know how it is, little girls did not have that many options to choose from.
What moved you to become part of the aviation family?
I went to Houston with my husband at the time and graduated from the University of Houston with a Bachelor of Science in Electrical Engineering. Unfortunately I found Houston a horrible place and wanted to get out at any cost. I was really desperate and would have taken just about any job that helped me to escape. As it happened, Boeing had an opening and they hired me.
What were the most significant sideways jumps in your professional life?
I have been with Boeing all my working life but inside the company I had a few moves right and left that qualify.
I started as a design engineer on the 777 and when the plane was ready things were a bit slow for a while until I moved into CNS/ATM. This was more avionics related and I was able to get the bigger picture… On the 777 I was dealing with the landing gear, brakes, tire pressures… it was just a piece of the overall product. In CNS/ATM a whole new world opened up for me.
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Air France 447 – Second Interim Report published. Cause still unknown.
On 18/12/2009, in SKYbrary News, by steve
News from EUROCONTROL’s aviation safety knowledge base SKYbrary
The loss of AF447 over the Atlantic Ocean on 1 June 2009 is proving to be every bit the nightmare of accident investigators and safety experts alike. The French accident investigation bureau BEA has now published their second Interim Report which includes new findings and makes a number of safety recommendations but the cause of the accident remains undetermined.
Further investigation will be needed to figure out what exactly has happened on that fateful night. Accidents with their cause undetermined hang like a Damocles’ sword over the industry… We can try to initiate mitigating actions in a general sense but only focused action has a guarantee of hitting its target. It is exactly this target that is missing in cases with the cause undetermined and hence there is not much to focus on.
Luckily, not many accidents remain unsolved even if in some cases a repeat of the problem cannot be avoided before the cause is found. A famous case concerned the Boeing 737, two of which were lost to the same cause before the third one managed to land safely and the culprit (a part worth a few bucks but prone to freezing) was found.
Let’s hope AF447 will reveal its secrets soon…
You can read the AF447 Second Interim Report here.
Same time, same place, same level…19
On 18/12/2009, in Same time, same place..., by steve
EmergencyLight – Phantom Menace
Winter flying in real, cold continental climate is hard on pilots, aeroplanes and controllers alike. The somewhat lower traffic volume is frequently offset by the delays resulting from snow and ice on the runway, or the occasional broken-down snow-sweeper…
As you will see, cold winter air has a number of its own tricks up its sleeve. Darkness had been with us for some hours when the last departure of the day, a cargo 707 roared into the air, leaving a flurry of snow swirling above the frozen runway long after the plane was gone. Alone in the air, they climbed swiftly in the thick, cold air and it looked like another routine end to the day. In no time at all, however, departure control was shaken out of its peaceful reverie when the pilot of the Boeing announced in a shaken voice that he was taking avoiding action due to another large aircraft sighted immediately below their own. A quick look at the flight progress board confirmed what we knew already, namely that there was no other aircraft within a hundred miles. Radar seemed to bear out the same, with only the cargo machine’s blip inching along on the screen, albeit on a heading almost 90 degrees away from its original course. They were making an avoiding action, all right.
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Boeing 787 Dreamliner takes to the air
On 16/12/2009, in The aircraft we fly, by steve
Late by 28 months but finally in the air! 15 December 2009 will no doubt be a memorable day for Boeing and the whole industry for that matter: the 787 has finally taken to the air, its maiden flight hopefully bringing an end to the series of problems the program had to contend with over the past two and half years.
Of course when you set out to follow a revolutionary path, problems are expected. The point is: how far are you able to foresee the problems and how quickly you can react to them, foreseen or not.
The 787 is nothing if not revolutionary and in more ways than one too. Its composite structures built as complete fuselage barrels (as opposed to the more traditional approach of the Airbus A350XWB which uses ribs and composite panels) is a huge challenge, something that has never been tried on this scale. Then the degree of outsourcing Boeing has elected to use is also unique (and asking for trouble if you listen to union leaders in Seattle).
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Same time, same place, same level…18
On 16/12/2009, in Same time, same place..., by steve
EmergencyLight – Uninvited guests
There is no doubt about it, flying to-day is the safest means of transportation. The numbers are well known and to most of us people whose bread comes from one or the other area of civil aviation, driving to and from the airport appears far more dangerous than being up in the air.
This is not to say that statistics do not occasionally catch up with us. If you work the airways long enough, there are bound to be aircraft which will never again come home, having met their fateful end at some remote (or not so remote) corner of the world. Some of us have even experienced the horror of seeing a blip disappear from our own radar screen. It is no fun having to write a report on an accident in which friends, even if only known over the radio, had perished. At times like that we mourn our dead, but we also learn to live with it, our training telling us to work even harder to beat the numbers.
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Anniversary – Boeing 747 first revenue flight
On 09/12/2009, in Anniversaries, by steve
40 year anniversary on 22 January 2010
N736PA
Pan American World Airways is long gone but the 747, into its fifth generation, still strives. Forty years ago on 22 January 1970 it was a Pan Am clipper that introduced this undisputed king of large aircraft to revenue service. N736PA, a 747-100 flew from New York to London and became famous on account of the originally scheduled 747 having had to turn back from the runway due to engine trouble. This rather ominous start of revenue services was quickly forgotten, helped in no small degree by the now legendary reliability of all 747 variants.
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Same time, same place, same level…17
On 04/12/2009, in Same time, same place..., by steve
Navigation, the art of getting lost – Part 2
A taxiway will do…
A few years later, however, we got our share of uninvited visitors, too. This time it was a Sunday and the observation terrace was crowded by people, some of them waiting for flights due in later, others just there to watch for the fun of it. Well, they were in for more fun than they had bargained for.
Quite unknown to us, high above in the skies a fully armed fighter on routine patrol duty was in trouble. Not in big trouble mind you, just enough to loose all his navigation capability and his communication with the ground. As his fuel state deteriorated rapidly, the poor guy started descending, no doubt searching for one of the “secret” military fields the location of which only he was supposed to know. As he popped out from the solid cloud cover, he saw a field, which happened to be us. He took us to be the military field, no doubt because he wanted to see a military field so much…
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