Why do planes still crash?

Why do planes still crash?

 

This is an interesting article to share with all the Aviation Community, was published two years ago.

So, lessons learned why accidents happened, the contents of this article explain some good aspects the clear and realistic lessons that have evolved from these accidents. In turn, all Pilots will learn ways to customize those lessons into practical techniques that incidents or accidents can happen to any crew no matter how much flight time you are gathering during your career as a Pilot. Fly safely all the time!!!

 

Improving Aviation Safety is the KEY, Safety is everybody’s Business !!!

Why do planes still crash?

Editor's note: Bill Voss is president and CEO of the Flight Safety Foundation, a group dedicated to improving aviation safety. He was previously director of the Air Navigation Bureau at the International Civil Aviation Organization, and spent 23 years working at the U.S. Federal Aviation Administration.

(CNN) -- By now, everyone should know that aviation is the safest way to travel: Even in parts of the world with a "high" accident rate, that rate is still far below other ways to get from point A to point B.

This level of safety is due to a tradition of hard work and technological advances that must continue.

New threats emerge every day, but through proactive efforts in data collection and analysis, we don't have to wait for an accident anymore -- we can mitigate these risks before they become real problems.

So how do we square those facts with terrible tragedies such as Air France 447? Plane crashes do still occur, even with state-of-the-art aircraft. Everyone in the industry must continue to work hard on safety.

With the Air France 447 final report published this week, we now have a clearer picture of the events that led to this tragedy. The report concluded that a series of errors by pilots and a failure to react effectively to technical problems led to the crash.

We already knew much of what we happened that evening: The autopilot shut itself off when the air speed indicators failed and the plane "handed itself" to the co-pilot. For the next several minutes, it should have been a pretty benign situation, but the flight crew made some inexplicable decisions and ultimately the plane crashed in the ocean.

What we must now try to understand is why the pilots reacted the way they did.

In the past decade, we've seen tremendous advances in automation in the cockpit. This automation has proven to be vital to raising the level of safety in aviation even higher and also to provide more efficient airline operations. It has removed some of the threat of human error during normal operations. Pilots now spend most of their time monitoring the automation.

But what happens when the automation turns itself off or fails for some reason?

Q&A: Has Air France Flight 447 mystery been solved?

The elephant in the room has always been that training standards have not kept up with the technological changes in aircraft.

In the early days of aviation, training included how to recover from some of the most commonly-faced emergencies, such as a lost engine during takeoff. These scenarios are no longer common, yet the training has not changed significantly to recognize this new reality. Automation used to be the pilot's assistant. Now the pilot is expected to back-up the automation. That is a fundamentally new task that the industry hasn't trained for.

Regulators around the world need to acknowledge this and work to change the basic requirements in training programs.

Pilots need to know what it feels like to stall at high altitudes and train on how to recover. They need to know what to do when an airplane is suddenly handed to them during an abnormal flight situation by the autopilot turning off. They need to learn what to do and perhaps most importantly, what not to do in order to avoid increasing risk.

Some of this will require a renewed emphasis on manual flying skills, but new training will also have to be developed to address the fundamental new relationship that has developed between man and machine.

There are a number of airlines around the world who are already changing their training standards to reflect this and we applaud this effort. All airlines should do this. They should not wait for their regulators to act.

As with any tragedy, there will be a temptation to focus on blame and political posturing, but AF447 is a case where politicians and judges should keep a respectful distance. There is some serious technical work to be done, and the aviation community needs to act quickly and objectively.

It is a responsibility that the entire aviation community embraces and we are confident that the safety professionals will find solutions that ensure that tragedies like this don't happen again.

It is a debt we owe to those who have been lost.

http://www.cnn.com/2012/07/05/opinion/opinion-voss-why-do-planes-crash/

 

 

 

Braking Action Reports and Advisories.

Braking Action Reports and Advisories

 

Braking-Action reports Snow_Plow

The purpose of this post is to provide and review the Aviation Community with Safety Information, that this informative concept about Braking Action Reports during landing on wet, icy or snow covered runways during this time of the year. Icing may occur during any season of the year but in temperature climates such as cover most of the contiguous United States; icing is more frequent in winter.

So, where runway friction is low or nil, aerodynamic breaking becomes much more important.

Use aerodynamic drag to your advantage on landing, especially when the runway is wet or icy.

Also recollect and review that there are three types of hydroplaning, so let’s understand Dynamic, Viscous, or reverted.

Landing phases accidents happen any time, what can you do to prevent that you as a Pilot in Command to stay away from accidents? So, the recommendations given in my Safety Post are only to intend to be helpful aids only to help Pilots to fly safely all the time. Most accidents some end up and attributed to Pilot Error. But I want to emphasize that the term Pilot Error does not imply that all errors are the fault of the pilot. Occasionally external circumstances are the cause of others factors, the most important it is to knowing why we as Pilots make errors and study again the concepts well to preventing incidents and accidents.

Braking Action Reports and Advisories

a. When available, ATC furnishes pilots the quality of braking action received from pilots or airport management. The quality of braking action is described by the terms “good,” “fair,” “poor,” and “nil,” or a combination of these terms. When pilots report the quality of braking action by using the terms noted above, they should use descriptive terms that are easily understood, such as, “braking action poor the first/last half of the runway,” together with the particular type of aircraft.

b. For NOTAM purposes, braking action reports are classified according to the most critical term (“fair,” “poor,” or “nil”) used and issued as a NOTAM(D).

c. When tower controllers have received runway braking action reports which include the terms poor or nil, or whenever weather conditions are conducive to deteriorating or rapidly changing runway braking conditions, the tower will include on the ATIS broadcast the statement, “BRAKING ACTION ADVISORIES ARE IN EFFECT.”

d. During the time that braking action advisories are in effect, ATC will issue the latest braking action report for the runway in use to each arriving and departing aircraft. Pilots should be prepared for deteriorating braking conditions and should request current runway condition information if not volunteered by controllers. Pilots should also be prepared to provide a descriptive runway condition report to controllers after landing.

Source : AIM  

Review the basics get that knowledge and Fly Safely.

Always Fly Safe!!

Winter Weather Operations.

 Winter Weather Operations

 

CALLBACK  From the NASA Aviation Safety Reporting System

 

 Issue 408  January 2014

 

As we move into the winter months, the challenges associated with inclement weather affect everyone in the aviation community. While ASRS incident reports can offer insights into a variety of weather related hazards, this month’s CALLBACK focuses on events that occurred on icy runways or taxiways. These reports serve as a reminder to be prepared for all types of winter weather challenges, not only on the ground, but also in the air.

“The Aircraft Wasn’t Responding”

Ice hidden under snow can be an unexpected and dangerous encounter on the takeoff roll. This LJ45 Captain described a scary incident that confirmed his resolve to use plowed runways and get braking action reports.

■ We announced on CTAF that we were departing…. I applied takeoff power to both engines while the pilot not flying called out airspeeds and engine parameters. At approximately 1,000 feet down the runway we hit a patch of ice under the snow. I felt the right main gear begin to skid and the aircraft veer to the right. I applied left rudder pressure to correct the drift, but we continued to skid. The pilot not flying called the drift and yelled, “Go left, go left!” but the aircraft wasn’t responding to my inputs. We exited the runway surface and continued approximately 200 feet before coming to a stop in the snow and mud.

We shut down both engines and asked the passengers if they were OK, to which they replied that nobody was injured. We told them to sit tight while we examined the aircraft for damage and possible fire hazards. After determining that there was no risk of fire we deplaned the passengers.

I think that pilots shouldn’t take off in similar conditions without first having the runway plowed and a braking action report issued.

Sideways Slide

Relying on runway braking reports that turned out to be almost forty minutes old, a P180 Flight Crew landed in conditions that had gone from bad to worse or, literally, from FAIR to NIL.

■ Before departing, several phone calls were made to [the destination field] and we were assured that the braking action was FAIR or better and the runway had been plowed. As we started the ILS, we were again told the braking action was reported FAIR. Upon landing the aircraft started sliding sideways on ice. There was no braking action and no steering due to the ice. We were able to keep the aircraft on the runway but struck a runway light in the process. After regaining control of the aircraft and coming to a stop, the parking brake was set and the brakes held. The aircraft was able to be moved even with the brakes set and locked. We informed the tower that braking action was NIL and asked the time of the last report. The last report had been taken 37 minutes prior.

Scary Ride

After landing without any problems, a B737 Flight Crew experienced a loss of steering control when they turned onto an “untreated” taxiway. For anyone who has experienced loss of control on ice, the cockpit dialog in this report will bring back memories of the anxious feeling that accompanies such events.

■ Prior to our initial descent, we obtained the digital ATIS as well as a field conditions report. The Captain and I made note of the “Wet GOOD” report for the runways that were in use at our planned time of landing, as well as the “Wet FAIR” report on the ramp area. We also noted the visibility and ceiling reports on the ATIS…. A normal stabilized ILS and landing was performed….

The touchdown was well within the touchdown zone. Normal braking was encountered during the entire landing and rollout. The center section of the runway was fairly free of contamination considering the amount of snowfall and accumulation. The rate of deceleration was even increased as a result of the 20-24 knot winds that were blowing almost straight down the runway at the time of landing. At around 60 knots, I transferred control of the aircraft to the Captain. We were instructed to exit the runway at Taxiway [X] and contact Ground. About 200-300 yards prior to the turn, the Captain stated he was going to do a brake check. The braking at this point seemed good and the aircraft appeared to respond normally. As we approached the taxiway, it was apparent that the runway conditions beyond Taxiway [X] seemed to be much worse. It also appeared that there had been no attempt to treat and/or plow the taxiway intersection.

The Captain slowed the aircraft to a slow walking pace as we approached the turn. The first 30 degrees or so of the turn was normal, but at about the 35-40 degree point of the turn, the aircraft seemed to start sliding. At this point, I started to confirm with the Captain that he was turning or stopping. I said multiple times, “Turn, turn, turn!” to which he responded, “I am. It’s sliding!” At this point, I actually pressed on the already full right rudder and brakes, but the aircraft didn’t respond at all. As we approached the edge of the taxiway, the nose wheel finally caught traction and the aircraft slowly turned back to the right and back onto the center of the taxiway. As we performed our after landing flows, I notified Ground that the braking action on Taxiway [X] was NIL.

 

“We Both Tried Braking with No Response”

An A300 Flight Crew learned that, in the absence of a standardized braking action report for the taxiways, “slippery” can equate to “Braking Action NIL.”

■ Weather was reported as light snow…. On approach, I requested updated braking action reports and Tower reported fair with taxiways reported as slippery by aircraft that landed in front of us.

We selected MED Autobrakes and the aircraft slowed with no problems. We were not able to make the intended taxiway and continued to taxi to the end of the runway for turnoff. Tower cleared us to turn left on one taxiway, left on another and to contact Ground and advise when clear.

Upon turning onto the taxiway the aircraft started to skid to the right. The Captain was able to steer the aircraft back toward centerline but then the aircraft started to skid to the left. The Captain did everything to try and regain control, but was unable. We both tried braking with no response. The aircraft came to a stop on the left side of the taxiway. It appeared we may have been over the taxi lights although we could not confirm that due to the snow cover.

We made no attempts to move the aircraft at this point. I reported our position and intentions to the Tower and then contacted Company Maintenance for a tow….

The airport was reporting runway braking action, but it would have helped to have taxiway reports that used a recognized scale of braking action.

Keep Off the Grass

In an ASRS report on a B717’s taxiway excursion, a Ground Controller reinforces the idea that braking action reports should also be given for taxiways that have been affected by snow and ice.

■ A B717 was issued detailed taxi instructions to Runway 26L. The pilot checked on with current ATIS. Weather (snow, low visibility) at the time of the incident was such that the aircraft was barely visible from the tower. The pilot called and asked if he could make a right 270-degree turn, apparently to rejoin his assigned taxi route. I approved his unusual request as it appeared that he may have missed his turn. I also offered alternative taxi instructions to eliminate the need for a 270-degree turn at the intersection. The pilot reported that braking action on the taxiway was poor. Later he reported something to the effect that he was unable to comply with my alternate instructions and then reported that he was in the grass.

There had been no previous braking action reports regarding taxiways. I immediately informed the Supervisor of the situation. Normally the airport authority is meticulous about reporting field conditions, but it seemed like they may have been behind the power curve today. A braking action report regarding taxiways would have been beneficial to alert users to the conditions experienced.

A Hit and a Miss on the Ice Runway

Taking off from a runway made of ice pretty much ensures an encounter with slippery conditions. As this C172 Pilot learned, directional control on ice can be a challenge under the best of circumstances.

■ We were taking off on the ice runway. The wind was down the runway at approximately 5-7 knots. The ice was clear with no snow. As I accelerated and pushed the throttle to the firewall, I began to feel a loss of directional control. The plane began to yaw left and started skidding off the runway surface. After realizing I did not have the airspeed or directional control to rotate and lift the plane off the ice safely, I pulled the power and tapped the right brake. The tail of the aircraft then once again began to align with the nose. We rolled/skidded to a stop on the west side of the runway, but not until we had hit a stick that was standing up in the ice with our wing strut. This may have been a stick left by an ice fisherman. I’m not really sure. It was not a runway marker. The runway was marked by yellow cones. While there was no property damage or injury, there was a pickup truck on the ice. This vehicle was close to the runway and, for a short time, was in the path of our skidding plane. Fortunately some directional control was re-established before any contact was made.

Source : http://asrs.arc.nasa.gov/docs/cb/cb_408.pdf

 

 

Airline Safety Keeps Improving.

I want to share this remarkable article with all the Aviation Community all around the world who read my Safety Blog, very interesting reading !!!

 

Airline Safety keeps improving

The world's airlines had 29 accidents in 2013 that, combined, resulted in a record-low 265 fatalities, research shows.

Grouse all you want about shrinking airline seats and annoying fees for onboard food, drinks and entertainment, but the industry's safety record is looking up.

The world's airlines had one of their safest years on record in 2013. There were 29 airline accidents last year, which, combined, resulted in a record-low 265 fatalities, according to the Aviation Safety Network, a private research group in the Netherlands. That's out of about 31 million commercial flights worldwide.

The world's airlines had a pretty safe year in 2012 as well, with 475 fatalities from 23 airline accidents, including passenger and cargo flights, the research group said.

The last two years represented a dramatic drop from the 10-year average of 720 fatalities a year.

The deadliest accident in 2013 took place in Kazan, Russia, on Nov. 17 when a Tatarstan Airlines Boeing 737 crashed on approach, killing 50 people.

Closer to home, an Asiana Airlines plane crashed at San Francisco International Airport on July 6, killing three people. It was carrying more than 300 passengers and crew members.

Harro Ranter, president of the research group, attributes the improved safety record to the efforts of international aviation groups to impose safety guidelines on airlines around the world.

If you still harbor a fear of flying, you might be comforted to hear about Qantas, the Australian airline that recently was rated as the worlds safest by AirlineRatings.com. The airline hasn't had a fatal accident since 1951.

"Safety is our No. 1 priority, and our teams work around the clock to ensure the safety of our passengers and our crew," a Qantas spokesperson said.

AirlineRatings.com gave its lowest safety ratings to Kam Air in Afghanistan, SCAT Airlines in Kazakhstan and Blue Wing Airlines in Suriname, a tiny country in South America.

TSA finds 20% more firearms at airports in 2013

Have gun - won't travel.

Last year, Transportation Security Administration officers uncovered 1,828 firearms at airports nationwide, a 20% increase from 2012, according to a study by Northwestern University's Medill School of Journalism.

The tally represents the fifth year in a row that the number of guns confiscated by the TSA has increased.

Hartsfield-Jackson Atlanta International Airport - the world's busiest airport - had the greatest number of uncovered guns, 110, according to the study. Dallas/Fort Worth International Airport came in second with 98 guns, and George Bush Intercontinental Airport in Houston came in third with 76.

A vast majority of the confiscated guns - 84% - were loaded when TSA officials found them, the study said.

Americans vent about notion of cellphone calls on planes

The Federal Communications Commission has yet to formally open a public comment period on a plan to lift a ban on cellphone calls on commercial planes.

But that hasn't stopped Americans from venting to the FCC about the idea. Based on a sample of the nearly 400 comments submitted since mid-December, the public is staunchly opposed.

The 30-day comment period is expected to begin once the FCC publishes the proposed rule in the Federal Register. In the meantime, FCC officials said they would accept the comments already added at http://www.fcc.gov/rulemaking/13-157.

Many of the comments are tinged with anger, with opponents saying cellphone calls on planes would incite "air rage."

"You want to see blood in the aisles, just go ahead and allow cellphone voice communications on aircraft," one comment said.

Another person wrote: "There are many dumb ideas and then there is this."

Source:http://www.latimes.com/business/la-fi-0113-travel-briefcase-20140113,0,3868923.story#ixzz2qHYVDqlD

 

 

Wind Shear.

Wind Shear

 

As I posted on my previous post, weather is perpetual in the state of the atmosphere to all Pilots, remember that all flying takes place in the atmosphere, so flying and weather are inseparable.

Why accidents happen, and why is a good question that every pilot has to learn to appreciate and understand what that means a good or bad weather, to recognize and respect marginal or hazardous weather, and to avoid violent weather when the atmosphere is on its most difficult behavior.

So, for your Safety and the Safety of those with you, always learn to recognize potential trouble and make a comprehensive flight decision before it is too late.

Wind Shear generates eddies between two wind currents of differing velocities. The difference may be in wind speed, wind direction, or in both. Wind Shear may be associated with either a wind shift or a wind speed gradient at any level in the atmosphere. There are three conditions of special interest to know, Wind Shear with a low level temperature inversion, Wind Shear in a frontal zone, and Clear Air Turbulence (CAT) at high levels associated with a Jet Stream or Strong Circulation.

So, let’s review Wind Shear with a low level temperature inversion: A temperature inversion forms near the surface on a clear night with calm or light surface wind. Wind just above the inversion may be relatively strong. Wind Shear zone develops between the calm and the stronger winds above.

Eddies in the Shear Zone cause airspeed fluctuation as an aircraft climbs or descends through the inversion. An aircraft most likely is either climbing for takeoff or approaching to land when passing through the inversion, so airspeed is low, only a few knots greater than stall speed.

The fluctuation in Air Speed can induce a stall dangerously close to the ground.

Since surface Wind is calm or very light, takeoff or landing can be in any direction.

Takeoff may be in the direction of the wind above the inversion.

If so, the aircraft encounters a sudden tailwind and a corresponding loss of Air Speed when climbing through the inversion. Stall is possible. If the approach is into Wind above the inversion, the headwind is suddenly lost when descending through the inversion. Again the sudden loss in Air Speed may induce a stall.

When taking off or landing in Calm Wind under clear skies within a few hours before or after sunrise, be prepared for a temperature inversion near the ground. So, you as a Safety Pilot can relatively certain of a shear zone in the inversion if you know the Wind at 2.000 to 4.000 feet is 25 knots or more. The important thing is to allow a margin of airspeed above normal climb or approach speed to alleviate danger of stall in event of turbulence or sudden change in Wind Velocity.

Now, let’s review Wind Shear in a frontal zone: As you have learned as a Pilot when you study the concept of meteorological conditions, so far a front contains many hazards. However, a front can be between two dry stable airmasses and can be devoid of clouds. Even so, wind changes abruptly in the frontal zone and can induce Wind Shear turbulence. The degree of turbulence depends on the magnitude of the Wind Shear. When turbulence is expected in a frontal zone, follow turbulence penetration procedures recommended in your aircraft manual. (SOP)

It seems the term Wind Shear have been in a Pilots vocabulary for many years, lessons learned from accidents ,so the key it is  to stay away from incidents and accidents, always try to recognize on time the clues , listen to pilots reports of Wind Shear, ATC advisories , onboard radars returns , forecast and observation. Don’t become complacent; you might have successfully flown near thunderstorm activity hundreds of times before. The most important always takes the clues seriously, update your personal weather knowledge, and make a point to seek out the latest information to make a Safe Landing.

Fly Safely all the time, Safety is First.    

   

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http://archive-server.liveatc.net/kase/KASE-Jan-05-2014-1900Z.mp3

 

 

 

 

The Goal is Aviation Safety 2014.

The Goal is Aviation Safety 2014.

 

 

2013 a Safe Year for Commercial Aviation

There are several reasons why Accidents Happen. So The Goal is about how to stay away and review the Cause and Effect why airplanes crashes, the following article characterizes a very important year and a good record for Commercial Aviation . I believe, to make our World and Skies Safety on 2014, also, most accidents could have been avoided had all Pilots taken the appropriate preventative or corrective actions. Always remember Fly Safely!!!

An aviation group said 2013 was the second-safest year on record, with only 265 people dying in crashes all year.

The Aviation Safety Network said 2013 was a very safe year for commercial flying.

In a report issued Wednesday, it said there were 29 accidents in which at least one person died. That's the second-safest year by number of accidents.

In those 29 accidents, 265 people died.

The worst accident of 2013 was in November, when a plane crashed on approach to Kazan, Russia. That accident killed 50 people.

SOURCE : http://www.live5news.com/story/24344652/2013-a-safe-year-for-commercial-aviation

The best Safety device in any Aircraft is a well-trained Safety Pilot