One of the courses I’m taking this semester is Cockpit and Crew Resource Management. It deals with communication and utilization of all resources by the cabin crew.
We were shown a video today in class to highlight the importance of following procedure. The captain and flight engineer were old buddies and had flown together before. The first-officer, however, was new to the game. They prepared for approach, and the captain was very slow and nonresponsive. The first officer immediately noticed that they were below the glidepath. He pointed it out to the captain. At this time, the engineer asks the captain, “Hey Jim, what’s the difference between a first officer and a duck?” The pilot seemed to think about it for a few seconds and then said, “I don’t know. What is it?” The engineer then replies with a smirk on his face, “Well, a duck can fly”. They both giggle about it in front of the first officer. The aim of this joke was to put the first officer back in place. They wanted to show him who was in charge.
The plane crashed a few minutes later due to an unstabilized initial approach. The first officer’s last words as recorded on tape were, “I told you so Jim”.
Showing posts with label Fly with me. Show all posts
Showing posts with label Fly with me. Show all posts
Thursday, February 19, 2009
Sunday, January 25, 2009
We're gonna be in the Hudson
Date: Jan. 15, 2009'
Origination: New York LaGuardia Airport
Planned Destination: Charlotte, N.C.
Actual Destination: New York Hudson River
Passengers: 150
Crew: 2 Flight, 3 Cabin
flight Duration: Five minutes
According to NTSB Member Kitty Higgins, spokesperson at the on-
site investigation, the timeline is based on FAA radar and audio relays of air traffic control communications related to “AWE1549,” according to NTSB Member Kitty Higgins, official spokesperson at on-site investigation. [Ed: note: “AWe” refers to -America West, parent company of US Airways] Times are local EST as reported to NTSB.
15:24:54 LaGuardia (LGA) tower controller clears Flight 1549 for takeoff from Runway 4, with instructions to turn left after departure and maintain a 360 deg heading. About a minute later, controller instructs crew to contact New York Departure Control.
15:25:51 Pilot contacts departure controller and advises aircraft was passing through at 700 ft. and climbing to 5,000 ft. Controller instructs aircraft to climb to 15,000 ft. Crew acknowledges. Controller instructs flight to turn left to heading 270 deg.
15:27:01 “Ahhh, this is 1549. Hit birds. We lost thrust in both engines. We’re turning back towards LaGuardia.” ATC acknowledges problem and instructs flight to turn left on a 220-deg heading. Crew acknowledges
Radar data from Newark and JFK sites indicate that at 15:27:01-- about 90 sec. after Flight 1549’s departure from LGA--the Airbus A320-200 intersected a “string of primary targets” between 2,900 ft. and 3,000 ft. These targets [interpretation: birds] were not depicted on the departure controller’s radar screen.
15:27:49 Departure controller advises LGA tower to halt further departures because an “emergency airplane is returning to the airport.” When queried which flight was returning, departure control advises, “It’s 1549. Birdstrike. He lost all engines, he lost the thrust in the engines. He is returning immediately.”
15:28.05 Controller asks if pilot wants to land at LaGuardia’s Runway 13. Pilot responds: “We are unable. We may end up in the Hudson.” According to the NTSB, discussion followed as to whether the flight could land at Teterboro (N.J.) airport, located about six mi. off the right side of the aircraft. Pilot responds, “We can’t do it.” When asked on which runway he would like to land, pilot responds: “We’re gonna be in the Hudson”—the last communiqué from the aircraft
15:30:30 Radar data shows aircraft touchdown in the Hudson River. Radar and tower personnel notify U.S. Coast Guard, New York City Police Dept. and other search and rescue groups. Coast Guard replies, “We launched the fleet.”The safety board’s Air Traffic Control Group had completed interviews with seven controllers and air traffic management personnel from New York Terminal Radar Approach Control (TRACON) and LaGuardia (LGA) tower.
For videos of Flight 1549’s recovery operation, http://www.cnn.com/video/?iref=videoglobal and water landing, http://cnn.com/2009/US/01/17/usair.splash.video/index.html
Origination: New York LaGuardia Airport
Planned Destination: Charlotte, N.C.
Actual Destination: New York Hudson River
Passengers: 150
Crew: 2 Flight, 3 Cabin
flight Duration: Five minutes
According to NTSB Member Kitty Higgins, spokesperson at the on-
site investigation, the timeline is based on FAA radar and audio relays of air traffic control communications related to “AWE1549,” according to NTSB Member Kitty Higgins, official spokesperson at on-site investigation. [Ed: note: “AWe” refers to -America West, parent company of US Airways] Times are local EST as reported to NTSB.
15:24:54 LaGuardia (LGA) tower controller clears Flight 1549 for takeoff from Runway 4, with instructions to turn left after departure and maintain a 360 deg heading. About a minute later, controller instructs crew to contact New York Departure Control.
15:25:51 Pilot contacts departure controller and advises aircraft was passing through at 700 ft. and climbing to 5,000 ft. Controller instructs aircraft to climb to 15,000 ft. Crew acknowledges. Controller instructs flight to turn left to heading 270 deg.
15:27:01 “Ahhh, this is 1549. Hit birds. We lost thrust in both engines. We’re turning back towards LaGuardia.” ATC acknowledges problem and instructs flight to turn left on a 220-deg heading. Crew acknowledges
Radar data from Newark and JFK sites indicate that at 15:27:01-- about 90 sec. after Flight 1549’s departure from LGA--the Airbus A320-200 intersected a “string of primary targets” between 2,900 ft. and 3,000 ft. These targets [interpretation: birds] were not depicted on the departure controller’s radar screen.
15:27:49 Departure controller advises LGA tower to halt further departures because an “emergency airplane is returning to the airport.” When queried which flight was returning, departure control advises, “It’s 1549. Birdstrike. He lost all engines, he lost the thrust in the engines. He is returning immediately.”
15:28.05 Controller asks if pilot wants to land at LaGuardia’s Runway 13. Pilot responds: “We are unable. We may end up in the Hudson.” According to the NTSB, discussion followed as to whether the flight could land at Teterboro (N.J.) airport, located about six mi. off the right side of the aircraft. Pilot responds, “We can’t do it.” When asked on which runway he would like to land, pilot responds: “We’re gonna be in the Hudson”—the last communiqué from the aircraft
15:30:30 Radar data shows aircraft touchdown in the Hudson River. Radar and tower personnel notify U.S. Coast Guard, New York City Police Dept. and other search and rescue groups. Coast Guard replies, “We launched the fleet.”The safety board’s Air Traffic Control Group had completed interviews with seven controllers and air traffic management personnel from New York Terminal Radar Approach Control (TRACON) and LaGuardia (LGA) tower.
For videos of Flight 1549’s recovery operation, http://www.cnn.com/video/?iref=videoglobal and water landing, http://cnn.com/2009/US/01/17/usair.splash.video/index.html
Saturday, October 11, 2008
Goosebumps
I've taken 3 courses related to hardcore aviation this semester. One of them is a research project on a new breed of attitude indicators, the other is a runway and collision hazard analysis course for the Lambert International airport in St.Louis, MO and the third and most interesting course I've taken is Aviation Accident Analysis.
A part of me has always wanted to get into Air Crash Investigation, but I've felt that it isn't correct that my livelihood will depend on people dying. Well, this course has definitely changed my perspective on that. It is the job of the investigator to determine probable cause of the crash and prevent further such incidents. So, you're saving lives.
But a part of me always reacts in the same way. On my first day, the instructor told me that an investigator needs to be inquisitive and objective, not emotional. We've had several case studies throughout the semester and understood the process as a whole. Site anaylsis is just the beginning, then there's wreckage mapping, evidence sampling, witness interviewing. It's all part of a long process which will always have the media hovering around and misinforming the people. Hence, informing the media as and when we get any new information is critical. It will also have legal bindings and redundant jurisdictions which can be bent, not broken.
At the end of it all, the investigators will determine the probable cause of the crash and construct a virtual simulation on the computer of what actually happened during the last few moments of the crash. This information is determined using the data from the Flight Data Recorders(FDR) and the Cockpit Voice Recorders(CVR) among other things. When the last few moments of the flight plummeting are analyzed and explained a shiver runs down my spine. Everytime. During every investigation. This is because as an investigator, I must know how many people were on board, how many children. I must know how human error played a role in the accident. How some idiot forgot to check the pressure guage or the construction company would rather spend 4 million less on a flammable insulation for the cockpit instead of the non-flammable expensive one. And how, even today, there are so many things done wrong in aircraft manufacturing and maintainence, that if I'd mention them here, you would never fly again.
After gathering all the evidence, resisting your desire to shoot the person responsible for all those people's deaths, preparing your report and making the flight simulation, you have to get ready to explain the harsh reality to a room-full of people.
In the simulation video, the minute the flight slams into the ground or water, I have the same prolonged reaction.
Goosebumps!
A part of me has always wanted to get into Air Crash Investigation, but I've felt that it isn't correct that my livelihood will depend on people dying. Well, this course has definitely changed my perspective on that. It is the job of the investigator to determine probable cause of the crash and prevent further such incidents. So, you're saving lives.
But a part of me always reacts in the same way. On my first day, the instructor told me that an investigator needs to be inquisitive and objective, not emotional. We've had several case studies throughout the semester and understood the process as a whole. Site anaylsis is just the beginning, then there's wreckage mapping, evidence sampling, witness interviewing. It's all part of a long process which will always have the media hovering around and misinforming the people. Hence, informing the media as and when we get any new information is critical. It will also have legal bindings and redundant jurisdictions which can be bent, not broken.
At the end of it all, the investigators will determine the probable cause of the crash and construct a virtual simulation on the computer of what actually happened during the last few moments of the crash. This information is determined using the data from the Flight Data Recorders(FDR) and the Cockpit Voice Recorders(CVR) among other things. When the last few moments of the flight plummeting are analyzed and explained a shiver runs down my spine. Everytime. During every investigation. This is because as an investigator, I must know how many people were on board, how many children. I must know how human error played a role in the accident. How some idiot forgot to check the pressure guage or the construction company would rather spend 4 million less on a flammable insulation for the cockpit instead of the non-flammable expensive one. And how, even today, there are so many things done wrong in aircraft manufacturing and maintainence, that if I'd mention them here, you would never fly again.
After gathering all the evidence, resisting your desire to shoot the person responsible for all those people's deaths, preparing your report and making the flight simulation, you have to get ready to explain the harsh reality to a room-full of people.
In the simulation video, the minute the flight slams into the ground or water, I have the same prolonged reaction.
Goosebumps!
Wednesday, July 9, 2008
The "Super"Jet
It is always interesting to see some new developments in your industry, some new inventions in your lab, a different chapter in your syllabus or a newly researched high-tech gadget in your toolbox.
In September 2007, at the KnAAPO assembly plant in Siberia, rolled out the 95-seat transport vehicle onto the tarmac. It was a joint venture between the Russian Aviation Industry, Rosaviakosmos (Space Agency) and the Boeing Company along with the marketing genius of Sukhoi, Ilyushin and Boeing.
It was the Sukhoi Superjet 100. The first of its kind. The beginning of a new series.
Having seen one in front of my eyes, I must say how posh and classy the exterior looks. I would have even been able to see the interiors had I been a Russian citizen. Anyway, the superjet boasts of some really state-of-the-art equipment. The standardization of the design will make it possible to improve the economic performance of the aeroplane family operation with expenditures kept at a rational level. The aerodynamics and design of the aeroplanes of the family are based on proven advanced technology to minimise technical risks at the stage of design, testing and operation. It can cruise at a maximum altitude of 41 thousand feet at a maximum speed of 0.78-0.8 Mach. It has the regular 2 turbofan engines as always.
Deliveries are to begin in late 2008. Sukhoi predicts that 163 units of all variations of the Superjet 100 will be delivered by the end of 2016.
In my personal opinion, I feel Russia has managed to create an aviation oil-well with the manufacturing and launch of the superjet. They will save a lot of money on imports and the orders have already started flowing in. I see the superjet 100 challenging the Boeing 737 and the Airbus 319 in the small-aircrafts category. It is just the former CIS countries that have placed huge orders at the moment. But when word spreads out about the efficiency of this machine, even the Brits might think twice about their agreement with Airbus. India and Russia have a “positive” history when it comes to aircrafts and in this case delivering the aircrafts won’t be a problem since Russia is geographically closer. Or do I need another globe?
In the long run the bigger jumbos like Boeing 747 and Airbus A380 will take away the candy, but the Sukhoi superjet is an excellent example of how to succeed when it comes to short-term profit in the aviation industry. It makes sense economically to the Russians, if they have counted right. They’ll need to fund their next few space mission failures with the money they generate out of the aviation industry.
Even though I wish at times Russia had more money, so that they could show the world what is the true meaning of technology, they are soon establishing themselves in the Asian aviation market at least.
Thursday, May 15, 2008
Turbulence
I've seen shaky wings before. But this was something different. Amidst the turbulent conditions, the joint of the wing and the 2nd engine of the Boeing 747-400 looked weak. I kept a close eye on it for the first leg of the journey, hoping it wasn't real.
At Frankfurt, I alerted the crew before I exited the plane. Later, I realized that the crew was changing as well. I made a mental note to tell the new crew too. As I took my seat, I was contemplating.
"What if they delay the flight, again?"
"What if they just laugh it off?"
It was something I had to tell them rather than not. I asked for the cabin crew supervisor and informed him that the wing looked unstable, rather the upper part of the engine looked like falling off any minute. He said, "Don't worry, Sir. I'm sure it's nothing to worry about." I turned around and took my seat. Now, I had made it a point to not tell him this in front of the other passengers. I didn't want to cause panic. Anyway, it all fell on deaf ears. Maybe if I would have told him that I was an aerospace engineer, it would have made a difference. But I just had a bachelors in it, and I haven't gotten half way through my Masters. I'm an engineer none the less.
As I sat in my seat, I thought, "If the plane crashes now, and I survive, I will sue Air India. Better even, I will punch the guy for not listening and then sue them."
Maybe being in this field and studying most of these mechanisms make you overly cautious at times. I have noticed that happening many times with me. I just know how things work and fail so well, that I worry too much.
I kept both eyes on the wing this time. Non-turbulent conditions made my life easier this time and the flaps worked fine during the final approach.
I got to Mumbai in one piece.
At Frankfurt, I alerted the crew before I exited the plane. Later, I realized that the crew was changing as well. I made a mental note to tell the new crew too. As I took my seat, I was contemplating.
"What if they delay the flight, again?"
"What if they just laugh it off?"
It was something I had to tell them rather than not. I asked for the cabin crew supervisor and informed him that the wing looked unstable, rather the upper part of the engine looked like falling off any minute. He said, "Don't worry, Sir. I'm sure it's nothing to worry about." I turned around and took my seat. Now, I had made it a point to not tell him this in front of the other passengers. I didn't want to cause panic. Anyway, it all fell on deaf ears. Maybe if I would have told him that I was an aerospace engineer, it would have made a difference. But I just had a bachelors in it, and I haven't gotten half way through my Masters. I'm an engineer none the less.
As I sat in my seat, I thought, "If the plane crashes now, and I survive, I will sue Air India. Better even, I will punch the guy for not listening and then sue them."
Maybe being in this field and studying most of these mechanisms make you overly cautious at times. I have noticed that happening many times with me. I just know how things work and fail so well, that I worry too much.
I kept both eyes on the wing this time. Non-turbulent conditions made my life easier this time and the flaps worked fine during the final approach.
I got to Mumbai in one piece.
Saturday, October 27, 2007
Fly Super-Economy Class
I feel as if I have gained another hour in my life. Today, the clock was pushed back by one hour for daylight savings. This gives you the idea that winter is around the corner. I am almost a graduate, so I hope I can wrap it up before I have to wrap myself up due to the cold. Flight ticket prices are really rising. About a month ago, the cost of AvGas (Aviation fuel) reduced in Russia and around Europe. I thought this would bring the ticket prices down quite a bit. But, in reality, they haven’t changed much. I wouldn’t mind sitting on the toilet seat, forget window or aisle, if I could fly home for free, who wouldn’t? My seat number on my boarding pass would be written as Toilet-bowl A and I would have to use the tissue paper as my seat belt. On the bright side, going to the loo won’t take time. Before landing and take-off the special instructions for me would be, “Please make sure your tissue is enough, seat is put up and toilet is flushed”. I wonder how much a ticket on board the Concorde would cost at this rate. Thinking one step further would lead me to speculating the price for a ticket on board the space shuttle for space tourism. But that would be worth it, wouldn’t it? No problems with window or aisle seating, no problems with leg room or baggage space and definitely no problems with the airhostess waking you up for duty-free shopping.
Bon Voyage, mon ami! Your transit is on mars and you will be able to collect your checked-in baggage on Jupiter, if your body isn’t incinerated by the heat.
Bon Voyage, mon ami! Your transit is on mars and you will be able to collect your checked-in baggage on Jupiter, if your body isn’t incinerated by the heat.
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