04 Tuesday Mar 2014
Posted in General Aviation Interest
Almost a week after its first flight, and less than a week ago, Air Asia India’s Airbus first A320, to be registered as VT-ATF, returned to Toulouse from Hamburg on 26th February 2014, after having its cabin fitted with seats, and other interiors.
The cabin is all economy, with 180 seats, similar to IndiGo’s cabin layout.
Delivery of the aircraft is expected anytime soon, in line with what was mentioned in a previous post on the aircraft for Air Asia India.
28 Friday Feb 2014
Posted in General Aviation Interest, Operations
VOBG slips to darkness. Image: Google Earth
HAL Airport “went dark” for a few days; GAGAN system goes operational; Aviation Ministry holds “CEO Exchange” discussion with airline and airframe representatives.
HAL Airport (ICAO: VOBG) had slipped into darkness for a few days. The airport, which belongs to HAL (Hindustan Aeronautics Limited) and formerly served as the domestic and international airport in addition to supporting HAL’s and other various DRDO (Defence Research Development Organisation) arms’ test flights, did not support night operations.
A HAL official stated that there was an issue between Airport Authorities of India (AAI) and HAL, which resulted in the temporary “blackout” of night operations, for a “few days”. Runway lights, and apron lights were reportedly* not “available”. As a result, pilots, especially those operating charter and private jets, which usually use HAL airport as it is in the heart of the city, were forced to fly (and plan) to Bangalore’s Kempegowda International Airport (ICAO: VOBL, IATA: BLR) if their arrival or departure was after dusk or before dawn.
During that period, HAL airport was rendered a “Day IFR field” for a while. Had this HAL-AAI issue continued, it would have been a sad state of affairs (or the lack of it at night) for the airport that made Bangalore the “Aviation Capital of India”.
Such a move, temporary or permanent, is viewed as retrograde, especially when the country is looking forward to progressing aviation.
A “CEO Exchange” discussion was held at the aviation Ministry (MoCA), today, bringing together high level representatives from IndiGo, SpiceJet, Air Costa, Air India, Go Air, Blue Dart, Boeing, Airbus, Embraer, and ATR, amongst others. The aim was to figure out ways to take aviation to the next level.
However, with the AAI taking actions that affect airfields such as HAL, and flight schools, such as Orient Flight School at Pondicherry, everyday aviation becomes more difficult for operators, and hoping for a step up to the next level is a challenge.
The more progressive face of AAI was seen when the GAGAN system, according to the General Manager, General Manager (CNS) heading the Ground Based Elements of the GAGAN Project at Bangalore, India, Mr. C R Sudhir, “has been put into operation on 14.02.14 at 1000 hrs IST to support RNP0.1 operations in en-route phase of flight over entire Indian Flight Information Region.”
This opens up GPS as a primary navigation aid for enroute navigation, allowing for more direct or shorter routes to be introduced in the Indian airspace. This saves fuel, may help increase aircraft utilization, and support higher air traffic density, which can boost passenger traffic if the savings are passed on to passengers. It also can give a boost General Aviation by allowing airplanes to fly lower on airways, as there no longer is a need for higher altitudes to receive land based radio navigation signals.
Mr. Sudhir also stated, “work is on to achieve APV 1/1.5 certification by fourth quarter of this year.”
*Source: Flight crew operating into HAL/ VOBG.
23 Sunday Feb 2014
Posted in General Aviation Interest
Air Asia’s first aircraft may not arrive before March 2nd 2014. How many pilots the airline has, and what crew who switch airlines look for. Operations in Summer. This, and more, below.
Air Asia India had intended, in the October of 2013, to start operations with MSN 5200, an Airbus A320 now flying for Indonesia Air Asia as PK-AZI, and was formerly flying with Air Asia Japan. The timing of the closure of Air Asia Japan (October 2013), and the starting of Air Asia India, intended in the December of 2013, was coincidental.
But on 20th January, 2014, the DGCA issued a public notice, stating, “In order to comply with the requirements of Schedule Xl of Aircraft Rules 1937, a notice is hereby given to the public and all the persons likely to be affected by the grant of this permit to M/s Air Asia (lndia) Pvt. Ltd. for the purpose of providing scheduled air transport services in lndia, submit their objections or suggestions, if any, within twenty days of issue of this public notice”
That only meant one thing: delay.
A committee was setup under A.K. Sharan, Joint Director General, DGCA to review the objections and suggestions received in respect of application for grant of permit to Air Asia (India) Pvt. Ltd.
A month later, on 21st February 2014, the DGCA issued a second public notice to do with Air Asia India, in which the following statement was made, “The Committee in its report have not found any reason to keep on hold the processing of application of M/s. Air Asia (India) Pvt. Ltd., for issuance of Air Operator Permit (AOP) .”
This paves the way for the issuance of Air Operator’s Permit “subject to compliance of various requirements in terms of CAR, CAP 3100 and other applicable rules and Air Information Circulars.”
Aircraft on short finals
A photo showing MSN6015, an Airbus A320-216SL, was caught flying at Toulouse on 19th February, 2014 (image on top). The aircraft, flying under the test registration F-WWBV, will be registered VT-ATF. VT-ATB, MSN6034 will be the next aircraft to join the fleet, according to ch-aviation. Route proving flights, the last stage in the process to obtain an Air Operator Permit, will be done on these aircraft. MSN5200 will, for now atleast, remain with Indonesia Air Asia.
“The A320 delivers fantastic reliability, and we work these aircraft very hard: flying them almost 14 hours a day – conducting eight landings and takeoffs, performing turnarounds in 25 minutes,” said Tony Fernandes, in 2012 when receiving the airline’s 100th Airbus A320 at Toulouse.
When IndiGo and GoAir started operations, their first set of Airbus A320 aircraft took almost one month between the first flight and the delivery to the airline. The time period has now reduced to between 11-15 days, though it occasionally takes a month. If the trend continues, AirAsia’s first airplane may not arrive before 2nd March 2014, and not later than 19th March, 2014.
The award of the AOP is expected 1 – 2 weeks after the route proving flights, if all goes well. This pegs, as of today, the AOP award toward the later part of March 2014, and the start of operations in April 2014, coinciding with the Indian Summer.
Apparently, the airline plans to start operations with 5 aircraft, which is expected to grow to 10 in one year of operation. The airline declined comment on its fleet expansion plans.
The airline presently has 35 pilots. With such a number, the airline can comfortably operate 3-4 aircraft.
As per Indian Civil Aviation Requirements, “Before the Scheduled Operator’s Permit is issued, an applicant shall have a fleet of minimum five aeroplanes.” The same CAR offers a relaxation, “To facilitate the start of the operations, operators will be permitted to operate with one aeroplane/ helicopter and will be given one year’s time from the date of securing operator’s permit, to have the fleet size of five aircraft.”
Airline in the sights of flightcrew.
Air Asia India presently has 35 pilots: 15 Captains and 20 First Officers. And the hiring is still on.
A Spicejet first officer, who flies the Boeing 737NG, has an Airline transport license, and goes by the alias “spiceflyboy” expresses his thoughts on joining Air Asia. He feels that getting an Airbus Fly-By-Wire rating and experience is good, as he can later move on to an Airbus A330, A340, A350 or A380 operator. With his Boeing experience, he feels he can possibly fly for Boeing 777 and 787 operators. “Globally, Airbus pilots are in greater demand”. With 2000+ hours on the Boeing 737NG, another 2000+ hours on the Airbus A320 will, in his opinion, make him “future proof”. “Air Asia, being a LCC, will give me a lot of flying, which I need at this stage of my flying career. But I’d go only if they hire me as a transition captain”.
Would there be any reasons for not joining Air Asia? “If they don’t take off, I wouldn’t join them. If they pay less, or keep me as a first officer, I wouldn’t want to be with them”.
For many senior first officers, who may have to wait long for their command, Air Asia is their target. At this stage of an airline, pushing for command is easier: there is a lot of flying, and the need for captains will make the airline push qualified first officers to the left seat. An expedited command, even with a slightly lower remuneration, means a lot for a senior first officer: the “P1″ stamp on the license throws open the job market. It was a similar case at IndiGo when the airline was in a dire need of pilots. That scenario no longer exists at the blue airline.
For others, work culture is more important than the money. There are pilots who are willing to accept INR 20,000-30,000 lower gross pay per month, if they are promised a better work culture, in line with what Air Asia offers today.
In any case, Air Asia India is attracting, on average, 10-15 sufficiently qualified aircrew, for each interview session, even if most are uncertain of switching airlines.
13 Thursday Feb 2014
Posted in General Aviation Interest, Manufacturer
Embraer has signed a definitive agreement with Air Costa for a firm order for 50 E-Jets E2s with an additional 50 purchase rights. The acquisition is a mix of 25 E190-E2s and 25 E195-E2s and has an estimated value of USD 2.94 billion based on 2014 list prices.
Air Costa has become the first customer of E-Jet E2s in the Indian market and will take delivery of the E190-E2 in 2018. The E195-E2 is scheduled to enter service in 2019. Today, the airline flies four E-Jets: two E170s (VT-LNR, VT-LSR) and two E190s (VT-LBR, VT-LVR).
According to an Embraer press release, “The three new airplanes (E175-E2, E190-E2, and E195-E2) have geared turbofan engines from Pratt & Whitney, new aerodynamically advanced wings, full fly-by-wire flight controls, and advancements in other systems that will deliver double-digit improvements in fuel burn, maintenance costs, emissions, and external noise compared to current-generation E-Jets.”
09 Sunday Feb 2014
Posted in General Aviation Interest
For a country where the mainstream media is expected to sensationalise any and every news related to aviation, it comes as a surprise how the otherwise over-enthusiastic media has not been able to connect the dots in the recent developments at SpiceJet.
In November 2013, SpiceJet “appointed” Sanjiv Kapoor as its Chief Operations Officer (COO). Sanjiv Kapoor held the position of Senior Director, Temasek Holdings for 1yr 8 months. Temasek Holdings, directly and indirectly through Singapore Airlines has a significant stake in Tiger Airways, which operates as Tigerair.
Now, in February 2014, SpiceJet announced the “appointment” of Kaneswaran Avili as Chief Commercial Officer, effective April 1st 2014. Interestingly, the position he holds today is Director-Commercial at Tiger Airways, and has held that position since October 2012.
Men with very, very impressive resumes are being “appointed” by SpiceJet, a sure sign of good times to come. Interestingly, men related to Tiger Airways, in the past and the present, are joining Spicejet, which seems less of an “appointment” and more of an insert. In simple language: Tiger Airways seems to be actively reforming the airline with its own people before it can invest in SpiceJet.
The experience that the COO and the CCO bring seem to be complimentary: Sanjiv Kapoor has had experience only with full service, legacy carriers. That is great from the operational perspective. Although successful low cost airlines have been known for streamlined operations, the experience Sanjiv gained at leading airlines can help transform the way in which the SpiceJet brand is viewed today. Dirty seats, dirty airplanes, and unhappy services are on their way out.
Kaneswaran, on the other hand comes with a solid experience of 12 years not the “airline” industry, but the low cost airline Industry. He was part of the start up team of AirAsia in 2001, played a pivotal role in Air Asia’s expansion into neighbouring countries. He’s been associated with famous low cost brands: Air Asia, and Garuda Indonesia Citilink. Importantly, he was engaged by Viva Macau, Macau first LCC start up, where he was tasked with the responsibility for re-engineering the commercial unit and implementation of new commercial and network strategies to return the airline to route profitability. Recently, Kanesh completed a short but intense commercial transformation project for Citilink Indonesia. These responsibilities and experience are what SpiceJet can do with.
Sanjiv’s full service experience in operations and Kaneswaran’s rich low cost experience can, if well leveraged, make SpiceJet the preferred low cost airline: based on fares, and on service. Something that IndiGo is already known for.
“His deep domain knowledge on airline commercial across sales & distribution, revenue management, marketing, network planning, airline system and market penetration strategy would be key in transforming SpiceJet commercial capability and improving overall route and airline profitability,” said Mr. Sanjiv Kapoor, Chief Operating Officer, SpiceJet Ltd.
Interestingly, Sanjiv Kapoor, more than a week ago, said, “SpiceJet is also demonstrating that you do not need foreign airlines to show India the power of low fares and market stimulation; we are just as capable of doing it ourselves, and are committed to creating multiple opportunities for as many Indians as possible to fly.” That ambiguous statement was clarified by SpiceJet as referring to “Air Asia’s constant claims that they will stimulate demand.”
And now we have on board the airline the very man who was part of the start up team of AirAsia.
Says Sanjiv Kapoor, “Kanesh’s joining is part of an ongoing refresh of SpiceJet’s management team, with further announcements to be made in the coming weeks”
31 Friday Jan 2014
Posted in Flight Safety, General Aviation Interest
As released by the FAA:
The U.S. Department of Transportation’s Federal Aviation Administration (FAA) today announced that India has been assigned a Category 2 rating under its International Aviation Safety Assessment (IASA) program, based on a recent reassessment of the country’s civil aviation authority. This signifies that India’s civil aviation safety oversight regime does not currently comply with the international safety standards set by the International Civil Aviation Organization (ICAO); however, the United States will continue to work with India’s Directorate General for Civil Aviation (DGCA) to identify the remaining steps necessary to regain Category 1 status for India. With a Category 2 rating, India’s carriers can continue existing service to the United States, but will not be allowed to establish new service to the United States.
India achieved a Category 1 rating, signifying compliance with ICAO standards, in August 1997. A December 2012 ICAO audit identified deficiencies in the ICAO-set global standards for oversight of aviation safety by India’s Directorate General of Civil Aviation (DGCA). Subsequently, the FAA began a reassessment of India’s compliance with ICAO standards under the FAA’s IASA program, which monitors adherence to international safety standards and practices. The FAA has consulted extensively with the DCGA and other relevant Indian government ministries during its evaluation, including consultations in India in September and early December, and meetings this week in Delhi.
“U.S. and Indian aviation officials have developed an important working relationship as our countries work to meet the challenges of ensuring international aviation safety. The FAA is available to work with the Directorate General of Civil Aviation to help India regain its Category 1 rating,” said FAA Administrator Michael Huerta.
The Government of India has made significant progress towards addressing issues identified during the September 2013 IASA assessment. On January 20, the Government of India took further steps to resolve outstanding issues when the Indian Cabinet approved the hiring of 75 additional full-time inspectors. The United States Government commends the Indian government for taking these important actions, and looks forward to continued progress by Indian authorities to comply with internationally mandated aviation safety oversight standards.
Additional Background on the FAA’s IASA Program:
As part of the FAA’s IASA program, the agency assesses on a uniform basis the civil aviation authorities of all countries with air carriers that operate or have applied to operate to the United States and makes that information available to the public. The assessments determine whether or not foreign civil aviation authorities are meeting ICAO safety standards, not FAA regulations.
A Category 2 rating means a country either lacks laws or regulations necessary to oversee air carriers in accordance with minimum international standards, or that its civil aviation authority – equivalent to the FAA for aviation safety matters – is deficient in one or more areas, such as technical expertise, trained personnel, record-keeping or inspection procedures.
Countries with air carriers that fly to the United States must adhere to the safety standards of ICAO, the United Nations’ technical agency for aviation that establishes international standards and recommended practices for aircraft operations and maintenance.
27 Monday Jan 2014
Posted in General Aviation Interest
Project Airbus Tech is pleased to announce the availability of the chapter on the A320′s Oxygen: ATA 35.
This is a milestone in the project, with just 3 chapters left to complete this A320 Q&A Bank.
We thank each and every one of you for the support lent, in any which way possible, including reviewing the answers. Hats off to Sushank Gupta for taking the efforts to answer the questions.
To view the chapter on Oxygen, click HERE.
26 Sunday Jan 2014
Posted in General Aviation Interest
Okay, for once I guess we’re allowed to talk about ourselves. After all, its the Indian Republic Day, and when everyone who has done something for the nation gets a pat on their back, we, part of the silent army, revolutionizing aviation (though not yet to the extent of those who have done something for the nation), would like to feel proud of ourselves.
And we are.
We have a flight simulator built, and when its not being used for research & development, we get requests for kids to use them. Of the 60+ kids that have been part of a program that we’ve conducted, called the “Aeroflyer”, 22 were hand picked by the Department of Science and Technology, and sent across to The Flying Engineer’s commercial entity (to do with flight simulators and allied services, Flightrix), to give them an exposure to aviation.
We are proud to have done or bit for the society.
This video below captures what we’ve done, and what we like to do: promote aviation. We’re not necessarily pushing kids into becoming pilots: our activities stimulate the engineer in them, as well. We need bright aerospace engineers, to go beyond the only two type certificates issued by the DGCA: Hansa 3, and ALH Dhruv, both of which are snubbed by the citizens of the very country that’s produced it, for some obvious and not-so-obvious reasons.
25 Saturday Jan 2014
Posted in General Aviation Interest
Tags
We again took to the skies on 23rd January, with a whole lot of airplanes that we wanted to fly, but couldn’t, due to certain reasons. Watch this short video: it captures the spirit of the sport of aeromodelling.
Aeromodelling is looked upto, only by those who truly know what’s behind the activity.
Cheers!
23 Thursday Jan 2014
Posted in General Aviation Interest, Manufacturer
Tags
2013, Airbus, ATR, backlog, Boeing, Bombardier, Deliveries, Embraer, Orders
The A-A-B-B-E aircraft manufacturers, namely, Airbus-ATR-Boeing-Bombardier-Embraer, have all announce their 2013 orders and deliveries.
Boeing announced its tally on 6th, Airbus on 13th, Embraer on 15th, Bombardier on 20th, and ATR on 23rd January, 2014. (today).
The results get sorted as: Medium-Long Haul Jetliners: Airbus v/s Boeing, Regional Jet: Embraer v/s Bombardier, and Turboprops: Bombardier v/s ATR.
Medium-Long Haul Jetliners: Airbus v/s Boeing
Boeing made more airplanes and sold and retained more airplane orders (based on NET orders) than Airbus. The single aisle family is the best performing airplanes for both manufacturers. The Quad Jet programs aren’t doing well. Lufthansa is the only operator of the 747-8 intercontinental: the passenger version of the 747-8.
Regional Jet: Embraer v/s Bombardier
Embraer seems to be steaming ahead of Bombardier’s regional jet programs. 5 orders of the E170 were cancelled, while 100 E175E2, 25 E190E2, and 25 E195E2 orders were placed. 3 CS100 orders were cancelled, while 37 CS300 orders were booked.
Embraer has emerged as the world’s largest manufacturer of commercial jets up to 130 seats.
Turboprops: Bombardier v/s ATR.
The Bombardier Q400 Turboprop program is nowhere close to the performance of the ATR 72/42 program. The above figures include 10 ATR42-600 sales and 7 ATR42-600 deliveries.
22 Wednesday Jan 2014
Posted in General Aviation Interest, Operations
It’s that period of the year again, when SpiceJet decides to roll out attractive fares to fill otherwise empty seats on board its airplanes. For travel between the second half of February till 15th April 2014, SpiceJet offers a 50% discount on the base fare and fuel surcharge (which constitute most of the airfare), on limited seats on direct flights.
Other airlines have followed the airline-in-the-red.
This is perceived as a much better move when compared to what was done last year (2013), when the airline was under the reigns of Neil Mills. A flat fare of INR 2013 was offered, irrespective of the sector length. This time around, the fare, though discounted, is in sync with the sector. The airline has been careful in offering very few such seats on flights that always assure a good demand: the early morning and late evening /night flights between metros.
Apparently, this move from this airline has been “well calibrated”, and the airline has “learnt from its mistakes”.
Last year’s offer did not help much, with the overall load factors.
“It’s time to find your excuse to travel, as SpiceJet is offering 50% off on all flights when you book at least 30 days prior to your travel”, says the “SpiceJet 3 Day Supersale”. Based on last year’s performance, here are thoughts on the supersale:
Assume for the early morning flights (one of the more attractive flights), the load factors hover around 90%. For a 737-800, this is 170 seats. Supposing the airline, based on statistical study, decided to offer 19 seats for this sector, with the Super Sale offer. One of two extreme possibilities exist:
1. Unplanned travelers, smitten by the offer, pick up those 19 seats, while those business travelers who would have anyways paid regular fares and flown, may pick up the remaining 170 seats. But if the ticket fares, which shoot up due to higher perceived demand, is still applicable, an estimated 5-10 seats may remain empty. The airline makes money.
2. Planned travelers, who were yet to book their tickets, pick up the19 tickets, making the remaining, regular fare seats unattractive for unplanned travelers. This will still leave 19 seats empty. The airline loses money.
Practically, it may be a mix between options 1 and 2, leaving the carrier between 0 – 9 extra paying passengers. In this example, the incremental load factor is between 0% and 7%.
On sectors that do not usually attract good load factors, the stakes are much higher.
Comparing the load factors between years is not straightforward, as many variables exist. Yet, here is a comparison between the load factors in the 3 month period, February to April, from 2009 to 2013, for SpiceJet:
Note that when SpiceJet came out with its offer last year, the months of February and March recorded higher average load factors compared to those in 2012, but the month of April did worse than in 2012.
With Go Air, Air India, and IndiGo offering similar airfares, the potential growth in passengers in this 2 month period is distributed.
Will the gamble make airlines bleed or succeed? To be seen.
21 Tuesday Jan 2014
Posted in Flight Safety, General Aviation Interest, Operations, Technical
Tags
CAR, DGCA, FDM, Flight, FOQA, G1000, Garmin, Logging, Multi, NSOP, Piston, Regulations, Safety, single, Turbine
Deccan Charters’ VT-DCE, which has a G1000 flight deck. The G1000 supports data logging, sufficient for FDM and FOQA needs.
The Flying Engineer explores regulations covering flight recorders, and how even in the absence of the mandate for such devices in single engine and piston aircraft, a commonly found avionics suite allows the operator to tackle flight safety: proactively.
The Indian Director General of Civil Aviation (DGCA), in its civil aviation regulations (CAR) Section 2 Series “I” Part V Issue II, dated 23rd January 2013, covers flight data recorders (FDR), and describes a FDR as “Any type of recorder installed in the aircraft for the purpose of complementing accident/incident investigation.”
The same regulation does not talk about FDR for single engine airplanes. The closest it comes to is a recommendation, for commercial transport, and general aviation, “that all turbine-engined aeroplanes of a maximum certificated take-off mass of 5700kg or less for which the individual certificate of airworthiness is first issued on or after 1 January 2016 should be equipped with: a) a Type II FDR; or b) a class C AIR capable of recording flight path and speed parameters displayed to the pilot(s);or c) an ADRS capable of recording the essential parameters”
A recommendation is not enforceable, and single engine pistons are not covered.
Interestingly, CAR Section 3 (Air Transport) Series C Part III Issue II, dated 1st June 2010, talks of the minimum requirement for the grant of a Non-Scheduled Operator Permit (NSOP). The CAR covers single engine turbine, and single engine piston aircraft as well. The regulation also describes the need to demonstrate a “Flight Operations Quality Assurance (FOQA) and CVR/FDR monitoring system.”
Flight Data Monitoring (FDM) is defined as “the pro-active use of recorded flight data from routine operations to improve aviation safety.” FDM is important, as a review of recorded flight can identify deviations and exceedances, which can be used for corrective training. It is an effective method where an incident is analyzed, and brought to the notice of flight & maintenance crew before it amplifies to an accident.
The surprise here is the DGCA’s realization of the importance of FDM & FOQA in aviation, irrespective of the airplane type, but it’s very regulations do not cover FDRs in single engine airplanes.
Infact, piston engine, whether multi or single engine, are not covered: “All multi-engined turbine powered aeroplanes of a maximum certificated takeoff mass of 5700kg or less for which the individual certificate of airworthiness is first issued on or after 1 January 1989, shall be equipped with a Type II FDR by 31.12.2013.”
Either DGCA assumes that pistons have no future, or that operators, both commercial and general aviation, fly only turbines.
The benefits of FDM
FDM is beneficial for everybody, right from the student pilot to the airline pilot. In training, FDM is necessary to immediately identify exceedances and deviations, bringing it to the notice of the concerned. For example, a student pilot who pulled a high G maneuver may have stressed an airframe, and if before scheduled inspections, the airframe is stressed multiple times, a failure could result. Similarly, a private pilot with 50-60 hrs may make mistakes, which may go unnoticed unless an expert, or a sufficiently experienced person goes through the flight data recordings to understand and point out what went wrong, and how it may be avoided. These are small steps toward enhanced safety for all.
Flight Data Recording without a FDR
G1000 for a Cessna 172
Garmin’s G1000 has been adopted by many airframe manufacturers, making it a standard fit on their aircraft. Cessna for one, offers the G1000 from the 172R to its turbine single engines, including the Grand Caravan.
The Garmin G1000 features flight data logging (FDL), which is not a FDR, but may be used for the same purpose: FDM & FOQA.
On the 172, the G1000 for Cessna: NAV III, logs 64 parameters, at a 1 second interval. These parameters cover (and exceed) the requirements laid down in the regulations for an Aircraft Data Recording System (ADRS), but fall short on only 2 aspects: the recording interval (some data needs to be recorded at 250ms intervals, but is logged in the G1000 in 1 second intervals), and the control surface position (primary and secondary flight control positions are not recorded).
States the Garmin Manual, “The Flight Data Logging feature will automatically store critical flight and engine data on an SD data card inserted into the top card slot of the MFD. Approximately 4,000 flight hours can be recorded on the card.”
In addition, Garmin provides a free, simple to use software that in a few clicks converts the recorded flle to a Google Earth path, which can be viewed in 3D to visually analyze the flight path.
A side-by-side shot of the regions of the MFD where the SD card for flight logging is inserted. One aircraft has it inserted, while the other has it missing, losing the benefits of FDM.
The Flying Engineer has flight data logs from a Cessna 172R for two flights spanning over 2 hours, and the parameters have been so exhaustive that it has supported academic use of the data.
VT-FGE, the ill-fated Diamond DA40CS that crashed in the December of 2013 when on a training flight, has the logging functionality. With the log, it will be immediately clear as to what went wrong, playback of which will prevent other students from repeating the same mistakes.
Unfortunately, schools and some private operators record the data, but do not have a program to pro-actively monitor and analyze every flight, every day, missing an opportunity to self learn and proactively enhance flight safety.
14 Tuesday Jan 2014
Posted in Flight Safety, General Aviation Interest, Manufacturer
The Airbus A350 program achieved another milestone with the successful completion of the ultimate load wing test in December 2013. The ultimate load wing test is a test in which the wing is deflected to simulate the “ultimate” load, beyond or at which the wing is expected to fail.
The ultimate load is calculated as 2.5 times the maximum expected G load that the aircraft would ever encounter in its service life. For the Airbus A350, which is limited in the G loads that it may experience, by the Fly By Wire system to +2.5G, or with the FBW system deactivated, as is the case with a reversion to direct law, approximately between 3-3.5G with the aerodynamic limitations of the flight control surfaces. The ultimate load is then possibly between 7.5 – 8.75G.
Based on this G force, the expected wing flex due to aerodynamic loading is computed, and the wing of a static test airframe flexed (loaded) to the corresponding load. The wing is expected not to fail at this “ultimate” load equivalent flex. At this loading, the A350′s wings flexed in excess of 5 meters, while at a similarly scaled G loading, the A380′s wings flexed to close to 7.5 meters. The 787′s wing flexed up to 7.6 meters in a similar test, mandatory for certification.
In February 2006, the A380′s wing gave way just before the 1.5 times greater G load limit was reached.
Unlike in the past, aircraft manufacturers don’t seem to be stressing the wing beyond 1.5 times greater load, to the point of wing failure. The actual failure load may not be known.
According to Airbus, “This test was performed on the A350 XWB static test airframe that was built specifically to demonstrate the structural integrity of the airframe. The strains induced into the airframe were measured and monitored in real time using more than ten thousand measurement channels. The huge volume of data recorded was analysed and correlated to the structural computer models which have been used to design the airframe.”
With the comforting thought of a safe-enough wing, the first A350 airframe intended for commercial service, MSN6, is being assembled for launch customer Qatar Airways.
13 Monday Jan 2014
Posted in Flight Safety, General Aviation Interest
Another 300ft, and the Boeing 737-700 N272WN would have rolled 60ft down the embankment, resulting in an accident
A Southwest Boeing 737-700 registered N272WN, operating as Southwest Airlines flight 1403 scheduled to land at Branson Airport (KBBG) from Chicago Midway (KMDW), landed instead at M. Graham Clark Downtown Airport (KPLK), about 5NM to the north of the intended destination airport.
The incident happened on 13th Jan 2014 at ~00:11 UTC (12th Jan 2014 18:11 CST).
The 737 landed on Runway 12 at KPLK (3738ft long x 100 ft wide), and stopped right on the piano keys of runway 30, leaving just 300ft to the edge of the 60 ft embankment on which the ends of the runway sit. The tires were reportedly “smoking” with the intensity with which they were applied.
METARs Read:
KBBG 130055Z 18011KT 10SM FEW250 15/M02 A2971
KBBG 122347Z 15012G23KT 10SM FEW250 17/M02 A2970
The runway at KBBG is oriented 14-32 (7140ft long x 150 ft wide). It is difficult to understand how the pilot may have landed at KPLK instead of KBBG. Pilot error seems unlikely, as the pilot may have initiated a go-around seeing runway “12” instead of “14” or “32” that may have been expected at KBBG. KBBG has an ILS approach for runway 32 and two RNAV GPS Approaches for 14 and 32, either of which may have been strung into the FMS.
Sunset in the area was 17:18 local time, and civil twilight till 17:46 local. The aircraft landed in the absence of natural light. KBBG and KPLK both have runway edge lights, but Runway 14 and 32 at KBBG have PAPIs (Precision Approach Path Indicator), while KPLK has no visual approach aids for runway 12. Further, the hangars and terminal building for KBBG are on the left (when approaching runway 14), while those at KPLK are on the right (when approaching runway 12).
Based on Flightaware’s track of Southwest 4013, the aircraft deviated from its intended flight path 111 NM away: possibly indicating an intentional deviation from the flight path at or close to the top of descent. The airplane’s track seems to have drifted to the north-northwest, while winds generally blew from south-southeast. This track shift can occur if the airplane’s flying on the heading mode, but may easily get noticed as a deviation from the active flight plan route on the navigation display in the cockpit.
SW1403 started deviating from its track close to its TOD, 111NM away from KBBG
So, we have 2 pilots in a 737-700 that has an INS (Inertial Navigation System) with periodic VOR-DME / DME-DME position updates, augmented by a GPS, that together can compute the aircraft’s position with great accuracy, and displays the planned route from Chicago Midway (KMDW) to Branson Airport (KBBG). This combination of man-machine seems unlikely to land at the wrong airport. Or did the crew enter the wrong destination? Highly unlikely, considering that pilots usually select the company route rather than punching in the route manually. Further, the route is usually cross checked with the filed flight plan. And yes, Southwest does not fly its Boeings into KPLK: the runway is, evidently, too short; choosing a wrong route seems unlikely.
Did the pilots get the automation mode wrong, and fly a heading rather than LNAV? Even if they did, the aircraft’s position would have clearly shown a deviation from the active flight plan. Did the pilots miss the building and hangar lights that somehow was on the right instead of the left? possible. Did the pilots notice the absence of the PAPI? unlikely. It was dark, and they would have very much noticed the PAPIs absence, or relied on the GPS approach to KBBG, which would have shown them that they were far off the field.
In short, everything about this approach somehow does not seem to point solely towards pilot error.
12 Sunday Jan 2014
Posted in General Aviation Interest, Manufacturer
Airbus’ marketing seems to have gone on a slightly unrealistic overdrive, with its “Felt squashed on a recent flight? It’s not you, it’s the seat” campaign, which states:
“Airbus offers an entire product line of modern, efficient jetliners designed for today’s standard of passenger comfort: at least an 18-inch wide seat in economy class.”
That statement isn’t true. Data published by Airbus shows that the A320 family’s cabin can have either 18 inch wide seats and a 19 inch aisle, or 17 inch wide seats and a 25 inch aisle. Indigo Airlines has the 17 inch seat option. The campaign doesn’t explicitly mention the “long haul economy standard” set by Airbus, and slyly brings the A320 into the picture as well.
“The company’s entire product line is designed for modern comfort standards, ranging from the single-aisle A320 Family to the widebody A330 and A350 XWB families and the 21st century flagship A380 jetliner – which has a standard 18.5-inch seat in economy class.“
“Seat width is one of the most important – yet often overlooked – factors for passenger comfort. With an extra inch, compared to the 17-inch industry norm set in the 1950s that is still used by other aircraft manufacturers, Airbus jetliners offers travellers more personal space and room for lateral movement.”
Embraer offers 18.25 inch wide seats (though another technical documentation points to 18 inch wide seats) in the economy, across the E Jet series (as per company published data). The C-Series, which has threatened the A318, A319, and in part the A320 members of the A320 family, has seats that (claimed by Bombardier) are a mix of 18.5 inch wise seats and 19 inch seats (see image above). These are far wider, and more comfortable than the seats on the A320, and even the A380 in economy (claimed to be 18.5 inch wide). So, “Airbus cabins are designed to offer passengers and airlines the highest levels of comfort, services and efficiency.“?
Airbus’ inadequate and improper “research”, states “It’s not you, it’s the seat” and “the 17-inch industry norm set in the 1950s” in the same page (CLICK HERE). Truth be told, Rebecca Utz, from the University of Utah, presented a paper, “Obesity in America, 1960-2000: Is it an Age, Period, or Cohort Phenomenon?”, which shows how its “You” and not the “Seat” that has grown too big to fit in a 17 inch wide seat.
Funny huh?
11 Saturday Jan 2014
Posted in Flight Safety, General Aviation Interest, Technical
GAGAN’s GSAT 8 (closer to Africa) and GSAT 10 provide the SBAS correction & integrity signals.
With the GPS Aided GEO Augmented Navigation (GAGAN; Indian term for the country’s SBAS system) availability just a few days away, excitement is in the air, especially those who realize the benefits of the Satellite Based Augmentation System (SBAS) and the benefits it brings to aviation applications.
Today, we get to see the Wide Area Augmentation System (WAAS; US term for their SBAS system) as an option on a high sensitivity WAAS enabled Garmin receiver, and how it compares with a non-specialized commercial grade GPS receiver (A Nokia E-72 was used for this).
The Garmin unit picked up 11 Satellites, while the Nokia E72 picked up only 8 (blue bars). Note that the Nokia GPS cannot receive signals from satellites beyond #32.
The Garmin handheld unit (eTrex-H, now a discontinued model from Garmin, but used by many for aviation applications, though not certified for such use) features a high sensitivity receiver. With higher sensitivity, it can pick up weak GPS signals, which are too weak for standard sensitivity GPS receivers to pick up. As a result, it receives signals from more satellites, making the reported position very accurate and stable. (with a 3 meter accuracy, you can be assured of landing within 10ft on either side of a runway centreline)
The Garmin Unit’s accuracy was rock solid stable at 3 meters, while the Nokia’s accuracy fluctuated, and came nowhere close.
In addition, the Garmin eTrex-H also has a the ability to receive signals from ANY SBAS satellite, and apply the necessary corrections to make the signals more accurate. Considering that the GPS unit already has an accuracy of 3m, it may be unlikely that a greater accuracy may be noticed with the WAAS system, although the corrections will be applied. This is because, closer to the equator, the ionosphere introduces a lot many errors, which disturb the GPS signals. An SBAS attempts to provide a 7 meter accuracy; anything better than that must be treated purely as a bonus!
WAAS ellitenabled, and the Garmin unit looking for Satellite 39 from EGNOS
In the settings, WAAS was enabled, and as a result, the Garmin GPS unit received satellite number 37 (Jan 10) and 39 (Jan 11). A standard non-WAAS / SBAS receiver will not see more than 32 satellites. GPS satellites have a PRN (Pseudo Random Noise code that allows the receiver to decode that specific satellite’s information) between 1 and 32, both inclusive. Any satellite beyond 32 is a SBAS Satellite, part of WAAS, EGNOS (the European Geostationary Navigation Overlay Service), MSAS (Multi-functional Satellite Augmentation System (Japanese)), or, as will be seen in a few days, the GAGAN system’s. Satellite numbers 37 and 39 are from the European EGNOS, but the corrections received will not be applied by the receiver as the satellite signals specify the area of applicability.
The GAGAN system’s satellites, with a PRN of 127 (GSAT-8) and 128 (GSAT-10), will appear as satellites 40 and 41, respectively, on a GPS receiver. Both satellites transmit the same information. That satellite from which the GPS receiver receives stronger signals will be selected. For Bangalore, this is GSAT-10 (Seen on the GPS receiver as 41).
The excitement is building!
09 Thursday Jan 2014
Posted in Flight Safety, General Aviation Interest, Technical
Tags
GPS Satellites from which signals could be received at 2145IST (1615UTC) on 9th January 2014.
The Flying Engineer visited the Master Control Centre of the GAGAN system, the equivalent to the United States’ WAAS. This piece talks of the GPS system, as available today, and the changes expected, in a few days, to aviation navigation in India.
Navigation information may be from a self contained source (such as an inertial navigation system), or from land external radio aids, such as VOR, DME, ILS, NDB (almost on its way out), or from space based radio aids: Satellites. The most commonly used satellite navigation system is the NAVSTAR Global Positioning System, popularly known as the GPS.
The GPS signals as received by the on-board GPS receiver of a Nokia E-72. The screenshots are for different orientations of the phone: North-East-South-West. As seen at 21:37 IST (16:07UTC) on 9th December 2014.
A simple GPS receiver in a mobile phone (I didn’t pull out my Garmin as the battery is dead) can show you the satellites in the vicinity, and the positional accuracy. If you’ll notice, the mobile phone receiver shows 32 slots for 32 possible active GPS satellites (identified by their PRN number: see the table below), not all of which are in the line of sight of the receiver at any given point of time, as the satellites orbit the earth. GPS signals are weak, and hence by making the mobile phone face North, East, South and West, different satellites could be picked up, all those which were “visible” (line of sight) from the ground (see the table of satellites).
GPS Satellites “visible” over Bangalore as of 2146IST (1616UTC). This table matches with the GPS satellites visible on the phone.
The advantage with a satellite based navigation system, such as the GPS, which offers navigation signal coverage globally, and hence called GNSS or Global Navigation Satellite System, is that it overcomes line of sight and range issues associated with all land based radio aids, and doesn’t drift like the INS. Today, most aircraft have a GNSS receiver on board, and is used to supplement navigational information obtained from the VOR, ILS, and the INS, if present on board.
The “supplement” in the statement above must be paid attention to. Because a GNSS’s control is exclusively in the hands of just one country / union, other countries do not have a way of controlling or monitoring the signal. Further, errors that creep into the signal as it passes through the ionosphere degrade the positional accuracy. Hence, on all airplanes in India, “GPS Not to be used for Primary Navigation” is often seen in the flightdeck, especially in general aviation (GA) aircraft, even though the accuracy of GPS receiver is greater than that of a VOR, and the INS, but worse than that of an ILS.
Note the horizontal and vertical accuracies, which are sufficient for enroute, but poor for a precision approach.
The GPS system (which includes the receiver) guarantees an accuracy within 100m (0.05NM), but practically observed GPS accuracies at the receiver level are encouraging: usually, the accuracies go up to 3 meters for good receivers with higher sensitivity (like a simple handheld Garmin eTrex H), and is around 10-40 meters for GPS receivers like those found in mobile phones. With 0.05NM accuracy, it may immediately seem evident that with a GPS receiver, an airplane can comfortably fly a RNP 0.1 route / arrival.
It can, but it may not. The problem is that, if all the satellites behave equally bad, (or ionospheric disturbances introduce too much error), fooling the GPS receiver into believing that it is computing a valid, accurate GPS position, the outcome may be as bad as a controlled flight into terrain (CFIT). There must be a means to inform pilots if the GPS signals are not reliable. That requires a second system based on the GPS, that monitors the GPS signal’s integrity, and lets users know if the signals are reliable or not. Once information about integrity is made available to pilots, GPS may be used to navigate, for as soon as the signals go bad, pilots will receive a notification which will allow them to discard GPS data, and switch to land based radio navigation aids to continue navigating safely, and sufficiently accurate.
In India, this role of monitoring the signals is the responsibility of the GPS aided geo augmented navigation (GAGAN) system. The GAGAN system has 15 ground stations scientifically scattered across the India, to monitor GPS signals. The system offers integrity monitoring only within India’s flight information regions (FIRs), besides providing information that allows GPS receivers to compensate for errors induced due to either the satellites or the propagation through the ionosphere. This make the GPS receivers determine position with far greater accuracy: as much as 7.6 meters, with a guarantee.
In 3-5 days from today, the GAGAN system will be switched on, available to everybody, not just to airborne receivers. However, the information crucial to aviation, which is reliability & accuracy, needs something more than a normal GPS receiver. The GPS receiver needs to have the ability to receive the additional information: about signal integrity, and error information (that may be applied to increase accuracy). This information is made available through additional satellites: in the case of the GAGAN system, these are satellites with codes 127 and 128, transmitted by the Indian GSAT-8 and GSAT-10, respectively. GPS receivers which sell with a “WAAS-enabled” tag (like my Garmin eTrex H) will be able to offer the accuracies promised.
WAAS enabled Airborne GPS receivers, such as the Garmin GNS530W (Note the “W” for WAAS) will be required to fly in Indian airspace, if the aircraft is to fly a GPS arrival, approach, or route. These receivers are readily available, and when installed, the “GPS not to be used for primary navigation” will be a sticker of the past.
08 Wednesday Jan 2014
Posted in General Aviation Interest
One of the reasons why many established companies feel graduate engineers are “unemployable”, is because the education system in the country lays greater emphasis on knowledge rather than understanding. Even more disheartening is the generalized view held by many Head of Departments of Aerospace Engineering: that students who choose Aerospace Engineering are mostly those who could not secure an admission into any other branch of engineering with better placement prospects, in the college.
The enemies of the Indian aerospace engineers of tomorrow are: passion (the lack of it, except in those who consciously choose the field), and understanding (the lack of it, thanks to the education system). Knowledge has never been an issue, with libraries filled with too many texts and titles.
To really understand aerodynamics, students must design an airplane, build the airplane, fly the airplane, test the airplane, and characterize the airplane.
Designing and building an airplane are opportunities that students do not, and usually will not get. No company would like to risk a program by roping in raw engineering graduates. It usually takes years of experience before a design responsibility is awarded to an engineer. And engineers do not usually build airplanes: they get them built.
But without the exposure to design and construction, basics of aerodynamics and structures do not sink in.
Although perceived by many as “toys”, aeromodelling is the closest any student of aerospace engineering is going to get to designing, building, testing, and characterizing an aircraft, from an aerodynamics, powerplant and structures point of view. Aeromodelling is defined as, “the hobby of building and flying model aircraft”. The aircraft are usually controlled from ground, with a radio controlled transmitter and receiver.
Unfortunately, the handful of aerospace engineering students in the country who take up aeromodelling related activities in the university pick up kits, which allow them to assemble an aircraft, with instructions. This is construction, sometimes plain assembly, but not design.
The truest spirit of aerospace engineering calls for the design of a radio-controlled aircraft, analysis of the radio controlled aircraft, fabrication of the radio controlled aircraft, and test flying the aircraft. An activity, if made compulsory in the education system at the university level, will have a strong impact on the future set of aerospace engineers in the country, and hopefully, the aerospace programs, none of which have made the country proud, yet.
07 Tuesday Jan 2014
Posted in General Aviation Interest
Though not officially acknowledged by the airline, SpiceJet has reportedly placed an order for 42 Boeing 737 MAX Aircraft. Considering the airline’s fleet to be comprised mostly of Boeing 737-800s, the order may very well be entirely made of Boeing 737 MAX 8 airplanes.
The Boeing 737 MAX 8 is expected to enter service in the third quarter of 2017, almost 4 years from now. With already 1,763 orders for the 737 MAX airplanes, it may be easily close to 2-3 years after the 737 MAX 8 enters service that SpiceJet receives its first 737 MAX, assuming that Boeing will up the production rate of the 737 jets to 47 a month, or higher to 60, from the present 42.
SpiceJet is now one of 298 yet “Unidentified” Customers who have ordered 737 MAX airplanes. The airline is yet to receive 18 Boeing 737-800 airplanes from the US airplane manufacturer. In 2013, SpiceJet received 10 Boeing 737NG airplanes, its highest ever in a calendar year.
This order that speaks of an airline poised for growth 5 years down the road, is a precursor to “something” big in the airline. Note the 737NG delivery trend for SpcieJet, below, and you’ll notice that 2013 was a very happening year, for an airline about to make a big announcement in 2014: the news of the much awaited investor.
Quarters are Calendar Quarters, not Financial Quarters.
04 Saturday Jan 2014
Posted in General Aviation Interest
Videos taken by aircrew, edited and posted on YouTube are not uncommon. With easy to use, high quality and wide angle cameras like those from GoPro easily available off the shelf, it isn’t too difficult for someone to shoot a video. But what makes some videos popular, separating these from the rest? Is it more than just a camera? And how does it impact an airline’s image? Let’s find out, in this interview with Rodrigo David, a responsible airline captain with Avianca, Brazil, whose popular channel on YouTube, known for “SAIL”, and its new best, “Higher”, also serves to market the airline, effortlessly, and in a very off-beat way.
Read everything you’d want to know, HERE.
