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Special engine out procedures, Part 2

There is an old adage that says that being a single-engine pilot minimizes your decision making in an emergency, and there is some truth in that. If your only engine fails, you’re landing.

In a multiengine airplane, you may or may not have options. In a turbine-powered airplane, assuming you have properly loaded the plane and give due deference to published performance data, you will indeed have options. This is especially true on takeoff.

In the FAR Part 121 world that is the airlines, there are certain performance criteria that an airliner must be able to meet, and one of them is the ability to comply with the four segment climb in the event that an engine fails during the takeoff. Most of the time, this isn’t a problem. A properly trained crew can lose the use of one engine, maintain control of the plane, and fly it off the ground safely and figure out where the best place to land will be.

Sometimes, though, terrain or obstacles (or both) preclude the straight-out departure. In this case, there needs to be an alternative procedure. The airlines and manufacturers work the engineers to produce viable options.

These are then tested in the simulator (and probably in a few cases in the real airplane). The procedures are then tweaked and validated and are published. However, they aren’t available in the public domain, because each procedure is ‘owned’ by the airline and/or the manufacturer. Jeppessen, which is the primary producer of aeronautical charts, publishes the procedures as “10-7” pages. And it’s possible that two companies flying the same airplane may have different procedures at the same airport.

Common airports for 10-7 pages, also known as special engine-out procedures, are Las Vegas, Phoenix, or Reno. Most of the time, the issue is terrain, but not always. In a few cases, like Washington National, there may be another issue. Departing Runway 1 at DCA, the issue is Prohibited Area 56 and the fact that a straight-out departure would put you square in the middle of the airspace that protects the White House and the U.S. Capitol.

But terrain is the most common driver of 10-7 development. When I was at the regionals, we had a 10-7 page for Reno that was incredibly complex. The only way to really fly it safely was to brief the first turn and the associated altitude, and then plan on having the nonflying pilot provide a progressive reading of the steps as the flying pilot attempted to fly. In a place like Reno or Vegas, the weather is almost always VFR, so you can plan to maintain visual separation from the rocks. But this isn’t always the case.

Here’s the rub: 10-7 pages are not something the tower is going to be familiar with, so if you have to fly a single-engine procedure, you’ll need to tell the tower that you’re going to be flying a company-specific procedure due to an engine failure. In a high-traffic area, this can get exciting. The best thing you can do is tell the tower to stand by, and do what you need to do to get to a safe altitude and a place where you can trouble-shoot and figure out your plan for getting back on the ground.

A couple of other notes about 10-7 pages: They are often used for a single-engine missed approach as well; and different fleets at airline X may well have different procedures. In fact, it’s possible that some fleets will need a 10-7 page, and others will not.

As a new airline pilot, you can expect an early introduction to 10-7 pages and how to brief them. You’ll also likely get a taste of at least one in the simulator. But, better to see it there for the first time than on the line!—Chip Wright

This is part 2 of a two-part series. See Part 1 here.-–Ed. 

Special engine out procedures, Part 1

Every summer, it seems, there are days where the temperatures somewhere are hot enough that the media has reports that airplanes can’t take off. It is easy to scratch your head and ask how it is that an airliner can’t depart, even in a high density altitude environment. The most common place for this seems to be Phoenix.

Two things can drive this. The first is pretty simple: Hotter temps mean higher ground speeds for takeoff, and those speeds can mean that the speed limits for tires can be exceeded. Knowingly exceeding a limitation is never acceptable, and the result is usually a cancelled takeoff, or more likely, a reduced payload to reduce the speeds.

The second issue is performance once airborne. But it isn’t the all-engine performance that is the issue. It is single-engine performance, and more specifically, it is the single-engine performance that would be required when losing an engine at the worst possible time, which is right at the speed known as V1.

V1 is known as the takeoff decision speed, but more accurately, when the speed reaches V1, the crew is committed to taking off, with very rare exceptions (I know of one crew that aborted after V1 because the elevator was jammed). The FAA requires that manufacturers of FAR Part 25 certified airplanes be able to demonstrate that a takeoff can be safely continued after losing an engine at V1. They further define the climb segment as being four distinct segments, all of which have certain requirements: liftoff to 35 feet; 35 feet to 400 feet; an acceleration segment; and 400 feet to 1,500 hundred feet.

Further, all of this must be done while meeting certain climb gradient criteria without violating any of the TERPS parameters. One of the challenges comes with what can best be described as “non-standard” climbs. These can (and often are) be driven by obstacles or terrain in the departure path. This is especially true if an airport has been shoe-horned in or if the area around the field has been developed in such a way that it is no longer in compliance with FAA criteria.

When you learn to compute airline performance data, you aren’t all that concerned with all-engine performance. You are instead concerned with how to meet each of the four segments of climb. You may not know exactly where the TERPS concern is, but you know that something in the departure path is an issue, or that the runway is too short to accommodate the necessary acceleration after losing an engine at V1.

In my next post, I will discuss the work-around for some of these challenges, known as special engine out procedures. These procedures are essentially an alternate method of compliance that allow for the maximum possible payload (and revenue) without compromising safety. You don’t need to be Chuck Yeager to fly these safely, but you do need to thoroughly review and brief what the steps are, and be prepared for the unlikely to become your new reality.—Chip Wright

Navigating the COVID-19 airline world

I’ve been tooting the horn on progress in the airline industry for several years now, so you can imagine my shock and dismay at the developments in the economy since mid-March.

The C-19 pandemic has obliterated the prospects of a thriving industry that just a few months ago didn’t have enough pilots, airplanes, runways, or cheap fuel. Now, billions of dollars are being lost as the airlines are forced to park hundreds of airplanes, while the ones they are flying are largely empty.

I was asked recently what a day at work looks like now, and in a word, it’s surreal. I haven’t flown in three weeks because my trips have either been cancelled, or I can’t get to work because there are no flights.

When I was last there, the airports were empty. I’ve seen terminals that had more people in them at 3 a.m. than I’m seeing at 3 p.m. There are more employees than passengers. Restaurants are closed or have a limited menu. The retail shops are completely locked up.

You don’t realize how big even the smallest terminals are until you see them completely empty. Miles of security line barriers look silly and out of place now. The TSA personnel are bored to tears. Some flights are so empty that the gate agents don’t even use the PA system to announce boarding. I’ve had as few as 10 people on one of my own flights, and I’ve ridden on flights of multiple carriers that only have one paying passenger on board.

For years, I’ve had to endure periodic memos and initiatives on saving fuel and being on time to minimize clogging up either airspace or taxiways. Saving fuel now consists of carrying an extra 30,000 pounds—up to five hours’ worth—because the fuel farm at the hub has too much fuel and can’t store any more. Never in my career did I see that coming.

When the flights are only carrying a few people, it’s natural to want to push back 20 to 30 minutes early, but we’re being asked not to because of busy gate space. That sounds laughable, but the issue is real. So many airplanes have been grounded that some airports are out of room to store them. Many are stored at the gates, and airlines are minimizing the number of gates they are using. So, being early is still a problem.

Some large hubs are using runways to store airplanes. Right now this isn’t a problem, but it could be. Not only might the runways be needed, but airplanes are so big that if you need to move the one in the middle of a row of twenty, it could literally take all day to rejuggle everything.

As I sit here, the outlook on bookings isn’t good. The airlines that took CARES Act funding have to maintain staffing through the end of September, but based on what we see now, there is likely to be a bloodbath of furloughs come October. It will take some time to work through all of the pilots, since there will be so much training involved.

The feeling is that the flying public needs to regain confidence in travel, and they are looking for one of four things to happen: a treatment, a cure, a vaccine, or herd immunity. None of those are looking great right now, though a vaccine may be closer than we had hoped.

The other piece of this pie is that people need to have something to fly to. The Florida amusement parks are talking about staying closed until 2021, and restaurants will take a while to return to normal, either in capacity or on the menu. Food shortages are possible as well.

This is going to be a challenging recovery. Two airlines—Trans States and Compass, both under the Trans States Holdings umbrella—have gone out of business, as has Jet Suites. Overseas, South African, and Flybe have shut down. Others are likely to follow, and all of the legacy carriers in the United States have acknowledged that they will be substantially smaller come fall. It’s clear that they are now hoping to save the holiday travel seasons. But with billions in debt, soon to be made worse, it’s possible that there will be some more consolidation.

On the positive side, governments at all levels are doing everything they can to help keep the global economy alive. There is a clear goal of trying to let the economy regain some traction in hopes that it restarts relatively smoothly, if not quickly. Only time will tell if that’s going to work.

So what is a prospective pilot to do? Some things are simple: keep applications up to date, making especially sure they are accurate. Stay in touch with your network. Fly when you can, and at least stay legal. If you can provide any aid to those in need with an airplane, do so. And most important, stay healthy. Odds are the airlines are going to offer early retirement packages to senior pilots, and a number of them will jump on the opportunity. That will move things along, especially since retirements are just now picking up.

There will be some “right-sizing” at the regionals as well, and it will bear watching to see exactly how they retool their operations. But there will be room for opportunities for the RJs as well, since they can go to cities with lower demands and help restore a market for their partners. In other cities, they can hold the fort until the majors can bring in larger equipment.

We’ve all heard that we will recover from this, and we will. But it will take time, patience, and fortitude. But a recovery will happen.—Chip Wright

Weathering the C-19 pandemic, part 2

I’ve been flying during the sudden contraction in air travel caused by COVID-19, and the sudden changes have been jarring, to say the least.

I had to leave home as the bottom was falling out, and that meant being prepared for just about any contingency. First, I packed some extra clothes in case I got stuck somewhere. That’s already happened once, and it may happen again.

Second, I’ve tried to keep up with options for getting home if I get stuck somewhere. There are myriad sources a pilot can use to see what flight options might still be on the table if your own airline cuts service or pulls out of a city temporarily. I use Flight View Free, as well as apps for each airline I might use. There are also a few groups on Facebook that airline employees can use to check loads and options.

Third, a number of people began carrying their own food on trips. I did add a few snacks to my bag, but I opted not to take a lot of extra food. Instead, I’ve been using Uber Eats, which has eliminated a lot of delivery fees in order to encourage folks to support local restaurants. Grocery stores are still open, and they are a great option. I’ve also bought food from airport vendors to take with me.

Fourth, my wife and I have been in constant touch, and in a bind she can drive a day to come get me if I can’t get home. On the few occasions that I’ve been too far away for that, we have been tracking rental car availability and pricing. I’ve also reached out to a pilot or two with their own airplanes who may be able to come get me.

This is an unusual time, to say the least, and when you’re at work, there isn’t much you can do but ride it out. In cities where I know people, I’ve reached out to see if I can stay with them if push comes to shove. I know the company will do whatever it can to get me home, but they are overwhelmed right now, and it may well be faster and easier for me to solve my own problems.

I’d like to say that everything always works like a well-oiled machine in times like this, but we all know that isn’t the case. It wasn’t the case after 9/11, and it isn’t now. But with a little forethought and some ingenuity, you can find a way to work around this. And where determination isn’t enough, patience will have to be.—Chip Wright

Airline-owned flight schools

United Airlines recently announced that it has purchased a flight school in order to train its own future pilots. This isn’t a new concept. Lufthansa has been doing this for years in Arizona, and Comair, the since-shuttered Delta Connection carrier, ran its own Academy in Florida for well over a decade. It was incredibly successful. An overwhelming majority of Comair pilots came from the Academy, which was sold a few years after Delta purchased the airline.

Is United’s move the beginning of a trend? It’s too soon to say, but it’s an idea that shouldn’t be ignored. While part of the goal is obviously to make money, the main motivator is for the airline to be able to exercise quality control over pilot trainees while introducing them to the airlines’ way of operation. When the Comair Academy was in existence, the manuals, checklists, procedures, et cetera, all mimicked the airline, and common sense says that the same will happen again. From day one, students will get used to using an airline dispatch process, maintenance write-up procedures, and the like. While a number of large schools already do this, in this case, it will be done to mirror the mother ship.

Getting their eyes on students from the beginning allows the airline to study their progression in both skill and maturity, as well as to try and determine if the student is cut out of the airline lifestyle. Bad habits can be avoided, good habits instilled, and solid decision-making skills developed. Those that show promise will be noticed, and may find themselves with an inside track to more desirable job openings at the airline in management, training, or other departments.

Other major aviation colleges and universities are working with airline partners to tailor curricula to suit the needs of their partner companies. The risk for the airlines in these partnerships is that the student may opt for a different carrier because of myriad reasons. When an airline owns its own school, it has a chance to choose the students and also embed them in the culture of the parent brand, thus making a defection much less likely, though a few will undoubtedly occur.

I can’t say for certain that this will be the beginning of a trend, but I would be more surprised if it doesn’t. The market for pilots is tight, and all of the airlines are competing for the same individuals. The sooner that a carrier can get that individual under their umbrella, the better. It becomes one less position that needs to be filled later, and being able to program that individual from the beginning is a huge advantage.—Chip Wright

A rough winter

As I write this, I am home dealing with round two of a wicked cold that is wreaking havoc this year. Where I live, it has become so pervasive that schools are closing because of high absentee rates, and some are dealing with a lingering cough that lasts for weeks, if not months. On the news, all the talk is about the coronavirus, while online there are jokes about corona virus being cured with a slice of lime. Personally, I’m feeling pretty miserable, and I’m sick and tired of feeling sick and tired.

All kidding aside, this brings up the point that flying while sick is not a good idea. It can be dangerous (think: blown ear drums, vomiting, et cetera), inconsiderate, and illegal, since the FAA demands that you not do anything in violation of your medical. Certain medications may render you unable to fly for awhile as well.

Flying while sick also degrades your performance, and you never know when you’re going to need to bring your A game. While a desk-bound person or a sales rep or a number of other professions can get by with someone not feeling well, pilots may need to react to an emergency in a three-dimensional environment in very trying conditions. If you are sick or dizzy or sneezing or in a state of fatigue because  you are sick, your judgment is likely to be impaired and your reaction times diminished.

No matter where you are in your flying career, it would be a good idea to review your immunization records. In the last several years, there have been a number of sudden and unexpected changes in requirements for proof of vaccinations from certain diseases in certain countries. Recently, the Marshall Islands implemented a requirement for proof of measles vaccinations for crew members. If you’re considering a flying career that will cross borders, take the time to visit the State Department and Centers for Disease Control websites to see what shots they recommend getting for certain geographic regions. Diplomatic sites for the specific countries can also provide useful information. (This isn’t intended to start or engage in the argument of being in favor of or against the practice of vaccinations, but if crew members can’t or are not willing to show compliance with the laws of nations they may reasonably be expected to visit, then they may be denying themselves the possibility of employment, or risking a termination.)

Flying sick is also a pretty good way to make sure that you stay sicker longer. Staying home and resting is a better idea than trying to power through anything, even a common cold. When you do have to go to work, be a little more aware of basic hygiene practices such as washing your hands with soap, and using hand sanitizer and alcohol wipes. Use sick time for the intended purpose, and you’ll be fine. Back in the day, airlines—especially the regionals—were known for draconian sick leave policies. Those days are (largely) gone, as airlines now recognize that brining your illness to work is never the better solution.

Ask me how I know this…—Chip Wright

Human factors assumptions, part 1

As I write this, the Lion Air and Ethiopian Air Boeing 737 MAX accidents are still being investigated. While we know that the MCAS system is going to get the major share of the blame, there is also a push to change the way pilots are trained. One of the topics that has come up is one that was addressed in the movie Sully, the story of the USAirways dead-stick landing in the Hudson River, and that is some of the assumptions that go into aircraft and systems design.

Engineers—both hardware and software—creating a new design need to make some basic assumptions about pilot reaction time, knowledge, and experience. Reaction time delay is one of the most difficult things to predict. Modern aircraft are so dependable and so reliable that it’s easy to take them for granted. And that’s the problem: When something does go wrong, it’s critical that the time lag of a response be given adequate consideration. As Sully showed, when the crews in the sim knew exactly what was going to happen and when, and were allowed to respond immediately, they had no trouble getting the crippled A320 back to departure airport, especially when allowed to practice several times.

In reality, though, such events almost never go so smoothly—after all, who ever anticipates losing both engines to a flock of geese? Imagine dealing with the shock of some kind of a collision, followed by a marked change in the normal noise pattern of flight, and then the audible chimes and lights and other indications of an anomaly. Then, once that has begun to set in, the brain has to convince itself that what it is seeing or hearing is real.

Media reports indicate  this happened with the Lion Air and Ethiopian Air crews. Additionally, it involved a system that the crew of the Lion Air flight was totally unaware of, and the crew of the Ethiopian Air flight was only marginally aware of. The noise of the stick shaker—which is extremely loud and distracting in the 737 by design—combined with the realization that the airplane was descending and trimming itself nose down must have been overwhelming. In both incidents, there was surely a realization at some point that the crew was unable to overcome the airloads in order to reverse the trim.

It’s one thing for designers to try to anticipate crew responses during the early phases of flight. But they also need to look at human factors from several angles, including crews that might be in the middle of a longer flight on the back side of the clock, such as a red-eye or a transcon. The effects of fatigue on sensory response need to be accounted for, which is another reason that some warnings are designed to be loud and attention-getting.

The type of fatigue matters too. Is the crew tired because it’s the last leg of a six-leg day, or is it because they are flying in the middle of the night? Crew experience also needs to taken into account. An experienced, well-trained crew is going to have a better response under virtually any circumstance, and there is reason to believe that at least one of the pilots involved in the Ethiopian Air crash may have been extremely low on the experience meter. Throw in a similar situation with fatigue or personal stress, and such an individual could easily be overwhelmed. It might impossible to account for every possibility, but realistic common denominators need to be established.

Manufacturers do what they can to test their theories and assumptions in the simulators, but there are limits to the effectiveness. Every pilot knows that during a sim flight, something will go wrong. They may not know what, or when, or where or how, but they are primed for a surprise, so even the surprise isn’t a total surprise. Further, when you know that you’re in a box, you know that you’re eventually walking away. That means that the effect of full-blown fear and panic is almost impossible to test for or measure.

There has already been much discussion about human factors assumptions moving forward as result of these accidents, and it’s a discussion that will go on for some time. Checklists and procedures are already being retested, rewritten, and studied. Pilots have complained for years that inexperienced cockpit inhabitants—usually first officers—are unable to cope with a sensory onslaught of often conflicting information. These accidents seem to bring some evidentiary data to that argument, though we must wait for the final reports to be written.

What we do know is that 346 people were killed in very preventable accidents, and the laws are written in blood. Changes will be coming.—Chip Wright

Airline charters

As the calendar turns to winter, regional airlines will be doing more and more basketball charter flights, especially for colleges. RJs of all sizes are ideal aircraft for this particular mission, between the seating capacity, the ability to get into smaller airports, and the cost to operate.

From a pilot’s perspective, charters generally work in ways similar to regular flights, but there are some differences. A charter coordinator from the airline usually rides along. The coordinator is the primary point of contact between the team and the airplane. The coordinator’s responsibilities include making sure that meals are properly catered (this is a major part of a charter, and if this gets messed up, it can cost an airline the contract), that buses are arranged, and, in remote places, that the flight release is properly delivered to the crew. This last responsibility is less of an issue now with the widespread use of iPads, but it’s not unusual that a paper copy is produced as a backup.

The worst part about charters is the unpredictability, and perhaps the hours. While games are scheduled, they can go long, and when they do, things can get interesting in a hurry.

Many charters take place at night, so one of the concerns is getting the airplane in position for its next assignment. I recently worked a regular trip with a morning departure out of Miami. The airplane, however, was coming off a charter for the Tampa Bay Rays, and the game—in New York—had gone into extra innings, delaying the flight to St. Pete-Clearwater International Airport, which delayed the ferry flight to Miami. We had to wait for the airplane to be cleaned, given a security inspection, and then made available to us. Our delay was more than an hour. When that happens, the delays can ripple through the day.

Baseball and basketball charters also include a lot of late-night or red-eye flying. Football isn’t quite as bad, but Thursday, Sunday, and Monday night games can be rough.

I did a NASCAR charter years ago (we were carrying a pit crew). We had a mechanical issue that we could not legally defer, and owing to a comedy of errors, it couldn’t get fixed in time. We wound up canceling the flight as our duty time expired (not so comedic), which caused all kinds of mayhem. Companies and organizations pay an awful lot of money for charters, and their patience for delays and cancellations is minimal. Throw in disgruntled employee job actions and the challenges to the airline can be steep.

Some events cause a surge in charters. The NCAA basketball tournaments, the World Baseball Classic, the College World Series, even corporate mergers all can generate a surge in charter activity. It also isn’t unusual for an organization or a college or university to request certain crew members who are known to go above and beyond in their efforts to please. I knew a captain at a major airline who was highly thought of by several of the NFL teams that he flew, and discreet efforts were made to get him assigned to those flights. He considered it an honor and did whatever he could to get the trips onto his schedule. Of course, the opposite also holds true, and you can be banned from charters, if not outright terminated.

Some charters can be a lot of fun, and others can be more tedious, but they all require a fair amount of flexibility. Charters are also guaranteed money-makers for the airline, and the contracts are valuable. Treat them like the important asset that they are and provide the best possible service you can. Heck, you might even wind up with some free tickets to a game or a concert!

Airport reserve

If you’re new to an airline, you’ll soon find that not all of the assignments are of the type that bring fame, glory, and riches. One of the least desirable is going to the airport and just sitting there.

This particular assignment goes by several names: ready reserve, field standby, hot standby, airport reserve. Whatever you call it, 99 percent of the time it is boring.

Essentially, airport reserve is just that: You’re assigned a window of time to spend at the airport, in uniform, ready to go. Your job is to be immediately available to get to a gate and get a flight out that has a sudden shortage of a crew. Last-minute sick calls; mechanical problems; crews timing out on their duty day; diversions of an inbound flight; and ferrying airplanes are common reasons for Scheduling to call the airport reserve crew to save the day.

Most of the time, you’ll go to the airport and go nowhere but home, but as we move into the winter months, there is usually an uptick in the usage of the airport reserve crews. Flu season compounds the problem, especially if pilots wake up to find out one of their kids or their spouse is sick and need to stay home. The contagious nature of the flu also means that people will spread the virus without realizing they are sick themselves. The same is true of the common cold. Summer also sees an increase in airport reserve usage as thunderstorms wreak havoc and force Scheduling to pull out all the stops to keep the operation moving along.

Depending on the airline, airport reserve will last anywhere from four to eight hours. Regionals tend to use this tool more than the majors, but the majors have it as well. It’s also common among cargo carriers, which are very schedule-sensitive.

There may be some overlap from one shift to the next, and there may or may not be rules in place to determine the methodology Scheduling can use to determine if the airport reserve can be called out versus someone sitting reserve at home. Often, you’ll question the logic of how certain people are used when. More often than not, you’ll be right to question those decisions. Hopefully, there will be other rules in place as well to prevent pointless scheduling practices, such as not bringing in a pilot for a late afternoon/evening shift who can’t do an overnight, or bringing in a pilot who has flown enough in the previous several days that he or she can’t do any of the flights on the schedule. It also helps to have a limit on the number a pilot can do in a given month.

The best thing you can do to make the time pass is to bring books and magazines to read, movies to watch, or use the time to catch up on company-mandated training. While you will be technically required to be in uniform, it may be possible to put your uni on a hanger and wear your civilian clothes, as long as you can change in short order and not create an undue delay in getting to the gate.

Airport reserve is one of the least appealing things about being a pilot, but used appropriately, it can be a life-saver for the airline. Done poorly, it can be a waste of money and resources. On some fleets, airport reserve doesn’t make sense, either because the fleet is too small or, for wide-bodies, the duty time limitations prevent it from being used effectively. Your job is to simply be prepared, suitcase stocked, ready to go at a moment’s notice to save the day and get at least one flight completed.—Chip Wright

Learn your airplane on a different level

If knowledge is power, education is the fuel. Pilots have myriad avenues for increasing their knowledge. Before I got hired at my first airline, I had already devoured countless books on aviation safety, accident analysis, accident investigations, human factors, and related topics. I had an enviable library, to say the least.

Once I started flying, I became more and more interested in accidents that involved the airplanes that I was actually flying. Let’s face it: Accident reports on Cessna 172s almost never involve a problem with the airplane. They almost all have their roots in poor pilotage/airmanship, bad ownership decisions, and occasionally a maintenance issue. But by and large, the person flying the airplane does something they shouldn’t do, and the result is an accident or a fatality. Further, the systems are so simple that systems knowledge isn’t really a factor.

In turbine equipment, there are a lot more variables at play. The pilot is still the most important, but systems knowledge, fatigue, maintenance practices, and the like play a bigger role. As a pilot new to a particular airplane, some of what may be involved may be difficult to understand in great detail, but once you have a bit of experience, it will be easier to digest certain accidents or discussions.

With certain accidents or aircraft, it’s not uncommon to come across superstitions about how dangerous certain systems are or how difficult the airplane is to operate. The Mitsubishi MU–2 ran into this because of a relatively high accident rate, but there was a realization that a more rigorous training program could decrease the number of incidents and accidents. And guess what? It worked.

Given that I was flying a turboprop as my first airliner and my first turbine airplane, I wanted to know what was going on in the fleet as a whole. So, I continued by quest by downloading and reading a number of NTSB and FAA summaries and reports. I didn’t necessarily need to read every word of every report, but I did spend a lot of time reading the pertinent sections. I also did this when I got to the CRJ, and when noteworthy events occurred, I’d do the same thing. It was amazing how many errors or mistakes a well-meaning mainstream media reporter could make (it still is).

I’ve since read more reports and books on accidents than I can recall, and while most still come down to the pilots, not all do. But there are more pieces than ever before. Human factors is often much bigger than one would expect, and weather is still the beast we can’t tame. But one of the most fascinating things to me to learn about was how difficult the investigation process can be. For proof of that, just look at the USAir 427, or even TWA 800.

Whether you go into the regionals in the CRJ, ERJ, or E-Jet series, or eventually make it to the majors flying Boeings or Airbuses, it behooves you to educate yourself as much as possible on common causes of confusion or incidents on the airplane you fly. You’ll be surprised at what you learn, what you may not have been taught, and how the past changes what we do in the present or the future.

Plus, you’ll just feel better armed with as much knowledge as you can get.—Chip Wright

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