Aviation Maintenance Safety
The arena of aviation is a harsh environment from the basic medium the aircraft flies in to the lubricants, fuels and additives used and even the basic materials in the structure. Fortunately, someone decided that it might be a good idea to let the maintenance people and handlers of these products know about the associated dangers with these chemicals and compounds. The result is a system known as the Materials Safety and Data Sheets (MSDS)
MSDS sheets provide a lot of information on the hazards, handling and personal protection measures recommended when working with or around these products. Notice I said recommendation and not the typical or "correct" answer of mandatory. Let's face it if you are out trying to recover a downed aircraft you may not have all the goodies you need nor will you necessarily need or have room to get all that stuff into a remote location. So we, as mechanics, take what we know we need to provide the best protection for the job being done. I know I just ticked off the hazmat people who seem to be almost obsessive on this subject but that is how we honestly work. We may not have rubber gloves available when we check a chip detector but I almost guarantee the technician is going to bring some rags or towels and something to clean with. For such a little job it is probably insignificant but when back at the shop there really isn't much reason to not protect yourself as much as possible.
The subject of protection leads us to the next subject of personal maintenance safety the casual observance of increased risk of prostate cancer in maintenance technicians and pilots within aviation. This industry seems to have its fair share of people with or who have battled prostate cancer. I personally have seen more mechanics and pilots leave the world from prostate cancer than from heart attacks, lung cancer or anything else. Is it from the chemicals, radio waves or something else? I do not know, in the words of Scotty from Star Trek, "I'm a mechanic not a doctor Jim"! I am also not sure if there has ever been any medical research into the chemical contamination of aircraft mechanics blood or long term exposure to aviation chemicals or other hazards.
When we get involved in fabrication or repair procedures using drills, rivets or grinders most technicians will use safety glasses or face shields or both depending on the maintenance operation. Sure there are times when we would rather look at our significant other through one eye but not forever. Be conscious of your actions and protect your eyes.
Noise hazards around aircraft have been known for years and ear plugs are normally available in most shops, if not then buy some. They are not expensive and you don't want the constant ear ringing or loss of your hearing from not using them. Using them is the second part of the safety equation ear plugs will do no good sitting in the desk or toolbox. When purchasing a set of earplugs try and find something small, easy to use and easily carried on your person. Soon you will find using your ear plugs as easy as putting on your seat belt and soon become habit.
Mechanics with long hair should keep their hair up or under a cap so as not to get it entangled with drills, torches or the aircraft's rotating components.
The responsibility of maintenance safety falls directly in the hands of the mechanic doing the work, just remember that responsibility also extends to your family. Your family needs you in one piece, with all your fingers, hands and eyes and in good health. Get your health check up to include the dreaded prostate exam and live a full enjoyable life as an aircraft technician.
Resource Links:
http://www.ilpi.com/msds/
http://www.prostatecancerfoundation.org/
http://www.preventblindness.org/safety/
http://www.pp.okstate.edu/ehs/links/noise.htm
Showing posts with label Safety. Show all posts
Showing posts with label Safety. Show all posts
Monday, April 16, 2012
Thursday, April 5, 2012
Blended Wing Airliner Concept Safety Versus Tube & Wing Airliners Considered
Blended Wing Airliner Concept Safety Versus Tube & Wing Airliners Considered
When airliners crash often many people die, and depending on the angle of impact sometimes there are no survivors, some aerospace engineers believe the real problem is in the way aircraft are designed, that is to say fuel inside the belly or fuselage. The long tubular design is also problematic, as it tends to break apart allowing any fire to fill the fuselage, where the people are with smoke and fuel that is on fire.
At least one group has claimed that the Burnelli Wing Design is a better because it has the fuel in the wings and the engines in the fuselage, meaning the main point for ignition of a fire, the engines are separated from the fuel. Conventional airliners, have the fuel in the wings and fuselage, and the engines on the wing, thus a fire is inevitable once the wings come apart on impact during a crash.
Indeed, I have a few comments about this, in that it appears to me that this whole broken fuselage thing might be over played. Remember the Hudson River landing, the aircraft stayed intact. Now, there is a famous NASA Crash test of an airliner coming apart and instantly cooking all the "Dummy Passenger Manikins" inside; still, in the NASA crash they purposely dipped a wing, as it hit the ground, which made for a spectacular explosion, and when aircraft tumbled; well what can you expect?
Does this mean that we should switch to the flying wing design? Could be but, realize the other issue; people wish to fly in an aircraft that looks like an airplane, and people have come to assume airplanes are suppose to look a certain way. Public perception is finicky that way.
One issue with the Bernoulli Blended Wing airliner concept is that it might not be so good for passengers, as they have no ability to see out. Still, this problem could be solved as the top of the cabin could and sides could become a flat panel display and merely display a video what's outside on the walls and ceiling, even better than the view of today's airliners.
Now then, there was an aircraft recently that feel short of the runway in Europe that broke apart, and that was unfortunate, there were deaths. And you can build a better structure or design than a long skinny tube of tooth paste, with wings on it, but there are also trade offs for other things. In that crash a Bernoulli Design may not have crashed in the first place and it probably would have broken apart either.
Still, in the end all aerospace engineers must agree that each aircraft design is a giant compromise of physics and until we build shape shifting wings, we are going to have to keep trading off. Please consider all this.
When airliners crash often many people die, and depending on the angle of impact sometimes there are no survivors, some aerospace engineers believe the real problem is in the way aircraft are designed, that is to say fuel inside the belly or fuselage. The long tubular design is also problematic, as it tends to break apart allowing any fire to fill the fuselage, where the people are with smoke and fuel that is on fire.
At least one group has claimed that the Burnelli Wing Design is a better because it has the fuel in the wings and the engines in the fuselage, meaning the main point for ignition of a fire, the engines are separated from the fuel. Conventional airliners, have the fuel in the wings and fuselage, and the engines on the wing, thus a fire is inevitable once the wings come apart on impact during a crash.
Indeed, I have a few comments about this, in that it appears to me that this whole broken fuselage thing might be over played. Remember the Hudson River landing, the aircraft stayed intact. Now, there is a famous NASA Crash test of an airliner coming apart and instantly cooking all the "Dummy Passenger Manikins" inside; still, in the NASA crash they purposely dipped a wing, as it hit the ground, which made for a spectacular explosion, and when aircraft tumbled; well what can you expect?
Does this mean that we should switch to the flying wing design? Could be but, realize the other issue; people wish to fly in an aircraft that looks like an airplane, and people have come to assume airplanes are suppose to look a certain way. Public perception is finicky that way.
One issue with the Bernoulli Blended Wing airliner concept is that it might not be so good for passengers, as they have no ability to see out. Still, this problem could be solved as the top of the cabin could and sides could become a flat panel display and merely display a video what's outside on the walls and ceiling, even better than the view of today's airliners.
Now then, there was an aircraft recently that feel short of the runway in Europe that broke apart, and that was unfortunate, there were deaths. And you can build a better structure or design than a long skinny tube of tooth paste, with wings on it, but there are also trade offs for other things. In that crash a Bernoulli Design may not have crashed in the first place and it probably would have broken apart either.
Still, in the end all aerospace engineers must agree that each aircraft design is a giant compromise of physics and until we build shape shifting wings, we are going to have to keep trading off. Please consider all this.
Thursday, February 23, 2012
Aircraft Display Systems: Ensuring Flight Precision and Safety
Aircraft Display Systems: Ensuring Flight Precision and Safety
It is always been a challenge to pilots to make every plane ride as safe as possible, especially during instances when there are visual obstructions. However, because of advanced automotive engineering, pilots can fly planes safely despite different blockages in the clearance. With the invention of different display systems such as the Enhanced Flight Visual System (EFVS), Head-up display (HUD), and Primary Flight Display (PFD) aircraft can be operated with ease any time of the day despite harsh weather conditions.
The aforementioned electronic display systems are used to achieve flight precision when there is low visibility. Enhanced flight vision systems are used when the plane is operated during night time. They have night vision capabilities that display images of the terrain when there is minimal light. Enhanced vision systems are also handy when thick clouds obstruct the pilot's view. They have image sensors such as infrared and thermal imaging sensors.
For a more natural view of the topography, Head-up display system is used. It allows transparent view of the site, so pilots need not take their eyes off the windscreen to look at electronic display systems below. It displays graphics, flight information, and radar data that guide pilots for safe navigation of the aircraft mid-air. It also uses LED technology for a clearer view of the field. This has been used for military and corporate airline transports for several years, but commercial airlines also use this for better and easier navigation.
Synthetic Vision Systems (SVS) also help in providing better field vision for pilots by displaying computer generated images, images that help pilots understand their flying environment. The SVS now includes liquid crystal display and global positioning system to see the terrain better. With its well-connected printed circuit boards and high-technology computer imaging, 3D data can be displayed.
The field of aviation uses combined display systems to enhance the aircraft's vision systems during in-flight. Printed circuit board manufacturers, electronic engineers, and flight vision experts work hand in hand in fusing different display systems.
Using these imaging systems provides a lot of operational benefits. In the airline industry, airline companies are able to offer more international flights as their planes have display systems that allow pilots to have a clear view of the topography even when there are visual obstructions. With their complex printed circuit boards and high-tech electronics engineering, planes can be operated with precision, safety, and convenience. This technology is, indeed, beneficial in ensuring that pilots and passengers will be taken to destinations safely.
It is always been a challenge to pilots to make every plane ride as safe as possible, especially during instances when there are visual obstructions. However, because of advanced automotive engineering, pilots can fly planes safely despite different blockages in the clearance. With the invention of different display systems such as the Enhanced Flight Visual System (EFVS), Head-up display (HUD), and Primary Flight Display (PFD) aircraft can be operated with ease any time of the day despite harsh weather conditions.
The aforementioned electronic display systems are used to achieve flight precision when there is low visibility. Enhanced flight vision systems are used when the plane is operated during night time. They have night vision capabilities that display images of the terrain when there is minimal light. Enhanced vision systems are also handy when thick clouds obstruct the pilot's view. They have image sensors such as infrared and thermal imaging sensors.
For a more natural view of the topography, Head-up display system is used. It allows transparent view of the site, so pilots need not take their eyes off the windscreen to look at electronic display systems below. It displays graphics, flight information, and radar data that guide pilots for safe navigation of the aircraft mid-air. It also uses LED technology for a clearer view of the field. This has been used for military and corporate airline transports for several years, but commercial airlines also use this for better and easier navigation.
Synthetic Vision Systems (SVS) also help in providing better field vision for pilots by displaying computer generated images, images that help pilots understand their flying environment. The SVS now includes liquid crystal display and global positioning system to see the terrain better. With its well-connected printed circuit boards and high-technology computer imaging, 3D data can be displayed.
The field of aviation uses combined display systems to enhance the aircraft's vision systems during in-flight. Printed circuit board manufacturers, electronic engineers, and flight vision experts work hand in hand in fusing different display systems.
Using these imaging systems provides a lot of operational benefits. In the airline industry, airline companies are able to offer more international flights as their planes have display systems that allow pilots to have a clear view of the topography even when there are visual obstructions. With their complex printed circuit boards and high-tech electronics engineering, planes can be operated with precision, safety, and convenience. This technology is, indeed, beneficial in ensuring that pilots and passengers will be taken to destinations safely.
Monday, February 20, 2012
Aircraft Charter Safety Ratings - What Do They Really Mean?
Aircraft Charter Safety Ratings - What Do They Really Mean?
When choosing an aircraft charter provider, it is important to determine whether the charter company you are considering meets the highest safety standards possible.
The Federal Aviation Administration (FAA) conducts a lengthy certification process before ever granting an aircraft charter operator the authority to fly the general public. In addition, the FAA has continual oversight of the operator during annual base inspections, during conformity inspections to add new aircraft to the certificate, and during semi-annual checks of the pilots. Most charter operators strive to meet a higher safety standard than that regulated by the FAA. For example, the FAA requires that captains have 1200 hours of flight experience. Most operators have a minimum standard of 2500 hours and the best operators require somewhere around 5000 hours of experience.
Several organizations have developed industry-wide safety standards for aircraft charter operations to help unify these standards. They are ARG/US (Aviation Research Group/US), Wyvern, the Air Charter Safety Foundation (ACSF) and the International Business Aviation Council (IBAC).
ARG/US is perhaps the most well-known of the aviation safety standards organizations. They rate charter organizations under the following categories; DNQ (does not qualify), Gold, Gold Plus and Platinum. A Gold operator meets the basic ARG/US safety standards. The Gold Plus designation is given to an operator that meets the basic standards plus has participated in either an ARG/US audit of its operations and procedures or has received IS-BAO registration. The Platinum designation is awarded to those operators that meet the basic safety standards, pass the on-site audit and also have both a Safety Management System and an Emergency Response Plan in place.
Wyvern has long been respected in the charter industry for its high standards. The Wyvern Standard includes such requirements for the pilots as a minimum of 4000 hours of flight experience with certain other flight time requirements related to time in type of aircraft. Wyvern publishes the Pilot and Aircraft Safety Survey (PASS) report on request that indicates whether the operator, crew and aircraft you have chosen meet either a basic safety standard or meet the Wyvern Standard. Those operators who pass Wyvern's strict audit procedures become Wyvern "recommended". The phrase "recommended" is the only phrase that implies the aircraft charter operator has met Wyvern's higher standard.
The Air Charter Safety Foundation aims to promote safety standardization throughout the charter industry. The ACSF Industry Audit Standard has been developed with the input and guidance of leading safety auditors, charter operators, shared aircraft ownership companies and charter consumers.
One standard encompasses global a standards - the IS-BAO, which stands for International Standard of Business Aircraft Operations. This code of best practices was introduced by the International Business Aviation Council and has been widely adopted as the gold standard for business aircraft operations. It has been endorsed by the National Business Aviation Association (NBAA) as well as multinational organizations worldwide. Audits are not provided by the organization, but rather by independent, third party auditors who are certificated the International Business Aviation Council.
Be sure that the aircraft charter operator you are considering meets at least one, if not more, of these standards.
When choosing an aircraft charter provider, it is important to determine whether the charter company you are considering meets the highest safety standards possible.
The Federal Aviation Administration (FAA) conducts a lengthy certification process before ever granting an aircraft charter operator the authority to fly the general public. In addition, the FAA has continual oversight of the operator during annual base inspections, during conformity inspections to add new aircraft to the certificate, and during semi-annual checks of the pilots. Most charter operators strive to meet a higher safety standard than that regulated by the FAA. For example, the FAA requires that captains have 1200 hours of flight experience. Most operators have a minimum standard of 2500 hours and the best operators require somewhere around 5000 hours of experience.
Several organizations have developed industry-wide safety standards for aircraft charter operations to help unify these standards. They are ARG/US (Aviation Research Group/US), Wyvern, the Air Charter Safety Foundation (ACSF) and the International Business Aviation Council (IBAC).
ARG/US is perhaps the most well-known of the aviation safety standards organizations. They rate charter organizations under the following categories; DNQ (does not qualify), Gold, Gold Plus and Platinum. A Gold operator meets the basic ARG/US safety standards. The Gold Plus designation is given to an operator that meets the basic standards plus has participated in either an ARG/US audit of its operations and procedures or has received IS-BAO registration. The Platinum designation is awarded to those operators that meet the basic safety standards, pass the on-site audit and also have both a Safety Management System and an Emergency Response Plan in place.
Wyvern has long been respected in the charter industry for its high standards. The Wyvern Standard includes such requirements for the pilots as a minimum of 4000 hours of flight experience with certain other flight time requirements related to time in type of aircraft. Wyvern publishes the Pilot and Aircraft Safety Survey (PASS) report on request that indicates whether the operator, crew and aircraft you have chosen meet either a basic safety standard or meet the Wyvern Standard. Those operators who pass Wyvern's strict audit procedures become Wyvern "recommended". The phrase "recommended" is the only phrase that implies the aircraft charter operator has met Wyvern's higher standard.
The Air Charter Safety Foundation aims to promote safety standardization throughout the charter industry. The ACSF Industry Audit Standard has been developed with the input and guidance of leading safety auditors, charter operators, shared aircraft ownership companies and charter consumers.
One standard encompasses global a standards - the IS-BAO, which stands for International Standard of Business Aircraft Operations. This code of best practices was introduced by the International Business Aviation Council and has been widely adopted as the gold standard for business aircraft operations. It has been endorsed by the National Business Aviation Association (NBAA) as well as multinational organizations worldwide. Audits are not provided by the organization, but rather by independent, third party auditors who are certificated the International Business Aviation Council.
Be sure that the aircraft charter operator you are considering meets at least one, if not more, of these standards.
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