The Dangers Of Microbursts In Aviation

According to Ahrens and Henson (2020), a microburst is a downdraft of wind less than 2.5 miles wide produced by a thunderstorm. These are winds that hit the ground and spread horizontally well over 100 knots (Ahrens and Henson, 2020). These microbursts can bring down trees and poorly constructed structures and inflict heavy damage to sailing vessels over open water. But why are microbursts so dangerous to aircraft? Microbursts are dangerous to aircraft because of the horizontal windshear produced (Ahrens and Henson, 2020). 

 

Wind shear is defined as the rapid change in wind speed and/or wind direction across a short distance (Ahrens and Henson, 2020). These conditions cause an aircraft flying at a low altitude, to encounter headwinds that produce extra lift (Ahrens and Henson, 2020). But, if the aircraft is coming in for landing and the pilot tries to bring the nose down, the aircraft can encounter a powerful downdraft that becomes a tailwind that can accelerate the aircraft towards the ground (Ahrens and Henson, 2020). Upon landing, these conditions can cause an aircraft to suddenly loose lift and crash or come in to fast for landing.

 

Back in 1983, Air Force One carrying President Ronald Reagan almost avoided a disaster when upon landing, a microburst produced winds exceeding 130 knots (Ahrens and Henson, 2020). Due to microbursts producing aircraft accidents that killed hundreds of passengers between the 1970’s and 1980’s, automated weather stations, Doppler radars, and computer algorithms that can detect microbursts, have been installed at airports across the nation (Ahrens and Henson, 2020). Though these weather systems have almost eliminated microburst-related incidents in aviation, they are still a threat and close attention must be paid when such weather conditions occur.

 

Reference:

Ahrens, D. & Henson, R. (2020). Meteorology Today: An Introduction to Weather, Climate, and the Environment. Retrieved from: https://ng.cengage.com/static/nb/ui/evo/index.html snapshotId=2507098&id=1241522038&eISBN=9780357452172

 

 

 

 

Air Traffic Control Agencies Over Iraq

During my many flying deployments to Iraq, I remember hearing two different air traffic control agencies over the radios. After takeoff and flying to our area of operation, we would be under Baghdad air traffic control (ATC)’s jurisdiction. However, once we were approaching our area of operation, we will check off from Baghdad ATC and switch frequencies to check in with Kingpin. Kingpin is an American tactical air traffic control agency not just for Iraq but for the whole Middle East where US military aircraft operate. They essentially control all US and allied aircraft conducting military operations in the Middle East. 

 

While military aircraft are still required to be under Baghdad ATC’s control while transiting through Iraqi airspace, it is Kingpin the controlling agency while conducting military operations. Baghdad ATC is composed of Iraqi nationals and expatriates that control all civilian air traffic over Iraq’s airspace. They have American-provided ASR-11 Airport Surveillance Radars, ATC Automation systems with controller stations, Auto Track Airfield Support and Navigation Suites, Primary Search Radars, and Mono-pulse secondary surveillance radars. Kingpin is the 727^th Expeditionary Air Control Squadron based on Al Dhafra air base, UAE. They depend on ground-based radars stationed at different military bases across the Middle East and Airborne Warning and Control Systems like E-3 AWACS aircraft to provide tactical air control.

 

It is interesting to see how the US military has established air traffic control capabilities that control its military aircraft conducting military operations around the world. Without having such capability, we will not have command and control capabilities through the battle space. 

(Iraqi civilian ATC. Courtesy: https://www.dvidshub.net/image/213542)

(Kingpin ATC. Courtesy: https://www.dvidshub.net/image/265961)

(E-3 AWACS aircraft. Courtesy: https://www.airforcemag.com/managing-the-centcom-air-battle/)

References:

Defense Security Cooperation Agency (DSCA). (2014). Iraq: Air Traffic Control and

    Landing System. https://www.dsca.mil/sites/default/files/mas/iraq_13-61.pdf

Hlad, J. (2017). Managing The CENTCOM Air Battle.

    https://www.airforcemag.com/managing-the-centcom-air-battle/

Hawaii's Large Birds Threaten Flight Operations On The Island Of Kauai

On the Island of Kauai, where I’m currently stationed, there are two large birds that like to nest at Lihue International Airport and at Pacific Missile Range Facility airfield (Cocke, 2011). These are the Hawaiian goose and the Laysan albatross (Cocke, 2011). The Hawaiian goose is endemic to the Hawaiian Islands and, in the mid-1900’s, it almost became extinct (Keirn, 2021). However, conservation efforts have introduced them into a golf course belonging to a resort located next to Lihue International Airport (Cocke, 2011). Ever since their introduction, the Hawaiian goose population has been growing at a rate of 20 percent per year, presenting a problem to planes coming in and out of the airport (Cocke, 2011).

 

The Laysan albatross spends most of its time at sea, only coming to shore when it’s time to nest (Keirn, 2021). When this happens, some of the 2.5 million birds that come to Hawaii to nest, land at Pacific Missile Range Facility airfield on the westside of Kauai (Keirn, 2021). These are no small birds. Adults are almost three feet long and have an average wingspan of six feet (Keirn, 2021). These birds like to nest along the grassy fields next to the runway at the Navy base and present a threat for aircraft coming in and out of the airfield (Keirn, 2021).

 

So, what is being done to protect the birds and prevent potential bird strikes? The U.S. Fish and Wildlife Service employs non-lethal methods to disperse them from these two airfields (Keirn, 2021). For the geese, they place transmitters so they can track the birds’ movements (Keirn, 2021). Then they use canine teams to haze and scare the geese living in areas surrounding Lihue International Airport (Keirn, 2021). For the Laysan albatross, the U.S. Fish and Wildlife Service works with local partners to relocate birds and eggs located along the runway to areas that pose no threat to flight operations (Keirn, 2021).

(Courtesy: USDA)

 

References:

 

Cocke, S. (2011). Hawaii Nene Being Kicked Off Kauai.

            https://www.civilbeat.org/2011/09/12763-hawaiian-nenes-being-kicked-off-kauai/

 

Keirn, G. (2021). Protecting Hawaii’s Large Birds. 

            https://www.usda.gov/media/blog/2021/07/26/protecting-hawaiis-large-birds

 

14 CFR 91.225: Automatic Dependent Surveillance-Broadcast Out Equipment and Use

An Automatic Dependent Surveillance-Broadcast system, commonly known as ADS-B, is a system that continuously reports aircraft positional data to Air Traffic Control (ATC) ground stations and to other aircraft (FAA, 2021). This system complements ATC aircraft tracking radar systems and provides direct altitude and positional deconfliction with other aircraft. It’s very useful in areas with no ATC coverage, like on oceanic routes, by providing aircraft situational awareness on other aircraft’s positions flying in the area.

 

The requirement for aircraft to have an ADS-B system installed is mandated by 14 CFR 91.225. After January 1^st, 2020, this law states that no person may operate an aircraft without an ADS-B system under the following conditions (eCFR, 2021):

·      Flying in Class A airspace.

·      Under 18,000 feet MSL in Class B and C airspace areas.

·      Within 30 nautical miles of a Class B airport.

·      Class E airspace within the 48 contiguous states and the District of Columbia at and above 10,000 feet MSL, excluding the airspace at and below 2,500 feet above the surface.

·      Class E airspace at and above 3,000 feet MSL over the Gulf of Mexico from the coastline of the United States out to 12 nautical miles.

 

This law further states that the ADS-B system must be operating in transmit mode at all times unless (eCFR, 2021):

·      Aircraft approved by the Federal Aviation Administration (FAA) performing national defense, homeland security, intelligence, or law enforcement duties.

·      When told by ATC that ADS-B transmission data would jeopardize the safe execution of air traffic control functions. 

(Courtesy of: http://www.ads-b.com)

References:

 

eCFR. (2021). Code of Federal Regulations: 14 CFR 91.225.

https://www.ecfr.gov/current/title-14/chapter-I/subchapter-F/part-91/subpart-C/section-  91.225

 

FAA. (2021). Equip ADS-B.

            https://www.faa.gov/nextgen/equipadsb/

How CRM Optimizes Human Factors In Aviation

In aviation, human factors are the applied science that studies people working with machines. The goal is two enhance human interaction with machines by reducing error, increasing productivity, enhancing safety, and enhancing comfort. According to the Federal Aviation Administration (FAA), 60 to 80 percent of aviation incidents and accidents are due to human error. Poorly designed systems or inadequate training can contribute people to make errors that consequentially lead to system performance degradation. Additionally, deficient design and management of crew tasks can contribute to group errors that lead to system performance degradation. Knowing this, Crew Resource Management (CRM) training is used to improve crew performance through better crew coordination to eliminate human errors that can cause aviation accidents. CRM training enhances the interface between humans and machines and accompanying activities like: team building and maintenance, information transfer, problem solving, decision making, maintaining situation awareness, and dealing with automated systems. There are three components to CRM training: initial indoctrination and awareness, recurrent practice and feedback, and continual reinforcement. CRM is not only limited to pilots but is also used for flight attendants, aircraft dispatchers, maintenance personnel, and air traffic controllers. The training focuses in enhancing communication processes and decision behavior. It trains on the benefits of crewmembers advocating the course of action that they feel is best. Promotes crews to self-critique their decisions and actions allowing for recognition of good and bad communications and, effective and ineffective team behavior. Demonstrates effective techniques of resolving disagreements among crewmembers when deciding a course of action. Finally, shows effective techniques in gathering and evaluating critical information that can enhance a crew’s decision making process. As we can see, a well implemented CRM program can prevent aviation mishaps by optimizing human performance and minimizing human error.

References: 

FAA. (2004). Crew Resource Management Training. Retrieved from: 

https://www.faa.gov/documentLibrary/media/Advisory_Circular/AC_120-51E.pdf

Wickens; Gordon; Liu. (1997). An Introduction To Human Factors Engineering. Retrieved from: https://web.archive.org/web/20180619090847/http://opac.vimaru.edu.vn:80/edata/EBook/An%20intruduction%20to%20human%20factors%20engineering.pdf

Aviation Security Threats: Air Rage

According to the Cambridge Dictionary, air rage is defined as the violent behavior in flight from an aircraft passenger. As of September 28, 2021, the Federal Aviation Administration (FAA) has received 4,498 unruly passenger reports which is a significant increase from previous years. Expanding on the severity of this situation, from 2015 to 2020 the FAA initiated 786 air rage investigations. On this year alone, 2021, the FAA has initiated 808 air rage investigations. The following chart shows the number of reports so far this year in comparison to last year’s weekly rate:  

(Source: https://www.faa.gov/data_research/passengers_cargo/unruly_passengers/)

Air rage is a significant threat to aviation because unruly passengers are just not complying with federal regulations, but they are getting physical with cabin crews. For example, on May 23^rd, a Southwest Airlines flight attendant was punched in the face by an unruly passenger causing her to lose two teeth and other injuries to her face. To cope with the rising amount of air rage cases, the Transportation Security Administration (TSA) has restarted a self-defense course for airline crews that was previously suspended during the pandemic. This course prepares airline crews to defend themselves against violent passengers. Also, the TSA is doubling fines for those passengers that refuse to comply with federal regulations and can add unruly passengers to No-Fly lists. No-Fly lists are enforced nationwide by the TSA through its Secure Flight program. This measure prevents unruly passengers that been put in No-Fly lists to board any commercial aircraft. Currently, there are proposals to include airline No-Fly lists to TSA’s No Fly lists. 

References:

Cambridge Dictionary.

https://dictionary.cambridge.org/dictionary/english/air-rage

DHS Traveler Redress Inquiry Program.

https://www.tsa.gov/travel/passenger-support/travel-redress-program

FAA. (2021). Unruly Passengers.

https://www.faa.gov/data_research/passengers_cargo/unruly_passengers/

USA Today News.

https://www.usatoday.com/story/travel/airline-news/2021/09/03/woman-who-punched-southwest-flight-attendant-charged-assault/5711554001/

 

Aircraft Systems and Flight: Negative Torque System in Constant Speed Propellers

A constant speed propeller is a propeller that rotates at a constant rotational speed (RPM) regardless of the flight condition. Whether the aircraft is flying at slow or fast speeds, the propeller spins at the same RPM. Speed adjustments are achieved by changing the propeller’s blade angle or pitch. Propeller blades are just like airfoils and produce lift as the blades rotate through the air. This, in consequence, produces the aircraft to move forward or thrust. Engines with constant speed propellers offer a variety of advantages over fixed pitch propeller engines. For example: they offer better performance at different flight conditions by constantly adjusting the propeller’s blade angle, the ability to change the blade angle to produce thrust reversing to stop an aircraft at landing, and the ability to feather the propeller in flight. The term feathering the propeller is known as the ability to maintain the propeller’s blade angle in a position where it does not induce excessive drag on the aircraft when an engine needs to be shutdown in flight. There are aircraft malfunctions that require an engine to be shutdown in flight, for example, loss of oil quantity. When not rotating, an unfeathered propeller presents a flat surface to the air stream and produces excessive drag. Another condition that arises when an engine is shutdown is the propeller free spinning due to the airstream passing through it. Since the propeller is not being controlled anymore, the airstream can continue to spin the propeller causing it to drive the shutdown engine. This is called negative torque and its dangerous because it causes excessive drag and can further damage a shutdown engine by driving the engine. This is where a Negative Torque System (NTS) comes in to play. When an engine is shutdown in flight, a Negative Torque System feathers the propeller by maintaining blade angle and prevents the propeller from windmilling in flight. If the Negative Torque System was to malfunction in flight during an engine shutdown, the propeller won’t be able to feather and the propeller will spin freely. These conditions can ultimately cause loss of aircraft control due to the increased drag from an unfeathered propeller and a free spinning propeller can cause a fire on an engine that was shutdown due to a low oil quantity by driving the engine again.

References:

Federal Aviation Administration (FAA). (2016). Pilot’s Handbook of Aeronautical Knowledge (PHAK). Chapters 7 and 14.