Following "Aviation Mentor"..

As my "following" gets started to the outsiders of this class, I would like to introduce “Aviation Mentor”. It is a blog that approaches the current industry’s issues with much knowledge and experience. The author of this blog once talks about history or travel and all of a sudden jumps into the NextGen and Radar topics. He shuffles between recent topics like an arrow. I saw him kind of proud of his long years in the field and tries to share the enjoyment of it with others like me.

Aviation Mentor’s blog about AOPA “AND THAT’S NOT ALL” has surprised me. It supports the belief I already had about how unions and associations have a huge "negative" impact on the industry especially nowadays. Add to it, such a weird recommendation from AOPA to the FAA really brings the public and professionals attention to the “sleep mode” that such association are in while other industry’s parties are working so hard to restore the brightness of the US aviation to its peaks again!!

The Two Big Birds.. Who Wins ??

I ran into a dilemma when I first tried to pick one of the planes. But I later decided to talk about the Dreamliner since it still needs a while to commercially serve although the first one has arrived Tokyo. What also made me stayed away from the A-380 was that the big arguments about its recent issues regarding current engines and thus the long-term performance of the plane. I’m sure that the European project’s supporters will have a lot to say in their blogs which I’m excited to read and know about.

In late 2006, Boeing had a belief that the “soon coming” super jumbo A-380 was going to be a really great shift in the air transport industry. However, at the same time, the European opponent would not be a true miracle due to lots of reasons especially the size. As a matter of fact, Boeing was actually in the middle of establishing a new assembly line that was determined to give the industry the birth of a new “big bird” which was later announced the B-7E7. In 2008, the A-380 entered the service at Singapore Airlines and Boeing watched this European market invasion with extreme caution. The American firm also had to struggle so many times for 5 years due to different issues such as engine failure on a test flight and the famous machinists’ strike in South Carolina plant in 2010. Yet, Boeing never gave up keeping in mind all disadvantages the A-380 came up with through out these few years.

The Dreamliner became an “adult” in Dec-2009 and flew carrying the “American Dream” onboard with it when it took off from Everett, WA and cruised for 3 hours and successfully landed on Boeing Field Seattle, WA. It was an amazing start for a plane that got delayed for almost 3 years. Now with the following simple stats:

>    Cruising speed up to Mach 0.85 ( Same for A-380)

>    Seat capacity up to 290 ( 474 for A-380 in “Test Cabin”)

>    Range: 8,200 NM ( 8,000 NM for A-380)

and more, of course, The Dreamliner ended up being the most desirable commercial plane for most of the globe’s operators. 235 plane-orders were placed for it from 25 different airlines while only 178 plane-orders placed for the A-380 from only 13 carriers according to a comparison published by TheTelegraph, London, UK.

            Boeing realized a while ago, and unlike Airbus, that travelers wanted speed, frequency, and direct connections so the B-787 was born as an excellent result of Boeing’s preoccupation. The aircraft is swift and much more fuel efficient, with a 20% reduction of both; emissions and carbon. It is lighter, smaller and can access regional airports with easiness. The big news for the B-787 passengers is that the aircraft could be pressurized for a lower altitude and with higher cabin humidity, from my technical experience; this means passengers will not arrive their destination looking and feeling like a dried peanut!

            I can say that both big birds are evolutional but what makes a one better is what all parties believe in them; firms’ executives, crews, mechanics and passengers. Without really hearing from all of them, judging our heroes here would seem like a waste and a reasonable judgment would not be possible before both birds are in full service.

So until then, “I would say the biggest challenge is as they head into this ramp up is making sure 787 is profitable for themselves as they hope it will be for their customers.” Ostrower said, a writer for Flight Int’l Magazine, (taken from Ms. Wall’s class handout). And I would say the same thing for the A-380.

            I will conclude by submitting the fact that having the globe’s leader carriers, especially in the Arab Gulf area where I belong, racing each other getting both aircraft, this will defiantly heat up the competition resulting in increased maturity of the area’s industry which of course will provide future aviation managers like me with greater opportunities to join the market with trust and comfort on a hand, assured and long-term job security on the other hand in both; public and private sectors.

The ATC We All Want !!

         I mentioned in my 1^st blog that my father used to be an ATC back in the 1970’s & 1980’s. The reason I am repeating this piece of info now is because I wanted to further add to it that, and unlike the other industry aspects, the ATC systems in most of the Arabian Gulf area countries such as Saudi Arabia, Kuwait, UAE … etc are, till this moment, extensions to those systems originated, developed and used in Europe.  Those countries realized a while ago, as under-development countries that for them following the American ATC system and using it as a springboard and/or as a strategic partner for their future air traffic systems success was not a good decision to make! No offense here but what seemed to be wise back then was that they knew for sure that the European aviation school would be the leader sometime ahead in this technology and that’s what we all can say again nowadays. Therefore, for the sake of a good discussion, I will approach the topic from a different angle. However, I will be still talking about the costs involved in the US industry as we all live and professionally practice within its boundaries.

           As a primary objective of any ATC system in the world, ensuring flight safety has become #1 mission of all civil aviation authorities in the whole globe including the FAA. And after I briefly show my understanding of the current ATC in the US, today I’m going to focus my blog on European efforts on the 1000-miles-road of the implementation of the new ATC generation.

The ATC, in my eyes, is not more than two things:

Surveillance, where aircrafts in air are precisely determined from ground in terms of the latitudes and the longitudes. Controlling is the second pillar in the ATC system that enables ground professionals (air traffic controllers) to manage safety requirements and conditions of flights. Now when it comes to equipment used, explanation could take pages but the key here is to understand that these equipment and its respected technology has been around for decades and it is confirmed now that since the implementation of radars in the 70’s, the ATC has not evolved that much. Air traffic safety has relied on the controllers’ individual capabilities for all these years although the traffic is always in increment. Even current communications are still using the old voice-radio technology.

While the NextGen, on the other hand is a technological revelation that facilitates smart digital communications between all parties; pilots, aircraft, controllers and ground equipment synchronously. The new technology will help reduce safety air margins (distances) between aircrafts to minimums providing more freedom of movement plus higher levels of congested-air traffic handling.

                The bet today is on technology and how it would help minimizing safety risks associated with the mission and, at the same time, in maximizing the efficiency of it. In Europe, statistics indicate that air traffic will double or may even triple in the next two decades and the situation is not very unlike in the US. Experts believe that technological revelation is essential today in order to handle the incredibly increasing air traffic. In fact, ATC NextGen is already available now in its early stages taking place in Europe. Different parties are involved and in practice of the very first step of the NextGen systems that will remain under testing and development until 2015. After that, two other stages are added with an objective of expected full employment of the new system among all Europe by the end of 2020. The program SESAR started with the unification and merge of all European skies (member states in the EU) and has well-prepared future plans and strategies that are proven to result in the desired outcomes toward the industry.

                Economically speaking, in a particular nation like the United States, I always have a strong believe that a single party should not ever be held financially responsible for this infrastructural improvement. The American government, including all its legal arms such as the FAA, DOT, DHS … , the NTSB, users, operators and GA aircraft owners are all not excluded from the cost equation even the community itself must be part of these changes. A simple example of a possible community share in such a project costs is by funding researches and studies. In my point of view, the final success gained will be shared among all those generous parties. Of course a lot of determinants would be in the picture when charging the new system users, if this is going to be one of the solutions. However, heavy operators and wide-range users like the government and 135 carriers should be the most considered to pay more than any other sectors in the industry.

As a conclusion, no matter what will be the costs, the nation cannot stand behind in comparison to other nations. The United States is, with no doubt, a pioneer in the industry and should always maintain the leading role it plays globally. Besides, it is the change that is needed in order to enjoy a better aviation future for our beloved America.

Our Skies.. Safe Enough??

     I saw it on TV.. Yes indeed, I was shoked, I was terrified !!

A decade ago, I was a fresh mechanic at the Saudi Airlines' huge maintenance base in Jeddah, Saudi Arabia. The base was attached to a major airport where my fellow mechanics and I could really see the prompt consequences of the attacks although it was +6000 miles away from it! No air facility in the whole world was an exception; all were places of actions and reactions.

     With no doubt, the 2001 attacks have deeply impacted the industry in a way that we all knew that it's not going to be the same anymore. Security has not become the major concern only for air transportation, but also went to include all means of transportation. As a result in 2001, TSA was created to "protect the nation's transportation systems to ensure freedom of movement for people and commerce" (TSA mission statement). Add to that, in 2003, TSA transferred from DOT to DHS. Since then, all these changes and much more details in terms of tailored security measures and procedures have been the #1 concern for all air travelers not only nationally but also internationally.

     If I'm to determine the costs and/or benefits of today's security measures, I would say that yes, skies are more secure today than in 2001 and the public is more aware now than anytime else in the past. However, at the same time, this public is paying higher prices in both; financial and significant aspect of it everyday in returns of that safety and that security. On the other hand, financial crises that followed the attacks, from a management perspective, were so harmful to the industry to the extent that aircraft delays thus customers’ dissatisfaction peaked in 2000-2001. Actually, to take a closer look on how has 2001year financially impacted the industry; here is a good study published in a conference by an MIT professor who discussed impacts on the airlines industry.

     In addition, I particularly wanted to comment on those precautionary measures that take place over crew members at airports and check points. A lot of people especially crew members themselves find it so irritating and unprofessional to overwhelm crew members with the same, if not more intense, security measures applied on passengers. While there should be some consideration for flight crews. So, as we all move forward toward safer skies, in my opinion, there are four major lessons in security over the last decade:

1) Governments are obliged to protect lands, ports commerce and people. So there are no excuses not to perform the duty of protection and early detection of any potential threat on the mentioned categories. Now the US TSA has been doing a great job since the attacks and we all could see how those sincere efforts prevented crimes that would affect the industry again.
2) In regards to how concerned authorities should carry out the job?? There is no yes or no answer to that question because simply, we have all the trust in our officers that they are doing the best they can to do it. Besides, I believe that they are working on improving methods and techniques to ultimately achieve the goals they are existed for. In fact, as we read in the Israeli security article, measures around the world have been nastier and are no more felt easy on other crew members and travelers. I believe that the TSA and other concerned agencies are doing a great job in comparison to those internationals. Add to that, the American aviation industry is a pioneer and a much more developed than its peers outside. So, with all these intense measures globally, the US skies, airports and planes are safer and much controlled.
3) In my point of view, public awareness is the first line of defense and authorities are becoming more knowledgeable of that and that's obvious from the efforts done to enhance public awareness & cooperation as a strategic partner for the governmental success.
4) Flight crews must not be excluded at any time from these requirements. Terrorists and planners behind them could easily use crew members in a way or another as transporters of guns, bombs or any other prohibited items if they know that crew members are subjected to less precarious measures. Government agencies realized this as a fact and acts everyday at their maximum power to deal with it at every check point and on each crew member, passengers and even on airport staff.

     As a conclusion, we must always accept that there is nothing as 100% risk-free aviation. Plus, as we appreciate governments’ role and effectiveness, they must focus on all possibilities of risk and should avoid security policies driven by emotional reactions. Also, as I see, public awareness is a key when it comes to both; the nation and everybody’s safety and security.

Automation... Where To??

I should submit to all of you first that I have zero experience flying an "object" not even once in my life. However, as an ex-technician, I did have several certifications on wide body aircraft ramp & transit like B777 and MD-11 so I'm kind of familiar with what we're discussing here.

Regarding the two articles & the video, I could see that the writers are disappointed by how have flight crew members become nearly overdependent on technology & automation while flying. To some extent, I could tell that the first article's writer has started losing hope in today's pilots although she confirmed the fundamental need for humans in the flight deck at the end of her article.

On the other hand, the second writer's opinion about today's pilots is that they really do a great job on air except that they don't truly fly the airplanes anymore with their hands but with computers.

Now from an aviation manager point of view, I do have two things to say about this:

First:

Let's take a look at a couple of small examples in here. A classic B747 with 400 pax on board. Can you imagine it taking off/landing in "let's say" a foggy night without, at least, an ILS or a TCAS system*? How about a helicopter equipped with no auto-vertical gyro on it??

If the answer is NO, then we have to admit the fact that the aviation industry, in all aspects, has improved a lot with automation and its effectiveness. Add to that, air transportation and pax safety has greatly transformed over the last four decades from a scary & unsafe activity to the safest means of transportation available nowadays. One of the reasons behind that is the huge implementation of auto-systems in the industry especially aircraft instrumentation. So, I think everybody agrees with me that automation must always be there, utilized, up-to-date in the cockpit & should always be improved, updated and renovated for, at least, the sake of everybody's & everyone's safety and well-being in an industry that really looks so ugly without operations' safety and quality assurance.

Second:

I positively agree with the common sense behind getting pilots into very good qualification programs that require great efforts and abilities to control planes and ensure the ultimate capabilities of pilots regardless of size or type of aircraft flown. I also believe that excellent both; authorities & private sectors, that appreciate the fact of system safety, will always be monitoring, auditing, recurring crew professionalism & performance thus ensuring operations' safety, smoothness and efficiency.

I write this with full hope and optimism in all great pilots who showed, and still showing, a very high commitment to their mission ethics as well as a truly respectful compliance with all rules, regulations & standards that govern the industry. So at this point, with no doubt,  we realize the importance of the automation on board and the real duty of pilots & managers in regards with flight procedures including that over-reliance on automation. The question that still remains to be around for years to come is that how we could maintain a "perfect" relationship between pilots & their assistants (automation devices) all times at its optimum level ?**

SaudiEagle


* Traffic Alert and Collision Avoidance System
** Automation & Situation Awareness

How an Aviator?

Hello Ladies & Gents,

As you can see, I intentionally made my blog's name and title like questions and will always do! This way I feel I can go deeper in expressing my thoughts and opinions regarding the industry's issues we discuss here. Another thing is that I always like to be unique in both; style & ideas. So, I really hope you and I will enjoy it.

A little story of who am I:

I was born and raised in Jeddah, Saudi Arabia. My father used to be an ATC for KAIA airport in Jeddah (Saudi Arabia's third largest air facility)* and I'm really proud of him just like he's proud of himself. So, he speaks a lot about it everyday. That's why I've considered myself an aviator since I was little. In 2000, I got my A&P license and I joined my country's first flag carrier as an aircraft maintenance mechanic and worked there for about 9 years. I was among a selected group of Power Plant technicians with a mission of fixing PP-related troubles outside the country (out station recovery group) and I can't tell you how much I really enjoyed it !

In 2009, I resigned for the sake of pursuing higher education levels here in the US and I'm glad I'm almost finshed with my P.S. Actually, I'm planning to go for graduate studies very soon, so..  pray for me!!

This is something about me and I look forward to know who you are ladies & gentlemen and what you've gotten for me in the near future. I also wish we all truly take the advantage of everything we share here in this blog system. 

Thank you Ms. Wall !!

SaudiEagle

*http://en.wikipedia.org/wiki/King_Abdulaziz_International_Airport