Aerosafety World December 2006
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AviationSafety WORLD PRESSING THE APPROACH A new perspective on pilot error BREAK, DISTORT OR YIELD Frangible airport lighting BLAST-FREE FUEL TANKS Tank inerting a decade after TWA 800 LEADERS LOG Rosenker, Coyne ANTONOV BLACKLIST A QUESTION OF CONTINUED AIRWORTHINESS FlightTHE JOURNAL Safety OF FoundationFLIGHT SAFETY FOUNDATION DECEMBER 2006 EVAS FP AD 06 5/15/06 10:26 AM Page 1 A DVERTISEMENT Cockpit Smoke Solution According to Air Safety Week, at least once a day somewhere in North America a plane has to make an unscheduled or emergency landing because of a smoke and in-flight fire event. tatistics from FAA Service a Jeppessen navigation manual. When EVASWorldwide uses a fleet of Difficulty Reports clearly show needed, the pilot removes the IVU mobile cockpit demonstration units to that in-flight fires, smoke or (Inflatable Vision Unit) from the EVAS case show potential customers the benefits fumes are one of the most sig- and pulls a tab to activate the system. The of the system. EVAS demonstrations nificant causes of unscheduled IVU inflates with one lobe above and one use a fog generator to reduce cockpit Sor emergency landings and account for below the glareshield. According to vision so the pilot cannot see his hand 3 precautionary landings per day based EVASWorldwide, the manufacturer, the in front of his face. Smoke goggles on 1,089 events during a 10 month whole process takes 15-20 seconds. The offer no vision improvement, though period in 1999. pilot leans forward, placing his smoke gog- they do protect the eyes. After EVAS is A pilot encountering smoke in the gles in contact with the EVAS clear window, deployed, the pilot can clearly see both cockpit so thick that the instruments giving him an unimpaired view of both vital the vital instruments and out through cannot be seen can utilize a relatively instruments and the outside world. the windshield. It is truly an amazing simple device, which provides a After it is activated, EVAS is continually experience. Most pilots are sold on the clear view. pressurized with filtered cockpit air to benefits of EVAS on the spot. Normal cockpit visibility Uncontrolled smoke in the cockpit Uncontrolled smoke in the cockpit –No visibility –Visibility with EVAS The Emergency Vision Assurance maintain volume, and preserve a clear view. System (EVAS) provides a clear space of The device is independent of aircraft power, air through which a pilot can see flight relying on a self-contained battery-power ™Worldwide instruments and out the front wind- supply, pump and filters in each storage EVAS Suite 2B shield for landing. The pilot still relies case. EVAS systems are designed to run for 545 Island Road on the oxygen mask for breathing, at least two hours, and filter down to .01 Ramsey, NJ USA 07446 smoke goggles for eye protection and microns. The system requires virtually no employs approved procedures for installation. 201.995.9571 clearing smoke from the aircraft. When While FAA regulations require smoke Fax: 201.995.9504 smoke evacuation procedures are not detectors, fire extinguishers, smoke goggles E-Mail: [email protected] sufficient, EVAS provides emergency and oxygen masks, pilots point out that www.EVASWorldwide.com backup allowing the pilot to see and fly these safeguards and all other systems and the aircraft to a safe landing. equipment for flight safety are useless if CURRENTLY SEEKING LAUNCH EVAS measures 3 x 8.5 x 10 inches the pilots cannot see to control and land AIRLINE CUSTOMER when stowed, the approximate space of the aircraft. PRESIDENT’sMEssaGE YOUR Voice light Safety Foundation has a proud history Imagine what our safety culture would of publicly speaking out to advance aviation look like if everyone knew that if they were safety. The voice of the Foundation ulti- involved in an accident they would face mately is the voice of its members, and it can charges, and anything they said would be used Fbe a powerful tool. As president, it falls to me to against them. Imagine how much innovation decide when and how to put that tool to use. In my would exist in our industry if the people first few weeks in office I have made that decision who invented technologies capable of saving several times, so I thought I’d share with you what thousands of lives knew they would go to prison we have said on your behalf and why. if these technologies didn’t save every life. The first example could be easily overlooked. We are all familiar with the graphs that show At the International Air Safety Seminar in Paris, I aviation’s declining accident rate with a line slowly had a chance to publicly recognize Anatoly Kolis- descending towards the goal, zero. When we, the nyk, chairman of the Ukrainian State Aviation Ad- safety professionals, look at those charts we tend ministration, and Dmitry Kiva, general designer of to focus below the line on those accidents that the Antonov Design Bureau. They made public a still occur. Step back for a moment to consider list of operators who are using Antonov airplanes the white space above the line. That space repre- without approved maintenance or flying them sents the accidents that did not occur. That space beyond their service life (see story, page 18). Some represents the thousands of lives that have been of these operators are tough characters. Regula- saved. That is what is at risk here. tors out in the real world who take heroic stands Prosecutors around the world are pressing against them often end up in prison, or worse. By criminal charges to obtain justice for those who making this proprietary Antonov information have been injured or lost their lives. However, justice public, these two gentlemen are standing behind is a balance. Just as someone has to speak for those those heroes. So I thanked them, for you, and for who have died, someone also must speak for the those heroic regulators who no longer have to thousands of people who have yet to be saved. It is stand alone. up to us and our partners in this effort to make that The second example is a big effort that should case now, not to avoid justice, but to restore the bal- be hard to miss. The Foundation has joined ance that lets us do our job and save those lives. with the Royal Aeronautical Society, Académie That is how the Foundation has been using Nationale de l’Air et de l’Espace, and the Civil your voice lately, and with your support we will Air Navigation Services Organisation to make a continue. broad declaration condemning the growing trend to criminalize aircraft accident investigations. If you take a look at this resolution on our Web site, you’ll see the trend is pretty frightening. Left unchecked, it could threaten the openness William R. Voss and innovation upon which our industry’s safety President and CEO record is built. Flight Safety Foundation WWW.FLIGHTSAFETY.ORG | AVIATIONSAFETYWORLD | DECEMBER 2006 | 1 AviationSafetyWORLD contents December2006 Vol 1 Issue 6 N N N features N N 13 FlightTech | Blast-Free Fuel Tanks? N 18 CoverStory | Antonov Blacklist 13 24 InSight | Filling the Envelope 28 HumanFactors | Pressing the Approach 34 AuditReview | Auditing Human Management 36 GroundSafety | Break, Distort or Yield 44 FlightOps | Flying Blind 18 47 ThreatAnalysis | Change of Plan departments 1 President’sMessage | Your Voice 5 EditorialPage | Instilling Culture 6 FoundationFocus | Laura Taber Barbour Award 7 SafetyCalendar | Industry Events 36 8 InBrief | Safety News 2 | FLIGHT SAFETY FOUNDATION | AVIATIONSAFETYWORLD | DECEMBER 2006 47 contents 40 44 AviationSafetyWORLD William R. Voss, publisher, 11 LeadersLog | Mark V. Rosenker FSF president and CEO [email protected], ext. 108 J.A. Donoghue, editor-in-chief, 27 FoundationFocus | Membership Update FSF director of publications [email protected], ext. 116 40 LeadersLog | James K. Coyne Mark Lacagnina, senior editor [email protected], ext. 114 50 DataLink | Close Calls Wayne Rosenkrans, senior editor [email protected], ext. 115 Linda Werfelman, senior editor 53 InfoScan | Mind in Flight [email protected], ext. 122 Rick Darby, associate editor 57 OnRecord | Recent Accidents and Incidents [email protected], ext. 113 Karen K. Ehrlich, web and print production coordinator [email protected], ext. 117 Ann L. Mullikin, production designer [email protected], ext. 120 Susan D. Reed, production specialist [email protected], ext. 123 Patricia Setze, librarian [email protected], ext. 103 Editorial Advisory Board About the Cover David North, EAB chairman, consultant The Antonov list of questionable aircraft includes a number of An-12s. William R. Voss, president and CEO © Steve Lake Flight Safety Foundation J.A. Donoghue, EAB executive secretary We Encourage Reprints (For permissions, go to <www.flightsafety.org/asw_home.html>) Flight Safety Foundation Share Your Knowledge Mike Ambrose, director general If you have an article proposal, manuscript or technical paper that you believe would make a useful contribution to the ongoing dialogue about aviation safety, we will be European Regions Airline Association glad to consider it. Send it to Director of Publications J.A. Donoghue, 601 Madison St., Suite 300, Alexandria, VA 22314-1756 USA or <[email protected]>. Steven J. Brown, senior vice president–operations The publications staff reserves the right to edit all submissions for publication. Copyright must be transferred to the Foundation for a contribution to be published, and payment is made to the author upon publication. National Business Aviation Association Subscriptions: Subscribe to Aviation Safety World and become an individual member of Flight Safety Foundation. 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