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Avoidance and Recovery Ad Vances In AAD D V V ANCESANCES ININ VOCANIC ASH AVOIDANCEAVOIDANCE ANDAND RECOVERYRECOVERY A commercial airplane encounter with volcanic ash can threaten safety of fligh t because of res u l t i n g conditions that range from wind- shield pitting to loss of thrust in all engines. Developments in technology and communication networks have significantly decreased the probability of such an encounter in the last several ye a r s . Despite these dev e l o p me nt s , however, a 737-700 recently flew through a volcanic ash cloud. Updated information about advancements made in ensuring A E R O 19 safe operations and minimizing S A F E T Y THOMAS J. CASADEVALL, PH.D. damage to the airplane during DEPUTY DIRECTO R U.S. GEOLOGICAL SURVEY a volcanic ash encounter is now THOMAS M. MURRAY SAFETY ENGINEERING ANALY S T AIRPLANE PERFORMANCE available to flight crews. AND PROPULSION BOEING COMMERCIAL AIRPLANES GROUP Mt. Redoubt, United States, 1989. n the past 30 years, mo re than 90 jet-powered comme rc ia l ai r p l a n es have enco u nt e r ed clouds of volcanic ash and suffered On a flig ht from Ams t e rdam to Anc ho ra g e, Alaska, a new 747-400 damage as a result. The increased availability of satellites and (only three months old with approxi- I the technology to transform satellite data into useful informa- mately 900 hr total flying time) ti on for operators have red uced the number of volcanic ash enco u nt e r s . encountered an ash cloud from the Ho w e v e r, further coord i na t ion and coopera t ion, inc l ud i ng linking erupting Mt. Redoubt near Anchorage. o p e rators and their dispatchers to the network of government volcano All four engines ingested ash and observers, is required throughout the industry. Boeing has always flamed out. The crew successfully advocated that flight crews avoid volcanic ash clouds or exit them restarted the engi n es and landed safely immediately if an encounter occurs. The company also recommends at Anchorage. specific procedures for flight crews to follow if they cannot avoid an All four engines were replaced and encounter. many airplane systems also had to be repaired or replaced. For example, the Flight crews will be better prepared to avoid volcanic ash clouds and airplane environmental control system take the appropriate actions during an encounter if they understand was replaced (see below), the fuel the following information: tanks were cleaned, and the hydraulic 1. Results of past events involving volcanic ash. systems were repaired. Several other airplanes encountered ash from this 2. Resources available to help avoid ash encounters. eruption, but most damage was minor 3. Specific flight crew actions required in response to encounters. because operators had been notified of the eruption. Some operators, such RESULTS OF PAST EVENTS INVOLVING VOLCANIC ASH as Alaska Airlines , conti n ued schedu l e d 1 flights once they developed processes Sig n i f ic a n t ash enco u n ters from the past incl u de those involving such well-know n to safely identify where ash might be volcanoes as Mt. Pinatubo, Mt. Redoubt, and Mt. St. Helens. The airplanes that encountered. Although information encountered volcanic ash during these events and in the other events listed was available about the Mt. Redoubt chronologically experienced varying degrees of damage. eruption, the channels for sharing this information were not well developed at the time (see “Alaska Airlines Mt. St. Helens, United States, 1980. four engines were restarted. The air- Procedures for Operating in Volcanic A 727 and a DC-8 enco u nt e r ed separat e plane, on a flight from Kuala Lumpur, Ash Conditions” on p. 25). ash clouds during this major eruption. Malaysia, to Perth, Australia, diverted Both airplanes experienced damage to to Jakarta and landed safely despite Mt. Pinatubo, Philippines, 1991. their windshields and to several sys- major engine damage. This airplane More than 20 volcanic ash encounters tems, but both landed safely despite subsequently had all four engines occurred after the Mt. Pinatubo erup- the windshield damage. replaced befo re re t u r n i ng to servic e. tion, which was the largest volcanic A few days after the initial enco u nt e r s , eruption of the past 50 years. The Galunggung volcano, Indonesia, 1982. another 747 flew into the ash cloud ability to predict where ash was to be Several 747s encountered ash from an d suffered sign i f ic a n t engi n e dama g e. found was challenging because of the this eruption. One airplane lost thrust This airplane also diverted to Jakarta enormous extent of the ash cloud. from all four engines and descended and subsequently performed a success- Commercial flights and various military from 36,000 ft to 12,500 ft before all ful two-engine landing. operations were affected; one U.S. Engine damage from ash ingestion Environmental control system damage Electrical panel damage A E R O 20 1 VAAC REGIONS FIGURE RESOURCES AVAILABLE TO Act i v i t i es on Vol c a n i c Ash” on page 26. 2 HELP AVOID ASH ENCOUNTERS One of the outcomes of this initial Although some information about vol- meeting is the availability of today’s canic eruptions has been available for Volcanic Ash Advisory Centers (VAAC). many years, the aviation industry and The VAACs provide an important link volcanological community began a amo n g volcano observatorie s, me t e o r- jo i n t effort to find ways to avoid future o l o g ical age nc ie s, air tra f f ic contro l e nc o u nters after the Mt. Redo u b t c e nt e r s, and opera t o r s. A total of Space shuttle image of volcanic eruption er u p t i on. At an inte r na t io n al conferenc e n i ne VAACs observe and report on a operator grounded its airplanes in in Seattle, Washington, in July 1991, pa r t ic u l a r reg io n of th e world (fig. 1). Manila for several days. aviation industry members, meteorolo- One product of the VAACs is the gists, and volcano scientists gathered Vo l c a n ic Ash Advisory Stateme nt Mt. Popocatepetl, Mexico, 1997. to determine what volcano event (VAAS). Below is an example of a VAAS This volcano affected several flights in information the aviation industry for a recent event in 1999. 1997 and 1998. Although damage was needed, how this information could be minor in most cases, one flight crew di s t r i b u t e d , and who or which agenc ie s ex p e r ie nced sig n i f ic a ntly re duced should distribute it. The v i s ibility for landing and had to look International Civil Aviation through the flight deck side windows Organization (ICAO) had laid to taxi after landing. In addition, the much of the foundation for airport in Mexico City was closed for the volcanic ash issue through up to 24 hr on several occasion s dur i n g its Volcanic Ash Warnings subsequent intermittent eruptions. Study Group; see “ICAO A E R O 21 to access the site if it is overloaded dur i n g a crisis, the AVO daily telephon e recording at 907-786-7477 provides br i ef updated infor ma t io n fo ra i r ca r r ie r s . Finally, many operators maintain per- sonal relationships with ind i v i duals in th e volcano observatories that monitor volcanoes within a particular flight domain. For instance, Alaska Airlines maintains contact with key individuals at the AVO because a sig n i f ic a nt p o rtion of Alaska’s flight domain could be affected by Alaskan volcanoes. Man y other web sites prov i de infor m a- t ion and links to other sources of v o l c a no info r ma t io n (see “Vo l c a n ic Ash Resources” on p. 27). A wealth of printed information, such as the B u l l e t i n of the G l o b a l Vo l c a n i s m N e t w o r k through the Smithsonian National Museum of Natural History in Washington, D.C., is also available. How e v e r , the infor ma t i on about curren t vo l c a n i c activity in the s e pr i n ted source s is often two to three mont h s old. Geostationary operational environmental satellite detection and tracking of volcanic ash cloud from an eruption of Bezymianny volcano, Russia, that began at 7:00 a.m. on Feb. 24, 1999. The red triangle indicates the volcano location. Highest ash concentra- tions are indicated in orange and yellow. The blue areas on 0000Z and 0800Z are noise and do not indicate ash. The cloud was tracked at 15-min increments for 1,500 km until it dispersed beyond the limits of detection. In addi t i on to prov id i n g VAASs direc t l y issued freq u e n tly as condi t io n s change.
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