Aviation

Undetectable Flight Control Malfunction Cause of Jetliner Runway Excursion; Flight Crew’s Actions Praised

The airplane decelerated following the rejected takeoff but was traveling too fast to be stopped on the remaining runway. It departed the end of the runway

WASHINGTON (March 7, 2019) — An MD-83 airplane ran off the end of the runway during a rejected takeoff March 8, 2017, because of an undetected mechanical malfunction, the National Transportation Safety Board said in a report released Thursday.

Seconds after reaching the takeoff decision airspeed of 158 mph at about 5,000 feet down a 7,500-foot runway in Ypsilanti, Michigan, the captain’s attempt to raise the nose and get the plane airborne was unsuccessful and he called “abort.” The airplane decelerated following the rejected takeoff but was traveling too fast to be stopped on the remaining runway. It departed the end of the runway at about 115 mph, traveled 950 feet across a runway safety area, struck an airport fence and came to a rest after crossing a paved road.

Investigators determined that a component of the elevator flight control system had jammed in the days before the accident flight while the aircraft was parked at Ypsilanti Airport during a wind storm with recorded gusts in excess of 60 mph. Although the flight control system was designed and certified to withstand such horizontal gusts, computer simulation of the wind flow showed that a nearby hangar generated localized turbulence with a vertical component that could move the elevator rapidly up and down, ultimately causing it to jam.

This figure is a vertical cross-section visualization of wind simulation results showing flow pattern and horizontal “U” and vertical “W” wind magnitudes near the accident airplane’s elevators. NTSB graphic.)

The flight crew completed all preflight checks, including a test of the flight controls, and found no anomalies before initiating the takeoff roll on the accident flight. The NTSB said that there was no way that the pilots could have detected the flight control jam until it was too late.

“This is the kind of extreme scenario that most pilots never encounter – discovering that their plane won’t fly only after they know they won’t be able to stop it on the available runway,” said NTSB Chairman Robert L. Sumwalt. “These two pilots did everything right after things started to go very wrong.”

Investigators said that the captain’s quick decision to abort the takeoff and the other crewmember’s coordinated efforts to assist him had likely contributed to the survivability of an accident in which there were no serious injuries among the 110 passengers and six crewmembers. The Ameristar Charters Boeing MD-83, which was transporting the University of Michigan basketball team to Washington, D.C., was substantially damaged.

The NTSB also noted that the 1,000-foot runway safety area – added to Ypsilanti airport during upgrades between 2006 and 2009 – likely contributed to the lack of serious injuries. In 1999, in response to an NTSB recommendation, the Federal Aviation Administration began a national program to add runway safety areas to many commercial airports.

“The addition of runway safety areas at many airports are a real success story in commercial aviation, as demonstrated in Ypsilanti” said Sumwalt. “RSAs across the nation have mitigated accidents, prevented injuries and saved lives.”

Aviation

South Korea Introduces Cutting-Edge MRO Center for F-35 and IAI

Image:IAI

South Korea is set to make waves in the aerospace industry with the establishment of a cutting-edge Maintenance, Repair, and Overhaul (MRO) hub for F-35 fighter jets and IAI (Israel Aerospace Industries) aircraft.

Central to this initiative is the specialization in converting Boeing 777-ERSF, colloquially known as the “Big Twin,” from passenger to freighter configurations. Under the terms of the agreement, IAI will spearhead the conversion of six B777-300ER and B777-200LR aircraft annually, commencing in 2024. This strategic move is in response to the anticipated surge in demand for wide-body freighter aircraft capable of long-haul flights.

Furthermore, South Korea’s forward-looking vision extends beyond aircraft conversion, with plans to establish a Lockheed Martin F-35 maintenance, repair, and overhaul depot at Cheongju Air Base by 2027. This strategic move not only enhances the operational readiness of South Korea’s air force but also positions the nation as a regional hub for F-35 maintenance expertise.

In preparation for this expansion, thirty Republic of Korea Air Force (ROKAF) engineers and technicians are slated to undergo intensive maintenance training in the United States in 2025, a testament to South Korea’s commitment to fostering local expertise and talent.

IAI’s visionary approach to certification and collaboration underscores the potential for transformative change. With plans for the 777-300ERSF certification process set to unfold in Israel, followed by the rigorous scrutiny of regulatory agencies such as the US Federal Aviation Administration (FAA), the stage is set for the ‘Big Twin’ to soar to new heights of success.

In partnership with esteemed entities like STK and Incheon International Airport Corporation, this collaboration promises to unleash a wave of benefits, amplifying the resilience and competitiveness of the Korean aviation sector while catalyzing job creation and economic prosperity.

Aviation

Lockheed Martin Expresses Interest in Joining AMCA Project

Lockheed Martin, a leading global aerospace and defense company, is demonstrating its dedication to strengthening collaborations with India’s research, industry, and academic sectors. With its rich experience in the aerospace industry and renowned for building some of the world’s most advanced jets, Lockheed Martin is now exploring opportunities to contribute to India’s aerospace sector, potentially providing a significant boost to aerospace technology in the country.

Randy Howard, Vice President of Global Pursuits at Lockheed Martin Aeronautics, recently underscored their interest in exploring “advanced transfer of technology opportunities” with Indian partners, signaling a proactive approach towards fostering technological exchange and advancement in the aerospace domain.

India has been at the forefront of fighter jet development since the 1970s, having produced its own cost-effective fighter jets and combat helicopters, while continually upgrading to maintain competitiveness on a global scale.

Lockheed Martin stands as a dominant force in the aircraft industry, renowned for developing cutting-edge planes like the F35 and F22, some of the most advanced fighter jets globally. They’ve also contributed to projects like the South Korean KF21 aircraft for defense purposes through collaborations.

Now, Lockheed Martin has set its sights on India’s defense sector manufacturing processes, expressing interest in partnering with India on its most anticipated project, the Advanced Medium Combat Aircraft (AMCA), likely to be a 5th generation fighter jet for the Indian military.

Their proposed collaboration could involve a spectrum of advanced technologies, including the Auto Ground Collision Avoidance System (Auto GCAS), a life-saving technology that intervenes to prevent ground collisions, thus significantly enhancing flight safety for Indian pilots.

Lockheed Martin is extending its expertise to design and develop an indigenous cockpit for the F-21 fighter jets, which India is procuring. This collaboration with Tata also includes the development of fighter jet wings. Established in 2023, this partnership adopts a “Ground Floor Design” strategy aimed at equipping India with an in-depth comprehension of 5th-generation cockpit technology and Man-Machine Interface (MMI) systems.

As India’s Fighter jet program advances with finalized aircraft frame and engine prototypes, Lockheed Martin has expressed interest in joining the project. They see a groundbreaking opportunity in cooperative 5th Generation Fighter Development, potentially expediting the AMCA program’s progress through technology and expertise sharing.

Furthermore, Lockheed Martin is keen on collaborating on large-wing, jet-powered UAV platforms, which could enhance India’s unmanned aerial capabilities.

While discussions are ongoing, and specific collaboration details await finalization, this initiative represents a potentially transformative stride in India’s aerospace self-reliance journey and Lockheed Martin’s strategic engagement with the Indian market.

Aviation

Can Airline Seat Cushions Be Used As Life Jackets?

In the event of an aircraft ditching into water, there’s a common question: Can aircraft seats serve as an alternative to life jackets for flotation? The answer lies in understanding their respective functions.

While seat cushions can provide some buoyancy in water, they are not intended nor certified to function as life jackets. Their primary purpose is to offer cushioning for passengers during flight. On the other hand, life jackets are meticulously engineered to keep individuals afloat in water, equipped with buoyancy materials, secure straps, and reflective elements for visibility. They offer numerous advantages over mere cushions.

While a seat cushion might offer temporary assistance in staying afloat, it’s not a dependable substitute for a proper life jacket during an emergency. It’s crucial to utilize approved safety equipment when near bodies of water. A life jacket, designed to keep a person buoyant for extended periods, offers the rigidity needed for prolonged flotation and allows for easy movement of the arms to navigate effectively.

What fabric is used in aircraft seats?

Seats are meticulously designed to fulfill multiple purposes, ensuring passenger comfort, safety, and protection from unforeseen circumstances like fires and accidents. A typical design incorporates an aluminum frame with blocks of polyurethane foam affixed to it. Additionally, a layer of fire-resistant fabric, such as Kevlar or Nomex, is often applied over this framework, topped with a layer of cloth or leather.

Leather seats, while luxurious, are more expensive compared to traditional cloth seats. The majority of fabrics used in seat upholstery contain at least 90% wool fiber, with the remainder typically consisting of polyamide (nylon). Wool stands out as the primary fiber chosen for commercial airline seating fabric due to its desirable properties and suitability for such applications.

What is the lightest economy seat?

In recent times, airlines have been downsizing seat dimensions to accommodate more passengers, resulting in reduced cushion length and leg space. This contrasts with earlier times when airlines offered more generously cushioned seats and ample amenities.

According to Recaro Seats Company, their SL3710 model represents the lightest economy class seat available, weighing in at a mere 8 kg (17.6 lb.), setting a new standard in aircraft seating.

For individuals weighing more than 350 pounds, fitting into a standard economy-class seat can be a challenge due to the narrower dimensions. Economy seats, also referred to as “coach,” “standard,” or “main cabin” seats, typically range from about 40 to 48 centimeters in width, further emphasizing the need for more accommodating seating options.