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Safe Landings: Windshear
The windshear saga in American aviation history reveals a complex and costly past. Windshear has existed for as long as aviators have taken to the skies and is largely responsible for several classic aviation losses. Notable U.S. aviation accidents include Eastern Flight 66 (1975), Pan American Flight 759 (1982), and Delta Flight 191 (1985).
Windshear remained unrecognized for years. It was not clearly understood until swept wing, jet aircraft encountered the phenomenon. Since 1975, windshear has been researched and studied, measured, defined, catalogued, and rightly vilified. Technology has been developed to identify and minimize the threats that it poses. Procedures have been implemented to aid pilots who experience windshear in flight and flight crews invest hours of simulator training practicing windshear escape maneuvers.
Even with progress to date, windshear continues to be a worthy adversary to aviation professionals. It requires respect and wisdom to defeat. Pilots often must make decisions regarding known or anticipated windshear, and the best practice is always avoidance.
This month, CALLBACK shares reported incidents that reveal some means and extremes of windshear experienced in modern aviation. Lessons to be gleaned are ripe, rich, and many.
Teasing a Toronto Tailwind
After encountering windshear that resulted in an unstabilized approach, this A319 Captain elected to continue to a landing. He noted his awareness of the current winds and trends as well as his personal preparedness to go around as reasons for continuing the approach.
• After being delayed due to low ceilings in Toronto, we were finally descending…in heavy rain and moderate turbulence with clearance to 7,000 feet MSL. After a third 360 degree turn, we were…transferred to the Final Controller and proceeded inbound for the ILS RWY 05. The last several ATIS [reports] showed winds at approximately 090 to 100 [degrees] at 5 to 10 knots, and the Final Controller mentioned the same with an RVR of 6,000 plus feet for Runway 05. When cleared for the approach, we were at 3,000 feet MSL to intercept the glideslope, and I noticed the winds had picked up to a 50 knot direct tailwind. The First Officer was flying. We were assigned 160 knots and began to configure at approximately 2,000 feet AGL. At 1,500 feet the wind was a 30 knot direct tailwind and we had flaps 3. Indicated airspeed (IAS) had increased at this point [with] thrust at idle to 170-175 knots, prohibiting final flaps just yet. The First Officer did a great job aggressively trying to slow the aircraft, as we were concerned about getting a flaps 3 overspeed. As I knew from the ATIS and the Controllers (Tower now), the winds were to die off very soon to less than 10 knots. [Below] 1,000 feet we were just getting the airspeed to put in final flaps (full) and were finally stabilized and on speed between 500 to 800 feet. The winds were now at the reported 090 [degrees] at 8 knots or so [below] 500 feet. The total wind shift was approximately 90 degrees from direct tailwind to a right crosswind - losing 40 knots [of tailwind] in the space of 1,500 feet or so. The reasons I elected to continue the approach were:
1. We landed uneventfully in the touchdown zone and on speed…after breaking out before minimums.
Safe Landings: Controller Pilot Data Link Communications
Controller Pilot Data Link Communication Departure Clearance Services (CPDLC-DCL) is one segment of the Future Air Navigation System (FANS) that has been recently implemented in the contiguous 48 states at local Tower Data Link Service (TDLS) equipped facilities to deliver departure clearances and revised departure clearances prior to takeoff.
As any new system is implemented, some “bugs” may be expected, and CPDLC-DCL is no exception. ASRS is receiving reports suggesting that crews are experiencing problems while using CPDLC-DCL for its intended objective. The problems that are experienced point to sources from system architecture, to precise meanings of specific words and formats used in the CPDLC-DCL syntax, to basic interpretation and understanding of the CPDLC-DCL information protocols and operational procedures.
This month, CALLBACK shares reported incidents of complications that arose from the crews’ use of CPDLC-DCL to obtain departure clearances and revised departure clearances. While CPDLC-DCL offers many improvements and advantages over voice and Pre-Departure Clearance (PDC), some issues remain as we transition to this new system. As these examples may hint, ideas will emanate from the cockpit and formal solutions will be devised.
Cautious Pilot Distrusts Link
Communications
This Air Carrier Crew clarified an initial question they had about a revised departure clearance. Curiosity over the revised SID and transition that had not been “properly” LOADED resulted in a route portion that was manually loaded but not included in the clearance.
• During preflight, we received a revised clearance via CPDLC. The change was from the TRALR6.DVC to the STAAV6.DVC. I verified [the] clearance and received a full-route clearance over the radio. When the LOAD feature was selected in CPDLC, the new revised route did not LOAD into the ROUTE page properly. It still showed [the] TRALR6.DVC, but now it had a discontinuity. At this point, I had to load the route manually. When I did load the STAAV SIX, however, I failed to select the DVC transition, [so the FMC] now had point STAAV direct to LAA in the LEGS page. When we did the route verification later, during the preflight, we both failed to detect the missing transition that included the points TRALR, NICLE, and DVC.
This went unnoticed until passing point STAAV on the departure. That is when ATC queried us if we were headed to point TRALR. We indicated to ATC that we were direct LAA. He re-cleared us to TRALR to resume the departure. There was nothing significant to report for the rest of the flight.
Author George Leopold gives NASA Pioneer Gus Grissom His Due in Calculated Risk: The Supersonic Life and Times of Gus Grissom
By Mark Rhodes
Author George Leopold’s biography of Astronaut Gus Grisson, Calculated Risk: The Supersonic Life and Times of Gus Grissom (Purdue University Press) is a thoughtful and comprehensive attempt to not only tell the story of Grissom’s life but most notably put Grissom’s accomplishments in context and perspective as one of the original seven NASA astronauts. Grissom, who died tragically during a pre-launch test for the Apollo 1, is a unique figure in NASA lore and history in that he was one of the few astronauts to not fully “tell his story” in the form of a memoir.
Mr. Leopold, who writes frequently about the space program, methodically traces the arc of Grissom’s rise from small town in Indiana to enlisting at the end of World War II as a teenager in the embryonic U.S. Air Force then studying engineering at Purdue before ultimately re-enlisting in Korea where he saw action in the skies (interestingly enough, unlike several of his future astronaut peers, Grissom never had an official kill, as he primarily functioned as a wingman). Post Korea, Grissom distinguished himself as one of the first rank of American test pilots at Edwards Air Force Base.
Everything changed in Grissom’s life in 1957 when Sputnik was launched into space throwing the Cold War into a very high gear overnight. Grissom competed with over 100 exceptional and accomplished candidates to be one of the “Mercury Seven” astronauts. This distinguished group of American test pilots was thrust into immediate celebrity status thanks to flattering, gushing profiles in Life Magazine. Grissom was particularly uncomfortable with this development, as the work the test pilots did was hardly public knowledge and was in many instances top secret. Grissom also didn’t possess a high degree of the natural swagger and charisma of his peers (particularly John Glenn who was preternaturally media savvy). Despite this, Grissom became the second American in space and was part of the first man-maneuvered space flight as one of the astronauts in the Gemini program.
Safe Landings: The Pursuit and Presumption of Balance
Weight and balance has been a critical issue in aircraft operations since the beginning of aviation. Loading errors can go unnoticed and have potential to cause great harm. Clerical mistakes that account for cargo weight and location can be subtle and equally costly.
This month’s CALLBACK examines several reports that highlight weight and balance errors. In the following accounts, all the aircraft unknowingly departed with uncertain centers of gravity and most departed with an inaccurate gross weight that was assumed correct. Many of the mistakes were not discovered until the aircraft was airborne and some, not until the aircraft landed. Other similarities included unknown cargo weights and freight that was loaded in improper locations. These mistakes might have been prevented. The ASRS report excerpts reiterate the need for attentiveness and accuracy in every aspect of weight and balance procedures.
The first three reports describe incidents where cargo was loaded in the wrong location on the aircraft. The remaining accounts detail various other errors that were experienced in Air Carrier Operations.
The Usual Suspects
Cargo loaded into the wrong compartment and closeout paperwork that did not specify its location allowed this B737 Flight Crew to launch with an inaccurate Center of Gravity (CG) that was not discovered until after the aircraft landed.
Inside the Gentle Giant
By David Brown
Imposing from any viewpoint, the Super Guppy can carry an amazing variety of shapes inside its 25 ft wide, 25 ft high, and 96 ft long cargo compartment. Based on the Boeing Stratocruiser and modified with a greatly enlarged fuselage, turboprop engines, reinforced landing gear, and a side-opening cargo nose, this is the only flying example of the five Super Guppies built. (NASA)When a giant turboprop cargo plane recently droned into Long Beach in Southern California, it marked the latest chapter in a fascinating tale.
When NASA needed to move a large box-shaped structure some 30 ft long and of 10,000lb weight across country from Southern California to NASA Langley in Virginia, they did not have to look far. As it happens, NASA owns and operates the sole remaining operational Turbine Super Guppy (out of the five built during the ‘60s to carry outsize pieces of cargo). The Super Guppy (NASA 941) is currently based at the NASA facility in El Paso, Tex., and flew from there to the west coast to pick up its cargo. The payload on this occasion was a composite, double-deck multi-bay box made for NASA’s Environmentally Responsible Aviation (ERA) project. This test article represents a 75 percent scale version of the center section of a hybrid wing-body aircraft (think of a scaled-up X-48, flown at NASA Dryden some years ago) but now built of a lightweight, damage tolerant stitched-composite structural concept dubbed PRSEUS (Pultruded Rod Stitched Efficient Unitized Structure) built by Boeing Research and Technology in Huntington Beach, Calif. and assembled in Long Beach. The innovative structure comprises carbon-epoxy panels, which are infused with resin and cured by vacuum pressure without having to use a large autoclave, which would normally be required.
NASA's Orion Spacecraft Stacks Up for First Flight
The Orion crew module for Exploration Flight Test-1 is shown in the Final Assembly and System Testing (FAST) Cell, positioned over the service module just prior to mating the two sections together. The FAST cell is where the integrated crew and service modules are put through their final system tests prior to rolling out of the Operations and Checkout Building at NASA’s Kennedy Space Center in Florida for integration with its rocket. Technicians are in position to assist with the final alignment steps once the crew module is nearly in contact with the service module. In Dec., Orion will launch 3,600 miles into space on a four-hour flight to test the systems that will be critical for survival in future human missions to deep space. (NASA/Rad Sinyak)With just six months until its first trip to space, NASA’s Orion spacecraft continues taking shape at the agency’s Kennedy Space Center in Florida.
Engineers began stacking the crew module on top of the completed service module Monday, the first step in moving the three primary Orion elements––crew module, service module and launch abort systems – into the correct configuration for launch.
“Now that we’re getting so close to launch, the spacecraft completion work is visible every day,” said Mark Geyer, NASA’s Orion Program manager. “Orion’s flight test will provide us with important data that will help us test out systems and further refine the design, so we can safely send humans far into the solar system to uncover new scientific discoveries on future missions.”
Interview: Andy Weir Spins a Riveting Tale of Survival and Space Travel in The Martian
By S. Mark Rhodes
The Martian (Crown) by Andy Weir is the story of a regular guy who happens to be an amazingly resourceful astronaut who is stranded on Mars with limited resources and mainly limited time as his resources are finite, and he finds himself facing certain death if he doesn’t figure out a way to survive and get help from NASA back on earth. The novel, a New York Times Bestseller, told mainly through log entries is one of the most riveting science fiction tales in many years and has created some motion picture buzz. Mr. Weir, a former software engineer, has a talent for technological detail and innovative storytelling, and has built a very appealing character in his stranded astronaut Mark Watney. Mr. Weir was nice enough to correspond via email about his work, the technology of the book, and how he created his tale.
IF USA: What was the origin of the plot behind The Martian?
AW: “I was daydreaming about how a manned mission to Mars would work. I wanted to be as realistic as possible in the mission design. I knew the mission would have to account for problems that could happen, so I started thinking up things that could go wrong. I realized that those problem scenarios would make a cool story, so I made a hapless main character and subjected him to all of them.”
Skies to Stars: Moon Walk
By Ed Downs
To be Sure, this writer is a geek, and nothing churns my mind as much as does the thought to taking a walk on the moon. Well, NASA is now making that possible, or at least nearly so. Many readers may not know that the Lunar Reconnaissance Orbiter has been circling the moon, taking pictures at a rate that even Google would envy. And, as a taxpayer entity, NASA is making these photos available to the general public, at a resolution that can place one nearly on the surface. The following NASA News Release contains the detail of this interactive adventure and we at In Flight USA invite you to take the cross country of a life time and visit our nearest celestial neighbor at http://lroc.sese.asu.edu/gigapan. Enjoy the trip!
NASA Releases First Interactive Mosaic of Lunar North Pole
Spectacular LROC Northern Polar Mosaic (LNPM) allows exploration from 60ªN up to the pole at the astounding pixel scale of two meters. (NASA/GSFC/Arizona State University)Scientists, using cameras aboard NASA’s Lunar Reconnaissance Orbiter (LRO), have created the largest high-resolution mosaic of our moon’s north polar region. The six-and-a-half feet (two-meters)-per-pixel images cover an area equal to more than one-quarter of the United States.
Web viewers can zoom in and out, and pan around an area. Constructed from 10,581 pictures, the mosaic provides enough detail to see textures and subtle shading of the lunar terrain. Consistent lighting throughout the images makes it easy to compare different regions.
NASA’s Orion Travels Country
See If You Can #SpotOrion
This map shows the route the Orion mockup will travel through on its way to its final destination in California. Image Credit: Google Earth.A test version of NASA’s Orion spacecraft has taken to the road, as it makes its way across country for recovery tests off the coast of California.
The mockup rolled away from NASA’s Langley Research Center in Hampton, Va., on Dec. 11, and will arrive at Naval Base San Diego in California in early January. There, the Orion stand-in will be used in February to support tests simulating the recovery of Orion following its return from space.
Skies to Stars: Coming Attractions
By Ed Downs
Part of the fun at looking into deep space (beyond our own solar system) is knowing that the light you are seeing has been traveling through space for possibly millions of years. While astronomers talk as if they are viewing in the present, the images they observe are actually being seen as if you were looking back in time. In other words, the dramatic announcement of spotting a super nova (massive exploding star) makes it sound as if the event was currently in the process of happening whereas, in fact, it may have happened a million years ago. That does not, however, alter the fact that it is the first time the event is being seen from our planet. True, others, on other exoplanets (planets not in our solar system, and there are a BUNCH of those) may have seen an event first, but they (the little green guys) are not talking… yet.
But let’s take another approach at talking about celestial objects and events, like those that are to come. What about “coming attractions?”
NASA Transfers Delay-Reducing Software to FAA
By Jim Banke
NASA Aeronautics
Research Mission Directorate
Timing is everything.
In delivering the punch line to a good joke, passing the football to a receiver in the end zone or launching a new crew to the International Space Station – knowing the exact moment to go is the key to success.
Air traffic controllers face that kind of scheduling challenge every day as they work to move thousands of passengers and tons of cargo efficiently and safely through every phase of an airplane’s journey from airport gate to gate.
Take departure, for example. Controllers must smartly direct aircraft from a terminal gate, along the taxiway, onto the runway and then into the sky, allowing the airliner to join smoothly with the busy air traffic lanes overhead.
To do this, controllers must determine as best they can the precise amount of time it will take for an airliner to get from its gate to a fixed spot in the sky, and therefore be able to predict when pilots should receive clearance to push away from the terminal.
Now a new computer software tool developed by NASA’s aeronautical innovators – the Precision Departure Release Capability, or PDRC – will soon help controllers better manage that part of the airplane’s trip.
NASA officially presented the prototype software by to the Federal Aviation Administration (FAA) during a ceremony at the FAA’s headquarters in Washington Tuesday, Aug. 6.
Educator Teams Fly on NASA's Sofia Airborne Observatory
Airborne Astronomy Ambassadors (from left) Constance Gartner, Vince Washington, Ira Hardin and Chelen Johnson at the educators’ work station aboard the SOFIA observatory during a flight on the night of Feb. 12-13, 2013. (NASA / SETI Institute / Pam Harman)The first four Airborne Astronomy Ambassador (AAA) educators returned safely to Earth at Palmdale, Calif., early in the morning of Wednesday, Feb. 13, 2013, after completing their initial flight on NASA’s Stratospheric Observatory for Infrared Astronomy, or SOFIA.
That flight launched the AAA program’s first full year of operations, during which 26 educators from classrooms and science centers across the United States will fly on the SOFIA as partners with scientists conducting astronomy research using the airborne observatory.
On board for the Feb. 12-13 flight were ambassadors Constance Gartner of the Wisconsin School for the Deaf in Delavan, Wisc.; Chelen Johnson from the Breck School in Golden Valley, Minn.; Ira Harden and Vincente Washington, both from City Honors College Preparatory Charter School in Inglewood, Calif. The astronomers on the flight included Juergen Wolf and Doerte Mehlert of the German SOFIA Institute in Stuttgart, Germany and Ted Dunham of the Lowell Observatory in Flagstaff, Ariz.
From Skies to Stars - March 2013
It Ain’t Over Yet
By Ed Downs
Yes, February was a real “high five” for both amateur and professional astronomers. Astronomy, often thought of as a “geek” profession (or hobby) by the multitudes who would rather watch late night television as opposed to freezing their tushies off while stooped over a telescope, may reconsider their opinions. Clearly, astronomy is a participative sport that involves loud noises, close calls, frightening damage and reflection upon the many science fiction movies dealing with annihilation by giant meteors, comets or asteroids. And it ain’t over yet!
February started out with excitement as the world waited for the fly-by of asteroid 2012DA14. With a diameter of approximately 160 feet (such objects are seldom spherical); 2012DA14 was expected to pass within 18,000 miles of earth, truly a “near miss,” being inside the orbit of a number of communication satellites. Then, just 16 hours before this asteroid was to buzz our planet, a 10,000 ton meteorite, 55 feet across, ripped into the Earth’s atmosphere over Russia, moving at 44,000 mph. To put that in perspective, moving at that speed one could fly from New York to LA in 4 minutes or cover the distance from the Moon to Earth in about 5.3 hours – our astronauts took 3.5 days to do the same. It exploded 12 to 15 miles above the surface of the earth, creating an air burst of 500 kilotons of TNT (30 times larger than the Hiroshima A-bomb). More than 1,000 people were injured from shattered glass and other debris over a 30-mile radius. This writer was just gearing up to watch the 2012DA14 fly-by when we received a firm reminder that “we are not alone in space.”
Editorial: Sharing Airspace with Unmanned Aerial Vehicles (UAV’s)
By Ed Downs
First, the title of this editorial is technically wrong. While many (if not all) readers will recognize the acronym UAV (Unmanned Aerial Vehicle), with the immediate image of the lethal “Predator” coming to mind, such an image and use of the term “Unmanned Aerial Vehicle” simply demonstrates the same level of misunderstanding that was held by this writer – more on the acronym later. Fortunately, receipt of a NASA news release and a conversation with the pros at NASA came to my rescue.
But let’s go back to the beginning of this subject and take a look at why it attracted this writer’s attention. As a part time instructor for the well-known aviation school, Aviation Seminars (an immersion training organization that conducts weekend programs around the country), I am privileged to teach Flight Instructor Refresher Clinics (FIRCs). A Certified Flight Instructor must attend a FIRC every 24 months, often not a terribly fun experience, as the same material is often covered time and time again. The last FIRC I taught was different, having been updated to include a good deal of new material and visual aids. One of the key topics covered has to do with “pilot deviations,” or what most pilots refer to as mid-air collision and runway incursion avoidance. A new subject in this presentation deals with the increased use of “UAVs” in the National Airspace System. Basically, this two-slide subject suggests “heads up and watch out!” The presentation includes an actual video taken from a UAV operating in Afghanistan as it whizzes past an A-300 Airbus with less than 50 feet to spare. But that is the end of the presentation. No further discussion is included about what is really going on with UAV’s here in the States.
Space Shuttle Endeavour Tours California then Comes Home to Los Angeles
Space shuttle Endeavour ended its flight career Sept. 21 as it toured California on the back of NASA’s modified 747 carrier aircraft, landing at Los Angeles International Airport after its final ferry flight into history.
World Remembers Neil Armstrong: One Small Step… For All Mankind
Neil Armstrong, the first man to walk on the moon during the 1969 Apollo 11 mission, died on Saturday, Aug. 25, following complications resulting from cardiovascular procedures.
Skies to Stars - June 2012
By Ed Downs
This month’s edition of Skies to Stars diverts from the personal experience of astronomy and takes a quick trip into the wonders of astrophysics. The big guns at NASA are coming up with some pretty cool stuff that has been shaking up the scientific community. From almost the beginning of recorded time, our feeble species has wondered, “are there other ‘Earths’ out there?” Thanks to the Kepler, the Spitzer Space Telescopes and the U.S. portion of the European Space Agency’s Planck mission, that question is being answered.
The Kepler Space Telescope looks for Earth-size planets in the habitable zone, the region in a planetary system where liquid water could exist on the surface of the planet orbiting around sun-like stars in our galaxy. The Spitzer Space Telescope provides the astronomical community with unique infrared images. Among its many duties is probing the atmospheres of planets beyond our sun. The bottom line is that over 2,300 “planet candidates” have now been discovered. Some 400 of these planet candidates are presumed to be “Earth-like,” in that they are estimated to be similar to Earth size and in a favorable temperature zone that will support liquid water. One of these candidates, Kepler 22b, is of particular interest and is known to occupy a habitable zone. But the following information from a NASA press release is even more exciting because a planet, called 55 Cancri e, has been detected by the presence of its own light.
Safe Landings - December 2011
Fly The Airplane
A review of recent ASRS reports indicates that failure to follow one of the most basic tenets of flight continues to be a concern when pilots are faced with distractions or abnormal situations. Since the consequences associated with not flying the airplane can be serious, this month’s
Safe Landings revisits the problem and re-emphasizes a lesson as old as powered flight: Fly the airplane; everything else is secondary.
Note that the phrase, “FLY THE AIRPLANE” appears in all-caps in each of the following reports. The emphasis is not an editorial addition, but rather reflects the importance each reporter placed on that admonition.
“We the People” Petition Signers Urge White House to Reopen NASA Shuttle Decision, Land Enterprise at the Birthplace of Aviation
Online signature campaign rockets past 5,000 needed by end of month deadline – taxpayers seeking fairness and accountability in new process
In less than a month’s time, over 5,000 citizens and taxpayers signed an electronic petition posted on a White House website asking that the administration press NASA to reconsider its position on locations for the retired shuttles, specifically requesting the shuttle Enterprise be sent to Dayton for more appropriate display and better public access. The White House “We the People” petition site required a minimum of 5,000 signatures be logged online by an October 30th deadline in order for the issue to be considered by White House staff and, presumably, President Obama. As of 3:00 PM Eastern Time, October 24th, well over 5,000 had signed the petition and numbers continued to grow as the petition remained active until the Sunday October 30th deadline.
Safe Landings - November 2011
Upside Down and Backwards
One of several versions of the origin of “Murphy’s Law” contends that the Law’s namesake was Captain Ed Murphy, an engineer at Edwards Air Force Base in 1949. Frustration with a transducer which was malfunctioning due to an error in wiring caused him to remark that—if there was any way that something could be done wrong, it would be.
Recent ASRS reports indicate that Captain Murphy’s Law was in full effect when several aircraft components managed to get installed upside down or backwards.
Pernicious Panel Placement
An aircraft Mode Selector Panel that “looks the same” whether right side up or upside down, and that can be readily installed either way, is a good example of a problematic design. Confronted with an inverted panel, this Cessna 560 Captain found out what happens when the wrong button is in the right place.