June 2010 - Posts

The Devil (and Salvation) is in the Details
Sun, Jun 27 2010 3:00 PM

I have heard that someone's Grandmother often said "Look after the pennies and the pounds will look after themselves". If it was my Grandmother, then sorry Nan, I should have paid more attention. In my defense it seems that I am in good company in this industry.

I am not really thinking strictly about finances either. So many aspects of our industry stand or fall on our vigilance of the pennies, the details in the work, rather than on the bigger picture. New product development and Qualification, Manufacturing, Quality and Inspection, Safety. Details matter. I had been thinking about this for a while and struggling how to illustrate the point, when at the end of 2009 Southwest Airlines handed me a perfect example. The news was that Southwest fitted Non-certified Parts to 42 Aircraft and the FAA were investigating. It sounded shocking, but look closer. Their approved maintenance facility procured exhaust gate assembly hinge fittings from an approved supplier to an approved design. Unfortunately, the supplier wasn't approved to produce this part. They had the capability, but not the clearance.

I don't want to single out Manufacturing or Inspection, the same issue affects us all. Picture all of the Engineering departments working to design and develop new products to meet the thousands of customer and regulatory requirements. There is always pressure to meet deadlines and it is human nature to push on to create, to put pen to paper, or draw lines on the screen. Do we have time to spend weeks going through all of the requirements without producing anything to show for it? Can't we tie up the loose ends when we finish?

I once attended a trial "6Sigma for Design" course. The company had chosen a few of us to attend and give feedback ahead of rolling the approach out to the rest of the company. The rest of the company never saw the course. This was mostly because the method suggested using MUCH more manpower at the beginning of the project than is traditionally used. More people, more expense and seemingly no more progress, even though all of the details would be addressed early. The idea was to avoid all of the expense of throwing people at resolving the last minute problems, the delays, the test failures and the unanswered questions. It was scuppered because saving money over years by spending more than everyone else has never been an argument that holds much sway at monthly budget review time. 

Sorting out the details that were left to later costs money. Call it "Cost of Quality" or "Non Reoccurring Cost over-runs", use some resource now to tame that Devil in the Details or he will run rampant later with your budget and your reputation.

 

by General Eclectic | with no comments

Filed under: Cost of Quality, Devil in the Detail, Grandma, Southwest Airlines

Turbine Time!
Sun, Jun 20 2010 2:59 PM

I love flying. I used to love airline travel more than I do, but I am enjoying absolutely everything about taking lessons for my Private Pilot's certificate. Buckling up in the Piper PA28-181 Archer II, taxiing, lining up on the runway and pushing the throttle to the firewall is the most fun I've had in ages.  Yes, of course I understand that I'm on the baby slopes end of the aviation spectrum and there are far more exciting aircraft than an Archer, but that really isn't the point.

Then, one day my instructor mentioned to me that he was off to do his day job at the weekend. He works for a base in Maryland that manages aircraft for their owners. As he is effectively working for the owner when he flies his regular ride, he is operating under FAR Part 91 (General Operating) rather than the more controlling FAR Par 135 (Commuter and On Demand Operations). The PC12 NG is single pilot certified and that leaves the right seat free. So, would I like to come along?

Er, would I? I took time to consider how this opportunity might come again. I considered all of the millionaire owner-pilots that I know that might have neglected to mention that they were millionaire owner pilots. I waited until he'd finished asking and said calmly, "Sure, that would be great, thanks".

Thus, on Saturday morning, dressed as smartly as an owner would expect of their pilots, we set off on the forty-five minute drive to the airport. We were met with this:

It's a Pilatus PC12NG and is beautiful inside and out. Well, maybe it's got a face only a mother could love, but it certainly has ramp presence.  "It is just like a big Archer", my instructor lied. Yeah, an Archer with a PT6 in the nose. First things first: training on how to use the huge cargo door and how to close the cabin door without the folding steps banging as they swing shut. This will be my job when we pick up our passengers as it will allow the real pilot extra pre-flight time in the cockpit to reduce any delay.

The plan was to fly IFR from Maryland to a small airport in New Jersey, pick up a small group and whatever they wanted to bring back and then deliver them safe to their home airport. On the outbound leg we would be empty; the return would be entirely at the passengers' schedule. FADEC controlled start-up was much simpler than the sometimes cantankerous little Archer and after lining up on the taxiway, my instructer said "over to you, but watch out for the toebrakes, they're a little sensitive". I get to taxi? Cool. He was right about the brakes.

"OK, when we get clearance, line it up on the runway and push the throttle full forward". I get to takeoff? Uh, ok. Um. Seriously cool.  

"The magenta symbol is the Flight Director. You keep the yellow triangle nicely tucked into that and it will take us where we're going". I guess those wasted hours on MS Flight Simulator weren't wasted after all.

    

I have to admit that for the forty minute flight my eyes were transfixed on that little pink icon. The only time I looked out of the window was when the traffic passing from 9 o'clock, 1000ft above was suddenly an Embraer 145 that seemed to fill the top of the screen as it passed from left to right. One thousand feet separation looks like much less than it sounds.

 I relinquished control for the approach and landing, and did so happily. It gave me a chance to watch the C-17 that was sharing the airspace with us and then to see the man at work. Once down, a quick blast of reverse pitch brought our speed down handsomely.

And then we waited; people don't buy an aeroplane to be on our schedule. As the passengers arrived, we were polite and courteous. Unload the car? Sure. Load the bags and effects into the aircraft? I'll just pop the cargo door open and pass them in for the pilot. Wait for the group to board and close the door without the steps banging. Glad I practiced that, I looked like I knew what I was doing.

Then back to home base with my instructor showing what serious experience can do for you. Fly the aircraft, listen out for air traffic control messages, negotiate for shortcuts, keep watch for other aircraft. I aspire to this level of time management and I will practice.

When all was said and done I thanked my instructor for the opportunity. Now that I think about it, next time I see him I'll thank him again.

by General Eclectic | 1 comment(s)

Filed under: flight training, Archer, PA28, PC12, Pilatus, PT6, Turbopropn

KMTN and the CFR on the SFRA around the DCA VOR/DME. OK?
Sat, Jun 12 2010 9:24 PM

As I have mentioned previously, I am training for my Private Pilot's Certificate at Martin State Airport (KMTN) and there are several interesting features of this airport.

Sitting on the edge of the Chesapeake Bay, the airport was founded in 1929 to service the factory just founded by Glen L Martin. Much of the factory's product was rolled straight into the bay and was flown off the water. Thus, whilst the 6,996ft runway 33 points inland, runway 15 ends not so far from the water's edge. Engine out procedure below 650 ft on runway 15 eventually involves a boat ride and a change of clothes.

The local airspace requires tidy flying too. KMTN sits neatly under controlled airspace for Baltimore/Washington International Thurgood Marshall Airport (KBWI). So no climbing above 2500ft at the airport location or to the South over the bay. Heading North East there is no climbing above 3500 ft until clear of the controlled airspace. You can't head due East as this heads straight into a Military Restricted Airspace Zone over the Aberdeen Proving Grounds and due West the KBWI airspace drops to 1500ft heading over Baltimore and you have to deal with the Washington DC Special Flight Rules Area.

Thus, climb-out from 33 for practice is to the North East and climb-out from 15 is a climb over the water to 2000ft then two left turns and parallel the runway as if you were high in the pattern, before heading out North East to play.

The Washington DC SFRA adds its own special flavour to this mix. Following 14 CFR Parts 1 and 93, any pilot  flying from within 60 miles of the DCA VOR/DME has to take online course and a short exam. Once passed, the system prints you out a certificate that must be carried with you in the plane. So even before I was cleared by the TSA to fly, I had sat through the half hour online course and taken the exam...., which crashed before it printed out the results. So even before I was cleared by the TSA to fly, I had sat through the half hour online course and taken the exam...., twice.

So what's it all about? Well, for if you are a pilot who wants to fly near Washington DC, and plan to get within 30 miles of the DCA VOR/DME, you will have to file a special flight plan for VFR or an IFR flight plan. The flight plan will detail which of the virtual gates you will enter by and by which you will leave. Your aircraft WILL have a two way radio fitted as well as an altitude reporting transponder and you will stay below 180kts unless instructed otherwise. There are special rules for flying into and out of the airports located within and on the fringes of the zone. Also within the SFRA is the Flight Restricted Zone (FRZ) that protects the heart of Washington DC. This needs its own flight plan to enter, but for the VFR pilot it is effectively an exclusion zone. 

So, with controlled airspace around a nearby civilian international airport, a military test range and the National Capital, I guess that I am going to quickly learn the advantages of knowing my altitude and position accurately. If not, I fear my Pilot in Command time could be very severely restricted.

by General Eclectic | with no comments

Filed under: flight school, KMTN. C17, BWI, FRZ, SFRA, Washington DC

A Not So Quiet Neighbour
Sat, Jun 5 2010 10:09 PM

Recently I had my first post-TSA clearance flying lesson from Martin State Airport (KMTN)  in a Piper Archer II (PA28-181). My pre-TSA clearance trial lesson had been in a Cessna 172S and my aircraft choice was to aide my high wing - Low wing decision going forward. 

A new aircraft type in my logbook and several weeks since my last flight, this lesson was about familiarisation - me with the aeroplane, the instructor with me. My instructor believes in learning hands on right from the off, so start-up, taxi, run-up, calls to tower, take-off, flight exercises, pattern and landing are all mine from lesson 1, with appropriate guidance. 

The lesson was great fun and was memorable for a number of reasons. One is that the airport is home to the 175th Wing of the National Guard so the GA aircraft share the runway with A-10s, C-130s and the occasional C-17. The next was this is the first time I have flown with a clear air visibility reported as low as 6 miles in some areas. Six miles sounds like a lot, but trust me it really isn't. I am not talking about flying around clouds either. What I saw was just trying to peer through humidity and was a bit like being in a clear bubble in a murky haze. At one point we caught sight of a hot air balloon. A few manoeuvres later and it had just disappeared. Not a sign..., and we looked hard. The worrying thing is that the high summer humidity hasn't really started yet.

As for the flying: forty-five degree banked turns to a heading, climbing and descending constant speed turns to a heading; I'm going to need plenty more practice to get accurate and boy was I sweating when we landed.

But the most memorable moment was circling my own house at an indicated 1500ft with my two and a half year old son pointing up from the street shouting at the top of his voice "My Daddy is in that plane" despite my wife's protestations that I wouldn't be able to hear him. And she was right. 

So I have talked to the neighbours and I can only apologise once more. They didn't notice the aircraft, but a noisy toddler? Now that's just not neighbourly. 

 

by General Eclectic | with no comments

Filed under: flight training, Archer, C172, Cessna, Piper, A10, C130, KMTN. C17