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Measuring Energy Saving HVAC Air Filters

Residential and commercial air filtration Designing an Energy Saving air filter that cleans the air of 0.5 micron particles. Air Filter Static ...

5-Ton Trane XE1000 High-Efficiency heat pump in heat mode

installed in the late 1990s or early 2000s, and the air handler is from 2006. This system used to have a CleanEffects filter system, or something ...

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Reporting of Tire Failures Remains Elusive

With a different outcome, the event would have remained a deep mystery. Both the Federal Aviation Administration (FAA) and the National Transportation Safety Board (NTSB) would have been clueless. This situation points to one of the central deficiencies in the safety database: it’s shot through with inconsistencies. It’s also easily fixed, assuming the will to do so.

I am referring to the Service Difficulty Report (SDR) database, maintained by the FAA, which requires operators to report problems with their aircraft. Many operators submit conveniently incomplete SDRs, if they bother to submit them at all. For years, the FAA has looked the other way, despite its professed theology of “data driven safety.”

The “different outcome” mentioned above refers to the fatal September 2008 crash on takeoff of a Lear 60 operated by Global Exec Aviation. The airplane experienced four blown tires on the takeoff roll. Tire debris, hurled like shrapnel, cut hydraulic and electrical lines in the wheel well, causing loss of braking and the airplane’s computer to wrongly “think” the airplane was airborne and stowed the thrust reversers. The airplane roared off the end of the runway, hit an embankment and burst into a huge fireball. The two pilots and two of the four passengers were killed; the other two passengers were seriously injured. The burning airplane was reduced to a charred hulk. (See Aviation Safety Journal, ‘Fatal Crash Due to Slack Standards’ and ‘Oversight Omissions Led Inevitably to Crash’)

NTSB investigators maintain that the SDR database since 1990 was bereft of tire failure reports. As NTSB Chairman Deberah Hersman remarked, “We’re having to relearn through accident investigations.”

If the Lear 60 event had ended with the airplane screeching to a halt on four flat tires at the last foot of paved runway, the operator would not have been required to submit an SDR about the blown tires. Global Exec certainly would have known about the event, because it would have replaced the tires. But it would not have submitted an SDR to the FAA. Why not?

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