Fronts! The good, the bad, the ugly.

What are fronts and what are things we should look for to help us determine the best course of action should we be flying.  The "boundary layer between two types of air masses is known as a front "  (PHAK Chapter 12)  There are four kinds of fronts.  Warm, Cold, Stationary and Occluded.  Although all of them include weather that isn't necessarily "good"  I am going to say what is good about each front, what is bad about each front, what is ugly about each front.

The Good:


Warm Front:  With a warm front the good thing about it is it moves more slowly.  Typically 10 to 25 mph.  The precipitation is usually light to moderate and it is very predictable in nature due to the gradual slope.

Cold Front: The good thing about a cold front is a double sided sword.  It moves quickly so the storms are around only for a short period of time compare to a warm front.






Stationary Front:  The good news about stationary fronts is they stick to one area, so they don't move on you when you least expect it.







Occluded Front:  With Occluded fronts it is hard to really see any good from them.  They are in essence a combination of all the fronts.  I guess the only good thing you could state about them is that they typically move slower than cold fronts.






The Bad: 

Warm Front:  Because they are slower moving that means that they are going to stick around for a few days, so if you ever have to land in VFR conditions, you are going to be waiting a few days before you will be able to fly again.

Cold Front:  They are gone fast but the bad thing is they spring up so quickly they are often associated with more violent storms.  "Extreme cold fronts have been recorded moving at speeds of up to 60 mph" (PHAK chapter 12).   Getting caught in a cold front, depending on what you are flying can be quite deadly.

Stationary Front:  If you thought warm fronts were bad at sticking around a while stationary fronts can stick around for even longer.  I like to look at it as the cold front and warm front are having a long battle and in the end no one wins.

Occluded Front:  Although not as violent and rapid as cold fronts, they take on the characteristics of both warm and cold fronts.  "The weather ahead of the cold occlusion is similar to that of a warm front while that along and behind the cold occlusion is similar to that of a cold front."( https://okfirst.mesonet.org/train/meteorology/Fronts.html)


The Ugly:

Warm Front:  With the continued rise of the dew point and cooling temperatures a large amount of fog and haze will happen as the front continues forward.  If there is little to no wind you can kiss your visibility goodbye.

Cold Front:  "Depending on the intensity of the cold front, heavy rain showers form and may be accompanied by lightning, thunder, and/or hail. More severe cold fronts can also produce tornadoes." (PHAK CHP 12)   Not only this but cold fronts are often associated with squall lines, which is a large line of cumulonimbus clouds which are associated with thunderstorms.

Stationary Front:  Pretty much the same statement as the bad.  Just days and days of low ceilings, rain, and poor visibility.  Think of the city of Seattle, which rains 150 days of the year.

Occluded Front:  I don't know if you can say occluded fronts are all that ugly, because it is a mix of warm and cold, but the cold pushes out the warm.  There is still low visibility and varying winds, but the cold front pushes the warm front out of the way a bit quicker.  So in a way it's a little bit of a stronger warm front that doesn't last as long.

References:

 

 

 

Pilot Handbook of Aeronautical Knowledge  Chapter 12. 2017

 

https://okfirst.mesonet.org/train/meteorology/Fronts.html



https://weather.com/science/weather-explainers/news/seattle-rainy-reputation

ATC helping with National Security and Homeland Defense

"The primary purpose of the ATC system is to prevent a collision between aircraft operating in the system and to provide a safe, orderly and expeditious flow of traffic, and to provide support for National Security and Homeland Defense." (FAA JO 7110.65W 2-1-1) Since there is a concern now more than ever on illegal immigration I wanted to talk about the Air Defense Identification Zones (ADIZ's) and National Security Areas (NSA's) and how those directly support both National Security and Homeland defense.

 

 

 

 

 

 

ADIZ

 

"AIR DEFENSE IDENTIFICATION ZONE (ADIZ)-  The area of airspace over land or water, extending upward from the surface, within which the ready identification, the location, and the control of aircraft are required in the interest of national security" (FAA JO 7110.65W Glossary of terms)  There are four kinds of ADIZ's each plays there own role for National Security.  They are Domestic Air Defense Identification Zones, Coastal Air Defense Identification Zones, Distant Early Warning Identification Zones, and Land-Based Air Defense Identification Zones.

"Any aircraft that wishes to fly in or through the boundary must file either a Defense Visual Flight Rules (DVFR) flight plan or an Instrument Flight Rules (IFR) flight plan before crossing the ADIZ (14 CFR 99.11)."(https://www.faasafety.gov/files/gslac/library/documents/2011/Jan/49877/ADIZ%20TFR%20Intercepts%20w%20answers.pdf)

If you do happen to not follow the procedures established in the AIM and 14 CFR 99 on what is needed to cross ADIZ's you will get intercepted.  Here are images of procedures you should do if this does happen.  If you do not follow these procedures you may be perceived by the government as a threat and could be shot down.   

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

You can read about 2 Russian TU-95 "Bear" Bombers who crossed the ADIZ near Alaska and how they were then escorted away from the United States https://www.nbcnews.com/news/us-news/american-jets-intercept-russian-aircraft-flying-west-alaska-n909161

 

 

 

 NSA

 

"National Security Areas consist of airspace of defined vertical and lateral dimensions established at locations where there is a requirement for increased security and safety of ground facilities. Pilots are requested to voluntarily avoid flying through the depicted NSA. When it is necessary to provide a greater level of security and safety, flight in NSAs may be temporarily prohibited by regulation under the provisions of 14 CFR Section 99.7."   NSA's are pretty self explanatory but it is important that we do everything we can to follow them to help in security.



 

 

 

 

 

 

 

 

 References

 

 

 

 

 

 https://www.google.com/url?sa=t&rct=j&q=&esrc=s&source=web&cd=12&ved=2ahUKEwirg6jCvMPhAhURsZ4KHfKrDYwQFjALegQIAhAC&url=https%3A%2F%2Fwww.faasafety.gov%2Ffiles%2Fgslac%2Fcourses%2Fcontent%2F42%2F565%2FAirspace%2C%2520Special%2520Use%2520Airspace%2520and%2520TFRs%2520-%2520Text%2520Only.pdf&usg=AOvVaw2XRzI5OTjlp4-kQgjE1Cli

 

 14 CFR Section 99

 

 https://www.nbcnews.com/news/us-news/american-jets-intercept-russian-aircraft-flying-west-alaska-n909161

 

FFA JO 7110.65 W

 

 https://thepointsguy.com/2015/11/insider-series-atc-and-the-military-work-together/

 

https://www.faasafety.gov/files/gslac/library/documents/2011/Jan/49877/ADIZ%20TFR%20Intercepts%20w%20answers.pdf

 



 

Lead in the air!!

     

                 While there continues to be debate on the human effects of climate change, there has been evidence of other toxic substances that play a role on human health.  One of the major concerns airport managers have concerning one of the environmental impacts is the air quality in/around the airport.  On 19 June 2013, the FAA released a memorandum stating "Aviation gasoline (avgas) is a specialized fuel used to power piston engine aircraft.  Due to the high octane requirements of these aircraft engines, a fuel additive, tetraethyllead (TEL), is used as an octane booster in avgas. The presence of TEL in avgas results in engine emissions from these aircraft that include lead."(19 Jun 2013 FAA Memorandum).  The CDC ( Center for Disease Control) says, "It does not matter if a person breathes-in, swallows, or absorbs lead particles, the health effects are the same; however, the body absorbs higher levels of lead when it is breathed-in." (https://www.cdc.gov/niosh/topics/lead/health.html).  Lead has been known to cause many health related problems especially in children.  This is why in 1978, the federal government banned consumer uses of lead-containing paint, but some states banned it even earlier.  Due to this nature the EPA decided to undertake a monitoring study in 2010 at various airports to see the levels of lead and report their findings to the FAA.  Airport operators are encouraged to evaluate the levels of lead and other air toxins and try to change operations to ensure better air quality for the general public around the airports if possible.  The government gives various grants to airports to help influence the air quality of the airport for the better.  As an airport manager not only is it important to consider this environmental operation for the health of the general public, but it can also have a lasting impact financially as well.  

 

 

 

References:

19 Jun 2013 FAA Memorandum
Subject: Interim Guidance on Mitigating Public Risks Associated With Lead Emissions from Avgas

https://www.faa.gov/airports/environmental/air_quality/

https://www.cdc.gov/niosh/topics/lead/health.html

https://www.epa.gov/lead/protect-your-family-exposures-lead

Aviation Legislation: Changes made, due to 9/11

           For those of us who were over the age of 13, we will never forget the incident that happened on SEP 11, 2001.  What most people might not have realized, especially if you don't travel much, is how certain conferences and legislations came into effect to change the aviation industry due to 9/11.  On October 2001, the ICAO held a general assembly to talk about the atrocities that happened just a month prior, and what should be done.     "The ICAO 33rd Assembly unanimously adopted a Resolution to hold accountable with severity those who misuse civil aircraft as weapons of destruction, including those responsible for organizing such acts or for aiding, supporting or harboring the perpetrators. Furthermore, the Assembly directed the ICAO Council to convene as soon as possible an international High-level Conference on Aviation Security, with the objective of preventing, combating and eradicating acts of terrorism against civil aviation."  They did hold that conference in Feb, 2002.  The conference can be summed up on an increase in security worldwide.  "What did the United States do to increase it's security you might ask?"  Well for starters TSA agents are now at all/most airports in the united states.   "Congress authorized the creation of the TSA where airports previously had used private security guards."   In general we have seen that every year TSA continues to increase security with new technology, properly trained personnel, etc.  These new legislations have dramatically shaped the aviation industry in safety and security and will continue to do so as new threats emerge.

References:

Five Laws and Regulations that Emerged from 9/11, SEP 9, 2016
https://www.ballardspahr.com/eventsnews/mediacoverage/2016-09-09-five-laws-and-regulations-that-emerged-from-9-11

https://www.icao.int/about-icao/History/Pages/Milestones-in-International-Civil-Aviation.aspx

Break The Norm! Why Accepting New Employees Helps Aviation Maintenance/Servicing

        Many aviation employers fear the new employee for aviation maintenance/servicing.  Which is quite understandable due to the aspect that they lack experience.  So why is it good to have fresh blood?  I will go over reasons why and how it reduces human factors associated with aircraft accidents, but first lets define what a human factor is.  A human factor is "a term that covers the science of understanding the properties of human capability" ( AMT Handbook Addendum Chapter 14. Pg. 14-3)   So what factors effect the human capability negatively, and how can employers effect those factors for the better.  I will not discuss all of the factors, rather how hiring new employees can reduce some of the negative factors.
       "Transport Canada identified twelve human factors that degrade people's ability to perform effectively and safely, could lead to maintenance errors." ( AMT Handbook Addendum Chapter 14. Pg. 14-11) One of those factors is known as Norms.  Every company may run things a little bit different, but if they are not following the proper procedures developed from maintenance manuals for proper maintenance, this can cause severe hazards.  Newcomers only know what they learned from school and will often times be very strict in following the proper procedures, or wanting to essentially do what the rules say to do.  If an older employee starts to establish a new norm for a particular procedure, even though that is not what is outlined in the proper maintenance manual, this could cause a problem down the road.  When a new employee brings up that the other employee is not following the correct procedures, the older employee should not claim seniority and bypass what the new employee says; he should consider what was said and reexamine the manual according to the correct procedure.  Being an overseer of maintenance programs we should incorporate the human factor of environment and ensure that everyone is heard, no matter their position or experience.


References:

AMT Handbook Addendum Human Factors 2017

https://www.faa.gov/about/initiatives/maintenance_hf/library/
      

The 3 Best Layers of Security Against Cyber Attacks In Aviation

 

 

            As we develop new technology every day in aviation, cyber attacks become more prevalent and cause quite a concern for everyone.  I will go over the 3 best layers to battle against cyber attacks in relation to aviation. 

 

 

           1.  Intelligence:  TSA is constantly gathering intelligence before anyone even boards the plane.  They get as much information about each individual to see if they are a known terrorist or on the "do not fly list".  They also protect those individuals who are not a known terrorist, or on the "do not fly list" information that they do gather, so others cannot harm them with identity theft or other malicious attacks.  TSA also uses the help of other agencies such as the FBI, CIA, and other security agencies in helping gather and disseminate intelligence information. "A good example of TSA airport coordination involved dissemination of information by TSA to airports concerning the threat of portable anti-aircraft missiles. Following a terrorist attempt to down a civilian aircraft over Mombasa, Kenya, in 2002, US officials began a concerted effort to educate local law enforcement and security officials about these weapons."  (https://www.cia.gov/library/center-for-the-study-of-intelligence/csi-publications/csi-studies/studies/vol50no3/airport_security_5.htm)  The main issue with gathering intelligence in relation to cyber attacks is hacking.  This is harder to do since there are multiple agencies involved in gathering intelligence, so if one is hacked, the other agencies being hacked is not likely.

          2.  Crew Vetting:  Crew vetting is very important in battling cyber attacks because a lot of aviation technology is not in a Network Infrastructure.  This means that if you hire an employee who knows the technology and can manipulate them however they choose this can cause catastrophic damage.  "Airports often use integrated systems and local engineers to install, monitor or service these industrial systems, such as BHSs and many others. These systems are not always owned by the airport itself, but third parties, like airlines and suppliers, are responsible for those. Those organizations might have different interests, especially when it comes to cybersecurity." (Bert Williamson pg. 240)  As we can see not only do we need to take the necessary precautions in hiring crew, but also the suppliers of aviation technology.

          3.  Checked Baggage:  Our machines continue to advance in there ability to scan for items inside baggage that would cause a threat to the airport and airplane.  The main issue that I see is as they advance so does the integration of each machine which causes it to be more vulnerable.  To battle this there should be both the integrated system and an individual/private system to compare with each other if there is a difference between the two.  Also an area of security in regards to the BHS ( baggage handling system), that often gets forgotten about with cyber attacks is the hold baggage area.  "The hold baggage is a ‘forgotten’ area for cybersecurity. Airports tend to extend and build on existing equipment and therefore old PLCs and industrial (digital) equipment designed with an operational focus are still in use and often connected to newly installed machines." (Bert Williamson pg. 244)  We can mitigate this by using the same procedures used for checked baggage.

 

       All in all for all three of these layers we need to Audit  these technologies.  "Regular IT assessments and vulnerability scans throughout the supply chain are helpful to keep the airport’s extended IT infrastructure up-to-date, but actual penetration testing with advanced techniques will provide the airport organization the needed insight on whether it is actually in control of its IT security (including third parties) or have been shutting their eyes to the real (ever changing) dangers out there while adding ticks to checklists."( Bert Williamson pg. 243)  By doing this we have the best chances in beating cyber attacks.

 

 

References/Sources

 

Extending the airport boundary: Connecting physical security and cybersecurity by Bert Williamson

 

https://www.weforum.org/agenda/2016/07/four-threats-to-aviation-security-and-four-responses/

 

https://www.cia.gov/library/center-for-the-study-of-intelligence/csi-publications/csi-studies/studies/vol50no3/airport_security_5.htm

 

https://www.tsa.gov/blog/2017/08/01/inside-look-tsa-layers-security

Aircraft Systems: Landing Gear

          Often times we tend to overlook something as simple as landing gear.  Most airlines that use larger commercial aircraft, tend to have retractable landing gear on their aircraft.  Even though retractable landing gear is beneficial to streamline the aircraft, if the system does not operate correctly, it could cause dangerous and sometimes fatal results.  Take for example of the accident in Aalborg Denmark. 
         A retractable landing gear works in a few ways; electronically, hydraulically, or a combination. 
"An electrical landing gear retraction system utilizes an electrically-driven motor for gear operation. The system is basically an electrically-driven jack for raising and lowering the gear. When a switch in the flightdeck is moved to the UP position, the electric motor operates. Through a system of shafts, gears, adapters, an actuator screw, and a torque tube, a force is transmitted to the drag strut linkages. Thus, the gear retracts and locks. Struts are also activated that open and close the gear doors. If the switch is moved to the DOWN position, the motor reverses and the gear moves down and locks. Once activated, the gear motor continues to operate until an up or down limit switch on the motor’s gearbox is tripped."(https://www.flightliteracy.com/retractable-landing-gear-part-one/)
"A hydraulic landing gear retraction system utilizes pressurized hydraulic fluid to actuate linkages to raise and lower the gear. When a switch in the flightdeck is moved to the UP position, hydraulic fluid is directed into the gear up line. The fluid flows through sequenced valves and down locks to the gear actuating cylinders. A similar process occurs during gear extension. The pump that pressurizes the fluid in the system can be either engine driven or electrically powered. If an electrically-powered pump is used to pressurize the fluid, the system is referred to as an electrohydraulic system. The system also incorporates a hydraulic reservoir to contain excess fluid and to provide a means of determining system fluid level."(https://www.flightliteracy.com/retractable-landing-gear-part-one/)
          The problem with the electrical landing gear system that could possibly arise is a short in the wiring system going to the landing gear, or one of the switch's malfunctioning showing an incorrect position.  Shorts can be caused by damage caused to the wiring harness, by fraying, pinching, or corrosion over time.  Switches themselves can go bad, but it tends to be the sensor associated with that switch that tend to cause the problem.  These sensors can go bad for a number of reasons such as, dirt, debris, corrosion, improper exposure to elements, etc.  To combat these faults there are rigorous inspections, also back up sensors as well as possible ways to manually extract the landing gear outward through emergency gear extension systems.
          The problem with hydraulic landing gear is that debris can get into the hydraulic system and cause an under pressure or over pressure of the hydraulic system.  Theses sensors will restrict the landing gear and depending on the aircraft will cause the aircraft landing gear to stay in one position or another.  Once again these faults can be combated by back up systems, continued thorough inspections and emergency gear extension systems.
          One more way that the landing gear may be monitored to ensure whether or not it is in the stated position from what the displays or switches are showing, would be to have cameras near the landing gear for observation.





Pilot Handbook of Aeronautical Knowledge Chapter 7, pg. 7-34

https://www.flightliteracy.com/retractable-landing-gear-part-one/

https://www.skybrary.aero/index.php/DH8D,_Aalborg_Denmark,_2007