The Japanese trifecta of tragedy has some people rethinking risk-assessment models and catastrophic risk in general. And maybe those of us in aviation should as well. After all, these models are only as good as the assumptions that are made about the likelihood of an event–or a series of events–occurring.
Certainly the news that there were no U.S. airline passenger fatalities in 2010 is cause for reflection and, yes, some self-congratulation by all those who made it possible. From airline and manufacturers' boardrooms to the 10th floor of 800 Independence Avenue, congratulations are in order.
As you've probably read, NetJets chairman and CEO David Sokol resigned abruptly from that company and parent firm Berkshire Hathaway on March 28, after questions arose about his purchase of stock in a firm that Berkshire subsequently offered to buy.
Britain’s coalition government–composed of an exotic combination of Conservatives and Liberal Democrats–is at war with itself in more ways than one. But its recent proposals for a new tax on private aviation are a prime example of this conflict.
Now that the FAA issued an emergency AD to address fatigue cracking in some 175 Boeing 737 Classics, the question arises: how could have Boeing so wildly miscalculated the interval at which inspections of this particular area of fuselage should occur?
As a general rule, AIN does not discuss aircraft accidents with reporters from the general media for the simple reason that we can’t really add much more than background information to what the NTSB and FAA report. We have also found, as have many others, that speculation about the cause of any accident, as is often reported in the general media, is usually pointless and often harmful.
The FAA is abdicating its safety responsibility.
If I were to experience a tornado, or a near-tornado, my guess would have been while visiting one of the aircraft manufacturers in Wichita. After all, it's hard to miss the emergency tornado shelters scattered throughout the Cessna, Hawker Beechcraft and Learjet campuses in the self-proclaimed Air Capital of the World.
The rapid uptake of Apple’s iPad into business and even commercial aviation cockpits has been stunning. So, too, has been the deployment of applications that do everything from displaying moving maps with geo-referenced (own-ship) position on airport, en route and approach charts to providing terrain awareness and pre-flight (and soon in-flight) weather.
The air campaign over Libya has rekindled the debate about what exactly air power can accomplish without “boots on the ground.”