An Airplane is a System

An airplane is a system, it is made of components

That are interconnected and have a behavior. Thus as a system, an airplane:

• It is composed of dissimilar elements/parts/components
• Parts are interrelated:
• What happens to one part may affect the others.
• What happens to one part may affect the outcome (output) of the whole system.
• While performing processes transform inputs into outputs, it has a behavior, derived from how it is formed (its structure) and the interrelation of its components.

The most important consequence is that to have control of what an airplane does, it is necessary to control its components and the interrelations between them.

When we put together this system, we have to assure the parts are right and the connections and processes between the parts are working right, to obtain the desired results.

How is this accomplished? By formally:

• Describe the structure (specify the components).
• Define the inputs and outputs (specify performance).
• Describe the processes that transform inputs into outputs (define procedures).

The word formally means with a form, following some order, that have a material permanent  form, so it is not just an idea or immaterial thing.

That's why it is necessary to have the drawings and construction manuals, have a specifications sheet, and finally the Pilot Operating Handbook or POH.

These are considered to be so important, that are required by regulations as an input to grant the airworthiness or permission to fly.

As a system -it is the widespread strategy- the safest way to operate (fly) an airplane is following checklists. It is adhering to formal procedures.

The Fundamental of Testing

The foundation of a sound testing is a sound Testing Program

The testing goal is not only to know the performance envelope of an airplane; it is also an assessment of its reliability. Reliability is inherent to a system. An aircraft is a system, integrated by its hardware, software, supporting infrastructure, operators and procedures.

The Testing Program begins during the construction of the plane, with a clear definition of its intent of design and specifications and a good documentation of the systems that form the aircraft.

The Testing Program does not end with Phase 1, its life spans thru the life of the airplane.

A sound Testing Program does not only encompasses good inspection and testing methods, it includes good recording practices, it also includes sound evaluation, assessment of records and results, action curse definition and follow-up

The most important resource to secure for the Testing Program is the Team. Testing can’t be done alone, it is fundamental to have a group of persons working for one objective, a Team. When the Team is working properly, its results are greater than the mere sum of its parts.

Once you get the Team, setting the right teamwork is next. The key is to have a plan, assign tasks and responsibilities to each member, and rehearse until you are sure that everyone and the team as a unit are capable of ‘Plan the flight, and fly the plan’.

Having the Team and  the plans does not suffice, it is necessary to identify and procure the needed resources, in terms of time, equipment, tools, instruments, instructions and reference info. As said it has to be obtained at the time of rehearsal.

The results consists of knowledge of airplane capacities, airworthiness, and finally as a consequence, the reliability and confidence in the plane.

On Safety – Iteration 1

Safety Results from the Concurrence of Several Factors

Safety is the result of combining different factors in conscientious and active manner.

Whenever we talk of accidents, we talk of a “chain of events”. These are the result of different factors combining each other in an exact temporal sequence.

An accident is not ‘accidental’ –it could be casual or fortuitous, even, it could be unintentional or unplanned– is the result of the concurrence of different factors.

Hence, to prevent accidents to happen, it is also necessary to accomplish the combination of several factors.

These in the aviation world can be grouped as:

• Pilot/person: Aptitude, as fitness and/or ability and/or competence and qualification; Attitude, as disposition, mindset, posture.
• Aircraft: Condition, available fuel, capacities/performance.
• Environment: Weather, airport/airstrip conditions, time of the day, terrain, other aircraft/traffic.
• Procedures: intended mission, planning, preparedness.

As obvious it may seem, accident reports tell otherwise. But, why is that happening?

Safety doesn’t happen. Safety is made happen.

Whenever in search of safety:

Have to combine factors – In a consistent way or manner. It is following a procedure.

Consciously – Being aware of what the situation is, what could happen and what could be done.

It means to take deliberate actions to make safety happen. Whenever actions are not deliberately taken, there’s not safety, there's only the fortune wheel spinning.

Safety is the result of the conscious actions taken to break the chain of events that evolve into an accident.

When the Construction of an AB Aircraft Ends

THE CONSTRUCTION OF AN AMATEUR BUILT PLANE DOES NOT FINISH WITH THE RECEPTION OF THE PINK SLIP FROM THE DAR.

Normally the guys that put considerable deals of money, sacrifice, efforts, and even joys in the construction of an aircraft, consider the inspection and approval from the DAR -documented in the coveted "Pink Slip"- as the milestone that marks the completion of the construction process.

This is quite not true.

It is one of the most dangerous half lies/half truths. Here's why: "The construction stage ends when the plane is ready to accomplish its purpose, it is to fly".

That the plane is ready  means -more than a legal status- that it is apt, able, prepared, capable. And therefore,  to fly also implies that is safe and consistent to it design intent. 

So, when the construction ends ?

The construction of an Amateur Built Aircraft finishes after it is tested, all squaks are corrected and everything is properly documented in the Pilot Operating Handbook. It is then when we have a finished airworthy airplane!

The Airworthiness Certificate –the Pink Slip– is the way to state that aircraft you built is legally apt to be flown in order to test and establish its operating limits.

Sorry, despite the customary use of: “…is a plane! Received the Pink Slip”, indeed it is not. And as said before, it could be a dangerous half truth. Because it leads to think and act as if it is a reliable, dependable plane.

The real stuff is that it has to be tested, squaks or issues found and corrected. And finally, operating limits defined and established. Then you have a plane!

That’s why testing is so fundamental. It is last step of the construction.

A Plane (or Building It) is more than Stuff

AN AIRPLANE IS MORE THAN ITS MATERIAL COMPONENTS

To build an aircraft not only includes the material stuff as the airframe, engine or avionics, but also entails immaterial assets which provide sense and value to the plane and its pilot.

An airplane is composed of several different parts and components, that are grouped in categories such as Airframe (or structure),  Engine, Electrical, Avionics, Cockpit/Cabin.

But, for an airplane be an airplane, it is also necessary to have a different type of parts and components. These are not tangible, but they are as essential as the others.

Drawings, action plans, work and inspection procedures, software, operation procedures these are not material, although they need some sort of material support to be available, such as paper, screens, etc.

They are to provide a support, a guide for the material stuff be done properly, accurately.

By understanding this concept, we know that building an aircraft does not only take the effort of putting toghether the parts and components. The efforts in the non-material parts are also necessary to get the things done.  

NTSB:Safety Study on Experimental Amateur-Built Aircraft

AFTER YEARS OF 'POKING THE BEAR' (VANS IN THE RVATOR NO 4-2007) IT SEEMS THAT IT IS STARTING TO FEEL TRAPPED AND THAT IT HAD ENOUGH.

The accident statistics are telling stories and NTSB has acted. It began with a Safety Forum and the issue of 16 recommendations. Some can be contested, but the rest are to be (or shall be) adopted by the amateur built planes community.

Why should be that done? Again: the accident statistics are telling the story. The analisys of Amateur Built Planes accidents show that the actual practice is in the wrong direction.

The possibility of building and flying your own plane, is not to be taken for granted. It implies also obligations. These planes are operated in public spaces, using public resources for this operation. And finally, at any time there is an accident, the public is exposed.

It is in the best interest of the amateur built planes community -not only kit manufacturers- to begin an active work toward improving safety. Which neccesarily pass thru the erection or 'mise en place' of rules oriented to assure a safe construction, inspection, testing and operation of Amateur Built Aeroplanes.