As noted in the Commission report, human factors research must be a continued consideration. The Institute is presently focused on investigating ways to improve maintenance documentation available to personnel. Maintenance errors have been identified as a major contributing cause in approximately 12% of major aircraft accidents. The perception was that maintenance manuals are laden with errors. However, results from a study funded by the FAA Airworthiness Assurance Center of Excellence (AACE) showed that airline companies adequately provide valid and appropriate content. The problem lies in the cumbersome way in which the material is presented. Manuals should be prepared in a more “user-friendly” format, allowing ease in finding the relevant technical documentation and improved sequencing of information for complex maintenance procedures. Technical writers must be familiar with how aviation maintenance is performed in order to effectively describe complex procedures. One of the unexpected outcomes the human factors research program was the development of an education program to offer an Associate of Arts degree specializing in aviation technical writing. This new program at Wichita State University is designed to provide students with special aviation training so they can better understand how to effectively communicate maintenance instruction in the manuals. The program was created through a joint effort of WSU, the Wichita Area Chamber of Commerce and the Wichita Area Technical College (WATC). Local aviation manufacturers including Cessna, Raytheon and Bombardier, supported the program through research and program development that designed the curriculum and coursework. In another collaborative effort, the Institute and Boeing Commercial Airplanes - Wichita Division are currently in the process of completing research on the effects of manufacturing defects on composite nacelle structure. This program was successful in reducing the cost of repairs and improving the first pass yield. It has also provided a substantial database for assessing damage that occurs in the fleet. A relatively new quality assurance inspection technology has been investigated in the research and appears attractive for in-process manufacturing inspection. Further research aimed at facilitizing the technique for use in aircraft production may result in a small business opportunity for producing associated equipment. Another important area that requires serious investigation is the current aging aircraft problem. Economic and market conditions of present-day airline companies are requiring the use of commercial and military airplanes far beyond their original design life expectancies. The general aviation fleet consists of more than 215,000 aircraft, of which more than 25,000 are over 50 years of age and are still flying and being resold. This aging airplane concern is being amplified as more airline companies use aged aircraft and rely on standard inspection practices for a guarantee of airworthiness assurance. NIAR recently opened a new laboratory that will focus on the integrity and aging aspects of small airplanes in commuter service. With funding through the FAA Airworthiness Assurance Center of Excellence and in partnership with several original equipment manufacturers and airline companies, this new laboratory will explore aging concerns in the commuter aircraft fleet and establish guidance to ensure that current maintenance programs of small general aviation airplanes are providing acceptable levels of continued airworthiness.
COMMISSION REPORT ON THE FUTURE OF THE AEROPSACE INDUSTRY In conclusion, I know we all agree that the future of aerospace is critical to national security, transportation mobility and freedom, economic well-being and quality of life for the American people. The Commission’s sense of urgency to address the needs of the aerospace industry cannot be ignored. America’s leadership in aerospace is becoming threatened. On December 17th, 1903, the brothers Wilbur and Orville Wright flew their Wright Flyer from level ground under engine power alone and made aviation history for the United States. It would be historically appropriate if the world dominance of the United States Aerospace Industry could be assured for the next 100 years through new and dynamic federal programs and policies. I would like to thank you for the opportunity to testify today.
An average of one time every day there is a safety-related accident, incident , or threat reported in the U.S., with the majority of incidents going unreported.
The press usually covers only major accidents that result in total and absolute fatalities.
The table below is a list of small plane crashes that occured during recent months in 2008. This is just a small list of hundreds of crashes that occur yearly.
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