Hawaii incident reports reveal more human error than mechanical mechanism

Honolulu – With the Boeing models 737 Max 8 and Max 9 based, we wanted to know what kinds of problems came on pilots on Hawaii flights? Always found Investigation that pilots had some mechanical glitches to seriously report to the Federal Aviation Administration – and not just 737s. However, the majority of reportable incidents involve human error, airport congestion, and flight control staff.

Many of the FAA's safety protocol sets include a voluntary reporting process, including the writing of incidents on the Aviation Safety Reporting System. Investigation has always reviewed all postings since the Max models came out to find out what issues Hawaii pilots had with the 737 Max or any other plane.

We found that in 2016 there were mechanical problems on passenger planes in 129 posts. Here are some stories written by pilots themselves:

“We felt a kick. It happened a second time and then the third time. The aircraft controls were doing something that was not normal. "This was on an unspecified plane model.

A 737 pilot noticed, "multiple errors during a taxi," wrong weight, and a field incident that resulted in a scrapped tail.

On a further 737, there was a significant maintenance delay followed by sudden turbulence when there was no forecast.

The pilot scheme started on Airbus and the instruments were difficult to read.

It was reported that the weak wi-fi was taking the real-time tire on 787, and that the pilot would be served: “It was about a year ago the 787 wi-fi issue was present and in the meantime , not to write it up in the logbook. "

A FAA spokesman said, "The FAA reviews the reports and cross references them to other data sources to identify potential risk areas for further investigation."

Potential risk areas include things reported much more frequently than mechanical glitches: human airborne or flight control, risks from peak traffic congestion, staffing issues and fatigue at the towers.

A flight controller wrote a collision near the air between incoming planes, saying that it was a “catastrophic event that was about to happen. This was a pilot bias. ”

And a pilot put the blame on control of the land when two planes came too close to comfort at the top saying, "We would be in direct conflict with the aircraft landing. ATC failed to put traffic in order."

The FAA shows these examples of their training, safety systems and backup working, saying "Our system has so many redundancies that one problem does not result in an accident."

But some aviation professionals say that it could be quite long, feeling stretched to the border in Hawaii sectors, initially through congestion at busy airports.

A regulator writes, "The regulators always tell them that they have planes, mitigate them or keep them out. As a result ATC is extremely dangerous and complicated."

Another says, “Today is the worst thing I have ever seen… The sector should not be working as much airspace as they do.” T

Concerns about staffing levels against a huge workload are putting pressure on workers at the controlled towers, stories of 6-day working weeks and on-site hours at the time, controlling frequently encountered sectors, or controllers who operate multi-role switch on same.

One incident report says, “I have been working with CIC and a radar for a few staff.” T

Another episode says, "I worked in a cabin and headed together. What happened to hell and why did everything fall so quickly?"

But it is like the stories from closed incidents that separate calls are not so incredible.

A tower worker writes, "Nearly 3 planes have had a devastating event, nearly 3 planets. We have a small team again and again. I was shaking after the incident."

"I don't want to see another event like this before our management decides to disconnect the sectors during busy periods."

In another adventure controller writes, "The team is blamed for short by the HCF.

“Fatigue is playing a factor in our daily operations. I fear that a catastrophic event may occur. "

The FAA suggests that, although these are the first stories, “they describe safety issues as perceived by the reporting party, and that the FAA is making a significant contribution to these reports,” adding " safest period in global transport by the US aviation history system. "

The FAA tells KHON2 that they have a targeted staffing level of 83 controllers for Honolulu and that 88 of them are on board, but that the air traffic control workers' union – National Air Traffic Controllers Association – said in a statement that they have “low 30 years of fully-certified air traffic controllers across the country and, as we have warned in recent years, that capacity must be reduced when there are not enough staff to protect everyone's safety”. ensure flights. "

NATCA states that only 61 controllers are fully certified for the Honolulu Control Facility area, saying “This is 22 below the targeted facility number for a full set of fully certified controllers and indicates that this is a shortage facility, such as others around that is why it is a staff crisis. "

NATCA states that the number of people available in the ECA provided in the FAA takes into account that they can only work on certain volumes of traffic on their own or that they work with an on-the-job trainer, and should not t Included as part of an analysis of appropriate staff for handling day-to-day traffic loads facility.

The state Department of Transport said in a statement: "Air Traffic Controllers are federal employees and do not manage HDOT's staff schedules. As usual, safety is at the top of priority and we will work with our partners in the federal government to continue safe and efficient operations."


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