meyers9163
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Interesting none the less.... discuss
http://www.cnn.com/2008/TRAVEL/09/17/faa.problem.jet/index.html\
From Kathleen Koch
CNN
WASHINGTON (CNN) -- The Federal Aviation Administration rushed approval of the Eclipse 500 very light jet, even though it had unresolved design problems, according to testimony to be presented to Congress on Wednesday.
The FAA certified the Eclipse 500 in 2006.
Transportation Department Inspector General Calvin Scovel says his investigation found the FAA knew about the "deficiencies," according to testimony prepared for a hearing before the U.S. House aviation subcommittee that was obtained in advance by CNN.
But in 2006, the agency certified the aircraft anyway, in part because of an overly close relationship with the manufacturer, Scovel says.
In his prepared opening statement, House transportation committee Chairman James Oberstar said, "I fear that complacency may have set in at the highest levels of FAA management, reflecting a pendulum swing away from vigorous enforcement of compliance, toward an industry-favorable cozy relationship,"
The FAA denies the charge.
The Eclipse 500 is one of a brand-new class of small jets, promoted by the FAA as a potential solution to congestion around large airports and as a convenient, fast transportation alternative for small communities that can't support commercial air service.
Scovel's testimony says the FAA's desire to promote the plane may have contributed to the agency's decision to speed its approval, instead of giving the Eclipse the close scrutiny that a new aircraft using new technology by a new manufacturer would normally get.
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Scovel cites problems with the plane's software, airspeed and altitude indicator, stall warning system, cockpit display and main wing flaps that were identified, yet did not prevent the jet being certified for flight. Some of the problems persist today, and Scovel urged the FAA to take immediate steps to quickly resolve them.
The FAA, in testimony also obtained in advance by CNN, defended its actions.
The agency "would never, and in this case, did not, certify an aircraft that they knew to be unsafe or one that did not meet standards," says Nick Sabatini, the FAA's associate administrator for aviation safety.
Sabatini says the agency in August put together its own review team of outside experts to investigate the charges. Its findings, according to Sabatini, are that the FAA's certification of the Eclipse was "appropriate because it did meet the required standards."
He added that the team didn't find any "unsafe condition needing immediate attention."
The inspector general inquiry was prompted by FAA engineers and safety inspectors who contacted House transportation committee staff alleging that their concerns about the jet had been ignored, and that some employees had been punished for trying to slow its approval.
FAA software engineer Dennis Wallace's testimony describes how he and other FAA employees were called to a September 2006 meeting about a software supplier for the Eclipse. Wallace planned to report the software was far from ready, since it met just one-third of required objectives.
Wallace told the committee he faced a "harsh line of questioning" from FAA management. "The supplier was not the problem," Wallace said. "I was perceived by management to be the problem because I wasn't going to accept the software since it had not been shown by the applicant to be compliant to the applicable safety regulations."
Wallace said he was told that he needed to start "thinking outside the box," and that they were there to "save a company."
David Downey, an FAA manager who oversaw the engineering compliance of the Eclipse and was also at the meeting, said he ended up being removed from the project for raising safety concerns about the jet.
"I will survive this event," his testimony reads, adding his team felt "undermined and threatened" by having its decisions questioned from Washington.
In his testimony, Ford Lauer, another FAA manager, tells of inspecting Eclipses after manufacture and finding "improperly installed fasteners, misrouted electrical wiring, unsatisfactory safety wire, wrong fasteners being used, inadequate clearances between moving parts, etc."
But Lauer said citing such concerns drew objections from the jet's manufacturer. "Eclipse management would not hesitate to complain to FAA management when they perceived FAA inspectors were interfering with Eclipse's ability to deliver airplanes," he said.
To streamline inspection of the planes, the FAA devised a plan limiting the amount of time inspectors could spend on each aircraft and prohibiting inspectors from removing aircraft interiors and floor boards. Lauer said he'd never before encountered or heard of a project "where limits were placed on the ability of FAA inspectors to thoroughly inspect aircraft."
"The push was to get the first production aircraft certified rather than work toward corrective actions," FAA aviation safety inspector Maryetta Broyles said in her testimony.
Sabatini attributed the employees' concerns to inexperience, saying the FAA field office had never before been responsible for certifying a "high profile, complex project." He said it was "entirely appropriate" for FAA headquarters to get involved, but acknowledged that "no one likes to be second guessed or overruled."
In her testimony, Peg Billson, president and general manager of Eclipse's manufacturing division, called the jet "the most-tested and safest general aviation aircraft."
Billson, too, took aim instead at the experience of the FAA inspectors who had worked on certifying the Eclipse. "We believe that the FAA did not initially have the people with the appropriate knowledge and experience assigned."
Billson pointed out that of the 250 aircraft in use, no passenger or pilot has been injured or killed.
The National Transportation Safety Board in June sent an urgent recommendation that Eclipse throttles be inspected and emergency procedures developed after an Eclipse in Chicago, Illinois, had to make an emergency landing because of a throttle problem. The plane had seen only 238 hours of flight.
Since April, there have been incidents involving four other Eclipses, two of which sustained minor damage, while one was substantially damaged.
http://www.cnn.com/2008/TRAVEL/09/17/faa.problem.jet/index.html\
From Kathleen Koch
CNN
WASHINGTON (CNN) -- The Federal Aviation Administration rushed approval of the Eclipse 500 very light jet, even though it had unresolved design problems, according to testimony to be presented to Congress on Wednesday.
The FAA certified the Eclipse 500 in 2006.
Transportation Department Inspector General Calvin Scovel says his investigation found the FAA knew about the "deficiencies," according to testimony prepared for a hearing before the U.S. House aviation subcommittee that was obtained in advance by CNN.
But in 2006, the agency certified the aircraft anyway, in part because of an overly close relationship with the manufacturer, Scovel says.
In his prepared opening statement, House transportation committee Chairman James Oberstar said, "I fear that complacency may have set in at the highest levels of FAA management, reflecting a pendulum swing away from vigorous enforcement of compliance, toward an industry-favorable cozy relationship,"
The FAA denies the charge.
The Eclipse 500 is one of a brand-new class of small jets, promoted by the FAA as a potential solution to congestion around large airports and as a convenient, fast transportation alternative for small communities that can't support commercial air service.
Scovel's testimony says the FAA's desire to promote the plane may have contributed to the agency's decision to speed its approval, instead of giving the Eclipse the close scrutiny that a new aircraft using new technology by a new manufacturer would normally get.
Don't Miss
TIME.com: FAA investigating 11 carriers on safety issues
Scovel cites problems with the plane's software, airspeed and altitude indicator, stall warning system, cockpit display and main wing flaps that were identified, yet did not prevent the jet being certified for flight. Some of the problems persist today, and Scovel urged the FAA to take immediate steps to quickly resolve them.
The FAA, in testimony also obtained in advance by CNN, defended its actions.
The agency "would never, and in this case, did not, certify an aircraft that they knew to be unsafe or one that did not meet standards," says Nick Sabatini, the FAA's associate administrator for aviation safety.
Sabatini says the agency in August put together its own review team of outside experts to investigate the charges. Its findings, according to Sabatini, are that the FAA's certification of the Eclipse was "appropriate because it did meet the required standards."
He added that the team didn't find any "unsafe condition needing immediate attention."
The inspector general inquiry was prompted by FAA engineers and safety inspectors who contacted House transportation committee staff alleging that their concerns about the jet had been ignored, and that some employees had been punished for trying to slow its approval.
FAA software engineer Dennis Wallace's testimony describes how he and other FAA employees were called to a September 2006 meeting about a software supplier for the Eclipse. Wallace planned to report the software was far from ready, since it met just one-third of required objectives.
Wallace told the committee he faced a "harsh line of questioning" from FAA management. "The supplier was not the problem," Wallace said. "I was perceived by management to be the problem because I wasn't going to accept the software since it had not been shown by the applicant to be compliant to the applicable safety regulations."
Wallace said he was told that he needed to start "thinking outside the box," and that they were there to "save a company."
David Downey, an FAA manager who oversaw the engineering compliance of the Eclipse and was also at the meeting, said he ended up being removed from the project for raising safety concerns about the jet.
"I will survive this event," his testimony reads, adding his team felt "undermined and threatened" by having its decisions questioned from Washington.
In his testimony, Ford Lauer, another FAA manager, tells of inspecting Eclipses after manufacture and finding "improperly installed fasteners, misrouted electrical wiring, unsatisfactory safety wire, wrong fasteners being used, inadequate clearances between moving parts, etc."
But Lauer said citing such concerns drew objections from the jet's manufacturer. "Eclipse management would not hesitate to complain to FAA management when they perceived FAA inspectors were interfering with Eclipse's ability to deliver airplanes," he said.
To streamline inspection of the planes, the FAA devised a plan limiting the amount of time inspectors could spend on each aircraft and prohibiting inspectors from removing aircraft interiors and floor boards. Lauer said he'd never before encountered or heard of a project "where limits were placed on the ability of FAA inspectors to thoroughly inspect aircraft."
"The push was to get the first production aircraft certified rather than work toward corrective actions," FAA aviation safety inspector Maryetta Broyles said in her testimony.
Sabatini attributed the employees' concerns to inexperience, saying the FAA field office had never before been responsible for certifying a "high profile, complex project." He said it was "entirely appropriate" for FAA headquarters to get involved, but acknowledged that "no one likes to be second guessed or overruled."
In her testimony, Peg Billson, president and general manager of Eclipse's manufacturing division, called the jet "the most-tested and safest general aviation aircraft."
Billson, too, took aim instead at the experience of the FAA inspectors who had worked on certifying the Eclipse. "We believe that the FAA did not initially have the people with the appropriate knowledge and experience assigned."
Billson pointed out that of the 250 aircraft in use, no passenger or pilot has been injured or killed.
The National Transportation Safety Board in June sent an urgent recommendation that Eclipse throttles be inspected and emergency procedures developed after an Eclipse in Chicago, Illinois, had to make an emergency landing because of a throttle problem. The plane had seen only 238 hours of flight.
Since April, there have been incidents involving four other Eclipses, two of which sustained minor damage, while one was substantially damaged.
