AircraftOwner Online

Aviations Dirty Little Secret-
By Michael Leighton

Last week, I watched as an RV-6, one of the most popular homebuilts ever designed, crashed on takeoff from my home field. The engine quit at an estimated altitude of just over 200 feet AGL, and the aircraft spun into the lake at the end of the runway. The pilot, a well liked and experience aviator, did not survive. That was the second fatal accident and the third serious accident of an experimential aircraft based at my little airport since the beginning of the year.
The dirty little seceret of general aviation is that experimental aircraft have a disporportionately higer fatal accident rate then the rest of the G.A. fleet. Further, they display a disproportiionately higher percentage of accidents attirbuted to mechnical failure, 28% , with more than 9% attributed to "unknown" causes. These are not my numbers, they are published by the EAA. AOPA publishes the NALL report, another telling document that echos these findings. NTSB's accident file database carries detailed accounts of many of these accidents.
The insurance companies are keenly aware of this. The F.A.A. has recently announced a study due to concern about handling characterisitics of homebuilt aircraft ( read experimental aircraft).  What no one has asked, or answered is why?
Are the handling qualities really the issue? Or is it the nature of the homebuilt aircraft? More emphysis on construction, less on flight?
While I have flown many types of homebuilts, and even owned one, I am not in that world. I want to hear from those who are.
Is this a flight training issue or an aircraft design issue?

The FAA is now considering new rules for regional airline pilots in regards to training as well as duty time. Duty time is something we do not think about very often in our bug smashers but we should.

 

I flew an IFR flight the other day which only lasted three hours. However, I was at the hangar preparing the flight plan, doing some minor maintenance, and cleaning things up for about six hours before takeoff. The result was doing a hard, night, IFR approach to an unfamiliar airport after being “on duty” for about nine hours.

 

No one was watching my “duty time” nor had I paid much attention but I was sure glad there was someone else with me to drive the three hours from the airport to our final destination.

 

There are multiple studies which show that fatigue affects performance and increases accident rates. Fatigue is difficult to measure and there are multiple variables which add to its effects such as hunger, thirst, stress, pain (e.g. that low back ache), or distractions. Unfortunately, the National Transportation Safety Board does not worry too much about small plane accidents and takes the easy way out attributing fatal accidents to the generalized “pilot error” cache. But how many of those accidents might be related to fatigue. We will never know without cockpit and data recorders.

 

We need to be self vigilant and monitor our own “duty time.” Are we fit to fly and by extension, will we be fit to land at the end of our flight?

 

The problem is accentuated by the demographics of the pilot population. We all are getting older. One of the most common problems brought to the attention of physicians by “older” patients is sleep disturbances. Sleep disturbances create fatigue and somnolence which is accentuated by advancing age.

 

Naps are good—just not while you are flying by yourself. In fact, sharing flying duties is a great way to reduce the effects of fatigue. Also, being more cognizant of scheduling is important. Do you really need to fly home after an exhausting all day meeting? Waiting till the next morning might may all the difference in the world.

 

What about drugs to help with getting to sleep, staying asleep, or to adjust sleep cycles to times zones? In a word, very simply, NO!

 

There are many problems with sleep medications whether they are over the counter (OTC) or prescription. First and foremost, they all are addicting. If you use any sleep medication for three days in a row whether it is Benadryl® OTC or prescription Ambien®, you will not sleep the next night. (Many pharmaceutical companies are allowed to say their medication is not “addicting” by FAA standards, however, that is only because insomnia is not a “withdrawal” symptom.)

 

More importantly, the metabolic breakdown products of these medications will affect daytime performance and wakefulness. Chemical metabolites also accumulate with chronic use and can cause other symptoms such as irritability and depression.

 

High carbohydrate meals will also accentuate fatigue. Generally, the carbohydrate load will increase wakefulness as blood sugar rises but this is short lived as fatigue returns with the rapid decrease in blood sugar that is associated with the insulin response. This rapid fall in blood sugar can be mitigated by making sure the preflight meal has significant protein content.

 

Dehydration increases fatigue as well as other problems. Drinking fluids on long flights, particularly at higher altitudes and pressurized environments, is very important for a variety of reasons. If you are worried about having to urinate in the aircraft, grab some “TravelJohns”. They are inexpensive, single use urinals which turn the urine into gel preventing spills and ensuring order.

 

The bottom line is that we all should be acting as our own dispatchers. We need to take into account all our physiologic factors when preparing for and making flight decisions.

Squeak, squeak. Click, click, click. Snap! “There, it’s done,” exclaims the proud pilot as he looks back to admire his first aircraft spark plug replacement. “It’s a thing of beauty!” While many Aviation Maintenance Technicians (AMT) may not share this pilot’s enthusiasm for changing spark plugs, they do realize the benefits of having owners more involved with their aircraft’s maintenance. Pilots who perform preventive maintenance reap the benefits of having greater knowledge of the inner workings of engines and airframes, as well as all their associated systems and components. In return, AMTs can

better communicate with these pilots, who are armed with improved technical know-how, and can more accurately diagnose difficulties and properly maintain the aircraft.

 

But, exactly what type of maintenance can a pilot perform? What are the legal restrictions? Is training required? Does someone need to supervise? These are all questions aircraft owners face at one time or another. This article will address these questions and give you a better understanding of what types of maintenance you can and cannot do.

 

Getting Started

Perhaps one of the best ways you can prepare for your first foray into the world of aviation maintenance is to have a better understanding of the basics. Start by dusting off those pilot handbooks and manuals and review the systems sections for a good refresher on aircraft engines, propellers, electrical systems, landing gear, and more. You can

also track down the maintenance manuals for your specific aircraft and examine some of the diagrams and procedures in detail. There’s little sense in changing spark plugs or oil filters if you don’t fully understand the systems these components impact.

 

Other good references are FAA advisory circulars on acceptable methods, techniques, and practices (AC 43.13-1 and AC 43.13-2), now available in a print version and available at several online bookstores. This detailed, one-stop guide for all

elements of aircraft maintenance can be a big help to pilots interested in learning more about the overall inspection and repair process.

 

In addition to educating yourself in system fundamentals, it’s equally important to prepare mentally before you start turning a wrench. Maintenance is a serious and regimented activity not to be taken lightly. Just as a pilot needs total concentration to ensure a precise and safe landing, concentration is important for anyone who attempts to perform maintenance, no matter how seemingly minor or inconsequential the task may seem.

 

31 Flavors (of Savings)

Pilots, especially those who enjoy tinkering with mechanical things and interested in saving a few dollars here and there, often ask the question: Exactly what kind of maintenance can I do on my aircraft? If you hold at least a private pilot certificate issued under Title 14 Code of Federal Regulations (14 CFR) part 61 and your aircraft is not used under 14 CFR

parts 121, 129, or 135, you may perform preventive maintenance on your own aircraft. To see a list of the 31 items a pilot can perform without supervision, see Appendix A in 14 CFR part 43. Examples of these approved items include:

 

• Removal, installation, and repair of landinggear tires

• Replacing and servicing batteries

• Cleaning fuel and oil strainers or filter elements

• Replacing any cowling not requiring removal of the propeller or disconnection of flight controls

 

But before you start changing tires, there’s an often overlooked detail contained in the definition of preventive maintenance that can affect your eligibility to perform these tasks. For one, 14 CFR section 1.1 defines preventive maintenance as “.... simple or minor preservation operations and the replacement of small standard parts not involving complex assembly operations.” The key word here is complex.

 

Due to differences in aircraft design and accessibility of certain components, a procedure like changing an oil filter may be a simple job on some aircraft, but complex on others. Owners and pilots must use good judgment in determining whether a specific function appropriately qualifies as preventive maintenance. When in doubt, talk to a mechanic. Keep in mind also that if a job is not listed in 14 CFR part 43 Appendix A, it does not qualify as preventive maintenance and therefore cannot be performed unsupervised.

 

It’s Awl or Nothing

With a wrench in your hand and a brain fresh with mechanical knowledge, you’re now ready to pop open the cowling and get your hands dirty, right? Not exactly. It takes a bit more than technical know-how and a desire to get some dirt under your nails to start any kind of aviation maintenance. There must also be a clear understanding of all facets of the work you plan to perform, along with careful attention to all applicable regulations.

 

Pilots performing preventive maintenance are bound by the same regulations as any certificated AMT under 14 CFR part 43. Among the regulation requirements is the need to make certain you have all available tools, equipment, and test apparatus necessary for any maintenance task. You’ll also need all associated reference materials and manuals. In particular, 14 CFR section 43.13(a) states that each person performing maintenance—pilot or mechanic— is required to use “the methods, techniques, and practices prescribed in the current manufacturer’s maintenance manuals…or data

acceptable to the Administrator.”

 

Part 43 goes on to state that pilots performing preventive maintenance must perform all work in such a manner “that the condition of the aircraft, airframe, aircraft engine, propeller, or appliance worked on will be at least equal to its original or

properly altered condition.” Here’s a stipulation that requires a great deal of consideration before you embark on any kind of preventive maintenance. If the job seems the least bit complicated, or includes any step that is beyond your ability, put down the tool, step away, and seek help. Have someone qualified, who knows the task well, walk you through the steps.

 

“Learn to do it properly, before doing it at all,” says FAA Aviation Safety Inspector (Airworthiness) Kim Barnette. “It might cost a little extra the first time you have a qualified repairman or mechanic show you a particular task, but there are dozens of tips you can only learn from someone who has experience  with that procedure.”

 

With more than 30 years of GA maintenance experience, Barnette is privy to many of the inside tips that aren’t always explained in a manual and which can easily trip up a unsuspecting pilot during preventive maintenance. “Take safety wire for example,” explains Barnette. “I’ve seen many pilots over-tighten safety wire to where you could pluck it like a guitar string. If installed that tight on an oil filter, the safety wire could begin to cut into the filter, and within 15 to 20 hours, your engine might start dumping oil.” He’s seen it happen—unfortunately with tragic results.

 

Another easily misunderstood concept concerns torque values. Habits picked up from performing certain automotive maintenance tasks, like hand-tightening an oil filter during an oil change, can trickle over during similar aircraft preventive maintenance tasks, sometimes with deadly consequences. Components such as oil filters, spark plugs, and fasteners typically have a prescribed torque value that must be followed using the appropriate tool or torque wrench.

 

Also, take care not to exceed the torque values: Tighter does not always mean better. Torque values are set just as much for preventing overtightening as they are for making sure an item is properly secured. An over-tightened spark plug may

actually damage both the engine and the spark plug, which can cause problems with the transfer of heat from the combustion chamber.

 

Please Sign on the Logbook Line

Maintenance record entries are another critical regulation often overlooked by pilots. Part of the duty and responsibility that comes with the privilege of doing preventive maintenance is returning the aircraft you worked on to service. This is normally a straightforward process that entails making the proper entry in the aircraft records. The entry boils down to three basic parts:

 

• Description of work

• Date

• Signature and certificate number

 

In the description of work performed the entry should indicate what was done and how it was done. If the description is extensive, reference the document containing the description, e.g., manufacturer’s manual and/or advisory circular.

 

The signature constitutes the approval for return to service for the work performed. Forgetting this important step could find you in violation of 14 CFR section 91.407(a), which states that no one may operate any aircraft that has undergone preventive maintenance unless it has been approved for return to service with the required maintenance entry. In addition to your certificate number, include the type of airman certificate you hold. For example, PP, CP, or ATP would be used to indicate private, commercial, or airline transport pilot, respectively. Finally, remember to keep all entries neat and legible.

 

Can I Do More Than Preventive Maintenance?

You can perform aircraft maintenance other than preventive maintenance, just not by yourself. According to 14 CFR section 43.3(d), you must be under the supervision of a properly certificated AMT or repairman to perform maintenance or

alterations, which the supervising mechanic has authorization to perform. The regulation also does not authorize the performance of any required inspections. Only a properly certificated AMT or repairman can do that.

 

This provision in the regulations affords pilots, and even non-pilots, a unique ability to learn more about aviation  maintenance and get an inside look at how their aircraft operates beyond the allowed preventive maintenance procedures.

 

Yet another good opportunity to become more acquainted with your aircraft is during the annual inspection. Although you cannot participate in the actual inspection, you can assist with removing panels, cowlings, seats, etc., as well as help perform some of the maintenance tasks required for the inspection. It’s best to coordinate ahead of time with the AMT with Inspection Authorization (IA) or repair station performing your annual before you attempt any work. Working together to set up a coordinated schedule should allow the inspection process to proceed more smoothly, and possibly help you reduce aircraft downtime. (See Nuts, Bolts, and Electrons on page 34 for more information on IA roles and responsibilities.)

 

“When working with an AMT or IA, be involved and ask questions,” says Walt Schamel, a FAASTeam representative and training manager for Airline Transport Professionals in Jacksonville, Florida. “The more you know about the condition and

work being done to your aircraft, the safer the plane will be and the more in tune you’ll be to keeping it maintained safely in the future.”

 

Tools and Training

Like most things in aviation, aircraft maintenance techniques and procedures are in a constant state of flux. The challenge for many mechanically-inclined pilots (and many AMTs for that matter) is keeping up with all the updates. Fortunately, there are several good resources to learn more about aviation maintenance. Start with the aircraft-specific service and maintenance manuals, as well as any specific equipment manuals to cover installed components such as brakes, tires, and carburetors. Also, review any applicable Airworthiness Directives (AD) that pertain to your aircraft.

 

Another worthy endeavor to make peeking under the cowling a less bewildering experience is to attend a training class. Many AMT schools offer classes on preventive maintenance, some tailored specifically for pilots. Type clubs are another good source for maintenance information, as are many of the various air shows and fly-ins held throughout the year that frequently offer hands-on seminars. If you happen to be at Sun ’n Fun this year, check out Walt Schamel’s presentation on owner-performed maintenance at the FAA Safety Team’s National Resource Center.

Weighing the Pros and Cons

Performing maintenance on your aircraft can have several important benefits. It can save time, money, and can open doors to a new world of understanding about your aircraft. But along with this new knowledge comes responsibilities.

“Don’t get lulled into a false sense of security,” warns Barnette, who has seen pilots, armed with a little maintenance knowledge, try to troubleshoot problems beyond their ability. “Focusing on an incorrect solution may wind up doing more harm than good.” When faced with a mechanical problem, Barnette suggests landing as soon as possible to have

someone qualified check it out.

 

As many pilots would agree, preparation is the key to the quality and safety of a flight. That same approach applies to performing maintenance on your aircraft. With good practices, the proper tools and materials, and a professional attitude, you’ll be sure to “maintain” your way to greater safety.

 

Tom Hoffmann is associate editor of FAA Aviation News. He is a commercial pilot and holds an A&P certificate.

How far are you willing to go against your fellow citizens in the name of national security?

 By now, many of us who fly out of air carrier airports have have gone through the Transportation Security Administration's (TSA's) latest training program in an effort to prevent terrorists from using GA aircraft to wreak havoc.  In the wake of IRS foe Joseph Stack's kamakazi act on a Texas IRS office recently,  Texas Congressman Mike McCaul was quick to label the crash--which left two people on the ground, one dead and one critically injured; Stack died in the crash--a terrorist act.

One wonders why previous attacks against government installations haven't also been labeled terrorism, but you can bet your bottom gallon of avgas that when politicians use such language, they're going somewhere; there's an agenda. McCaul's party, the GOP, is normally known as foes of big government and freedom-quencing security scrutiny of private citizens, but this time, McCaul is breaking ranks with fellow Republicans most likely to demand a crackdown on General Aviation security.  Even in his zeal, McCaul recognizes no security measures could have prevented Joseph Stack from flying straight into the IRS without an appointment, short of climbing into his head and observing his thought processes. Stack owned the aircraft, presumably had restricted airport access to it, and had no history that would have led us to believe he was headed out on a mission of vengeance.

Which brings up my mixed feelings on the TSA's de-facto deputization of us as pilots, mechanics, and others with legitimate reasons to have access to an aiport. During our security access training, shaped and mandated by the TSA, we're supposed to challenge people we meet to produce an access card, or we report them or detain them. If that doesn't creep you out the way it does to me, you probably don't see the parallels in history. My father fought Nazis in WWII, sunk a U-boat and shot at retreating Germans on Normandy Beach, so this is close to home. In the presence of a culture that had become so terrifyingly vicious... all in the name of safety, order and economic prosperity...that they built the world's largest network of secret police.  National Socialists commandeered Germany's pre war representative democracy, and "encouraged" citizens to report people they deemed disloyal.

So here's my dilemma: If one of us who have been trained and unofficially deputized by the TSA to challenge and confront possible security risks had been present when Joseph Stack approached his airplane, we might have seen enough telltale emotional or personality symptoms to have prevented his attack. But, would you have done it?

While recently renewing my CFII certificate, I had to answer such a question. I got it wrong because I picked the obviously wrong answer, and wrote a note to Gleim, the flight instructor renewal course provider. What I told them is that I am not comfortable with being asked to exercise semi-police powers when I have not had law enforcement training to recognize problems and protect myself, all without a weapon.  I have a wife and children, for gosh sakes. The people at Gleim were more than sympathetic, and agreed that I should be able to opt out of the TSA's demi-cop program, for safety's sake.  But getting back to Stack; I might have prevented his flight, but I might have been hurt or killed by trying to prevent it, and that's the dilemma.

Sadly there's another dilemma, too; the morality of tattling on fellow aviators, reporting them to the TSA, police or FAA.  What is your political belief, religion or philosophy? What is your ethnic background or gender? If the day comes when you happen to be one of those society deems a threat or a danger, today's security rules could become tomorrow's portal to persecution. The reason we agreed to open the door was safety, an altar at which most Americans bow today--just look at the cottage industry of liability lawyers and the companies that make safety equipment mandated on new cars--but when the law is abused and the government is too powerful, the reason for starting it all is lost in the fog.

Every time the TSA or Congress want to saddle us with a new security rule, I suggest we scrutinize them carefully, rejecting the ones that restrict our civil rights, fail to make flying safer, and especially those that turn our neighbors into quasi cops and informants. Yes, that means letters, phone calls to media and government, but aren't those part of our normal responsibilities as American citizens and voters, anyway?

Although they may be happy to have a job in the midst of a recession, American workers are increasingly unhappy with their jobs. A survey by the Conference Board research group found job satisfaction is at its lowest in 22 years. Only 45% of U.S. workers said they were satisfied with their jobs. This is not recession fallout; U.S. worker satisfaction has been decreasing steadily for the past two decades.

“It says something troubling about work in America,” admitted Linda Barrington, a Conference Board managing director. “It is not about the business cycle or one grumpy generation.”

Analysts are concerned that worker dissatisfaction is negatively impacting productivity and innovation, hindering America’s ability to compete (see our January 25 post). With the struggling airline industry unable to offer the salary increases, improved benefits or promotions traditionally used to reward workers, airlines and FBOs must pursue alternate motivational strategies.

Worker job satisfaction improves, experts say, when employers demonstrate that they care about and respect their employees.

• Keep your employees in the loop. Keeping workers informed reduces workplace anxiety, allowing greater job focus.
• Show employees you care. Utilizing ergonomically-designed aircraft tugs demonstrates concern for your employees’ health and safety while making their jobs less strenuous. Ergonomic aircraft tow equipment takes the pain and strain out of maneuvering aircraft around hangers, FBOs and airfields. Using ergonomic aircraft tugs to create a healthier, safer work environment improves worker morale and productivity.
• Share the load. Lindy’s aircraft tugs are so easy to use FBOs can implement customer self-service programs to decrease the strain on overworked staff. Because the ergonomic design of Lindy’s aircraft tugsallows workers of any shape and size to maneuver airplanes with ease, management and other staff can easily lend a hand. Nothing shows workers you care more than rolling up your sleeves and working in the trenches with them!

“Will they work with my wheel pants?” That’s one of the most asked questions we get when talking to customers about innovative Lindy’s aircraft tugs. And the answer is, YES. All three Lindy’s airplane tug models will work on planes both with and without wheel pants. All of our aircraft tugs also work equally well on planes with tricycle or tail-dragger design. Lindy’s aircraft tugs are the most versatile airplane tug on the market.

In designing Lindy’s aircraft tugs, our goal was to create a versatile airplane tug capable of handling any plane in each tug’s weight class. We recognized the need for a useful product that could adapt instantly to the wide variety of airplane configurations on the market. We strove to design and manufacture a superioraircraft tug that by virtue of its versatility would eliminate the need for multiple types of tug equipment. By creating a one-tug-does-it-all product, we help FBOs, ground service facilities, small air fields and corporate and private plane owners save money on equipment investment, maintenance and operation.

While the considerable cost savings Lindy’s aircraft tugs provide draws customers, it’s the less obvious benefits of our innovative airplane tug design that keeps them coming back. A subsidiary of DJ Products, a world leader in the design and manufacture of ergonomically designed industrial and commercial carts and tugs,Lindbergh Aircraft Tug Co. was able to capitalize on the long history and experience of our parent company in creating ergonomic aircraft tug products. 

We applied the same principles of ergonomic design that have made DJ Products a material handling world leader to the design of Lindy’s aircraft tugs. The result is an aircraft tug product line that protects worker health and safety, can be used with equal ease by workers of any physical size and strength, offers superior maneuverability and compact storage. Visit our website to find our more about innovative Lindy’s aircraft tugs.

The future is now and you can see it in Lindy’s aircraft tugs. To remain competitive going into the future, experts predict that the aviation industry and its attendant ground support operations will have to work harder, smarter and leaner. Marketed for FBO, corporate or individual ground operations, Lindy’s versatile aircraft tugs and tow tractors are designed to be the only aircraft tug you’ll ever need.

The ergonomic design of Lindy’s powered aircraft tugs allows a single operator to easily and safely maneuver airplanes up to 4K, 15K, even 35K. Ergonomics is the science of engineering equipment to fit the physical attributes and abilities of the worker. Ergonomics reduces worker discomfort and fatigue and prevents repetitive strain injuries that can lead to long-term disability. Lindy’s ergonomically-designed, battery-operated aircraft tugs allow workers of any size, age or sex to easily maneuver aircraft in and out of crowded hangers and around service areas. Because Lindy’s versatile aircraft tugs are safe and easy enough to be operated by any worker, FBO and ground service/support managers can exercise maximum flexibility in assigning staff. More effective staff utilization helps managers cut costs.

Lindy’s aircraft tugs feature an easy-on cradle that accommodates both tricycle drive and tail dragger aircraft with ease. A lever handle and cable system designed into our airport tows locks and releases the easy-on cradle for safe loading and unloading of the aircraft. When loaded, the cradle functions as a 5th wheel, allowing tugs to pivot a full 180 degrees underneath the wheel of the aircraft without engaging the plane’s wheel or steering mechanism. All of Lindy’s aircraft tow tractors are capable of handling airplanes with and without wheel pants. Versatile design makes Lindy’s aircraft tugs the only tug you’ll need to handle any airplane in your fleet.

For more information about Lindy’s aircraft tugs, visit our website.

When new federal aviation cargo screening rules go into effect next August, the resulting chaos could ground thousands of tons of cargo (see our Dec. 2 post). Both the feds and the aviation industry are worried that there won't be enough trained screeners or certified screening facilities to handle the job. An expansion of the current law that requires the individual screening of passenger suitcases, the new regulations will exact the same screening standards for each and every parcel shipped on cargo or passenger airplanes. With 500,000 boxes flying the friendly U.S. skies each and every day, the potential for chaos is obvious.

Unless some smart Congressman gets on the ball soon, the new regs will mean that goods now typically shipped in huge lots on shrink-wrapped pallets will have to be broken down into individual packages for screening, then reassembled. Fortunately, the law allows certified facilities to scan cargo packages offsite, as long as secure delivery can be provided to the airplane. But pallets will still have to be broken down for individual scanning and goods transported to and from the scanner. Sounds like a lot of tedious, back-breaking work - unless you employergonomically-designed tugs like DJ Products CartCaddys.

Made by Lindbergh Aircraft Tug Co.'s parent company ;DJ Products, CartCaddys move cargo boxes the same way Lindy's Aircraft Tugs move airplanes - quickly and easily. Compact design and a unique 180-degree pivoting capability allow powered CartCaddys to maneuver in tight spaces. Ergonomic design means that like Lindy's aircraft tractors, DJ Products' electric carts and tugs take the burden off workers. With screeners handling thousands of packages a day, protecting their health and safety from potentially disabling musculoskeletal injury will be a major concern.

Last week's frightening failure to the FAA's National Airspace Data Interchange Network pointed highlighted just one more glaring problem faced by the beleaguered airline industry. Cascading flight delays annoyed and already irritated public fed up with perpetual delays, equipment failures, burgeoning ticket surcharges and the newest brouhaha over expiring frequent flyer miles. Man, airlines just can’t seem to catch a break these days.

Initially, the FAA communication failure that prevented automatic flight plan filing provoked fears of terrorist cyber attack. The real problem - the FAA's aging information technology system - should be no less frightening. The problem may not have captured the blogosphere like consumer complaints over the cancellation of frequent flyer miles, but its potential to disrupt the lives of frequent or even casual travelers is far greater.

Transportation experts have been warning for years that America has failed to keep up with her now aging transportation systems, whether it's highway pavements and traffic patterns or airline communication technology. Infrastructure issues have taken a back seat for too long on Congress and the White House's list of priorities. That lack of attention is catching up to us now.

Unfortunately, realization of the severity of the problem comes at a time when the country is beset by so many even more catastrophic problems that degrading airline technology systems barely have the opportunity to register on the national conscience. The danger is that the next FAA computer glitch might not be so tame. Instead of merely annoying passengers and ground crews with schedule delays, the next FAA computer failure could affect planes in the air, putting passengers and flight crews at serious risk.

Ergonomic design, like that used to craft Lindy's Aircraft tugs, takes into account the many shapes and sizes of the human form. In designing material handling products, trucks, airplanes, industrial equipment, office chairs, desk heights and nearly everything else, manufacturers used to position seats, steps, controls, platforms, steering wheels, etc. to&suit the "average man."

The problem is there is no such thing as "average." Men come in all shapes and sizes: tall or short, skinny or round, heavy-weights or bantams, muscled or not. Then, of course, designing for the "average man" completely ignores the physical needs of women, now 50% of the U.S. workforce. Researchers found that when workers had to stretch, strain and stoop to use equipment, injuries shot up and productivity plummeted. The need to correct these problems led to the development of ergonomics.

In an ideal world, equipment would be infinitely adjustable to accommodate any worker. However, as anyone with engineering or manufacturing experience knows, the ideal is rarely practical or cost effective. Ergonomics comes as close as possible by designing equipment that can be adjusted within reasonable ranges to accommodate a wide variety of workers.

How is this done? By takings hundreds, even thousands of measurements. There are firms that specialize in statistical measurement. Say a manufacturer wants to know how far from the seat to position a truck steering wheel. Technicians will measure the bodies of hundreds of working truckers. They break the body down into muscle groups and appendages and take dozens of measurements. Ergonomic engineers like those at Lindbergh Aircraft Tug Co. use these measurements to guide their designs. That's how Lindy's Aircraft Tugs can be used with equal ease by a skinny college kid, the grandma who mans your phones or your beefy operations manager.