Mahmoud Alhujayri Professor Wesemann AV 4720 03/17/2017 Article Analysis 3 The article titled Safety Regulation: Crackdown on Fatigue authored and published by Flight Safety Foundation on its website on 7th April 2011 describes one of the flight safety rules established by the U.S. Federal Aviation Administration (FAA) recently. As explained in the article, the FAA established the rule in response to recommendations made by the National Transportation Safety Board (NTSB) after the Aloha airline flight 243 incident. The incident, which occurred on April 28, 1988, involved Boeing 737-200 that was operated and owned by Aloha Airlines Inc. The aircraft was heading to Honolulu from Hilo in Hawaii when it experienced structural failure and explosive decompression. Consequently, the aircraft made an emergency landing on the ground. On board were six crew members and 89 passengers (Flight Safety Foundation, 2011). Although the aircraft was damaged, only one crew member died. Seven passengers and one crew member sustained serious injuries. After investigations, it was noted that accident was caused by the failure by the aircraft's maintenance program to detect fatigue. Eventually, the fatigue led to widespread fatigue damage (WFD). As explained in the article authored by the flight safety foundation, the NTSB made a recommendation to the FAA to ensure that aircraft have effective maintenance programs and to make continuous surveillance of those programs. In response, the FAA made a rule that requiring the establishment of an inspection program for airplanes of transport category (Flight Safety Foundation, 2011). The program was meant to determine the probability of WFD occurring before “limit of validity” (LOV). The article also contains brief information about other aircrafts that have been damaged by WFD and an explanation of how LOV would be determined. The content of the article is related to the topic of flight safety since it concentrates on the step that was taken by FAA to enhance aviation safety through conducting a thorough inspection of aircrafts to determine whether they are at the risk of getting damaged by WFD before the end of their LOV. Applying the rule would help to reduce accidents that are caused by WFD. Despite the fact that the article is very relevant, it does not cover many things related to flight safety. For instance, the issue of flight safety when landing is very paramount. Another important issue relates likelihood of carrying passengers with communicable diseases, such as avian influenza. Safety from attack by terrorists is still a major issue that affects the aviation industry today. Other important issues that influence flight safety include weather situation awareness, airspace infringement, fuel management and cabin crew fatigue. Questions related to the topics mentioned above ought to be covered. Despite not covering those issues, the article will be very useful. The content of the article will be used as an e ...

1. Mahmoud Alhujayri
Professor Wesemann
AV 4720
03/17/2017
Article Analysis 3
The article titled Safety Regulation: Crackdown on Fatigue
authored and published by Flight Safety Foundation on its
website on 7th April 2011 describes one of the flight safety
rules established by the U.S. Federal Aviation Administration
(FAA) recently. As explained in the article, the FAA established
the rule in response to recommendations made by the National
Transportation Safety Board (NTSB) after the Aloha airline
flight 243 incident. The incident, which occurred on April 28,
1988, involved Boeing 737-200 that was operated and owned by
Aloha Airlines Inc. The aircraft was heading to Honolulu from
Hilo in Hawaii when it experienced structural failure and
explosive decompression. Consequently, the aircraft made an
emergency landing on the ground. On board were six crew
members and 89 passengers (Flight Safety Foundation, 2011).
Although the aircraft was damaged, only one crew member died.
Seven passengers and one crew member sustained serious
injuries. After investigations, it was noted that accident was
caused by the failure by the aircraft's maintenance program to
detect fatigue. Eventually, the fatigue led to widespread fatigue
damage (WFD). As explained in the article authored by the
flight safety foundation, the NTSB made a recommendation to
the FAA to ensure that aircraft have effective maintenance
programs and to make continuous surveillance of those
programs. In response, the FAA made a rule that requiring the
establishment of an inspection program for airplanes of
transport category (Flight Safety Foundation, 2011). The
program was meant to determine the probability of WFD

2. occurring before “limit of validity” (LOV). The article also
contains brief information about other aircrafts that have been
damaged by WFD and an explanation of how LOV would be
determined.
The content of the article is related to the topic of flight
safety since it concentrates on the step that was taken by FAA
to enhance aviation safety through conducting a thorough
inspection of aircrafts to determine whether they are at the risk
of getting damaged by WFD before the end of their LOV.
Applying the rule would help to reduce accidents that are
caused by WFD. Despite the fact that the article is very
relevant, it does not cover many things related to flight safety.
For instance, the issue of flight safety when landing is very
paramount. Another important issue relates likelihood of
carrying passengers with communicable diseases, such as avian
influenza. Safety from attack by terrorists is still a major issue
that affects the aviation industry today. Other important issues
that influence flight safety include weather situation awareness,
airspace infringement, fuel management and cabin crew fatigue.
Questions related to the topics mentioned above ought to be
covered. Despite not covering those issues, the article will be
very useful. The content of the article will be used as an
example of the regulations that have been developed to enhance
flight safety. Also, the Aloha airline flight 243 incident will be
used as an example of the accidents that have occurred in the
aviation industry in the past and to show how the incident has
influenced flight safety afterward. In my view, the topic of
flight safety has been improving as the regulatory agencies and
other agencies involved in the aviation industry learn and
respond to the past incidents. However, there is a need to be
more proactive than reactive to reduce chances of accidents in
the aviation industry in the future. Also, other players in the
aviation industry, such as airlines, should cooperate with the
regulatory agencies instead of criticizing the established rules
as noted in the article.

3. References
Flight Safety Foundation (2011). Safety Regulation: Crackdown
on Fatigue. Retrieved from
https://flightsafety.org/asw-article/crackdown-on-fatigue/
Mahmoud Alhujayri
Professor Wesemann
AV 4720
02/27/17
Before we take a look at the key points of this particular article,
the article itself talks of the repercussions or simply the reforms
that were derived and drawn from the deadly 1986 Cerritos mid-
air collision.
1. Among the highlights that this article addresses include
changes such as the FAA requirements that all aircraft that fly
within 30 miles of the primary airports so that transponders can
be activated. This will allow radio contact in a situation
whereby air traffic control contact occurs. Again, this article
streamlines that there is a need to implement systems crucial for
alerting air-traffic controllers regarding the potential conflicts
of aircraft. Besides, the article talks about establishing
dedicated routes as well as consolidation of air-traffic
controllers to track all airplanes.
2. In relationship to the selected topic, both the article and the
topic talks of the way midair collision or accidents have been
reduced due to strategies and reforms put in place to curb the
same. For instance, whereas the topic employs the use of TCAS
avoidance system, the article employs the use of automatic
dependent surveillance-broadcast among many other control
systems.
3. Some of the other questions that need to be answered in

4. regard to this midair collision and the ones that the article has
failed to answer include; was the cause of the accident more of
pilots' fault of the PA-28 than the system shortcomings of ATC
in the topic? Is there a way TCAS could have done to help alert
the crew in AeroMexico DC-9 that coming down the altitude
could have avoided it coming into contact with the small twin-
engine plane?
4. This article applies to my paper in that it not only reveals the
causes or problems associated with this midair collision but the
same article manage to recommend the solutions or reforms that
need to be employed to reduce such accidents. And indeed, the
number of such accidents has decreased by the greatest
percentage.
5. Eventually, my reflection on the topic based on reading this
particular article is that the National Transportation Safety
Board (NTSB) alone should not be left to handle the air
transport accidents. This is an issue that calls for joint support
from all aviation stakeholders that will ensure that ignoring the
complexities of the aircraft has been dealt with accordingly.
The companies also mandated to build new planes with in and
out-built new technologies, should be working under strict laws
so that cases of wretched aircraft manufactured will be
effectively handled.
Sources
1. http://www.sbsun.com/general-news/20160830/how-the-
deadly-1986-cerritos-midair-collision-ultimately-made-air-
travel-safer-for-all
2. United States. (1987). Collision of Aeronaves De Mexico,
S.A., McDonnell Douglas DC-9-32, XA-JED and Piper PA-28-
181, N4891F, Cerritos, California, August 31, 1986.

5. Washington, DC: The Board.
Mahmoud Alhujayri
Professor Wesemann
AV 4720
02/15/17
Collision of Aeronaves De Mexico
On August 1986, about 1152 Pacific daylight time, de Mexico,
flight 498, a DC-9-32, Mexican Registration XA-JED, and a
Piper PA-28-181, United tates Registration collided over
Cerritos, California. Flight 498, a regularly scheduled passenger
flight, was on an Instrument Flight Rules flight plan from
Tijuana, Mexico, Angeles International Airport, California. The
Piper was not in radio contact with any air traffic control
facility when the accident occurred. The AR-l controller advised
flight 498 that there was Traffic, ten o’clock, one mile,
northbound, altitude unknown Flight 498 acknowledged the
advisory, but it never advised the controller that it had sighted
the “traffic ‘. (This radar target was not that of the Piper PA-
28.). the AR-l controller asked the flight to reduce its airspeed
to 190 KIAS and cleared it to descend to 6,000 feet. The
controller told the flight to hold what you have . . . and we have
a change in plans for him. The AR-1 controller advise flight 498
to “expect the ILS runway two four right approach . . .” ‘498
did not acknowledge receipt of this message, and the radio
transmission was the Iast known communication received from
flight 498.
After flight 498 was cleared to descend to 6,000 feet, the pilot
of a Grumman Tiger airplane, N1566R, contacted the AR-l
controller. Grumman pilot informed the controller that he was
on a VFR flight from Fullerton to Monterey, California. his
requested en route altitude was 4,500 feet, and that he would
like ATC flight following services. The AR-l controller did not
answer this transmission until when he requested the pilot to set

6. his transponder to code 4524, a discrete transponder code within
the 4500 series used by approach control for VFR flights. The
AR-l controller told the Grumman pilot that he was in the
middle of the TCA and suggested that “in the future you look at
your TCA chart. You just had an aircraft pass right off. your
left above you at five thousand feet and we run a lot of jets
through there right at thirty-five hundred.”. At about 11:52,
flight 498 and the Piper collided over Cerritos, California, at an
altitude of about 6,560 feet. Both airplanes fell within the city
limits of Cerritos. 58 passengers and 6 crewmembers on flight
498 were killed as were the pilot and 2 passengers on the Piper.
In conclusion, this article will help me to know what happened
in that accident. There are no further questions need to be
answered in that article. in my paper I will have to part, in the
first part I will use this article because this article talked about
the accident.
References
http://lessonslearned.faa.gov/PSA182/AAR87-07.pdf