Pitot Covers Brisbane Take 2
- The take-off briefing is completed.
- The final load sheet figures are received and the data entered into the Flight Management Computer (FMC).
- The final performance figures are calculated and the data entered into the FMC.
- The refuelling is completed, along with the associated paperwork.
- The ATC clearance is obtained. At many airports around the world, that clearance is not received until about five minutes before pushback. A change to the expected clearance might well require another calculation of the performance data, data re-entry, updating the FMC with a revised SID and an amended briefing.
- Last minute maintenance activities, including certification of the Aircraft Maintenance Log by the releasing engineer and acceptance by the PIC. That sometimes involves the write-up of a deferred defect by the engineer, requiring the PIC to consult the aircraft's Minimum Equipment List (MEL). The MEL might impose performance restrictions or additional procedures that require amended performance calculations and/or re-briefing.
You might like to note that "perving on passengers" isn't featured on that list.
Last edited by BuzzBox; 27th Aug 2022 at 04:07.
Problem 1: At this airport mud wasps can apparently put mud into a PITOT tube within 30 mins of an aircraft arrival. So PITOT covers need to be fitted and left ON during and after the pilot's walk-around.
Problem 2: To fit and remove the covers, (on many airliners) mobile steps are required, making it therefore an operation undertaken by engineers, who need to go and find and bring a set of steps to the stand.
Problem 3: Apparently engineers are few and far between at this airport or with some operators, so tech log completion can be hectic, by harassed single engineers, and double checks not carried out.
Problem 4: Looking to see if covers are on the flight deck is bad practice. The actual external airframe needs to be checked for covers and pins removed, because ground staff and engineers might use their own covers and pins to save time.
Potential solutions?:
1: Ground crew holds up the three PITOT covers and the steering pin to PIC during the wave-off before taxi.
2: Sew long strings to the PITOT covers to enable the velcro to be unpeeled and the covers pulled off from the ground, without needing to use steps.
Or, fit the covers to fishing rod type arrangements so they can be fitted and removed without steps.
3: Both pilots open their DVs and lean out to check that covers have been removed just before push-back. (A real pain to have to move EFB / plates from window, then unstrap and take headset off etc).(On some aircraft, not all the PITOT probes can be seen that way).
4: Come in 10 mins early to read all the NOTAMS, and/or read them again - more thoroughly - during the cruise to the destination airport.
5: Stop airlines offering ever-lower seat prices, necessitating ever more corners to be cut. Make them compete instead on service, punctuality, baggage allowance, comfort, food, etc etc, but not below a defined minimum seat cost. ( Ha ha ha, good luck with that one !).
6: At least do something to mitigate the mud wasp problem. Whatever procedures are currently in place are not working safely enough.
Problem 2: To fit and remove the covers, (on many airliners) mobile steps are required, making it therefore an operation undertaken by engineers, who need to go and find and bring a set of steps to the stand.
Problem 3: Apparently engineers are few and far between at this airport or with some operators, so tech log completion can be hectic, by harassed single engineers, and double checks not carried out.
Problem 4: Looking to see if covers are on the flight deck is bad practice. The actual external airframe needs to be checked for covers and pins removed, because ground staff and engineers might use their own covers and pins to save time.
Potential solutions?:
1: Ground crew holds up the three PITOT covers and the steering pin to PIC during the wave-off before taxi.
2: Sew long strings to the PITOT covers to enable the velcro to be unpeeled and the covers pulled off from the ground, without needing to use steps.
Or, fit the covers to fishing rod type arrangements so they can be fitted and removed without steps.
3: Both pilots open their DVs and lean out to check that covers have been removed just before push-back. (A real pain to have to move EFB / plates from window, then unstrap and take headset off etc).(On some aircraft, not all the PITOT probes can be seen that way).
4: Come in 10 mins early to read all the NOTAMS, and/or read them again - more thoroughly - during the cruise to the destination airport.
5: Stop airlines offering ever-lower seat prices, necessitating ever more corners to be cut. Make them compete instead on service, punctuality, baggage allowance, comfort, food, etc etc, but not below a defined minimum seat cost. ( Ha ha ha, good luck with that one !).
6: At least do something to mitigate the mud wasp problem. Whatever procedures are currently in place are not working safely enough.
3: Both pilots open their DVs and lean out to check that covers have been removed just before push-back. (A real pain to have to move EFB / plates from window, then unstrap and take headset off etc).(On some aircraft, not all the PITOT probes can be seen that way).
6: At least do something to mitigate the mud wasp problem. Whatever procedures are currently in place are not working safely enough.
(https://newsroom.bne.com.au/success-...asp-reduction/)
In my view, the most practical 'solution' is a Tech Log entry combined with:
1: Ground crew holds up the three PITOT covers and the steering pin to PIC during the wave-off before taxi.
Last edited by BuzzBox; 27th Aug 2022 at 09:57.
Not all aircraft have sliding DV windows. The A350 that was involved in the latest incident is one such aircraft.
Oh right. Ha ha! I am type rated on the A350, but have never been on board one
Seriously?? When I did A350 differences training (A330/A350), we had to do two sectors in the aircraft with a training captain (1 x PF/1 x PM), followed by four sectors of consolidation before we could go back to flying the original ‘type’.
Last edited by BuzzBox; 27th Aug 2022 at 20:41.
Why don't civilian aircraft adopt military ways. A panel in the aircraft where the covers are stored. If a cover is missing plane doesn't fly.
It is usually the case that they are from the stowage in the flight deck, like the gear pins.
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One thing I have been pondering as an Engineer, the usual process is do and verify the job, and then certify for the work in the tech log. In this scenario, the Engineer removes, or observes and verifies covers being removed, goes up stairs, gains access to aircraft, fights way down the aisle to flight deck, gains entry to tech, makes entry and certifies, deals with last minute cabin issue, gets off aircraft, jet bridge off, possible ATC delay etc etc......how long for this process to be carried out? Enough time for problem wasps to do their thing? So we end up with a hole in the process where you certify the work and then pull the covers immediately before pushback.......as long as they have been remembered by you as you deal with 2 other aircraft and deal with a customer airline who is too focused on OTP than basic standards and safety. So strictly speaking we end up with an incorrect process and hence risk to safe flight.
Just to verify also that pitot covers are not stowed onboard large aircraft. In fact over the past few years when parking aircraft we did not have enough company stock in stores to cover the whole fleet!
Someone mentioned having all 3 covers joined together by cord with a warning penant right in front of tug drivers window and so visible to pushback team. Seems best solution to me, but doesn't solve the process problem.
So the certification of removal is done before the removal happens?
If yes, that’s commercial pressure perverting safety procedure, pure and simple.
If yes, that’s commercial pressure perverting safety procedure, pure and simple.
@Buzzbox, well it has appeared on my licence as a combined A330/A350 rating, but I have never yet set foot in the latter, nor done a differences course. 
@uxb99 Because a cover or a pin on the flight deck does not prove that the aircraft is ready to fly - another cover or pin might have been fitted to the aircraft. Those who turn round to look at the cover and pin storage on the flight-deck to confirm covers and pins removed are setting themselves up for a massive fail one day. The actual aircraft needs to be checked externally.
@uxb99 Because a cover or a pin on the flight deck does not prove that the aircraft is ready to fly - another cover or pin might have been fitted to the aircraft. Those who turn round to look at the cover and pin storage on the flight-deck to confirm covers and pins removed are setting themselves up for a massive fail one day. The actual aircraft needs to be checked externally.
How about tethers suction cupped or similar to the cockpit side windows?
So many solutions available.
Obvious thing is the current system isn't working.
Guess a tech log entry is not so reliable given the numerous cases where work is signed for but not done. (including other topics)
So many solutions available.
Obvious thing is the current system isn't working.
Guess a tech log entry is not so reliable given the numerous cases where work is signed for but not done. (including other topics)
First item of the Before Start checklist:
"Pins & Pitot covers". Go no further until you are absolutely certain they've been removed…… If not certain, ask the LAME to visually confirm. May take a minute but so be it.
"Pins & Pitot covers". Go no further until you are absolutely certain they've been removed…… If not certain, ask the LAME to visually confirm. May take a minute but so be it.
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Steering By-Pass pin, shown to crew after engine start/pushback.......part of the certfied Transit Check for some airlines.
Final walk round, cargo doors, pax doors closed and locked......part of the certified Transit Check for some airlines. How do you certify for the door being closed if you need to open it to get off the aircraft post signing the Tech Log?
Pretty basic stuff maybe, but examples where practicalities over ride the process. Same could be said for the pitot covers. Leave them on for as long as possible prior to pushback to prevent wasp ingress with removal already certified in tech log or remove them and sign for the work leaving time for wasps to do what they do in the interluding 10-15 mins? I can exactly see how this happened in a process sense and adding in an Engineer dealing with multiple aircraft, distracted by another fault and some airlines' OTP obsession. Recognising the inbuilt issue and having a inbuilt protection is the issue, such as show covers with the by-pass pin as they are all joined together, and crew to stow warning placard which is placed next to the throttles once they have sighted the covers post pushback.
Blame is better to give than to receive!
Tom Sawyer
That shouldn’t happen. If Engineers are making a conscious decision to do this then they don’t understand how fallible their minds are. Distraction is probably the greatest threat but their are others. If any Engineers are reading this I hope you’re disturbed by the idea of signing them off as removed prior to removing them. I’m pretty sure most of you would not contemplate it.
So we end up with a hole in the process where you certify the work and then pull the covers immediately before pushback..
"Pins & Pitot covers". Go no further until you are absolutely certain they've been removed…… If not certain, ask the LAME to visually confirm. May take a minute but so be it.
Remember that they will blame you for any mistakes if you take on the responsibility and solve problems for them. If BNE flights are always delayed 5 mins to check the pitots are correct then they will soon enough get the message. If you get some push back just quote them chapter and verse of the manual and the problem will become theirs to deal with. Nothing gets solve quicker in aviation than an issue that affects a manager's bonus.
Deliberate, systemic certification of safety-critical pre-flight actions before they’ve been carried out? The accident investigation report writes itself.
So just before telling the guy on the headset that your cleared to push, what do y’all say or ask them?
do you ask that all the doors are closed, and the bypass pin is installed?
ask them if the pitot covers are removed too, maybe.
do you ask that all the doors are closed, and the bypass pin is installed?
ask them if the pitot covers are removed too, maybe.