Youhavebeenbroughthereforapurpose.
Themostimportanttaskofyourlives.
Cooperate.
Donotneedmetoseeyou.
WelcometotheStaticPodcast.
I'myourhostAnthonyT.
AndthisisEpisode109.
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Allright,andweareback.
Thankyouforjoiningmetoday.
ItisTuesday,March19,2024.
Marchisflyingby.Ihopeyouarewell.
Thankyouforjoiningmetoday.
AndtodayI'mgoingtodoalittlebitsomething
closertomyheart,whichisaviation.
I'mprettysureeveryonesawthestoriesaboutsituation
whenBoeing.
Ipersonallyamfromtheaviationindustryoriginally.
That'swhatIwanttocollegeforinadifferentfield,
samefield,differentmodeoftransportation,
let'sjustsaythat.
SoIwillgiveyousomeofmybackground
andwhat'sgoing--whatIthinkishappeninginaviationtoday.
Allright,nowIalwayswantedtodosomethingmechanical
withmyselfforliving.
IliketinkeringwithtoysandstuffwhenIwasyoung
andwatchmyoldmanworkoncars.
Initially,Iwantedtogoformechanicalengineering.
Istartedayeartowardthatandkindofthewholeschool
thingwith--Ihadtodomathagain.
Andlikeanthropologyandthatkindofdissuadedme.
SoItransferred.
Ialwayslikedplanes.
SoIfoundaschoolwherewasgearedtowardaviation
maintenance.
AndIwenttothatandIgraduatedwithabachelor's
inaviationtechnology.
Sothatismybackground.
HowIforgotoneveryimportantdetailbeforeIgoon
isthatIamnotsuicidal.
Idonotfeellikekillingmyself,notjustjoking.
Ishouldn'tjoke.
Butyes,thereisnowhistleblowingthinghere.
It'sjustmyexperienceofwhathappened--
whatIfeelhappenedintheaviationindustry.
Andthisisnottheonlytimeeveryindustrygoesthroughchanges.
AndIthinkthisishappeningeitheragoodwayorabadway
fortheaviationfieldyettobeseen.
Buttheygothroughchanges.
Ithasinthepastalso.
Now,let'sgetintoit.
Solikeeveryoneelse,Imarveledatayoungageofhowanairplane
works,howyougetthisbigthingfullofpeople,shootitdown
arunway,goup,andflys,andgetsplaces,andlandsafely
withaprettyimpeccablerecordwithoutcrashes.
Andthatgotmeintothefield.
Andgoingformyeducationtowardthisfield,
Ilearned--youlearnmanythingsinmaintenance.
Youlearnfromhydraulicstoenginestostructurestopneumatics,
tohydraulics,electronics,electricity,everythingiscovered.
Airplaneisagreatengineeringfeat.
Manydedicatedpeoplegetintothisbecauseit'sactually
apassion.
Peopleenjoyit.
It'snotajob.
Itisacareer.
Itisalmostalifestyleforpeople.
Itisahighlysafety-sensitiveindustry.
Randomdrugtests,thereisnoshenanigans.
Yougetarandomdrugtest,andthere's
anythingthat'snotsupposedtobeinyoursystem.
You'reintrouble.
We'veheardstoriesaboutpilotsgettingdrunk,flyingyet.
Thattheimportanceofsafetyinthisfieldthateverybody
realizesisit'snotacar,andit'snotatrain.
Acar,ifitbreaksdown,youpullovertothesideofroad.
Hopefully,nothing--atragichappens,oracrash,orwhatever,
butyou'reprettymuchsafeifyourcarbreaksdown.
Samethingwithatrain.
Atrainbreaksdown.
It'sonrails.
Itjustkindofslowsandtoastop.
Aplane,youcan'tpullovertoplane.
Ifthere'sabigmechanicalorstructureorfailure,
youaremeetingyourdoomfrom30,000feetdown.
Soeveryoneisawareofthesafetyissuesrelatedtoaviation.
Andifyou'renotfamiliarwithaviationsafety,
theymakeyouwellawareofitfromyouremployerforanairline
totheprocessofgettingaccesstoanairportandairport
operations.
Safetyisagreatconcern.
Ifyou'reeverinaterminalandyoulookoutintotheairport
whenyou'rewaitingtogetonyourplane,
itjustlookslikeamess.
Likethere'scarts,there'splanes,there'speople
wavingonplanes.
Anditisorganizedchaos.
Itisonceyoulearnhoweverythingworks.
Itmakessense,butfromapersonthat'snotintoit,
itlooksalittlecrazy,butit'sveryorganized.
Everybodytakestheirjobveryseriously.
Plainsarenotcheap.
Nobodywantstodamageaplane.
Youdon'twanttodriveintoitwithavehicle,afoodcart.
Itdoeshappen.
Repairsareverycostly.
Now,alittlebitofhistoryoftheaviationindustry,
I'mnotgoingtogointotherightbrothersandstuff.
ThisisjustwhatIcaughtwhenIgotintothefieldin2000
rightaftercollege.
AndIheardstories.
Yougetthestoriesfromtheoldtimersofhowitwas,
thegoldendays.
Sowhattheymeantbythegoldendayswas
aviationwasregulatedindustrypriorto1978,which
meantthatyoucansaypan-m.
Idon'tknowifpeople'sheardofpan-m.
Pan-mwasalargeairline.
Andtheyflewallinternationalroutesthatday
wentfromNewYorkintointernationalEurope.
Andthatwasthe--theydidnotflydomestic.
Soeverybodyhadachunkoftheindustry,Americanflew
domestic,pan-mflewinternational.
Andthatkindofregulatedeverything.
Anditwasaheyday.
Theywereable--priceswerehigher,butyougotbetterservice.
Theservicewastopnotch.
Therewasnocrampedspace.
Theyweren'tcrammedpeopleinlikecattleliketheydotoday.
Itwasamore--itwasaluxuryflying.
Itwasprettymuchaluxuryexperienceatthattime.
Andthenin1978,thepowersthatBdecidedthatthatwasnogood.
AndbythepowersthatB,thatwastheCarteradministration.
Sohere'salittlethingfromtheNationalAirandSpace
Museums,SmithsonianfromDecember17,2021,
airlinederegulation,whyeverything--
wheneverythingchangedin1978,Congresspassedthelaw
allowingairlinestosettheirownfaresandroutes,
andeventthattransformedthecommercialairlineindustry
inthepassengerexperience.
Regulationbyfederalgovernmenthad
enabledairlinestoprosperintheirinfancy,
butalsokeptfareshighandpreventedairlines
fromoperatingasefficientlyaspossible.
ManythoughttheCivilAeronauticsBoard,whichregulated
aviation,hadoutliveditsusefulness,
two-starcongressionalinvestigators
comparedfaresofregulatedairlinesflying
betweenstateswithfaresofunregulatedairlinesflying
withinstates.
Theyfoundthatunregulatedairlinescharged
low-over-fairsweepingchangeswasneeded.
AndCongressdiditwouldneedtotakeaction.
Howdidtheairlinesreact?
Most airlines strongly opposed the regulation
and encouraged their employees to lobby against its passage.
Their fears of a destabilized industry
would prove to be well-founded.
Cornell University Economist Alfred Econ was
among the first to view the airline industry strictly
as a business.
He believed that breaking up the industry structure
would create new airlines, increased competition,
and lower fares.
President Carter appointed him chairman
of the Civil Aeronautics Board to lead the nation
into airline deregulation.
Passed with bipartisan support, the airline deregulation act
phased out the Civil Aeronautics Board
and immediately lifted restrictions on fares and access
to routes.
Airlines can now fly where they wanted
and charge what the market would bear.
Established airlines rushed to gate on preserve access
to most lucrative routes.
New airlines quickly formed, fierce competition resulted
and drove fares down.
Passengers flocked to airports in record numbers.
D-regulation spurred the creation of dozens of new airlines
and prompted many smaller airlines to expand
people's express presidential New York air
and other new airlines arose.
Local and regional airlines like Air Florida, Frontier,
and Ozark tried to expand nationally.
Eastern, Braniff Delta, Continental, Western, and Northwest
also extended their network to compete
with the largest carriers.
Some interest, interest state airlines, including Pacific
Southwest, Air California, and Southwest expanded too,
faced with all this new competition,
established airlines tried to lower passengers
with lower fares and curb cost by cutting cabin service.
D-regulation also lifted restrictions where airlines could fly.
To increase efficiency, airlines adopted
a hub and spoke system used using a few major airports
as central connecting points.
This strategy maximized aircraft use increased passenger load
and kept more aircraft flying.
But it also increased airport and air traffic congestion
and eliminated many convenient non-stop flights.
And if one airline dominated a hub,
the lack of competition often led to higher fares.
When recession hit in the early 1980s compounded
by an air traffic controller strike in 1981,
the industry began to suffer losses.
Many airlines had over expanded and found themselves desperately
fighting for a share of a decreasing market,
large well-managed, well-financed airlines such as America,
United Delta, whether to storm their 1980s,
but Braniff, Eastern, and many others could not
and were forced into bankruptcy and extinction.
Struggling to survive airlines cut wages and benefits,
but the strategy resulted in strikes and lower productivity.
Operations were streamlined and thousands of employees laid off.
Some featured these efforts,
some feared these efforts would compromise safety,
especially if near necessary maintenance was deferred
to save money, but these fears proved groundless.
Mergeomania swept through the industry.
By the late 1980s,
old names such as National Western Piedmont, Ozark Pacific
Southwest and Air Cal were gone.
So were most of the new airlines,
including people's express and New York air.
Once the United States leading international airline
Pan Am's level of service faltered in the 1970s
and the airline began to lose passengers.
To gain into the network,
it brought national airlines in 1980,
but the merger proved costly.
The airline began selling its assets,
including its lucrative Pacific routes
and the famous Pan Am building in New York.
The bombing of Pan Am flight 103 over Lacka, B. Scotland,
in 1988, dealt the further blow.
America's leading international carrier since 1928,
Pan American ceased flying in December 1991.
Southwest Airlines is an example of an airline
that prospered from deregulation.
Southwest began as a small carrier flying between Houston
and Dallas under herb-keller's innovative management.
It quickly grew into one America's largest,
most efficient and most profitable airlines.
Enphasizing, quote unquote,
no frills cabin service and using only Boeing 737s
to minimize costs,
Southwest Pioneer Direct Service
between underserved downtown airports
in large metropolitan areas in smaller cities,
to sidestep competition and moved into satellite airports
of major cities.
Southwest became a model for a new generation of airlines.
Since deregulations, travels have benefited,
travelers have benefited from low fares
and more frequent service on heavily traveled routes.
On other routes, fares have risen.
But in exchange for low fares, passengers
have had to sacrifice convenience and amenities.
What would you be willing to sacrifice for a cheaper fare?
All right, so in that article,
there was many more airlines that closed,
then actually they mentioned one prosperous airline
which was Southwest that they said,
oh, they benefited from this whole thing.
But all the ones that opened up into time of deregulation
and like this boom period,
they all busted and everyone went down.
And there's a saying in the aviation industry,
it's losers beat winners in the aviation industry.
For the amount of successful airlines there are,
there's way more unsuccessful airlines.
And this is partly due to deregulation
as the article asked, what are you willing to give up
for cheaper fares?
Where we're at the point where you have to buy even peanuts
on a flight, next is you're gonna have to fix your own plane
the way it sounds, but I'm getting into that in a little bit.
So that was pretty the last major big change
into aviation industry and even all these airlines
were starting and collapsing.
There was still one major stable thing here
is majority of the aircraft were Boeing.
There was McDonald Douglas also,
but most part Boeing ran the game
and their planes were reliable.
All the airlines were familiar.
Maintenance practices were familiar
everybody knew the maintenance practices.
They Boeing was America's aviation manufacturer.
So let's fast forward to 2000, a little bit before.
I was going to school.
I was also working at the airport as a baggage handler
and airline I worked for at that time had 727s.
It was they ran a regional route between DC, New York
and Boston and they had the 727s
and 727s were workhorses.
I mean, pretty much like a flying tank,
loud they actually had to manufacture hush kits
because they're special things on the engine
because they were so loud to like kind of dampened the noise.
And you know, the Boeing just created planes that worked
they were reliable, dependable parts everywhere.
They were pretty much like the Ford
of the aviation industry.
So the 727 was phased out and then the 737
became kind of its predecessor was like the same size.
It was good.
It was a dependable plane.
A lot of people use a lot of airlines to use them.
They weren't too big.
They weren't too small.
It served the purpose.
So now I'm going to delve into the little bit
of the maintenance part of aviation
and what I know and what I have experienced is pretty much
it's a very, very, very well designed maintenance program.
You have to get training, you have to be certified.
There's two certifications.
You need an airframe and a power plant.
You can actually get your power plant and airframe
out of high school.
There are aviation high schools that are trade schools
where you can get out of high school
and you can actually work on planes.
This is all, there's a test at the end.
It's all FAA regulated.
It's on up and up.
You have to have so many hours of education
and practical labs and stuff and so on and whatever.
So it's not like I just go out and apply
and become my aircraft mechanic.
Now, the whole process of working on a plane,
the maintenance manual, they have it so very well detailed.
You're not allowed to work on it.
Let's say I check the oil on an airplane every day.
I do this job every day on an airplane.
I cannot do that job
without the proper maintenance manual procedure in my pocket.
If the FAA was to come on the airport
and see me on the aircraft doing something,
they have the right to ask me for the paperwork.
That is because they do not want anyone working
out of memory.
Humans make mistakes.
Procedures change.
This is the way they want you to look at the manual
'cause the manual is always updated.
If there was an issue with maintenance practice
that manual will be updated,
you're supposed to check it before when you start work,
what jobs you have, okay, I need this procedure
and this procedure.
If there's anything that's changed,
it will be noted in there.
So you do not do old practices that maybe don't work
or there's an issue somebody reported.
That's how well the maintenance procedure
and the maintenance program for these aircrafts
and these airlines have.
Another way you can describe this is they try
to dummy-proof the maintenance practices.
There is, it tells you what parts you need.
It actually gives you the part number.
You can click on the part number.
It'll actually tell you if your maintenance location
has that in stock, that's how everything.
This is like one of the first ever,
in the 2000s, I saw like a well.
I haven't seen a maintenance program that well
as an aviation, like that computer program
where you can find everything.
It links you to the IPC, which you could get a visual.
Even if you never did the job,
you can figure out what has to be replaced,
what has to be shut off, taken off, what parts.
There is no reason you, you won't have to know.
One of the reasons they do this,
there's a very, I learned this in getting out of college.
Everyone thinks that the aviation is done in a hanger,
all the maintenance is done in a hanger.
Every airline has a hanger.
This is not true.
Airlines land in places, let's say the Caribbean,
there's a small island you land,
many people you actually walk out onto a tarmac.
Some places do not have maintenance hubs.
There's a mechanic there.
And that mechanic, even if he's certified,
he has to be able to know exactly what to do on that plane.
There might be no, like he's it.
We aircraft mechanics sign off on their work.
I am fully responsible.
If something was happened to that plane,
they go to the last person who signed off on that plane
and they say what's going on.
And you can get fined and jail time and everything.
You are responsible for it.
And that's what kind of keep kept the industry
as tight of maintenance-wise as it is
because your ass is on the line, no other way to put it.
So what has happened that now we find
all these maintenance disasters happening?
Well, I kind of feel that I was in the right time
of aviation to see what happened kind of,
and there's this little other aircraft manufacturer
called Airbus that everybody knows about now.
And before when Airbus now bowings getting,
all the bad press, at the time,
Airbus was getting bad press.
Let's go back to June 26, 1988.
Air France flight 29, 6, Q, was a chartered flight
of a new Airbus A32111 operated by Air France
for Air Charter International.
The plane crashed while making a low pass
over Mollhaus Habisham Airfield
as part of the Habisham Air Show.
Most of the crash sequence would occur
in front of several thousand spectators was called on video.
This particular flight was a A321's first passenger flight
and most of those on board were a journalist
and raffle competition winners.
Having won tickets as part of a promotional event
by local businesses.
Many, including several on-accompanied children,
had never previously been on an airplane.
The low speed flyover was with landing gear down
was supposed to take place at an altitude of 100 feet.
Instead, the plane performed the flyover at 30 feet,
skin the treetops of the forest at the end of a runway
and crashed.
And that little stunt there pretty much almost put Airbus
out of business.
That was like the Air Maiden flight of the...
And now this A320 was like the technologically advanced
to aircraft.
If you think about this and if you know anything about cars,
think like Boeing is the Ford GMC and Airbus was like the Honda.
And so they released this plane
and it's the latest and greatest
and it's supposed to be efficient and everything.
And here it goes on its Maiden flight at Air Show
and crashes at the end of the runway.
So let's just say after seeing that airlines
weren't picking up the phone and putting in orders for Airbus,
right?
Nobody wants that.
And it's like any new car that comes out,
you're not supposed to get the newest, latest
and greatest model because they haven't worked out the kinks.
And unfortunately, this is what happens
when you don't work out the kinks with Aircraft,
death and destruction.
Now what actually happened with that crash
is a bunch of things factors came together.
Everybody was used to flying Boeing's.
Boeing's were the predominant aircraft manufacturer.
And along came Airbus and Airbus is at the time
where pretty technologically advanced,
they came out with full fly by wire.
They had a strict flight envelope, meaning Boeing,
you can fly like a cowboy, plane, no problem.
Airbus computers wouldn't let that,
because there's structural factors.
It's they made a tight flight envelope for efficiency
and structurally rise.
They don't want you beating up on the airplane.
So the plane won't allow you to do certain things,
like fly low.
So what the pilot had to do was they had to pull a bunch
of breakers to be able to get this plane to fly that low,
because normally that plane's like your too low,
your wheels are down, you're not going fast enough,
it won't let you.
So they bypassed a couple of systems,
and they got this plane to fly like it,
but at the end when the guy wanted to pull up,
the plane wasn't doing anything,
and that's why it crashed at the end of the runway.
So Airbus kept facing these kind of operational problems.
One I know is that there was a mechanic,
Northwest had an Airbus, and there was a mechanic,
where they went to taxi to plane,
Aircrafts can taxi to plane if they have to do an engine run up
or something, or something like that.
And they were coming back to the gate,
and I'm not sure the details, I forgot it's been many years,
I don't know if the guy let the other mechanic taxi to plane
who is not qualified.
So basically you have to do like a stop before the gate
to check your brakes, so if your brakes don't fail,
you don't work ration into the gateway or the terminal.
But what happened is this guy wasn't familiar with Airbus
and fly by wire.
There's a little delay when you increase the throttle
in Airbus, it's not a direct connection,
I gotta go to computers, computers gotta check everything
and then it starts.
So this guy pulled the throttle, was ready to go up close to the gate.
He pulled the throttle up a little bit, nothing was happening.
He pulled the throttle up a little more.
At that time, everything kicked in,
the engine spooled up too fast, the plane took off before he had a time
to hit the brakes and it smashed into the target I was parked
in front of great sheer, the nose gear,
the plane fell out and its nose busted the engine.
And I remember looking at that aircraft in the hangar
and Airbus had to come in and do measurements and stuff
and see if it was at a line and I think it was at a line
that had to scrap the plane, they saved everything they could.
But structurally it wasn't worth repairing.
So things like this happened and that's just that Boeing
was predominantly, everybody was used to Boeing
and Airbus came in and they were having issues.
Now after all this, you think Airbus would have went belly up
but they actually survived due to a little airline
that came out in 1999 called JetBlue
and JetBlue had all 8, 320 families
and they arrived on the scene in New York
and they had these brand new Airbus is painted
with these cool logo logos and they had a very new kind of feel to them.
Now business wise, they, again, losers beat out winners
in the airlines.
They actually got kind of lucky where they made a deal with Airbus,
you know, they got the least all brand new planes.
So any, they didn't have to worry about any heavy maintenance
for a while brand new planes, good stuff lie them.
Any big issues, Airbus has warranty, it's covered,
you just do regular maintenance and you go.
So they opened up a hanger.
JetBlue had a lot of help from Chuck Schumer at the time
of bringing them into New York.
They built a little hanger so they were a new kid on the block
and they kind of attracted a lot of eyes because, you know,
there wasn't a new, really they had a very big ad presence.
There was ads everywhere for them.
They had, you know, snazzy commercials and new planes.
I think they were like one of the first airlines that had headsets.
Every, every seat had like a TV in them before TVs would flop down
from the overhead in front of you.
But now they, I think they had the first ones that had an actual seat
and you can, then they had XM radio.
So the flights were very, very nice. People loved them and they,
like flew a couple of places.
They didn't reply but the prices were reasonable.
They also got a deal on their jet fuel futures, I believe.
I remember that was the thing that they bought jet fuel,
jet fuel futures for very cheap.
And that's how they kind of survived through 9/11 attacks.
They kind of still kind of, because that would have probably
put any new airline down, but they survived.
And that, that was a very big boost for Airbus.
Now Airbus is, Airbus is made very efficient.
There, you know, you, you, you don't even top off the tanks.
If you're going from here to Florida, you can fuel up as much as you need
and get there and not worry.
But they are, there was a big push maintenance wise
that even though you are an aircraft mechanic,
you, you had to go to a three week Airbus school
because they didn't want issues happening like with that test flight.
And, you know, the practices were different.
They wanted you, Airbus wanted you to be very familiar
with their aircrafts and what and what not to do
to kind of break that whole Boeing mindset.
I personally worked for airline as a mechanic
that only flew Airbus is and I also had to attend the school.
And even after I attended the three week school,
I had to sit on, I had to follow around another mechanic,
help them do work.
And I couldn't even sign off the paperwork yet.
You had to do like three weeks of like on the job trading
before you would get your own stamp
where you could sign off your own work.
So they made a very big effort of not getting,
getting people familiar with their aircraft.
And now other airlines noticed this little company,
JetBlue making money and all these,
and other airlines started putting in orders for the Airbus.
And they have different size, 8, 320s, a popular one,
they have bigger ones, but they had a pretty,
pretty small, small selection of aircraft.
But they people's airline started ordering them
because they saw what was happening
and I think they were giving them a very good lease deal
on the prices and the maintenance packages and stuff like that.
So airlines jumped on it.
And I think this caught Boeing off guard
because they had such a hold on the market.
They didn't think this was going to happen, but it happened.
And I think at the time Boeing fell victim to the same thing
that happened to the car companies in Detroit.
They thought they were probably too big to fail.
A lot of union workers, a lot of bills,
and once those orders didn't come in,
they started hitting some financial troubles
and now it was time for them to catch up.
Now Airbus is a French company,
but it's pretty much a global, a EU company.
They split up their manufacturing
across many different countries.
So they probably didn't have the, maybe labor cost that Boeing had
and the restrictions of whatever it is doing business
in America, especially as Boeing.
Now you have to re-engineer your planes,
you have to pretty much re-engineer your business
to compete with Airbus.
And I think all those factors hurt Boeing recently.
And you can see what's happening.
It looks maybe the way the world is going right now
that it might be a little push by the globalist
because Airbus is a EU company and it's good
and it spreads work around every country.
And I think Boeing is feeling the pressure now
from the powers that be to, you know,
there's corporate shenanigans that go on.
So, and by corporate shenanigans
like this recently door plugged that blue out,
the plane didn't crash, no one was in,
slide injuries, no one died, the plane landed,
the overall it was okay, count your blessings.
And they blew this thing up,
like this thing crashed into like a nursery school
and killed everybody on board that it was so bad.
The way they covered this story, to me it seemed like
the powers that made the media had more interest
in promoting Airbus than Boeing.
So they took the opportunity
and they just kind of just pounded it into the ground.
And all looked, their doors are blowing out plugs
which they shouldn't.
But things happen, me being in the airline industry
for a few years, things happen, jet engines go out,
they fly back on one engine.
You had a miracle on the Hudson,
the guy landed, nobody was hurt, everybody got out,
like things happen, but the way they covered this door plug
blowing out was in my opinion, a little out of control.
And with the whole green movement,
I feel the aviation industry is under attack
because green, you got to fly green
and aircraft let's face it,
they burn a lot of jet fuel to get you to places.
And I hope the aviation industry stays resilient
from airlines to manufacturers.
I know that people, that there are people still
to have the passion for aviation.
And I hope they don't give up and don't let that industry
go down the tubes or let somebody else pick it up
because it is a great industry.
It's not just a job, it is a career.
And I hope it lasts.
And it's a great opportunity for young people too.
It's a great place to learn many different skills.
So that's my two cents.
I hope you got something out of it.
Thank you for putting up with my stuffiness.
I don't know if it's the allergies are starting
or it's just the temperature, the roller coaster,
but thanks for putting up with my nasally voiced this episode.
I am your host Anthony T.
This is a value for value podcast.
What that is is no ads, you can no have to listen
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