The Worst Nightmare

That night CNN broadcast pictures of members of the National Transportation Safety Board (NTSB) staff boarding a Gulfstream to fly to Halifax. This was a familiar scene. The CNN broadcast captured one of the early steps of a major accident investigation.

Those of us who work as aircraft accident investigators know these steps. We have watched carefully as the investigative framework is set in motion. While it can be complex, a careful, detailed, and complete field investigation is essential. That framework was taking shape in Canada.

Realizing that we fly to Canada, I followed carefully how the Transportation Safety Board of Canada (TSBC) coordinated the investigation. How was the cooperation with NTSB? Did ALPA (who now represents most of the Canadian pilots) have anyone there? Would the Swiss Air Pilots Association be allowed to participate? How would Boeing, who now owns McDonald Douglas, handle a MD-11 accident? The questions were endless.

The TSBC did a very good job in handling the complex issue in Peggy’s Cove. They were open to input from many different sources. They do not use a party system like the NTSB. There are similarities between the two organizations, but there are many differences. The important question was, Would the investigation be conducted in the open and with input from the technically qualified organizations? The answer was yes. ALPA sent experts on the MD-11, DFDRs, CVRs, and aircraft performance.

As in all good investigations, the appropriate organizations work together to find the cause. The proper government authority coordinated the work of these people and are keeping track of the accident documentation.

This is an example of the increasing complexity of aviation accident investigation. A Swiss-registered, but American-manufactured, airplane operated by a Swiss airline, crashed in Canada after leaving the United States bound for Switzerland. If this were an aircraft manufactured outside the US, would the NTSB have had any means to participate in the investigation? Would ALPA?

These questions highlight the need for us to be prepared if there is a problem on a US Airways airplane outside of the Unites States. We must know whom to call to help us if it is needed. We must have recognized credentials to show to the investigating authority. This means we must turn to the International Federation of Air Line Pilots (IFALPA).

Within IFALPA, the Accident Analysis committee studies major aircraft accidents worldwide. They also have set up a special certification for accident investigators. The certification helps pilots from the affected airline have a role in the investigation. Unlike an NTSB investigation, having a part in an investigation outside of the United States can be very difficult.

In much of the world, the rules of the International Civil Aviation Organization (ICAO) Annex 13 are used for aircraft accident investigation. In addition, the investigating body may be judicial (the police or a magistrate). These and other variables can cause significant problems for us.

The worst nightmare is if one of our airplanes has a problem and the police arrest the crew immediately. Some believe that this cannot happen. That belief is false. As an example, the South Koreans arrested a pilot just after an accident. It was several weeks before he was released. This can happen in many countries.

This nightmare is made worse by the probable language difference and compounded by significant differences in the legal structure. In some countries, the burden is upon the accused to prove innocence. This can make a big difference. Also, there can be a difference in media access to a pilot just after an accident.

The deeper we look into this nightmare, the more complex and worse it becomes. There is usually a significant time difference between the accident site and the investigators, initially. There are only a limited number of flights on which we can send people to the affected crew. Hours are going to pass before help can arrive. What is the crew going to do? Again, IFALPA is the key.

IFALPA has representatives either in the country or nearby. Furthermore, we maintain contact with the investigation authority in the countries in which we fly. We have the ability to contact an accredited IFALPA investigator. The time to have someone with the crew is significantly decreased.

Within our Accident Investigation Committee are a few IFALPA certified investigators. If needed, this is the pool from which the selection is made about who goes to the site. These experienced people also have attended formal training at the University of Southern California. They meet all of the criteria set by IFALPA.

Our contact with other investigators is enhanced by participation in the International Society of Air Safety Investigators. Annually, the society meets to discuss the issues of the day. During the several days of meetings and discussions, we learn about problems faced by other investigators. We examined what solutions worked, which ones did not, and what issues remain open. This is valuable information.

As we expand our international operations, we will face similar problems of other major airlines. As more of our flights operate internationally, our exposure to the potential of a problem outside the U.S. increases. We must be ready, if needed, to face the challenges of an international investigation.

It is most important that any crewmember involved in any incident outside the United States realize that there is a crucial need to contact ALPA as soon as possible. The early hours after an incident always are some of the most important. After taking care of the passengers, checking about injuries to the crew, and notifying dispatch, call ALPA.