Critical Analysis Flight 236

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Flight 236 1 Critical Analysis: Flight 236 Taylor Cardenas Liberty University AVIA 400

Flight 236 2 When Air Transat flight 236 was flying from Toronto-Pearson International Airport in Canada to Lisboa-Portela de Sacavem Airport in Portugal, a fuel leak occurred in the aircraft's fuel lines. The fuel leak occurred during flight and was caused by the aircraft's wing-mounted fuel tanks. The occurrence of a leak caused the aircraft to become unbalanced, requiring the crew to select the nearest airfield to carry out a timely landing before the fuel ran out completely. Because the crew noticed that the aircraft was running low on fuel, they were obliged to declare an emergency. The declaration was given to the facility in charge of Santa Maria's nautical operations. The aircraft's right engine caught fire while preparing to land and had to be shut down. The situation worsened when the second engine, which was located on the aircraft's left wing, caught fire while it was still 85 nautical miles away from Lajes. After all of the aircraft's engines failed, the pilot had little alternative but to use the engine-out visual approach to successfully land the plane at Lajes Airport. This was the only viable option. When the plane touched down, the bulk of its tires blew apart. According to the investigation's conclusions, eight of the aircraft's ten wheels exploded, reducing the total number of good tires on the aircraft to two. After the investigations were completed, it was discovered that the malfunction of the right-wing tank was caused by the convergence of low pressure in the fuel line and the proximity of a hydraulic line to the fuel line. After the investigations were completed, this was determined. Air Transat committed multiple mistakes in maintaining the aircraft, the most notable of which occurred during the installation of a new engine and a hydraulic pump. The action was carried out even though the responsible mechanic objected to it and complained about it. Because the mechanic's objections were ignored, blame for the ordeal was placed on the firm Air

Flight 236 3 Transat. When the corporation recognized their misconduct and apologized, they were hit with a significant monetary penalty. Based on empirical observations at the site, it was revealed that the new engine was installed during the repair operation, even though the operator was not properly alerted about the activation of its capabilities. The operation for installing the new engine and uninstalling the old engine was carried out without any prior identification of the new engine's configurations. Because the lead technician lacked access to the necessary tools, he had to depend exclusively on verbal instructions to determine whether the new engine's configuration was compatible with that of its predecessor. The fuel lines ruptured due to a mismatch between the gasoline lines and the hydraulics of the newly installed engines, resulting in fuel loss. This was a very bad circumstance. The flight's objective was to ensure that all passengers arrived at their destinations on time while also keeping them safe while in travel. The pilot in command holds a genuine Canadian pilot's license that has been approved by the appropriate Canadian authorities, and the aircraft has been assigned the legitimate registration number C-GITS. The transportation of the aircraft was given to Air Transat, a Canadian airline noted for specializing in aviation operations. The key issue that contributed to the disastrous voyage was a lack of gasoline in the airplane's primary fuel reservoirs. The occurrence of a leak caused the aircraft to become unbalanced, requiring the crew to select the nearest airfield to carry out a timely landing before the fuel ran out completely. A few persons were suspected to have been hurt during the evacuation of the building, but there were no verified fatalities.

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Flight 236 4 To avoid such disasters, extensive checks on every aircraft and adherence to a regular maintenance schedule are required. A faulty installation of a maintenance component resulted in gasoline depletion, which contributed to the August 24, 2001, crash of Air Transat Flight 236, which was flying from Toronto to Lisbon. The disaster was a horrific incident caused by fuel depletion. According to the results of the National Transportation Safety Board (NTSB) investigation, IMP Group International Inc., Air Transat's maintenance contractor, is accountable for the maintenance oversight that resulted in the fuel leak. The inquiry was carried out to ascertain the reason for the fuel leak. The incorrect installation of a hydraulic pump created a rupture in a gasoline line, resulting in the exhaustion of the available fuel supply. The findings of the National Transportation Safety Board (NTSB) are widely accepted and trusted. This is due, in part, to the meticulous quality of their inquiry. A combination of underlying factors influenced the severity of the incident, including a design flaw in the A330 aircraft's fuel system and the critical role played by the flight crew's Crew Resource Management (CRM) in efficiently managing the emergency. Both elements contributed to the incident's intensity. Pilots must have a thorough awareness of the protocols that must be followed in case of an emergency. Crew Resource Management (CRM) training is critical for facilitating effective communication and coordination in the case of an emergency. In addition, pilots should be familiar with the aircraft's fuel system and be aware of any potential flaws. It is vital to maintain constant awareness to prevent or mitigate the severity of fuel-related disasters. Because of tragedies like the one involving Air Transat Flight 236, the aviation industry routinely implements safety changes, and ongoing training and the sharing of experiences like these contribute to the general development of aviation safety.

Flight 236 5 My perspective on the accident roughly aligns with the findings of the National Transportation Safety Board following their investigation. Individuals who follow and understand divine commands should not engage in behavior that goes beyond the prescribed requirements, such as failing to acknowledge the pump's implementation or demonstrating apathy for the challenges that arose because of that implementation. Individuals have a moral obligation to maintain sincerity and diligently carry out assigned obligations to the best of their abilities. Colossians 3:23-24 highlights the need of wholehearted dedication in one's work, portraying it as a service performed to a divine authority rather than ordinary human superiors. It emphasizes the expectation of a future inheritance from the Lord, which serves as a motivator for the devout. Approach your work with the intention of serving the Lord rather than human authorities. One serves the Lord Jesus Christ rather than oneself. This verse is a call to action, asking people to put their all into any project they pursue. Failure to do so not only put us in danger, but also jeopardizes the quality of our work, as was the case in this case. Regrettably, the pilots and crew should have been made aware of any anomalies in the scenario. In this case, however, they were unaware of the circumstance and proceeded with the procedure despite the presence of a faulty pump installation because it had not been brought to their attention. The current situation could have been averted if all processes had been followed correctly and strictly according to the rules stated in the maintenance handbook. Finally, the sad incident involving Air Transat Flight 236 emphasizes the crucial need of precise aircraft maintenance and compliance with safety standards. The disaster, which was caused by a gasoline leak caused by incorrect installation of a hydraulic pump, exemplifies the disastrous implications of ignoring critical procedures.

Flight 236 6 The maintenance contractor, IMP Group International Inc., and Air Transat bear responsibility for this terrible event, as maintenance supervision resulted in the gasoline spill. The detailed examination conducted by the National Transportation Safety Board provided light on the core cause, establishing that poor installation and subsequent fuel depletion were the key culprits. The incident's severity was exacerbated by underlying concerns such as a design defect in the A330's fuel system and the critical role of Crew Resource Management (CRM) in emergency management. The aviation industry, guided by the lessons learned from previous events, is constantly implementing safety improvements. To ensure a quick and effective response in critical situations, pilots and crew members must be well-versed in emergency procedures, CRM, and the nuances of the aircraft's systems. The biblical perspective emphasizes the need of dedicating one's labor as service to a supernatural authority in Colossians 3:23-24. The passage urges people to embrace their duties with passion, knowing that they are ultimately serving the Lord. This idea is consistent with the ethical duty to maintain truthfulness and faithfully carry out responsibilities while avoiding negligence or apathy. In this perspective, it is evident that the tragedy could have been avoided if proper maintenance practices, efficient communication, and a dedication to safety had been followed. The lessons from this disaster should serve as a reminder to the aviation industry and individuals alike to prioritize safety, scrupulously follow procedures, and approach their profession with a feeling of duty and responsibility.

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Flight 236 7 Reference: Ladkin, P. B. (2004). Air Transat Flight 236: The Azores Glider. Cramoisi, G. (2010). Air Crash Investigations: Running Out of Fuel, How Air Transat 236 Managed to Fly 100 Miles without Fuel and Land Safely. Lulu.Com. Version, N. I. (2011, September 15). NIV Bible eBook (New International Version) . Hachette UK. Godfrey, K. (2018, February 9). How did Air Transat Flight 236 land WITHOUT fuel? Crash with NO fatalities explained . Express.co.uk. https://www.express.co.uk/travel/articles/916786/flight-miracle-disaster-air-transat-flight-236- plane-crash FAA (2009) Risk Management Handbook