Seven Flight Crew Members Died Needlessly 14 October, 2004 at Halifax, Nova Scotia, Canada.

Transport Canada's Safety Board final accident report released last week on MK Airlines Limited Boeing 742SF crash at Halifax International airport, 14 October 2004 sparked outrage and serious concern from independent researcher, inventor and avaition consultant Captain Geoff Ogilvie. Operated as a non-scheduled international cargo flight from Halifax, Nova Scotia, to Zaragoza, Spain the aircraft crashed after attempting to take off from Runway 24. The aircraft overshot the end of the runway for a distance of 825 feet, became airborne for 325 feet, then struck an earthen berm. The aircraft's tail section broke away from the fuselage, and the aircraft remained in the air for another 1200 feet before it struck terrain and burst into flames. The aircraft was destroyed by impact forces and a severe post-crash fire. “All seven crew members suffered fatal injuries needlessly,” said Captain Geoff Ogilvie retired airline pilot, independent researcher and inventor of Avibridge www.avibridge.com ). "And I am hopping mad about it!"

Bangkok, Thailand (PRWEB) July 10, 2006 -- On 14 October 2004, an MK Airlines Limited Boeing 742SF (registration 9G-MKJ) was being operated as a non-scheduled international cargo flight from Halifax, Nova Scotia, to Zaragoza, Spain. At about 0354 Atlantic daylight time in clear conditions while attempting to take off from Runway 24 at Halifax International Airport the aircraft overshot the end of the runway for a distance of 825 feet, became airborne for 325 feet, then struck an earthen berm.

The aircraft's tail section broke away from the fuselage, and the aircraft remained in the air for another 1200 feet before it struck terrain and burst into flames. The aircraft was destroyed by impact forces and a severe post-crash fire.

“All seven crew members suffered fatal injuries needlessly.” Said Captain Geoff Ogilvie retired airline pilot, independent researcher and inventor of Avibridge (www.avibridge.com ).

Aircraft loading systems rely on an 85 year old paper based system called the manifest weight & balance system or load sheet. More modern systems have been rejected by airlines as being inaccurate. Government has not shown leadership by making these systems mandatory. Inventor Geoff Ogilvie, a retired airline captain has come up with a system that he believes is better than both the present system and the onboard system rejected by the airlines. His system, named Avibridge measures aircraft weight & balance externally by means of a patent pending aircraft weighbridge. [PRWEB Apr 28, 2005

The Transport Canada Safety Board report (http://www.tsb.gc.ca/en/reports/air/2004/A04H0004/a04h0004_sec3.asp#3) released last week noted several causal factors including weight & balance errors (Loading) and take off performance errors by the crew.

"Basically the crew used the wrong weight & balance data to calculate the take off performance," said Captain Ogilvie. "There are many reasons why this may have happened but that’s not my concern. If there had been an Avibridge system installed at Halifax International Airport on 14 October 2004, that crew would be alive today.” Continued Captain Ogilvie.

"How many more aircraft need to crash? How any more crew and passengers need to be killed?” asks Captain Ogilvie. “Before a stakeholder of conscience takes the risk seriously and mandates the use of external weight & balance measuring systems for all airports.”

“I have been going on about this for years and no one in the industry has either taken the initiative or supported my Avibridge project need for funding,” said Geoff Ogilvie.

Avibridge is a patent pending system that can accurately, independently and verifiably, measure aircraft weight & balance externally before and after every take off and landing.

Use of this life saving innovation or any other similar system has been blocked by a lack of acceptance that the risk is real and a ridiculous claim that the present system of aircraft load control is safe.

Cost of the Avibridge system is not an issue. The Avibridge system can be shown to make money for aviation stakeholders.

Inconvenience to operators is not an issue. The Avibridge system can provide accurate weight & balance data on the fly. There is no need for an aircraft to slow below normal taxi speed over the system. No delays need be caused by using the system properly.

System reliability is not an issue. The system in a different form is in use everyday around the world measuring road; rail; and production transport, with near 100% reliability.

New technology is not an issue. Weighbridges have been used for over 250 years! An example can be found dating back to the 17th Century in Cambridgeshire England (http://www.soham.org.uk/history/steelyard.htm).

It was used for weighing up to four tons of agricultural produce such as hay and straw to an accuracy of within two ounces. It was used up until 1879, when the Ely to Newmarket railway line was opened, enabling farmers to take their goods to Newmarket for weighing instead.

Accuracy is not an issue. Today modern load sensing devices coupled to powerful computers provide accuracy far greater than the 17th century example quoted above. Accuracy levels that can weigh to within 100 kilograms an aircraft the size of an Airbus A 380 are achievable.

Operational oversight is an issue. Regulators are failing in their duty to properly monitor aircraft weight & balance by relying on a paper based system that has been proven to be flawed. Without external pressure from the public and politicians they are unlikely to show the kind of innovative thinking needed to demand change in the face of operator resistance to change.

Duty of care is an issue. Under the law of negligence, duty of care requires everything ‘reasonably practicable’ be done to protect the health and safety of others at the workplace. This duty is placed on all employers; their employees; and any others who have an influence on the hazards in a workplace (Stakeholders). (http://www.nohsc.gov.au/OHSLegalObligations/DutyOfCare/dutycare.htm)

Verification is an issue. One of the responsibilities of all stakeholders is to verify critical data by external check and measurement. Imagine buying a ticket on an airplane knowing that not only was there a risk that the aircraft weight & balance (Loading) was not properly calculated but that those who should know better, operators & regulators had no system to independently (Outside the system) verify the calculated data was correct. Don’t imagine. This is happening everyday in the industry.

"Industry silence is an issue. At the coal face, the system puts the responsibility for correct loading on the Pilot in Command (PIC). For too long as a PIC I have had to remain silent to protect my job. All PIC’s are forced into this situation," said Captain Ogilvie.

Many times the PIC knows the aircraft is over weight. How? By use of in flight computer calculations a serious degradation of the aircraft fuel reserves can be measured and recorded. This degradation in fuel reserves can be only as a result of overweight, out of balance or a combination of both these conditions.

“These flights are reported to the operators by the PIC and that’s as far as the system allows it," said Captain Geoff Ogilvie. “Rarely are incidents of incorrect loading reported to regulators, nor are they required to be reported. Most industry insiders know the extent of the problem yet remain silent.

"Some individuals within the industry in positions of responsibility have confided in me privately that the system is far from satisfactory, but none are in a position to influence change by openly challenging the status quo.

“But every time I read that even one pilot or passenger dies needlessly as a result of a loading error I am sickened, saddened but more importantly resolved to do something positive about it,” said Captain Ogilvie.

"Apart from my Avibridge invention I have a proactive program of research aimed at eventually creating an International Civil Aviation Organisation (ICAO) Standard & Recommended Practice (SARP) that will mandate the compulsory use of external weight & balance measuring systems for all aircraft,” concluded Captain Geoff Ogilvie