Message of the Chairman

CHALLENGE TO THE NEW AERO ENGINEERS

Now that you are considered professionals, allow me to say a few things, my
way of welcoming you to the aviation world.

Let me start with an incident, in fact, an aircraft accident which occurred

recently, not that I want to discourage you, but I tell you this because there’s a
challenge to be had. And this is a challenge, for you, young aero engineers.

A passenger airplane of Lion Air, an Indonesian budget airline, crashed into

the waters of Java Sea on October 29 this year. The aircraft involved was the
Boeing 737 MAX, Boeing’s newest aircraft now on commercial flights.

If you have read the many news articles written about the details of the crash,
you would have encountered the term MCAS, M-C-A-S, which stands for
Maneuvering Characteristics Augmentation System. This is a new system
installed on the Boeing 737 MAX.

What does MCAS have to do with the aircraft? Well, to put it simply, “if MCAS
detects that the plane is flying too slowly or steeply, and there’s a danger of
stalling, it can automatically lower the airplane’s nose.” The system stabilizes
the aircraft at high angles of attack, meaning it prevents stall.

MCAS is a new system for the B737 MAX. Its design is excellent in terms of
providing protection for the aircraft to prevent stall. “It was added to make it
easier for pilots to control the aircraft in extreme scenarios and prevent it
from pitching up and stalling.”

In addition, the crash has something to do with one of the two angle of attack
sensors. During that time that one sensor was erroneously detecting a stall,
when in fact, the plane was not stalling. So MCAS kicked in by trimming the
nose down using the horizontal stabilizers. However, the pilots failed to
correct the down trim command of the MCAS, even though they pushed the
jet’s nose down for 26 times. In the end, MCAS pushed the plane down and it
crashed into the sea.

But if you read the articles about the MCAS in the Internet, it says that
somehow Boeing did not want pilots to know about the MCAS system. They do
not want to overburden the pilots of the new system. The Wall Street Journal
said “Boeing didn't disclose MCAS details to pilots because it was worried
about overwhelming the pilots with more technical details than what is
needed. Boeing also said pilots were unlikely to encounter MCAS intervention
during their normal flying.”

Of course Boeing has its own reasons for doing so, and the accident is still
under investigation. What I want to emphasize here is that:

I pose this to you as a challenge, aero engineers. Do you think, if

you encounter or face too much technical details of a new

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 Message of the Chairman

technology or system, you might be overburdened? Can you be

able to absorb and understand the operation of a new system?
Can you do it? I want you to say it, “YES I CAN!”

I ask you this because, in our profession, the aero engineering profession, the
turnover of new technology is so rapid that you barely have enough time to
master the present system and yet another new system comes along for you to
work on. And with new technology come new policies and procedures.

The best example is the A350, Airbus newest commercial wide-body aircraft.
Philippine Airlines has acquired several and two more are coming next year to
complete the order. And with this new aircraft Philippine Airlines has
implemented a standing policy stating that equipment or stands to be used
around the A350 should be least 1 foot away from the structure. That’s
because the fuselage or body of the Airbus 350 is mostly made of composite
material. Not only the skin is made with carbon fiber composite but also
covered with a metallic mesh used for protection against the adverse effects of
static electricity. The skin is full of bonding braids which are used to prevent
the accumulation of static charges.

What I’m saying is that we thrive on technology. But don’t be intimidated by

it. You must be able to conquer and master it. Do you think you can handle it
if you’re assigned to work on a new system?

There are now 2025 of us registered aero engineers, including your batch.
And we started the Board examinations in 1983, that was 36 years ago, giving
an average of only 56 new aero engineers added to the list each year. It’s just a
small number. That makes us a special group of engineering professionals, an
elite group if you will.

An example of a young aero engineer who is making a big start is Engr. Justin
Francis Austria, the topnotcher in the 2015 Board exams. Presently, he is with
Philippine Airlines’ Aircraft Engineering Department, handling systems and
structures for A320/A321 NEO. You see, within just three years, this young
engineer has proven himself capable.

So I challenge you.
Do the same or even more. I know you could do it. By passing the Board
exams, you’ve shown that you possess an attitude, a competency to give you a
head start. You have been prepared by your schools in the years you were
studying. Like PATTS College of Aeronautics, Philippine State College of
Aeronautics, Holy Angel University, Cebu Aeronautical & Technical School,
FEATI University, MATS College of Technology, University of Perpetual Help
– System Dalta and WCC Aeronautical & Technological College. You should be
grateful to your alma mater for what you have become today.

Prove yourself worthy of the license you possess. Your license is a privilege to
practice your profession, and, may I add, it is also a responsibility. Use it in
accordance with good ethics and professionalism.

There are already aero engineers who have established themselves on top.

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 Message of the Chairman

I’m sure they will help you in the pursuit of your career. After all, we’re all
brothers and sisters in the aero engineering profession.

Once again, I congratulate all of you. Go out into the world and establish
yourself. Make us all proud.

Thank you.

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