Just think about the following:
An aging population combined with the increasing mobility of people with acute and chronic illnesses could make an increase in the frequency of in-flight medical events aboard commercial aircraft likely. We should determine the incidence of each type of in-flight medical complaint, the appropriateness of medical kit contents, which factors lead to aircraft diversion, and which factors effect the appropriateness of the decision to divert. Methods: Medical complaints reported aboard a sample airline from July 1, 1999 through June 30, 2000 were studied. The frequency of aircraft diversion was related to complaint and medical assistance provided.
The appropriateness of the decision to divert was determined as a function of hospital admission rates. Results: There was an incidence of 22.6 medical complaints per million passengers and 0.1 deaths per million passengers. There were 210 diversions per million flights with one of every 12.6 incidents resulting in a diversion. When a passenger volunteer was used, they opened the medical kit 62% of the time. When a physician participated in the decision to divert, the hospital admission rate was 49% versus 15% with no physician input. Conclusion: Variations in incidence of medical complaints cited in previous studies demonstrate the need for an industry-wide standardized reporting method of in-flight medical events. All in-flight medical complaints could likely have been adequately treated with the contents of the FAA's newly mandated medical kits. Physician participation in decisions to divert aircraft should be sought as it is associated with more appropriate divert decisions.
Conclusion… in-flight provision of one kind or another is life and death.
On November 9, 2004, there were announced commitments from 12 major U.S. passenger airlines to implement new aircraft water testing and disinfection protocols, water being an essential supply.
Considering all the contributory factors which combine to assure aviation safety, it is ironic that the perceived risks to aviation safety posed by the in-flight food products meal solutions on offer are rendered negligible. Attributable risks to aviation safety posed by the
catering chain of logistics and supply have been underestimated dramatically. The 21st century technology evidenced in every other area of the industryis both necessary and obvious if the industry is to continue to meet the global increase in demand for advanced and eclectic travel opportunities. State of the art avionics and service technologies, streamlined and aesthetically driven cabin interior solutions, spellbinding in-flight entertainment and communication options: all continue to develop and evolve in tandem with an increasingly fast-paced and modern world.
The challenges are driven by customer expectations. The customer expects the prototypes to become reality as fast as their predecessors have embarked on their maiden flight. The safety expectations move just as swiftly. Risks posed to aviation safety by the catering product, rival any other in the mechanical, operational or security arenas. Any suggestion that the customer expectations which drive aviation safety standards generally are not equivocal in the foodservice area, are unfounded. The status of customer expectations with regard to the catering product is directly linked to historical deficiencies in aesthetic appeal and quality shortfalls. In this regard, the customer perception of quality is not linked to safety expectations in the same way as non-food service products are.
The historical customer fascination with the quality, i.e. aesthetics, ergonomics, etc. of in-flight food products, has lulled the industry into a false sense of security over the requirement to develop products and protocols assuring all-round product safety assuming quality and safety as one in the way that food manufacturers do. Everything that appertains to product safety needs to be placed under scrutiny: date marking and labelling, nutritional data and raw material outsourcing, above all manufacturing standard GHPs, GMPs and HACCP.
Recent attempts from within to develop generic industry standards did little to change aviation industry attempts to escape scrutiny and avoid the primary issue which faces it. As long as the aviation community refuses to accept that every aspect of the logistical and operational food service supply chain should be governed by manufacturing standard food safety management and quality assurance protocols, it will remain a risk to aviation safety. It is only by the adoption of a manufacturers’ mentality as opposed to the cosy caterers’ ethics, that the emerging safety and security issues which face the aviation catering community can be effectively dealt with.
How can issues of bio-terrorism be tackled when systems management protocols are so inappropriate? How can the industry react effectively to the worldwide overhaul of food labelling requirements when their specialist meal provision has no cohesive structure or basis for analysis? How can full traceability be assured when the supply chain is so haphazard and broker driven? How can menu development occur in tandem with product safety considerations, when celebrity chefs determine the critical source of supply?
The component nature of the product and the requirement for global replication should be the issues which drive forward the adoption of food manufacturing standards, not the smoke screen behind which both the aircraft operators and catering providers hide.
The lessons learned by food manufacturers over the past 30 years can serve as a great incentive to get it right first time. The assumption that catering safety issues will be hidden from scrutiny by a flying public preoccupied with quality is a dangerous and potentially costly assumption to make.
As the numbers of those flying swell year on year, a new generation of supermarket psyched, product safety aware litigants take to our skies. Unless a proactive approach to their quality and safety demands is undertaken, instead of the historically reactive methods still employed, the aviation industry may well find itself left too far behind to recover.
The average airline passenger today expects a lot more by way of in-flight comforts: a comfortable seat, an in-flight meal that meets the same attributable standards of quality as for a meal served in a restaurant on the ground, a fully flushing toilet and hot and cold running water, in-flight movies and music at the touch of a button.
This expectation is today a startling reality. All credit to the ingenuity of modern technology in tandem with the vast amount of work that goes on behind the scenes at every major airport in the world, thus providing the infrastructure that brings the passenger not only movies and music at the touch of a button but also ensures the safety of the product and thereby the safety of the passenger. Aligning food safety requirements and GMPs with aviation safety, security and aircraft design issues poses a major headache. Traditionally, extended consultation and liaison with sources of food safety management expertise from outside the industry have never been an option.
The historical climate of self-regulation renders the industry susceptible to criticism and failure. The result of the industry’s shortcomings can be examined in terms of its potential impact not only on food safety but also on aviation safety.
A fundamental reassessment and restructuring of every product and process appertaining to the product delivery has to occur so that aviation food safety standards can fall into line with the rest of the industry’s emerging technologies.
Cabin equipment (in-flight) Cabin subsystems are becoming more and more sophisticated and complex. This is due primarily to the passenger in-flight entertainment systems and service improvements to enhance passenger comfort. Almost unlimited selections of audio and video programming are becoming available to the passengers. State of the art video entertainment subsystems with a capability for video games and catalogue viewing are being provided on a personalised basis. Passengers will be able to communicate almost anywhere.
Entertainment systems (in-flight) Virgin Atlantic currently have three different types of inflight entertainment systems across their fleet. The stated goal - for some years - is eventually to move all aircraft to the V:Port system; however progress on this has been slow and we may potentially see a replacement for V:Port before all aircraft have it fitted. One reason for the delay is cost - reportedly $2M per aircraft. A string of events, such as 9/11, SARS & $70-a-barrel oil prices have caused all airlines to look carefully at their capital expenditure, and in the specific case of Virgin Atlantic their priorities seem to have shifted - initially from the Upper Class Suite, and more recently to the Premium Economy relaunch and Clubhouse programme.
In-flight entertainment headsets current technologies include cordless headsets that deliver CD-quality audio; high resolution LCD monitors; and "live programming" including weather and news. Emerging in-flight entertainment technologies include on-demand video entertainment which allows passengers to view movies or other programs at any time and thus not depend on a master schedule; in-flight gambling; broadcast television/direct television: live, real-time video broadcast via satellite; in-seat power outlets for notebook computer use; and exterior-mounted video cameras displaying exterior flight view to passengers.
One of the latest developments in in-flight technologies is the introduction of automated teller machines (ATMs). Cathay Pacific Airways was scheduled to introduce ATMs in February 1998 aboard some of their aircrafts. Developed by Inflight ATI, the ATMs dispense cash for all major bank debit cards and credit cards, convert U.S. dollars to other currency, and determine a daily exchange rate via satellite feed. The on-board ATM system operates with an aircraft's flight management controls, which uses satellites to track the position of the aircraft in the air. Once a user inserts a card in the ATM, information is transmitted to a receiver on the ground via the satellite network, from where the data is sent to a computer server. The data is then routed to the relevant financial organization for verification.
For the time being at least, In-flight satellite entertainment is struggling to justify its price tag, while even widespread deployment of in-flight cellular services could be limited to those airlines who can justify investment in passenger connectivity as a service differentiator, since many airlines may be unable to demonstrate a compelling direct return on investment in these services. Using wireless transmission for entertainment and passenger communications raises big questions about safety onboard and the effect it may have on aircraft operations. New generation aircraft systems that use wireless communication as part of the aircraft design add a new dimension to this. Also, interference between passenger systems can degrade the quality of service offered by an airline.
In-flight entertainment (interactive shopping) has progressed from inflight on-line shopping service to an inflight interactive marketing company, providing retailers a forum to offer passengers special premiums. In addition to shopping, passengers now can enter contests, arrange to test-drive a BMW, send an e-card, access retailers' promotions, or join the airline's frequent flier program.
In-flight disposables In-Flight Catering Rotables,Injection moulded and thermo formed food service products are widely used throughout the airline catering industry. Although rotable produced equipment has taken over a large percentage of the airline market there is still a requirement for disposables, tray sets, cutlery and glasses.
Self-imposed high standards of quality and excellence are considered an integral part of everyday commitment to customers in this sector. In-flight supplies can include any of the following ... comfort products and cabin linen, airline blankets, headrest covers, travel kits for first class, business class, coach class, children, and babies; body lotion, hand soap, bath gel, moisturizer, shampoo, lip balm, liquid breath mints, toothpaste, toothbrush, mouthwash, shaving kits, comb, mirror, make-up kits, cleansing sets, nail-care kits, name brand perfume, eau de cologne; comfort sets, eyeshades, socks, slippers, shoeshine wipe/kits; pillows, pillowcases, inflatable travel pillows, sewing kits; electronic and pneumatic headsets; crew bags, pilot cases, roller-wheel suitcases; shirts, suits, pants, skirts, ties, accessories, and other garments for flight crew and ground personnel; pre-scented or non-scented hot towels; refreshing towels, baby wipes; plastic, aluminium, and porcelain dinnerware and flatware, stainless steel; atlas trays, regular or non-breakable disposable cups, glass, porcelain, and paper beverage ware; tableware; beer, wine, beverage, long shelf-life meals, coffee creamer, snacks; disposable trash bags, oven-bags; first-aid kits; children’s toys and games, crayons, puzzles, magic slates, drawing boards, stuffed animals; security seals; umbrellas; key-chains, earplugs and much more...
Airline supplies can also include the consumables used when AOG aircraft on ground ... cleaning chemicals deodorizing chemicals and toilet chemicals.