Graham Warwick/WASHINGTON DC
The International Air Transport Association (IATA), which estimates that the so-called "millennium bug" will cost the airline industry $1.6 billion, has won approval from airlines for a plan to ensure that airlines, airports, air traffic control providers and manufacturers work together to minimise the effect of the Year 2000 computer problem. Boeing has already warned the association that its ability to correct problems will be limited.
At IATA's annual meeting in Montreal last week, members voted to approve the association's Year 2000 Project, which will require $20 million in funds from airline dues. An additional $15 million is being spent by members of the US Air Transport Association in a similar programme.
Maurice de Vaz, director of operations at Singapore Airlines and a key co-ordinator for the project, says a major goal is to raise awareness of the problem around the world. Many computers will not recognise the year 2000 because they are programmed to read only the last two digits of a year - so 2000 will look like 1900. Millions of microchips, such as those found in many runway landing lights, will also need replacing.
De Vaz admits the extent of the problem and industry readiness is largely unknown. "We need to know as an industry which are the positive areas and where are the areas of concern," he says. He adds, however, that "prompt and aggressive" action is needed now. "This is one project that cannot be rescheduled," he says.
Tim Fehr, vice-president of Airplane Systems at Boeing Commercial Airplane Group, insists no aircraft will "-fall out of the sky", because studies have found that very little use of dates occurs in flight-critical systems. Problems have been identified, however, in the Honeywell and Smiths Industries flight management computers and Litton inertial navigation systems in certain models of aircraft, including the 747-400 and 737-300/400/500.
Fehr makes it clear that, while Boeing's Year 2000 study covers all Boeing aircraft models under development, in production or in use and all Boeing-approved tools, it excludes aircraft parts certified without Boeing involvement, ground-based systems and satellites or other outside communication devices.
Source: Flight International
