FAAST Blast — July 01, 2010 FAA Safety Briefing News Update

FAA Issues Piper AD
Last week, FAA issued an Airworthiness Directive (AD) for certain Piper Aircraft (models PA-32-301T and PA-46-350P). The AD, which becomes effective July 28, 2010, requires the replacement of any V-band exhaust couplings that have been spot-welded, with ones that are riveted. The AD results from reports that indicate the spot-welded couplings are failing and could cause the exhaust pipe to detach from the turbocharger. FAA says the AD affects 596 aircraft in the U.S. registry provided they have the affected exhaust coupling installed. For more information, reference AD 2010-13-07 at http://www.faa.gov/.

Looking for a Few Good Numbers
If you own an aircraft and received a form in the mail in early June for FAA’s 32nd annual GA and Part 135 Activity Survey, please consider taking the time to complete it. The information collected in this survey helps the FAA understand more about GA activities, assess GA’s impact on the National Airspace System (NAS), and determine the need for increased traffic facilities and services. The survey also helps the FAA prepare accurate estimates of aviation safety and uses the data collected to calculate GA fatal accident rates.
In addition to mailing in the survey, selected aircraft owners can also complete it online at http://www.aviationsurvey.org/. Use your aircraft N-number to login. Names and information submitted with the survey are kept strictly confidential and will not be published or released in any format that would reveal specific information of the participant. For more information call 1-800-826-1797 or email infoaviationsurvey@paconsulting.com.

Announcing New FAA Safety Briefing Weather Issue
There is little that is more important to a pilot than being up to speed on weather. This year, FAA Safety Briefing dedicated its July/August issue to this topic that impacts safety for all pilots. Articles address obtaining and interpreting weather data, developing strategies for avoiding marginal or hazardous weather, and what services ATC can and cannot provide in adverse conditions.
In her article, “The Whither and Whether of Flying in Weather,” FAA Safety Briefing editor Susan Parson discusses how to fine tune your weather knowledge and build a framework for sound go, no-go decisions in instrument meteorological conditions (IMC).
“Part of being proficient and safe in IMC is knowing and adhering to your individual personal minimums,” says Parson. “One way to approach this is to consider how comfortable you are in each of the different basic weather categories in aviation—VFR, marginal VFR, IFR, and low IFR.”
Check out the July/August issue at www.faa.gov/news/safety_briefing/.

Happy Fourth of July from the FAA Safety Briefing team!
Produced by the editors, FAA Safety Briefing, http://www.faa.gov/news/safety_briefing/
Address questions or comments to: SafetyBriefing@faa.gov.
You can also follow us on Twitter @FAASafetyBrief or www.twitter.com/FAASafetyBrief.

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    FAA Certifies Enhanced Vision System on Boeing Business Jet

    ATLANTA, Oct. 18 /PRNewswire/ — Boeing (NYSE: BA) Business Jets today announced that the Rockwell Collins Enhanced Vision System (EVS) was certified last week by the Federal Aviation Administration on a Boeing Business Jet (BBJ), an Air National Guard C-40. The Rockwell Collins EVS is available to current and future BBJ operators as a post-production modification.

    The EVS capability enhances situational awareness for pilots during approach, landing, taxi and takeoff by presenting an image of the external environment on the Head-up Guidance System (HGS) and head-down displays.

    The system uses an infrared sensor to improve the pilots’ view of the runway in various conditions including bad weather. This aids pilots to avoid terrain and clearly identify the runway, including any obstructions, early in the approach. It also assists pilots with “black hole” approaches to airports not equipped with precision landing aids and with landing and maneuvering at unfamiliar airports.

    “I had the pleasure of flying several of the flights during the EVS development flight-test program with the Air National Guard and the Rockwell Collins team. That experience gave me the chance to see the EVS advantages first hand,” said Steve Taylor, Boeing Business Jets president.

    “Given the variety of destinations visited by most BBJ operators, the improved situational awareness that EVS provides can be a great advantage,” said Taylor.

    “The truly collaborative effort between Rockwell Collins, Boeing, the Air National Guard and the entire development team has made EVS a reality for BBJ owners and operators who have been eagerly awaiting this capability,” said David Austin, senior director, HGS for Rockwell Collins.

    Installation of the EVS system on BBJs requires that the airplanes receive an upgrade to the HGS 4000, a modified radome, and the infrared camera.

    The EVS system will be demonstrated on the Air National Guard BBJ at DeKalb Peachtree Airport during the National Business Aviation Association convention, Oct. 19-22, 2010.

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    Boeing to Engage Army Leaders with Adaptive, Versatile Capabilities at AUSA Winter Symposium

    FORT LAUDERDALE, Fla., Feb. 18, 2011 — The Boeing Company [NYSE: BA] will showcase a wide variety of capabilities and technology solutions used by U.S. Army soldiers and allied defense forces around the globe at next week’s Association of the United States Army (AUSA) Winter Symposium and Exposition, Feb. 23-25 in Fort Lauderdale.

    The capabilities to be featured at the Boeing exhibits and in presentations by company leaders include airlift and attack/reconnaissance platforms, Army modernization initiatives, unmanned systems, cybersecurity solutions, logistics support, and logistics command and control programs.

    “Like our Army customer, the defense industry is becoming more adaptive and versatile in meeting the demands of the warfighter,” said Leo Brooks, Boeing vice president, National Security & Space Group. “Boeing’s goal, as always, is to provide warfighters with the best capabilities, systems and services to complete their assigned missions effectively, efficiently and safely.”

    Boeing’s interactive indoor booth, 2223, will include a number of hands-on demonstrations and scale models. Featured solutions include Army Brigade Combat Team Modernization; the AH-64D Apache and AH-6 helicopters; C4ISR and cybersecurity solutions; the ScanEagle unmanned aerial system; and the Joint Tactical Radio System — Ground Mobile Radio.

    The company’s outdoor display, 3323, will feature aircraft such as the CH-47F Chinook, A160T Hummingbird, and S-100 unmanned system; the Airborne Ground Surveillance trailer; the Avenger Adaptive Force Protection Solutions system; and the Mobile Guardian — Tactical Surveillance and Observation System.

    “The outdoor display area at Winter AUSA is an excellent venue for our customers to see our products in person,” said Jamey Moran, Boeing vice president of Army Systems. “Whether it’s the Chinook, our unmanned systems, or new capabilities such as the Joint Recovery and Distribution System and the Avenger Adaptive Force Protection Solutions system, The Boeing Company’s commitment to the warfighter is paramount.”

    Boeing’s online press kit at www.boeing.com/bds/mediakit/2011/ausa/ will be updated throughout the show with briefing presentations and schedule changes, if any. The site also contains program backgrounders, executive biographies and a link to high-resolution photos. Reporters may contact the media relations representatives listed below to schedule interviews with Boeing executives at the show.

    The company will participate in a Ground Combat Vehicle media roundtable hosted by prime partner SAIC on Feb. 24 at 2:45 p.m. in the SAIC B2B suite (

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    Sabre, American Airlines Statement

    FORT WORTH, Texas, Jan. 24, 2011 – American Airlines and Sabre have agreed to put the litigation between the two companies on hold until June 1, 2011.

    American Airlines and Sabre will begin work shortly in an effort to reach a new agreement. Both parties will return to operating as they were prior to Jan. 5, 2011, in terms of Sabre displays, American Airlines content and economic terms.

    Officials at American Airlines and Sabre will not have any further comment on this announcement at this time.

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    American Airlines Schedules and Fares No Longer Available on Orbitz.com

    Citing Failure to Reach a Mutually Beneficial Commercial Agreement American Revokes Orbitz Authority to Display and Sell American Airlines Fares

    FORT WORTH, Texas, Dec. 21, 2010 — Effective immediately, American Airlines will discontinue displaying and selling fares through Orbitz (www.orbitz.com) and its subsidiary Orbitz for Business. Tickets for travel already purchased through Orbitz remain valid but changes must be made through American Airlines reservations by calling 1-800-433-7300.

    Tickets for travel on American Airlines and American Eagle – including all international and domestic classes of service – are widely available through a number of outlets, including American’s own website, AA.com, which features our Lowest Fare Guarantee. Tickets, fares and schedules are also available through American’s reservations agents, thousands of travel agencies in locations worldwide, other online travel agencies such as Priceline.com, and metasearch engines such as Kayak.com.

    “American Airlines regrets any inconvenience this may cause our customers. While we could not reach an agreement with Orbitz, we are committed to letting customers know of the multitude of options they have to purchase travel on American Airlines,” said Derek DeCross, Vice President – Sales. “In today’s competitive marketplace, it is important for American to be free to customize its product offerings to improve the customer experience as well as distribute its products in a way that does not result in unnecessary costs.”

    American also continues to provide its fare content to travel agency partners, both through global distribution systems and through American’s own direct connection technology that is powered by Farelogix. There is no charge to agencies for using American’s direct connection, which allows travel agencies to offer their customers more complete and tailored travel choices, including fares and optional services

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  • FAA Calls on Airlines to Limit Cockpit Distractions


    For Immediate Release
    April 26, 2010
    Contact: Sasha Johnson
    Phone: (202) 267-3883

    WASHINGTON, D.C. — The Department of Transportation’s Federal Aviation Administration (FAA) today called on air carrier operators to create and enforce policies that will limit distractions in the cockpit and keep pilots focused on transporting passengers safely.

    “There is no room for distraction when your job is to get people safely to their destinations,” said Transportation Secretary Ray LaHood. “The traveling public expects professional pilots to focus on flying and on safety at all times.”

    The Information for Operators (InFO) guidance reminds crewmembers and air carriers that any cockpit distraction that diverts attention from required duties can “constitute a safety risk.” This includes the use of personal electronic devices for activities unrelated to flight.

    Last October the pilots of Northwest 188 over-flew their destination by 150 miles because they were using their laptop computers for personal activities and lost situational awareness.

    “Every aviation professional needs to take the issue of distractions in the cockpit seriously,” said FAA Administrator Randy Babbitt. “And when there are two or more professionals on the flight deck, they must hold each other to the highest safety standards. Allowing distractions is unacceptable.”

    The FAA’s Sterile Cockpit Rule prohibits pilots from engaging in any type of distracting behavior during critical phases of flight, including take-off and landing.

    In this InFO, the FAA is asking air carriers to address the issue of distraction through their crew training programs and to create a safety culture to control cockpit distractions.

    As technology advances, laptops and other devices are becoming valuable tools for pilots to use in their routine duties. But they must only be used in the cockpit if they assist pilots in safely operating an aircraft.

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    Pilot Fatigue Fact Sheet

    For Immediate Release
    September 10, 2010
    Contact: Alison Duquette or Les Dorr
    Phone: (202) 267-3883

    Last year, U.S. Transportation Secretary Ray LaHood and Federal Aviation Administration (FAA) Administrator Randy Babbitt identified the issue of pilot fatigue as a top priority during the Airline Safety Call to Action following the crash of Colgan Air Flight 3407 in February 2009. Administrator Babbitt launched an aggressive effort to take advantage of the latest research on fatigue to create a new pilot flight, duty and rest proposal based on fatigue science.
    Updated rules are necessary and must take into account today’s modern, global aviation system. After years of debate, the FAA published a landmark Notice of Proposed Rulemaking (NPRM) in September 2010 which would allow pilots more rest and give airlines the flexibility to integrate fatigue science into their scheduling practices.
    This new proposal recognizes that airplanes operate globally over multiple time zones and that short-leg, multi-leg, and long-haul flights all present challenges. In addition, technology has evolved to enable airplanes to fly much further than in the past. In this environment, a variety of factors can affect pilot alertness, judgment and performance. Those factors include: the time of day of a flight; day-night or night-day transitions; daytime sleep periods; time off between consecutive work periods; the number of takeoffs and landings in a given time period; the impact of time zone changes on circadian rhythms; early start times; and commuting.
    The proposal includes provisions related to a pilot’s commute, including consideration of commute time when determining rest periods, and consideration of flight and duty time in relation to a pilot’s “home base.” The FAA welcomes public comment on strategies to address this important issue.
    While FAA rules already state that a pilot must be fit for duty, the FAA is proposing to strengthen that requirement. Under the proposal, an air carrier would not be able to assign (and, a pilot would not be able to accept) an assignment if the pilot is too fatigued. In addition, a company employee who suspects a pilot of being too fatigued to perform his or her duties during flight would be able to report that information to the air carrier, so that the air carrier could make a determination of whether or not the pilot is too fatigued to fly.
    The public will have 60 days to comment on all provisions in the proposal which is available at http://www.faa.gov/regulations_policies/rulemaking/recently_published/.
    The FAA will then issue a final rule by August 1, 2011.
    What is fatigue?
    Fatigue is a general lack of alertness and degradation in mental and physical performance. There are three types of fatigue: transient, cumulative, and circadian.
    In aviation, fatigue may cause a pilot to fall asleep during cruise flight or it may impact alertness during take-off or landing. The National Transportation Safety Board (NTSB) has included an item to “Reduce Accidents and Incidents Caused by Human Fatigue in the Aviation Industry” as an action area in their aviation safety “Most Wanted List.”
    Although sleep science is evolving, research has indicated that most people need eight hours of sleep in 24 hours to perform effectively, and the average person needs in excess of nine hours of sleep per night to recover from accumulated sleep debt. Most people find it more difficult to sleep during the day than at night. In addition, the risks of fatigue and making a mistake increase the longer a person has been awake and working on a task.
    Key differences between the new proposal and the current rules
    The proposal reflects the universal nature of fatigue. The proposed rules would be the same for all types of Part 121 flights (passenger and cargo airlines): domestic, flag (international), or supplemental (unscheduled). There are currently different requirements for each of these categories of operations. The proposed rule does not apply to Part 135 operators, but FAA may address fatigue for Part 135 operators in the future.
    Unlike the current rules, the proposal provides a circadian component for reducing the flight time and duty time when the pilot is operating in his or her window of circadian low.
    The proposal clearly states that fatigue mitigation is the joint responsibility of both the airline and the pilot. A pilot may not accept an assignment if that pilot is too fatigued to fly.
    The proposal would give airlines the flexibility to adopt individual Fatigue Risk Management Systems. Fatigue Risk Management Plans, recently mandated by Congress and now addressed by FAA policy, would set out a carrier’s own policies and procedures for reducing the risk of fatigue and improving alertness. These plans are specific to an air carrier’s type of operations, are subject to the FAA’s review and acceptance, and include fatigue education and awareness training.
    Rest
    The FAA proposes to set a nine-hour minimum for rest prior to flying-related duty, a one-hour increase over the minimum in current rules.
    Flight Time
    Weekly: Currently, pilots flying domesticallyare limited to 30 hours of flight time in any seven consecutive days. Those flying international operations are limited to 32 hours in seven consecutive days, and there is no seven-consecutive-day limit for supplemental operations. The proposal provides pilots with at least 30 consecutive hours per week free from all duty, compared to the current 24 hours free from all duty on a weekly basis – a 25 percent increase.
    Monthly: Under the proposal, there is a 100-hour maximum for flight time in any 28 days. Current rules set a limit of 100 hours for every 30 days.
    Yearly: There is a current limit of 1,000 hours in any calendar year for domestic flights. Under the proposal, all types of operations will now be limited to 1,000 hours per 365 days.
    Duty Time
    There is currently a 16-hour duty period between rest periods. The proposal would limit the daily flight duty period to 13-hours, which could slide to nine hours at night (depending on take-off time and number of segments scheduled).
    Recent FAA guidance
    The FAA has published the following guidance to help air carriers and pilots prepare Fatigue Risk Management Plans:
    InFO: Fatigue Risk Management Plans (FRMP) for Part 121 Air Carriers – Part 2, August 19, 2010.
    InFO: Fatigue Risk Management Plans (FRMP) for Part 121 Air Carriers – Part One, August 12, 2010.
    Both InFOs are available at: http://www.faa.gov/other_visit/aviation_industry/airline_operators/airline_safety/info/all_infos/
    Advisory Circular 120-100 Basics of Aviation Fatigue, June 7, 2010.
    http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.list
    Advisory Circular 120-103, Fatigue Risk Management Systems for Aviation Safety, August 3, 2010.
    http://www.faa.gov/regulations_policies/advisory_circulars/index.cfm/go/document.list
    Background
    Withdrawal of the 1995 proposal
    In order to move forward with a new rulemaking, the FAA formally withdrew the old proposal by publishing a notice in the Federal Register on November 23, 2009. The notice reiterated that the 1995 proposal was outdated and raised many significant issues.
    Fatigue ARC
    On June 24, 2009, Administrator Babbitt announced that the FAA would undertake an expedited review of flight and rest rules. This followed Administrator Babbitt and U.S. Secretary of Transportation Ray LaHood’s June 15 meeting with airline safety executives and pilot unions to strategize on how to best reduce risk at regional airlines. The FAA chartered an Aviation Rulemaking Committee (ARC), which began work in July. The ARC, which consisted of representatives from FAA, industry, and labor organizations, was charged with producing recommendations for a science-based approach to fatigue management. The ARC forwarded its recommendations to Administrator Babbitt on September 9, 2009.
    2008 FAA Fatigue Symposium
    In June 2008, the FAA sponsored the Fatigue Symposium: Partnerships for Solutions to encourage the aviation community to proactively address aviation fatigue management issues. Participants included the NTSB, the Institutes for Behavior Resources, Inc., and many of the world’s leading authorities on sleep and human performance. The symposium provided attendees with the most current information on fatigue physiology, management, and mitigation alternatives; perspectives from aviation industry experts and scientists on fatigue management; and information on the latest fatigue mitigation initiatives and best practices.

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