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FAA Raises Safety Rating for Mexico

December 1, 2010

WASHINGTON, D.C. – The U.S. Department of Transportation’s Federal Aviation Administration (FAA) today announced that Mexico complies with international safety standards set by the International Civil Aviation Organization (ICAO), based on the results of a November FAA review of Mexico’s civil aviation authority.

Under the leadership of Secretary Juan Molinar and Director General Hector Gonzalez Weeks, Mexico has made significant progress and is now upgraded from the Category 2 safety rating the country received in July to Category 1. At Mexico’s request, the FAA will continue to provide technical assistance to support and maintain the changes the civil aviation authority has made.

A Category 1 rating means the country’s civil aviation authority complies with ICAO standards. A Category 2 rating means a country either lacks laws or regulations necessary to oversee air carriers in accordance with minimum international standards, or that its civil aviation authority – equivalent to the FAA for aviation safety matters – is deficient in one or more areas, such as technical expertise, trained personnel, recordkeeping or inspection procedures.

With the International Aviation Safety Assessment (IASA) Category 2 rating, Mexican air carriers could not establish new service to the United States, but were allowed to maintain existing service. Now with the Category 1 rating, Mexican air carriers can again add flights and service to the United States.

As part of the FAA’s IASA program, the agency assesses the civil aviation authorities of all countries with air carriers that operate or have applied to fly to the United States and makes that information available to the public. The assessments determine whether or not foreign civil aviation authorities are meeting ICAO safety standards, not FAA regulations.

Countries with air carriers that fly to the United States must adhere to the safety standards of ICAO, the United Nations’ technical agency for aviation that establishes international standards and recommended practices for aircraft operations and maintenance. IASA information is at www.faa.gov/about/initiatives/iasa/.

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  • FAA Proposes Civil Penalties Totaling $787,500 Against American Airlines

    For Immediate Release
    March 12, 2010
    WASHINGTON, D.C. – The Federal Aviation Administration (FAA) is seeking to collect three proposed civil penalties totaling $787,500 from American Airlines for maintenance violations.

    In the first case, which occurred in April 2008, the FAA alleges American Airlines mechanics diagnosed problems with one of two Central Air Data Computers (CADCs) on a McDonnell Douglas MD-82 jetliner. Instead of replacing the computer, mechanics improperly deferred this maintenance under the airline’s DC-9 Minimum Equipment List (MEL) by noting that the auto-throttles were inoperative. The MEL, however, does not allow deferral of an inoperative CADC.

    The airline subsequently flew the plane on 10 passenger flights before the computer was replaced. During this time, flight crews were led to believe that both computers were working properly.

    The FAA proposes a civil penalty of $625,000 in this case.

    In the second case, the FAA found that in March 2008, American failed to correctly follow an Airworthiness Directive involving the inspection of rudder components on certain Boeing 757 aircraft. As a result, four 757s operated by American Airlines did not comply with the requirements of the Airworthiness Directive.

    The FAA alleges that after American was advised of the situation, the company said it would cease flying the planes until they were repaired. However, during the following two days, the airline flew two of the planes on a total of three passenger flights. The FAA is seeking a penalty of $75,000 in this case.

    In the final case, the FAA alleges that in May 2009, American’s mechanics returned an MD-82 aircraft to service, even though several steps of a scheduled B-check maintenance visit had not been checked off as completed. The airline also replaced a landing gear door without noting it in the aircraft’s logbook.

    The aircraft was operated on two passenger flights with the logbook error. An FAA inspection of the aircraft revealed several discrepancies in the tail section, including loose screws, a missing nut plate and a right hand elevator torque tube binding and making noise. As a result of these discrepancies, the FAA proposes a civil penalty of $87,500.

    American Airlines has 30 days from the receipt of the FAA’s civil penalty letter to respond to the agency.

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    Lockheed Martin Awarded $15 Million Production Contract to Upgrade Military Helicopter Sensor System

    ORLANDO, Fla., Jan. 6, 2011 — The U.S. Army awarded Lockheed Martin (NYSE: LMT) a $15 million contract for production of a low-light-level TV capability, called VNsight, for the Apache’s combat-proven Modernized Target Acquisition Designation Sight/Pilot Night Vision Sensor (M-TADS/PNVS), also known as Arrowhead®. The new VNsight visible/near infrared sensor is integrated into the Modernized PNVS, providing the Warfighter with significant tactical advantages, particularly in low-light-level conditions.

    The VNsight Lot 1 production contract for 65 sensors and spares will equip two Apache battalions. It will also provide an initial quantity of cameras and spares to outfit a Foreign Military Sales customer. The M-TADS/PNVS systems will be upgraded as a field retrofit. Lockheed Martin Missiles and Fire Control will produce the VNsight lens and serve as the system integrator, while Lockheed Martin Mission Systems and Sensors in Akron, OH, will provide the sensor’s camera.

    “The VNsight completes a commitment to the Warfighter to deliver a blended image capability in the Apache to support both situational awareness for the pilot and improved air-to-ground coordination,” said U.S. Army Apache Sensors Product Manager Lt. Col. John Vannoy. “After thorough testing of this system with pilots experienced in both combat theaters, I’m confident that their appraisal of the system as a must-have capability will result in the Apache becoming even more lethal on the battlefield.”

    “The VNsight camera upgrade represents a mission enhancing capability improvement for the Lockheed Martin produced Apache sensor,” said Monty Watson, VNsight program manager at Lockheed Martin Missiles and Fire Control. “VNsight provides an increase in pilot situational awareness, flight safety and mission flexibility.”

    By blending VNsight imagery with the M-PNVS forward looking infrared (FLIR) imagery, pilots can see cultural and military lighting (lasers, markers, beacons, tracer rounds, etc.) accurately registered within the thermal image over the full 30-by-40 degree field of view of the sensor. This ensures safer flying conditions and enhanced mission capability by improving situational awareness in low-light-level conditions and situations where existing light sources cannot be imaged by the FLIR.

    The capability to image light sources in-band with the VNsight sensor allows aviators to see some laser pointers, improving coordination with ground units. It also allows the aircrew to see their own laser spot while designating targets for laser-guided munitions engagements, providing an extra level of certainty that the correct target and aim-point are designated. Enhanced air-to-ground situational awareness reduces the potential for fratricide.

    Headquartered in Bethesda, Md., Lockheed Martin is a global security company that employs about 133,000 people worldwide and is principally engaged in the research, design, development, manufacture, integration and sustainment of advanced technology systems, products and services. The Corporation’s 2009 sales from continuing operations were $44.0 billion.

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    Press Release – FAA Announces Record Number of Laser Events in 2010

    For Immediate Release
    January 19, 2011

    Pointing Lasers at Aircraft Poses a Serious Safety Issue

    WASHINGTON – The FAA announced today that in 2010, nationwide reports of lasers pointed at aircraft almost doubled from the previous year to more than 2,800. This is the highest number of laser events recorded since the FAA began keeping track in 2005.

    Los Angeles International Airport recorded the highest number of laser events in the country for an individual airport in 2010, with 102 reports, and the greater Los Angeles area tallied nearly twice that number, with 201 reports. Chicago O’Hare International Airport was a close second, with 98 reports, and Phoenix Sky Harbor International Airport and Norman Y. Mineta San Jose International Airport tied for the third highest number of laser events for the year with 80 each.

    “This is a serious safety issue,” said U.S. Transportation Secretary Ray LaHood. “Lasers can distract and harm pilots who are working to get passengers safely to their destinations.”

    Nationwide, laser event reports have steadily increased since the FAA created a formal reporting system in 2005 to collect information from pilots. Reports rose from nearly 300 in 2005 to 1,527 in 2009 and 2,836 in 2010.

    “The FAA is actively warning people not to point high-powered lasers at aircraft because they can damage a pilot’s eyes or cause temporary blindness,” said FAA Administrator Randy Babbitt. “We continue to ask pilots to immediately report laser events to air traffic controllers so we can contact local law enforcement officials.”

    Some cities and states have laws making it illegal to shine lasers at aircraft and, in many cases, people can face federal charges.

    The increase in reports is likely due to a number of factors, including the availability of inexpensive laser devices on the Internet; higher power levels that enable lasers to hit aircraft at higher altitudes; increased pilot reporting of laser strikes; and the introduction of green lasers, which are more easily seen than red lasers.

    Top 20 Laser Event Reports by Airport in 2010
    Airport No. of events
    Los Angeles International Airport (LAX) 102
    Chicago O’Hare International Airport (ORD) 98
    Phoenix/Sky Harbor International Airport (PHX) 80
    San Jose International Airport (SJC) 80
    McCarran International Airport (LAS) 72
    Philadelphia International Airport (PHL) 66
    Oakland International Airport (OAK) 55
    Honolulu International Airport (HNL) 47
    San Francisco International Airport (SFO) 39
    Denver International Airport (DEN) 38
    Newark Liberty International Airport (EWR) 38
    Tucson International Airport (TUS) 37
    Miami International Airport (MIA) 36
    Salt Lake City International Airport (SLC) 36
    Portland International Airport (PDX) 32
    LA/Ontario International Airport (ONT) 32
    Bob Hope Airport (BUR) 31
    Baltimore Washington International Airport (BWI) 31
    John Wayne Airport (SNA) 31
    Seattle-Tacoma International Airport (SEA) 26
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    Boeing 787 First Flight Event Wins PRSA Silver Anvil

    SEATTLE, June 4, 2010 – The Boeing Commercial Airplanes Communications & Marketing team received a 2010 Silver Anvil award from the Public Relations Society of America (PRSA) Thursday for its work in planning and executing communications events surrounding the 787 Dreamliner first flight on Dec. 15, 2009.

    PRSA – the largest professional association serving the public relations industry – awards Silver Anvils each year to organizations that successfully address a contemporary issue with exemplary professional skill, creativity and resourcefulness. According to the PRSA website, this national award represents the “best of the best” in public relations practices.

    The Boeing Communications & Marketing team began planning a year in advance of the event, which drew more than 12,000 employees and guests. The team also facilitated the company’s first live webcast, allowing more than 1 million people around the globe to share in the historic first flight and landing of the Dreamliner.
    “This was a team of literally hundreds of volunteers who created a memorable event worthy of the 787 Dreamliner,” said Yvonne Leach, 787 Communications director, at the acceptance ceremony. “It was an honor to have led the team that planned and delivered this event.”

    The Silver Anvil award recognized the team for deploying new technologies to open the first-flight experience to employees, media, customers, government officials and other stakeholders. These innovations included hosting micro events around the world; providing audio feed between air traffic control and 787 first-flight pilots Mike Carriker and Randy Neville during the flight; and allowing Web visitors to track the flight live on Boeing.com.

    “Those who attended first flight in person or watched it on the Web will never forget the rush of emotion when that airplane left the ground and became airborne,” said Leach. “It was a great moment for Boeing, for our customer, our partners and employees – for our entire industry.”

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    NTSB Release: Maintenance Causes 2008 Crash

    FOR IMMEDIATE RELEASE
    April 6, 2010
    SB-10-10

    POOR MAINTENANCE STARTED ACCIDENT CHAIN THAT RESULTED IN HIGH-SPEED RUNWAY EXCURSION THAT KILLED FOUR IN 2008, NTSB DETERMINES

    Washington, DC – A chartered business jet crashed at a South Carolina airport 18 months ago because of the operator’s inadequate maintenance of the airplane’s tires and the decision by the captain to attempt a high-speed rejected takeoff, which went against standard operating procedures and training, the NTSB determined today.

    On September 19, 2008, at 11:53 p.m. EDT, a Bombardier Learjet Model 60 (N999LJ) operated by Global Exec Aviation and destined for Van Nuys, California, overran runway 11 during a rejected takeoff at Columbia Metropolitan Airport. After the airplane left the departure end of runway 11, it struck airport lights, crashed through a perimeter fence, crossed a roadway and came to rest on a berm. The captain, the first officer, and two passengers were killed; two other passengers were seriously injured.

    The investigation revealed that prior to the accident the aircraft was operated while the main landing gear tires were severely underinflated because of Global Exec Aviation’s inadequate maintenance. The underinflation compromised the integrity of the tires, which led to the failure of all four of the airplane’s main landing gear tires during the takeoff roll.

    Shortly after the first tire failed, which occurred about 1.5 seconds after the airplane passed the maximum speed at which the takeoff attempt could be safely aborted, the first officer indicated that the takeoff should be continued but the captain decided to reject the takeoff and deployed the airplane’s thrust reversers. Pilots are trained to avoid attempting to reject a takeoff at high-speed unless the pilot concludes that the airplane is unable to fly; the investigation found no evidence that the accident airplane was uncontrollable or unable to become airborne.

    The tire failure during the takeoff roll damaged a sensor, which caused the airplane’s thrust reversers to return to the stowed position. While the captain was trying to stop the airplane by commanding reverse thrust, forward thrust was being provided at near-takeoff power because the thrust reversers were stowed. The Safety Board determined that the inadvertent forward thrust contributed to the severity of the accident.

    The Safety Board also found that neither the Federal Aviation Administration nor Learjet adequately reviewed the Airplane’s design after a similar uncommanded forward thrust accident that occurred during landing in Alabama in 2001. While the modifications put into place after the Alabama accident provided additional protection against uncommanded forward thrust upon landing, no such protection was provided for a rejected takeoff.

    “This accident chain started with something as basic as inadequate tire inflation and ended in tragedy,” said NTSB Chairman Deborah A.P. Hersman. “This entirely avoidable crash should reinforce to everyone in the aviation community that there are no small maintenance items because every time a plane takes off, lives are on the line.”

    The safety recommendations that the NTSB made to the Federal Aviation Administration as a result of this investigation are: provide pilots and maintenance personnel with information on the hazards associated with tire underinflation, including the required intervals for tire pressure checks, and allow pilots to perform pressure checks in air taxi operations to ensure that tires remain safely inflated at all times; require tire pressure monitoring systems for all transport category airplanes; identify and correct deficiencies in both Learjet’s thrust reverser system safety analysis and the FAA’s design certification process to ensure that hazards encountered in all phases of flight are mitigated; require that simulator training for pilots who conduct turbojet operations include opportunities to practice responding to events other than engine failures near takeoff speeds; require that pilots who fly air taxi turbojet operations have a minimum level of pilot operating experience in an airplane type before acting as pilot-in- command in that type; and require that airplane tire testing criteria reflect the loads that may be imposed on tires both during normal operating conditions and after the loss of one tire.

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    Number of Serious Runway Incursions Cut in Half

    Thank you, Laura (Brown). And thank you to everyone for coming to Logan today.

    I want to share with you some very good news about runway safety in the United States.

    This year we have cut the number of serious runway incursions in half. It’s the second year in a row we’ve cut the number by 50 percent.

    A serious runway incursion is when a collision is narrowly avoided.

    We are down to six serious incursions in the entire country. And that is down from 67 ten years ago.

    This marked increase in safety would not have been possible without the concerted efforts and partnership of the aviation industry.

    The FAA made a call to action in 2007 to ask the entire industry to focus on reducing runway incursions.

    And the entire industry really came together—airlines, pilots, air traffic controllers, airport vehicle operators, associations, management, labor and the FAA. We all worked together to reduce these occurrences. We have maintained the focus and we have cut the number.

    Our goal is to get the number down to zero.

    That brings me to some great safety innovations we are rolling out in Boston.

    We just finished 90 days of testing a new warning system at Logan International that will keep our runways safe. Boston is among the first airports in the country to get this new safety technology.

    This runway safety system consists of three types of safety lights that give pilots direct warnings about possible dangers on the runway.

    In a simplified explanation, the new safety lights work much like a traffic light. They warn a pilot if it’s not safe to cross, enter or proceed down a runway.

    Boston is the first and only airport in the country to install these lights at intersecting runways.

    A series of red lights embedded in the pavement at Logan will provide 3,000 feet of warning leading up to the runway intersection.

    If there is a potential safety problem, the red lights come on and stay on as long as the collision potential exists. You stop what you’re doing and stay where you are.

    Boston has added two more types of safety lights. It now joins Dallas/Fort Worth, San Diego and Los Angeles airports with these safety features.

    Boston added safety lights for planes leaving a taxiway and entering a runway. The lights turn red if it’s not safe to enter or cross the runway.

    The third type of safety lights are called takeoff hold lights. These lights turn red if it’s unsafe to begin or continue to takeoff on a runway.

    These three types of runway status lights are going to give us an additional layer of safety. They will help us improve the exceptional work we are already doing with runway safety in this country.

    By working together we have markedly reduced the serious incursions and we’re making progress on all of them.

    We want to get at the root cause of an incursion, no matter how serious or minor, in order to improve our procedures and training.

    Why do incursions happen, you may ask?

    Why can’t a pilot tell if a danger exists on a runway?

    Ideally the air traffic controller will tell the pilot where to taxi and the correct runway to use. And ideally the pilot will hear it correctly and follow through.

    But we are all human. And with larger airports there is a lot more to keep track of, including vehicles and people.

    These lights will make it very plain that a pilot should stop and avoid the runway intersection.

    If you see a red light, the typical human reaction is to stop. That’s the whole idea.

    We plan to add runways status lights to an additional 19 of our busiest airports in the country over the next five years.

    These lights provide a direct and immediate indication to pilots and vehicle drivers that a potentially unsafe condition is developing and they should avoid it.

    They will help us to continually improve safety.

    I’m happy that you will have the chance to board a plane today and see how they work.

    Thank you for your time.

    Next I’d like to introduce Congressman Michael Capuano who represents Massachusetts’ 8th District, including Logan International Airport. We have worked closely together on many issues and I’m pleased he could be here today.

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