NTSB Parental Safety Alert

The National Transportation Safety Board today issued a
Safety Alert to advise parents of the dangers to young
children on aircraft when not restrained in an approved
child restraint system or device. The Safety Alert notes
that preventable injuries and deaths have occurred in
children younger than 2 years who were unrestrained.

Specific child passenger safety issues on aircraft include
the likelihood that parents and caregivers may not be able
to maintain a secure hold on a lap-held child during
turbulence and survivable accidents. Additionally,
unrestrained children have become separated from their
parents during survivable crashes and parents were unable to
locate them during the evacuation.

“As the summer travel season gets underway, the NTSB would
like to remind families traveling with children that child
restraints are the best way to keep youngsters safe –
whether traveling by car or air,” said NTSB Chairman Deborah
A.P. Hersman. “While the NTSB would still like to see a
federal regulation requiring the use of child restraints on
aircraft, we continue to recommend that, when traveling by
air, all parents purchase an airline ticket for every child
in the family and place each child in a size-appropriate
restraint system to ensure that everyone travels safely.”

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    NTSB Safety Recommendation A-10-119

    National Transportation Safety Board
    Washington, DC 20594
    August 6, 2010

    NTSB Safety Recommendation A-10-119 and -120
    and Reiteration of NTSB Safety Recommendation A-04-63

    The National Transportation Safety Board recommends that the European Aviation Safety Agency:

    Modify European Aviation Safety Agency Certification Specifications for Large Aeroplanes CS-25 to ensure safe handling qualities in the yaw axis throughout the flight envelope, including limits for rudder pedal sensitivity. (A-10-119)

    After the yaw axis certification standard recommended in Safety Recommendation A-10-119 has been established, review the designs of existing airplanes to determine if they meet the standard. For existing airplane designs that do not meet the standard, the European Aviation Safety Agency (EASA) should determine if the airplanes would be adequately protected from the adverse effects of a potential aircraft-pilot coupling (APC) after rudder inputs at all airspeeds. If adequate protection does not exist, EASA should require modifications, as necessary, to provide the airplanes with increased protection from the adverse effects of a potential APC after rudder inputs at high airspeeds. (A-10-
    120)

    In addition, the National Transportation Safety Board reiterates the following recommendation to the European Aviation Safety Agency:

    Review the options for modifying the Airbus A300-600 and the Airbus A310 to provide increased protection from potentially hazardous rudder pedal inputs at high airspeeds and, on the basis of this review, require modifications to the A300-600 and A310 to provide increased protection from potentially hazardous rudder pedal inputs at high airspeeds. (A-04-63

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    NTSB Releases Safety Recommendations

    Partial summary of what is included

    • incorporate in Aircraft Flight Manuals a committed-to-stop point in the landing sequence
    • subpart K operators and Part 142 training schools to incorporate the information
    • establish, and ensure that pilots adhere to, standard operating procedures.
    • principal operations inspectors ensure that pilots use the same checklists in operations that they used during training for normal, abnormal, and emergency conditions.
    • require manufacturers to revise existing, checklists to require pilots to clearly call out and respond with the actual flap position
    • revise/describe terms severe thunderstorms, such as “bow echo,” “derecho,” and “mesoscale convective system.”
    • revise regulations and policies to permit appropriate prescription use
    • require fatigue education (training and policy for doctors and pilots)
    • runway excursion prevention development
    • wet runway landing data information provided to pilots
    • pilot in command line checks demonstrating expertise

    Safety Recommendation .pdf

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    NTSB ANNOUNCES AGENDA FOR AIRLINE CODE-SHARING SYMPOSIUM

    The National Transportation Safety Board has published the agenda for the symposium on airline code-sharing, which will take place on October 26-27 in the NTSB Board Room and Conference Center (429 L’Enfant Plaza, SW, Washington, DC 20594). The symposium is open to all and free to attend (there is no registration). The event will also be webcast live on www.ntsb.gov.

    A description of the symposium, a detailed agenda, and biographies of the presenters, panelists and moderator are all available at http://go.usa.gov/aZ6

    The media advisory announcing the symposium is available athttp://go.usa.gov/aZF

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  • NTSB Safety Recommendations

    The National Transportation Safety Board makes the following
    recommendations to the Federal Aviation Administration:
    Work with the military, manufacturers, and National
    Aeronautics and Space Administration to complete the
    development of a technology capable of informing pilots
    about the continuing operational status of an engine. (A-10-
    62)

    Once the development of the engine technology has been
    completed, as asked for in Safety Recommendation A-10-62,
    require the implementation of the technology on transport-
    category airplane engines equipped with full-authority
    digital engine controls. (A-10-63)

    Modify the 14 Code of Federal Regulations 33.76(c) small and
    medium flocking bird certification test standard to require
    that the test be conducted using the lowest expected fan
    speed, instead of 100-percent fan speed, for the minimum
    climb rate. (A-10-64)

    During the bird-ingestion rulemaking database (BRDB) working
    group’s reevaluation of the current engine bird-ingestion
    certification regulations, specifically reevaluate the 14
    Code of Federal Regulations (CFR) 33.76(d) large flocking
    bird certification test standards to determine whether they
    should 1) apply to engines with an inlet area of less than
    3,875 square inches and 2) include a requirement for engine
    core ingestion. If the BRDB working group’s reevaluation
    determines that such requirements are needed, incorporate
    them into 14 CFR 33.76(d) and require that newly
    certificated engines be designed and tested to these
    requirements. (A-10-65)

    Require manufacturers of turbine-powered aircraft to develop
    a checklist and procedure for a dual-engine failure
    occurring at a low altitude. (A-10-66)

    Once the development of the checklist and procedure for a
    dual-engine failure occurring at a low altitude has been
    completed, as asked for in Safety Recommendation A-10-66,
    require 14 Code of Federal Regulations Part 121, Part 135,
    and Part 91 Subpart K operators of turbine-powered aircraft
    to implement the checklist and procedure. (A-10-67)

    Develop and validate comprehensive guidelines for emergency
    and abnormal checklist design and development. The
    guidelines should consider the order of critical items in
    the checklist (for example, starting the auxiliary power
    unit), the use of opt outs or gates to minimize the risk of
    flight crewmembers becoming stuck in an inappropriate
    checklist or portion of a checklist, the length of the
    checklist, the level of detail in the checklist, the time
    needed to complete the checklist, and the mental workload of
    the flight crew. (A-10-68)

    Require 14 Code of Federal Regulations Part 121, Part 135,
    and Part 91 Subpart K operators to include a dual-engine
    failure scenario occurring at a low altitude in initial and
    recurrent ground and simulator training designed to improve
    pilots? critical-thinking, task-shedding, decision-making,
    and workload-management skills. (A-10-69)

    Require 14 Code of Federal Regulations Part 121, Part 135,
    and Part 91 Subpart K operators to provide training and
    guidance to pilots that inform them about the visual
    illusions that can occur when landing on water and that
    include approach and touchdown techniques to use during a
    ditching, with and without engine power. (A-10-70)

    Work with the aviation industry to determine whether
    recommended practices and procedures need to be developed
    for pilots regarding forced landings without power both on
    water and land. (A-10-71)

    Require applicants for aircraft certification to demonstrate
    that their ditching parameters can be attained without
    engine power by pilots without the use of exceptional skill
    or strength. (A-10-72)

    Require Airbus operators to amend the ditching portion of
    the Engine Dual Failure checklist and any other applicable
    checklists to include a step to select the ground proximity
    warning system and terrain alerts to OFF during the final
    descent. (A-10-73)

    Require Airbus operators to expand the angle-of-attack-
    protection envelope limitations ground-school training to
    inform pilots about alpha-protection mode features while in
    normal law that can affect the pitch response of the
    airplane. (A-10-74)

    Require all 14 Code of Federal Regulations Part 139-
    certificated airports to conduct wildlife hazard assessments
    (WHA) to proactively assess the likelihood of wildlife
    strikes, and, if the WHA indicates the need for a wildlife
    hazard management plan (WHMP), require the airport to
    implement a WHMP into its airport certification manual. (A-
    10-75)

    Work with the U.S. Department of Agriculture to develop and
    implement innovative technologies that can be installed on
    aircraft that would reduce the likelihood of a bird strike.
    (A-10-76)
    Require Airbus to redesign the frame 65 vertical beam on
    A318, A319, A320, and A321 series airplanes to lessen the
    likelihood that it will intrude into the cabin during a
    ditching or gear-up landing and Airbus operators to
    incorporate these changes on their airplanes. (A-10-77)

    Conduct research to determine the most beneficial passenger
    brace position in airplanes with nonbreakover seats
    installed. If the research deems it necessary, issue new
    guidance material on passenger brace positions. (A-10-78)

    Require, on all new and in-service transport-category
    airplanes, that cabin safety equipment be stowed in
    locations that ensure that life rafts and/or slide/rafts
    remain accessible and that sufficient capacity is available
    for all occupants after a ditching. (A-10-79)

    Require quick-release girts and handholds on all evacuation
    slides and ramp/slide combinations. (A-10-80)

    Require 14 Code of Federal Regulations Part 121, Part 135,
    and Part 91 Subpart K operators to provide information about
    life lines, if the airplane is equipped with them, to
    passengers to ensure that the life lines can be quickly and
    effectively retrieved and used. (A-10-81)

    Require that aircraft operated by 14 Code of Federal
    Regulations Part 121, Part 135, and Part 91 Subpart K
    operators be equipped with flotation seat cushions and life
    vests for each occupant on all flights, regardless of the
    route. (A-10-82)

    Require 14 Code of Federal Regulations Part 121, Part 135,
    and Part 91 Subpart K operators to brief passengers on all
    flotation equipment installed on an airplane, including a
    full demonstration of correct life vest retrieval and
    donning procedures, before all flights, regardless of route.
    (A-10-83)

    Require modifications to life vest stowage compartments or
    stowage compartment locations to improve the ability of
    passengers to retrieve life vests for all occupants. (A-10-
    84)

    Revise the life vest performance standards contained in
    Technical Standard Order-C13f to ensure that they result in
    a life vest that passengers can quickly and correctly don.
    (A-10-85)

    Conduct research on, and require 14 Code of Federal
    Regulations Part 121, Part 135, and Part 91 Subpart K
    operators to implement, creative and effective methods of
    overcoming passengers? inattention and providing them with
    safety information. (A-10-86)

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  • NTSB INVESTIGATING AIRCRAFT EVENT AT REAGAN NATIONAL AIRPORT

    The National Transportation Safety Board today dispatched a team to investigate today’s aviation event that occurred at approximately 10:05 a.m. at Reagan National Airport, in Washington, D.C.

    A Boeing Stearman ST75 (N27WE) ground looped and then flipped on landing on runway 1.

    Senior Aviation Safety Investigator Robert Benzon has been designated as the Investigator-in-Charge.

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  • |

    NTSB SAFETY RECOMMENDATION

    The National Transportation Safety Board recommends that the Federal Aviation Administration:

    Amend 14 Code of Federal Regulations Part 91 to require separate seats and restraints for every occupant. (A-10-121)

    Amend 14 Code of Federal Regulations Part 91 to require each person who is less than 2 years of age to be restrained in a separate seat position by an appropriate child restraint system during takeoff, landing, and turbulence. (A-10-122)

    Amend 14 Code of Federal Regulations Parts 121 and 135 to require each person who is less than 2 years of age to be restrained in a separate seat position by an appropriate child restraint system during takeoff, landing, and turbulence. (A-10-123)

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