FAA

Federal Aviation Authority

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    FAA vs J.R. Simplot Company- $207,200 Civil Penalty

    LOS ANGELES – The Federal Aviation Administration (FAA) is proposing a $207,200 civil penalty against J.R. Simplot Company of Boise, Idaho, for alleged violations of Department of Transportation Hazardous Materials Regulations.

    The FAA alleges Simplot offered a non-standard fiberboard box containing a five-gallon plastic jug of bactericide and fungicide to United Parcel Service (UPS) for transportation by air from Union Gap, Wash. to New Harmony, Utah, on Oct. 28, 2009.

    According to U.S. Department of Transportation regulations, the mixture of hydrogen peroxide and peroxyacetic acids is classified as an oxidizer, which is a hazardous material.
    The FAA alleges the package was not declared to contain hazardous materials and that the materials offered were not properly classed, described, packaged, marked, labeled and in proper condition for shipment under the hazardous materials regulations. Additionally, the agency alleges the quantity of liquid in the shipment exceeded the maximum amount that can be transported on a cargo aircraft.

    Employees at UPS’s Ontario, California, sorting facility discovered the leaking package.
    Simplot has 30 days from receipt of the FAA’s enforcement letter to respond to the Agency.
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    1.9 Million Civil Penalty Proposed against Colgan Air

    Formerly Colgan Air was under fire for long-distance commuting, crew-room sleeping and other fatigue-related factors that came to light after the crash of Continental Connection Flight 3407. Now the Federal Aviation Administration proposed a $1,892,000 civil penalty against Colgan Air of Manassas, Va. a subsidiary of Pinnacle Airlines, for allowing flight attendants to work on 172 revenue passenger flights when they were not properly trained to use the planes’ cabin fire extinguisher system.

    “FAA rules on flight crew training are designed to help ensure the safety of passengers,” said U.S. Transportation Secretary Ray LaHood. “We require carriers to comply with all of our safety rules, and we will not hesitate to take enforcement action when they do not.”

    The 84 newly-hired flight attendants worked flights on the Bombardier Dash 8-Q400 twin turbo-prop aircraft between Nov. 3 and Nov. 9, 2009 after the FAA told Colgan the flight attendants had not completed the required training.

    The FAA inspected the carrier’s new-hire flight attendant training for the Q400 on Nov. 2, 2009. The FAA alleges the new Colgan flight attendants were trained with fire extinguishers used on the airline’s Saab 340s, which operate differently than those used on the Q400.
    “The airlines have to properly train crewmembers on the use of emergency equipment,” said FAA Administrator Randy Babbitt. “The flight attendants’ primary responsibility is to know exactly how to handle emergency situations, and they can’t carry out that responsibility if they’re not properly trained.”

    Colgan has 30 days from the receipt of the FAA’s enforcement letter to respond to the agency.

    According to Colgan, “Colgan Air was using the same type extinguisher for both the Saab 340B and Q400 training, although the Q400 extinguisher has a hose. This occurred in November 2009, and all flights during this period were completed safely and Colgan remains in compliance with these requirements today.

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    $155,000 in Civil Penalties Against American Eagle Airlines

    FAA Press Release:

    FORT WORTH, Texas – The Federal Aviation Administration (FAA) is proposing $155,000 in civil penalties against American Eagle Airlines of Fort Worth, Texas for allegedly operating eight flights with incorrect weight and balance data, and for using improper maintenance procedures when repairing a jet engine and then operating the aircraft when it was not in compliance with FAA regulations.

    FAA inspectors observed 12 American Eagle flights arriving at Dallas/Fort Worth International Airport, Dec. 28-29, 2010. In eight instances, loading documents for checked luggage did not match observations made by the inspector.

    American Eagle’s FAA-approved weight and balance program calls for the use of an automated Electronic Weight and Balance System (EWBS) to make sure aircraft are operated with correct weight and balance information. However, accurate data must be entered for the EWBS to function properly.

    Operators may not exceed an aircraft’s weight limit when loading the plane and the weight must be distributed so that the aircraft remains in balance during the flight. The FAA alleges American Eagle entered inaccurate data in the EWBS, then operated the aircraft with incorrect weight and balance information. The proposed civil penalty is $80,000.

    The FAA also alleges American Eagle used improper procedures to repair an engine on one of its Embraer 135 regional jets, and that a mechanic signed off as “complete” on work he had not performed. As a result, American Eagle operated the aircraft on 34 flights between Sept.11 and Sept. 17, 2010, when it was not in compliance with regulations. The proposed civil penalty is $75,000.

    American Eagle has 30 days from the receipt of the FAA’s enforcement letters to respond to the agency.

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    Transportation Secretary LaHood, FAA Administrator Babbitt Visit Shut Down LaGuardia Worksite and Tell Congress Not to Fly Home for the August Recess Without Passing

    U.S. Transportation Secretary Ray LaHood and Federal Aviation Administration Administrator Randy Babbitt joined with local contractors and construction workers at LaGuardia Airport on Monday to demand that Congress pass an FAA bill before getting on airplanes to fly away for vacation.

    Since Congress allowed the FAA’s last extension to expire on July 22, dozens of construction projects across the country have been issued “stop work orders,” including a $6 million project to demolish the decommissioned FAA Airport Traffic Control Tower at LaGuardia International Airport that employed 40 New York area workers. Other workers nationwide have similarly been forced to stop work on critical airport modernization projects, and nearly 4,000 FAA employees, many needed to oversee these projects, have been furloughed.

    “Members of Congress should not get on a plane to fly home for vacation without passing an FAA bill and putting thousands of people back to work,” said U.S. Transportation Secretary Ray LaHood. “Congress needs to do its job for the good of these workers, for the good of our economy and for the good of America’s aviation system.”
    FAA Administrator Randy Babbitt said, “Every day this goes on, we fall further behind. We need our 4,000 FAA employees and tens of thousands of construction workers back on the job so we can get critical projects moving again while it’s still construction season. Congress must act quickly before leaving for the August recess.”

    “It wasn’t easy telling my construction workers we’ve been shut down because of a fiscal situation in Washington,” said Luca Toscano, Vice President of Paul J. Scariano Inc. and contractor on the LaGuardia airport project. “Some of these guys just got back to work after a long time, and their benefits have all expired. So for them this is like running into a brick wall, and they’re asking me, ‘How do we explain this to our families?’ I don’t know what to say to them.”

    “No doubt there are important policy questions that need to be resolved with the aviation legislation,” said Stephen E. Sandherr chief executive officer of the Associated General Contractors of America. “But construction workers shouldn’t have to suffer because Washington hasn’t figured out a way to work out its differences.”

    “Because Congress has failed to pass an FAA extension, New York has lost access to millions of dollars for airport construction projects that would employ hundreds of construction workers. These have been tough times for the construction industry and workers have been hardest hit. For the sake of workers across the country who have already lost a week’s pay because of Congress’ inaction, we need an extension now,” said Paul Fernandes, Building and Construction Trades Council of Greater New York Chief of Staff.

    Without a reauthorization, the FAA is unable to get roughly $2.5 billion out the door for airport projects in all 50 states that could put thousands of people to work in good paying jobs. In addition to the nearly 4,000 FAA employees in 35 states, and the District of Columbia and Puerto Rico who have been furloughed and forced to go without pay, Associated General Contractors (AGC) estimates that 70,000 construction workers and workers in related fields have been affected.

    The FAA’s previous extension expired at midnight on Friday, July 22. Since then, more than 200 “stop work orders” have been issued for airport construction projects and contracts around the country. While the flying public will be unaffected and safety will not be compromised, stopping work on these projects will significantly increase the ultimate costs of construction for taxpayers and could delay important programs.

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    Essential Air Services Shutdown Pending

    The 20th temporary extension of the Federal Aviation Administration expires in days.

    The House passed a bill threatened by a presidential veto, and the FAA may be shut down midnight Friday, and end “Essential Air Service” to 13 cities.

    Thirteen airports are targeted to lose their EAS subsidies.

    Press Release – Transportation Secretary Ray LaHood Urges Swift Action by Congress on FAA Bill

    July 20, 2011

    WASHINGTON – Transportation Secretary Ray LaHood and Federal Aviation Administration Administrator Randy Babbitt called on Congress today to pass a clean extension of the FAA’s authorization in order to avoid airport project construction delays and employee furloughs. The current FAA reauthorization expires at midnight this Friday, July 22, 2011. LaHood and Babbitt said they oppose the House bill because it includes controversial provisions that needlessly threaten critical FAA programs and jeopardize thousands of public and private sector jobs.

    “Congress needs to stop playing games, work out its differences, and pass a clean FAA bill immediately. There is no excuse for not getting this done,” said Secretary LaHood. “Important programs and construction projects are at stake. This stalemate must be resolved.”

    Secretary LaHood also said, “I want to reassure the flying public that, during this period, safety will not be compromised.”

    “We are going to be forced to furlough valuable FAA employees unless this situation is resolved quickly,” said FAA Administrator Babbitt. “These employees do everything from getting money out the door for airport construction projects, to airport safety planning and NextGen research. We need them at work.”

    If Congress does not extend the FAA’s authorities approximately 4,000 employees will be furloughed beginning Saturday July 23, 2011. Without the appropriate authority, taxes will not be deposited into the Trust Fund to pay some FAA employees. Employees who are paid out of the Trust Fund handle a variety of functions including: airport safety and engineering standards; airport safety planning; the Airport Improvement Program, which administers construction project grants to airports; and Research, Engineering, and Development, which includes NextGen research and testing.

    Congress has extended the FAA’s authorization 20 separate times.

    Without a full year extension, FAA will be unable to move forward on more than $600 million in airport construction projects that include good paying jobs for local communities across the country. Some of these projects include:

    GulfportBiloxi International Airport: proceed with construction of a terminal building expansion, rehabilitation runway lighting, rehabilitation of a taxiway, and rehabilitation of an access road.
    RichmondInternational Airport: proceed with construction of a new apron for terminal concourse A.
    Dallas/Fort Worth International Airport: proceed with construction of taxiway Y and Z rehabilitation.
    LaredoInternational Airport: proceed with the rehabilitation of the Engineered Material Arresting System which will help protect passengers if an aircraft leaves the runway.

    Additionally, during each of the previous 20 short term extensions, the FAA’s Airport Improvement Program has only received small portions of its $3.5 billion in grant money.

    As a result, states and airports have been left waiting to plan projects or begin construction since the total amount available is unknown. Some projects that are already underway are being constructed in stages and the total cost of the project will likely be higher as a result of that approach.

    For example, in Wisconsin, the state has delayed accepting construction bids until officials know how much federal funding is available. Unless the FAA receives a longer extension, projects in Wisconsin could be delayed into next year since the construction season will start to wind down at the end of the summer.

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    Southwest In the News

    Click to see video
    Southwest just reported that El Paso-Phoenix jet that landed at 9:30 p.m. in Phoenix with one engine did so because of an engine exhaust problem. Good for them for catching it.

    This was certainly less of an issue that the April 1 2011 surprise, the fuselage rupture in the roof of the Southwest Phoenex-Sacramento flight. That fifteen year old plane lost pressure (kind of a given, one would think, with a huge hole in the roof) and had to make an emergency landing in Yuma, 150 miles southwest of Phoenix. There were no injuries except to Southwest’s reputation.

    On April 4, the FAA sent out a letter mandating operators of specific early Boeing 737 models to conduct initial and repetitive electromagnetic inspections for fatigue damage.

    The NTSB is investigating. And all of the onus is not on Southwest–it’s also on Boeing, as they examine that

    Southwest is a busy airline operator. The stats of take offs and landing every 24 hours must be staggering. Their 737s are renowned workhorses that don’t tire, but they have to be taking a beating.

    Let’s not wait for something terrible to happen. Let’s double on maintenance. Let’s do the footwork to prevent another metal fatigue occurrence to happen again, busting a hole in the fuselage at 36,000 feet.

    Audio, Documents Detailing Southwest Emergency Released: MyFoxPHOENIX.com

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    FAA Proposes $1.05 Million Civil Penalty Against Boeing

    The Federal Aviation Administration (FAA) is proposing a $1,050,000 civil penalty against the Boeing Company for allegedly failing to correct a known problem in production and installation of the central passenger oxygen system in its B-777 airliners.

    The FAA based its proposed civil penalty on inspections of nine newly assembled aircraft between April and October, 2010. Inspectors discovered that spacers in the oxygen delivery system distribution tubing on the aircraft were not installed correctly. Improper installation could result in the system not supplying oxygen to passengers should depressurization occur.

    “There is no excuse for waiting to take action when it comes to safety,” said Transportation Secretary Ray LaHood. “We will continue to insist on the highest levels of safety from our aircraft manufacturers.”

    “The FAA has strict regulations when it comes to the maintenance and installation of aircraft systems that all manufacturers and operators must follow,” said FAA Administrator Randy Babbitt.
    Boeing has 30 days from the receipt of the FAA’s enforcement letter to respond to the agency.

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    Fatigue Understanding between NATCA and FAA

    The Federal Aviation Administration (FAA) and the National Air Traffic Controllers Association (NATCA) announced agreement on important fatigue recommendations that were developed by a joint FAA-NATCA working group which was established under the 2009 collective bargaining agreement.

    “The American public must have confidence that our nation’s air traffic controllers are rested and ready to work,” said Transportation Secretary Ray LaHood. “We have the safest air transportation system in the world but we needed to make changes and we are doing that.”

    The agreement reinforces existing FAA policy that prohibits air traffic controllers from sleeping while they are performing assigned duties. The FAA will continue to provide air traffic controllers breaks on the midnight shift based on staffing and workload. While on break, air traffic controllers are expected to conduct themselves professionally and be available for recall at all times.

    The FAA and NATCA also agreed that all air traffic controllers must report for work well-rested and mentally alert. It is the employee’s responsibility to notify their supervisor if they are too fatigued to perform their air traffic control duties. As a result of this agreement, air traffic controllers can now request to take leave if they are too fatigued to work air traffic.

    This agreement marks the completion of the tasks required by this joint FAA-NATCA fatigue working group. The FAA and NATCA will continue to collaborate to reduce the risk of fatigue in the workplace.

    “Air traffic controllers have the responsibility to report rested and ready to work so they can safely perform their operational duties,” said FAA Administrator Randy Babbitt. “But we also need to make sure we have the right policies in place to reduce the possibility of fatigue in the workplace.”

    “We are pleased that the efforts of the joint NATCA-FAA fatigue workgroup that produced these science-based recommendations have resulted in an agreement and their implementation into the schedules and work environments of our nation’s dedicated and highly professional air traffic controller workforce,” said NATCA President Paul Rinaldi.

    “We supported the FAA’s action to enhance aviation safety by eliminating single staffing on the midnight shift and we fully support these recommendations that address fatigue. They are common sense solutions to a safety problem that NATCA and fatigue experts have consistently raised for many years.”
    Air traffic controllers will also now be allowed to listen to the radio and read appropriate printed material while on duty during the hours of 10PM and 6AM as traffic permits.

    The FAA had previously adjusted work schedules to give air traffic controllers a minimum of nine hours off between shifts. The FAA and NATCA will develop new watch schedule principles that incorporate fatigue science for schedules beginning no later than September 1, 2012. The FAA and NATCA are already beginning to work with local facilities on watch schedules that reduce the possibility of fatigue in the transition from the day shift to the midnight shift.

    The FAA has also agreed to develop policies that will encourage air traffic controllers to seek medical help for sleep apnea. Currently, air traffic controllers lose their medical qualification if they are diagnosed with sleep apnea. The FAA will work to develop a process for most air traffic controllers with sleep apnea to regain their medical qualification once they receive proper medical treatment. The FAA’s Office of Aerospace Medicine will also develop educational material to raise awareness of the symptoms and the physical effects of sleep apnea.

    As a result of this agreement, the FAA will develop a Fatigue Risk Management System for air traffic operations by January of next year. This management system will be designed to collect and analyze data associated with work schedules, including work intensity, to ensure that the schedules are not increasing the possibility of fatigue. Systems like these are commonly used in other areas of aviation to evaluate levels of risk. The FAA is also designing a comprehensive fatigue awareness and education training program for employees.

    Read the agreement pdf here.

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    FAA Updates Lightning Protection Airworthiness Standards


    The Federal Register

    The Federal Aviation Administration is amending the lightning protection airworthiness standards.

    New lightning protection regulations are beibg estabkusged for electrical and electronic systems installed on aircraft certificated under parts 23, 27, and 29.

    Revised lightning protection regulations are also established for electrical and electronic systems installed on airplanes certificated under part 25.

    Two levels of lightning protection for aircraft systems based on consequences of system function failure will be established by this rule.

    1.) Catastrophic consequences which would prevent continued safe flight and landing;
    2.) Hazardous or major consequences which would reduce the capability of the aircraft or the ability of the flightcrew to respond to an adverse operating condition.

    Lightning protection for aircraft systems are to be established according to the aircraft’s potential for lightning exposure. Airworthiness standards establish consistent lightning protection requirements for both aircraft electrical and electronic systems.

  • Koito Industries Airworthiness Directive Released

    Airworthiness Directives; Koito Industries, Ltd., Seats and Seating Systems Approved Under Technical Standard Order (TSO) TSO-C39b, TSO-C39c, or TSO-C127a

    The FAA is adopting a new airworthiness directive for Koito Industries, Ltd., Seats and Seating Systems. This AD requires determination of whether affected seats and seating systems and their components are compliant with certain FAA regulations, and removing those seats, seating systems, and their components that are shown to be unsafe from the affected fleet.

    Affected seats and seating systems may not meet certain flammability, static strength, and dynamic strength criteria. Failure to meet static and dynamic strength criteria could result in injuries to the flightcrew and passengers during emergency landing conditions. In the event of an in-flight or post- emergency landing fire, failure to meet flammability criteria could result in an accelerated fire. This AD was issued to prevent accelerated fires and injuries to the flightcrew and passengers.

    Directive located here.

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    FAA Proposes Changes, Additions to Safety Training

    The FAA is proposing additional training for pilots, due to pilot error allegations from the Continental flight 3407 crash in western New York. The FAA said the proposed rules regarding additional training, including real life scenarios in more advanced flight simulators, remedial training for pilots proven deficient, would be the most substantial and wide-ranging overhaul of airline crew ever. Training will be part of a group effort rather than an isolated testing environment.

    In the Continental Flight 3407 crash, the plane went into a full stall, activated the “stick pusher” (which points a plane’s nose downward to pick up speed.) The captain pulled back when the proper response would have been to push forward. The correction in a timely fashion would have saved the flight.

    FAA Announcement PDF

    Training Proposal PDF (full)

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    FAA, Europe Sign NextGen Research Agreement

    March 3–The FAA and the European Union formally signed an agreement today to work together on research aimed at providing seamless air traffic service to aircraft flying between the United States and Europe.

    The agreement, signed in Budapest, calls for both sides to research the interoperability of avionics, communication protocols and procedures, as well as operational methods under NextGen and its European counterpart, the Single European Sky ATM Research (SESAR). Carey Fagan, the FAA’s executive director for international affairs, signed for the U.S. Pal Volner, state secretary for transport for Hungary, and Siim Kallas, EU vice president and commissioner for transport and mobility, signed on behalf of the EU.

    The agreement encourages industry participation on both sides of the Atlantic, ensuring the development, harmonization and use of the best technologies available. The collaborative arrangement will lay the foundation for expanding air traffic modernization around the world.

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    Wildlife Hazard Mitigation Program Facts Released

    Background
    For almost 50 years, the FAA’s wildlife hazard management program has focused on mitigating wildlife hazards on or near airports through various methods including habitat modification, harassment technology, research, and partnerships with academia, military, government, and the aviation industry. The FAA has two wildlife staff biologists who manage the FAA’s wildlife program through the airport regulations (Part 139); advisory circulars and manuals; education and outreach; data collection; and memorandums of agreements and understanding with other government agencies, and the military.
    FAA Wildlife Hazard Mitigation Efforts
    In 2009, following the USAir 1549 bird strike and emergency landing in the Hudson River, the FAA started a number of new initiatives, including:
    National Wildlife Strike Database Goes Public
    On April 24, 2009, the FAA made its entire bird strike database available to the public. Previously, only portions of the database were publicly available. The FAA began collecting data in the 1990s for use by the FAA, academia, and researchers as a means to improve airport safety and reduce wildlife hazards. Over the last three years the FAA has received 21, 489 strike reports – 7,545 strikes in 2008; 9,484 in 2009; and 4,460 through July 2010.
    Certification Alert
    The FAA issued a certification alert to airport operators on June 11, 2009, reminding them of their obligation under the FAA regulations to conduct Wildlife Hazard Assessments if they experience a triggering event such as wildlife being ingested into an aircraft engine. The FAA provides Airport Improvement Program (AIP) funds for assessments and for the development of a follow-on Wildlife Hazard Management Plan, if needed.
    Mandatory Wildlife Hazard Assessments
    The FAA initiated rulemaking in late summer 2009 to make assessments mandatory whether or not an airport has had a triggering event. The FAA plans to publish a Notice of Proposed Rulemaking later this year for Part 139 airports.
    Wildlife Hazards at General Aviation Airports
    The FAA’s Office of Airports is initiating a program to encourage general aviation (GA) airports to conduct Wildlife Hazard Assessments. The FAA will support GA airports by making Airport Improvement Program (AIP) grants available to conduct an assessment. The assessments will help the airport operator understand the nature of wildlife in the vicinity. It can lead to the preparation of a Wildlife Hazard Management Plan to implement measures to mitigate the risk of wildlife strikes.
    Level of Reporting and Mandatory Reporting
    In a report dated December 2009, Dr. Richard Dolbeer and SRA International, Inc., estimated that the total number of reported strikes has increased from 20 percent during the period from 1990-1994 to 39 percent from 2004-2008 at the Part 139 airports. Although the number of reports has increased, the number of damaging strikes has not risen. Dolbeer and SRA attributed this to the successful implementation of professionally-run wildlife hazard programs at many certificated airports. Dolbeer determined the current level of reporting (39 percent) is statistically valid and is sufficient for the FAA to develop national trends and mitigation policies, making mandatory reporting unnecessary. The study did identify some reporting gaps among certificated airports, air carriers, and from general aviation airports, that have prompted the FAA conduct educational outreach with the aviation community to emphasize the importance of wildlife strike reporting and to close the reporting gaps.
    Redesigned Web Site
    The FAA redesigned the wildlife hazard web site to make it more user-friendly and to allow more advanced data mining. The new site, FAA Wildlife Strike Database, has search fields that enable users to find data on specific airports, airlines, engine types, as well as the date and state, without having to download the entire database.
    Online Strike Reporting
    The FAA developed mobile application software to make strike reporting easier. Now, anyone who needs to report a wildlife strike can do so via the web or their personal data devices such as the Blackberry and iPhone.
    “One-Stop-Reporting”
    The FAA also has made strike reporting easier by creating a generic web service. When airline and airport employees report a wildlife strike the information is automatically sent to the FAA’s wildlife database.
    Continuing Wildlife Hazard Efforts
    Avian or Bird Radar Technology
    In 2001, the FAA began working with the United States Air Force to develop a radar system for detecting and tracking birds on or near airports. Because of the rapid development of avian radar, the FAA switched its research focus and began evaluating commercially available avian radar. Specifically, the FAA wanted to know how airport operators could use the technology to help implement their wildlife hazard mitigation programs.
    Commercial avian radar systems are designed to detect birds flying on and in the vicinity of an airport and to provide information about the bird targets in terms of position and direction of movement. The target information can be displayed in the form of text, visual display or map. People who need the data will then be able to use that information to mitigate the risks associated with the bird activity and aircraft safety.
    The Center of Excellence for Airport Technology (CEAT) at the University of Illinois has served as the FAA’s research partner for the performance assessments. CEAT selected airports based on size, type of operations, weather condition, and the wildlife programs at the airports. The initial avian radar systems were deployed at Seattle-Tacoma and Whidbey Island Naval Station in 2007, Chicago O’Hare in 2009, and John F. Kennedy and Dallas-Fort Worth in 2010.
    The goal of the avian radar evaluation program is to deploy commercially available avian radar systems and complete assessments that document the performance of the radar. In November, 2010, the FAA published a performance specification in the form of an advisory circular, which airports can reference to competitively purchase bird radar systems. The specification provides the operational guidelines for airport operators to competitively acquire avian radar systems to enhance wildlife hazard mitigation practices.
    The FAA will continue to evaluate commercially available avian radars and emerging sensor technologies such as phased array radar systems. These systems send beams out in all directions rather than using the standard revolving radar antenna. Phased array radar systems eliminate the time delay for scanning that is incurred with standard revolving radar. A new research effort will begin at the end of 2011 and will examine the feasibility and practicality of having pilots and air traffic controllers use aviation radar data to further reduce the likelihood of collisions between birds and aircraft.
    FAA-Smithsonian Interagency Agreement
    The FAA’s working relationship with the Smithsonian goes back to the 1960s, when the two agencies, along with the military and aircraft manufacturers, began working together to identify the bird species from remains after a strike. Bird identification helps airfield personnel implement habitat management schemes that discourage birds from airfields and provides information so aircraft manufacturers can better design engines and aircraft to withstand the impact of bird collisions. The FAA has provided financial support to the Smithsonian to identify bird remains from civil aviation bird strikes as a free-of-charge service to any United States-registered aircraft, regardless of where the strike occurred, and foreign carriers if the strike occurred at a United States airport. The Agency also provided funding for another Smithsonian program for bird strike identification using DNA technology.
    United States Department of Agriculture (USDA)
    For the last 15 years, the FAA and the USDA have conducted a research program to make airports safer by reducing the risks of aircraft-wildlife collisions. The research efforts designed to improve wildlife management techniques and practices on and near airports include:
    Methods for making airport habitats less attractive to species that are the most dangerous in terms of aircraft collisions. This is accomplished by studying which species use the airport property, how they behave in that environment, and why they are attracted;
    Techniques for controlling species by restricting access to attractive features like storm water ponds; and
    Technologies for harassing and deterring hazardous species.
    FAA Partnerships and Outreach
    Bird Strike Committee USA
    The FAA cosponsors the Bird Strike Committee-USA as part of its continued public outreach and education effort to increase awareness within the aviation community about wildlife hazards. This is an international forum where biologists, engineers, airline personnel, and others come together to exchange ideas and learn about the latest technology to mitigate wildlife hazards. The FAA has three members on the Bird Strike Committee – one wildlife staff biologist and two airport safety certification inspectors.

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    FAA Announces Improvements

    Washington, D.C. – The U.S. Department of Transportation’s Federal Aviation Administration (FAA) announced the completion of the expansion and renovation of the passenger terminal at the Pitt-Greenville Airport in Greenville, N.C. The project was paid for with $7.9 million from the American Recovery and Reinvestment Act.

    “Investing in projects like this is critically important to helping us compete in the global economy,” said U.S. Transportation Secretary Ray LaHood. “These improvements at Pitt-Greenville Airport will result in business and employment opportunities in North Carolina that will strengthen America’s future economic competitiveness.”

    The Pitt-Greenville Airport terminal was expanded to a two-story structure that meets current floodplain standards. The airport was severely flooded during Hurricane Floyd in 1999. Improvements include a departure waiting area for passengers, two additional gates and a security checkpoint.

    “Recovery Act dollars have given FAA an additional tool to maintain and improve airport infrastructure across the country,” said FAA Administrator Randy Babbitt.
    Under the Recovery Act, more than $1.3 billion have been made available nationwide for both airport improvement projects and air traffic control facility and system upgrades. Because of low construction bids for projects, more Recovery Act dollars were available for additional facilities, equipment and airport projects. These grants have been distributed to airports that serve commercial passengers, cargo and general aviation flights.

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    FAA Proposes $227,500 Civil Penalty Against Dover Chemical

    ATLANTA– The Federal Aviation Administration is proposing a $227,500 civil penalty against Dover Chemical Corporation of Dover, Ohio, for alleged violations of federal hazardous materials regulations.

    The FAA alleges that Dover Chemical offered sulfur monochloride, a hazardous material, to United Parcel Service for transportation by air from Hammond, Ind., to Dover on June 15, 2010. The hazardous materials regulations prohibit carriage of sulfur monochloride aboard any type of aircraft. The chemical’s vapors are poisonous if they are inhaled.
    Dover Chemical allegedly offered the material when it was not packaged, marked, classed, described, labeled or in condition for shipment as required by regulations. UPS workers at the carrier’s sorting hub in Louisville discovered the shipment because it had leaked.

    Dover Chemical has 30 days from receipt of the FAA’s enforcement letter to respond to the agency.

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    FAA Announces Recovery Act Funded Improvements

    Washington, D.C. – The U.S. Department of Transportation’s Federal Aviation Administration (FAA) announced the completion of the expansion and renovation of the passenger terminal at the Pitt-Greenville Airport in Greenville, N.C. The project was paid for with $7.9 million from the American Recovery and Reinvestment Act.

    “Investing in projects like this is critically important to helping us compete in the global economy,” said U.S. Transportation Secretary Ray LaHood. “These improvements at Pitt-Greenville Airport will result in business and employment opportunities in North Carolina that will strengthen America’s future economic competitiveness.”
    The Pitt-Greenville Airport terminal was expanded to a two-story structure that meets current floodplain standards. The airport was severely flooded during Hurricane Floyd in 1999. Improvements include a departure waiting area for passengers, two additional gates and a security checkpoint.

    “Recovery Act dollars have given FAA an additional tool to maintain and improve airport infrastructure across the country,” said FAA Administrator Randy Babbitt.

    Under the Recovery Act, more than $1.3 billion have been made available nationwide for both airport improvement projects and air traffic control facility and system upgrades. Because of low construction bids for projects, more Recovery Act dollars were available for additional facilities, equipment and airport projects. These grants have been distributed to airports that serve commercial passengers, cargo and general aviation flights.

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    Airline Passengers Benefit as Flight Attendants Gain Ground on Sanitation and Temperature Standards

    Flight Attendants Get Cabin Health and Safety Standards in Senate’s FAA Reauthorization

    WASHINGTON, Feb. 18, 2011 e-USNewswire/ — Members of the Association of Flight Attendants-CWA (AFA) put key U.S. Senate offices on speed dial in a successful call-in campaign to press for long-overdue health and safety protections: Yesterday, the Senate defeated an attempt to strip OSHA protections for Flight Attendants from the Federal Aviation Administration (FAA) Reauthorization Bill. The amendment to remove health and safety protections for Flight Attendants and passengers, including sanitation and temperature standards in the aircraft cabin, was rejected by a 52-47 party line vote.

    “No sanitation standards in the passenger cabin. Really???” said Veda Shook, AFA International President. “It is not funny. To date, OSHA has been kept out of the aircraft cabin and that means Flight Attendants and passengers are subject to an environment absent sanitation standards, temperature standards and proper procedures for clean up of biohazards. This is inexcusable and our union of Flight Attendants will not rest until we get the OSHA protections for passengers and crew. We applaud the Senate for taking this action today and we implore the House to act quickly to include the same provision in their version of the bill.”

    For Flight Attendants, each day on the job brings potential exposure to turbulence, severe air pressure changes, unwieldy service carts, broken luggage bins, balky exit doors and door handles, exposure to toxic chemicals, unruly passengers, communicable diseases, and emergency evacuations. As a result, safety and health violations occur on a daily basis for Flight Attendants yet the Federal Aviation Administration, which claims exclusive jurisdiction over the safety and health of crew members on civil aircraft, has failed to extend basic OSHA protections afforded to other workers across the country.

    The Association of Flight Attendants has already begun a targeted grassroots advocacy campaign to implore members of the House to include the health and safety provisions for Flight Attendants and passengers. The FAA Reauthorization bill has been extended 17 times over three years, delaying critical safety and health protections for Flight Attendants and the traveling public

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    Air Transport Association Congratulates Senate on FAA Bill Passage That Furthers NextGen and Creates Thousands of U.S. Jobs

    WASHINGTON, Feb. 17, 2011 /PRNewswire-USNewswire/ — The Air Transport Association of America (ATA), the industry trade organization for the leading U.S. airlines, today congratulated Chairman Jay Rockefeller, Ranking Member Kay Bailey Hutchison and the Senate for passage of the FAA Air Transportation Modernization and Safety Improvement Act (S.223), which will help create jobs and modernize the air traffic control system. A modernized air traffic management system will improve operational efficiency, reduce fuel consumption and emissions, and lower airline operating costs.

    “This bill moves the United States toward our goal of enabling a safe, sustainable and profitable airline industry that provides good value to customers and promotes global competitiveness,” said ATA President and CEO Nicholas E. Calio. “We applaud the leadership and significant work to pass a bill that reflects a continued commitment to safety and modernization of the air traffic control system by requiring that FAA establish and track performance metrics.”

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    Press Release – FAA Proposes $585,725 Civil Penalty Against Corporate Air

    For Immediate Release
    SEATTLE – The Federal Aviation Administration (FAA) is proposing a $585,725 civil penalty against Corporate Air of Billings, Mont., for allegedly operating a Shorts SD-3-30 twin-turboprop cargo aircraft when it was not in compliance with Federal Aviation Regulations.

    The FAA alleges Corporate Air failed to maintain the aircraft under the company’s general maintenance manual, which requires daily post-flight inspections that include examining the exterior skin for corrosion. In addition, the maintenance manual requires structural inspections on the basis of flight hours or flights.
    The FAA alleges that Corporate Air operated the aircraft in violation of regulations on at least 81 revenue flights between Dec. 21, 2009 and Feb. 4, 2010 with corrosion that had not been detected during the post-flight inspections. The FAA also alleges that structural inspections were not conducted at the required intervals, between Mar. 16, 2006 and Feb. 3, 2010, in violation of federal regulations.

    Corporate Air operates charter and air taxi service under Part 135 of the Federal Aviation Regulations and makes daily feeder cargo flights under contract to a major next-day air package airline.

    “Keeping aircraft well-maintained and in good condition must be a top priority for any operator,” said FAA Administrator Randy Babbitt. “All operators must comply with maintenance requirements.”

    Corporate Air has 30 days from the receipt of the FAA’s enforcement letter to respond to the agency.
    ###

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    Safety from the Ground Up

    February 17, 2011–GA pilots know that flight preparation takes a good deal of planning and coordination. With so many checklists and steps, it is easy to overlook another important component of a safe flight: ground safety. In his article, “Safety from the Ground Up,” pilot, mechanic, and FAA Safety Briefing associate editor Tom Hoffman walks you through some essential ramp risk management strategies to ensure a smooth take-off. Beginning at home, before you even head out to the airport, start by picking the right clothes appropriate for the weather and to protect yourself from ramp safety hazards. Look out for foreign object debris on ramps and taxiways to avoid damage to your aircraft. Use and be attentive to signals indicating that aircraft propellers are moving to avoid devastating accidents. Read about these and other essential components of ground safety on page 11 of the January/February 2011 issue of FAA Safety Briefing at www.faa.gov/news/safety_briefing/.

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    Aerospace Industries Association Supports FAA Reauthorization Act

    ARLINGTON, Va., Feb. 15, 2011 /PRNewswire-USNewswire/ — AIA supports the FAA Reauthorization and Reform Act of 2011 (H.R. 658) as introduced by the House Transportation and Infrastructure Subcommittee on Aviation Feb. 11.

    “We’re very pleased with the Committee’s decision to address environmental streamlining, third-party performance-based navigation procedure design and the establishment of NextGen performance metrics,” said AIA President and CEO Marion C. Blakey. “These policies will make our air transportation system more efficient and also protect the investment of the American taxpayer.”

    Blakey’s testimony before the subcommittee Feb. 9, outlined a number of initiatives to improve FAA efficiency and capitalize on the experience of the private sector.
    “This is a good bill,” said Blakey. “It’s fiscally responsible to fully fund programs like NextGen, which have a strong economic and environmental return on investment and help the FAA carry out its fundamental safety mission.”

    AIA also commended the committee’s acknowledgement of the benefits of bilateral aviation safety agreements and a risk-based inspection regime when applied to repair station oversight. These carefully negotiated agreements make FAA more efficient, enhance the agency’s international safety oversight and help protect U.S. jobs.

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    Founded in 1919 shortly after the birth of flight, the Aerospace Industries Association is the most authoritative and influential trade association representing the nation’s leading manufacturers and suppliers of civil, military and business aircraft, helicopters, unmanned aircraft systems, space systems, aircraft engines, homeland and cybersecurity systems, materiel and related components, equipment services and information technology.

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    FAA Forecast Predicts Air Travel to Double in Two Decades

    “NextGen” Investments Necessary to Meet Airspace Demands

    WASHINGTON, D.C. – The Federal Aviation Administration (FAA) released its annual forecast today predicting that air travel will more than double in the next 20 years. This report underscores the need to keep the Next Generation Air Transportation System (NextGen) on track to accommodate future growth.

    “We need to invest in aviation today to make sure America’s economy remains competitive,” said U.S. Secretary of Transportation Ray LaHood. “Innovative NextGen technology will help meet the demands of the future by getting passengers to their destinations safely and more quickly.”

    Today’s release of the FAA Aerospace Forecast Fiscal Years 2011-2031 predicts that U.S. airlines will reach the one billion passengers-per-year mark by 2021, two years earlier than last year’s prediction of 2023.

    Through NextGen, the FAA is transforming the U.S. aviation system from radar- to satellite-based systems that will help passengers reach their destinations more quickly and will increase capacity and safety. New, more precise routes will also reduce fuel burn, carbon emissions and noise.

    “We are already seeing the tangible safety and efficiency benefits of NextGen,” said FAA Administrator Randy Babbitt. “Only a modernized air transportation system will be able to keep up with our forecasted demand.”

    The aviation standard to measure air travel volume is Revenue Passenger Miles (RPM) or one paying passenger traveling one mile. According to the forecast, RPMs are projected to more than double over the next two decades, from 787 billion in 2010 to 1.7 trillion in 2031.

    The FAA 20-year forecast predicts the number of passengers traveling on U.S. airlines will increase by 3.5 percent from last year to 737.4 million passengers in 2011. That figure is projected to grow an average of 2.8 percent each year during the remaining forecast period to 1.3 billion by 2031.

    Total landings and takeoffs at FAA towered airports are forecast to slightly decrease in 2011, and then grow at an average annual rate of 1.6 percent each year, reaching 69.4 million in 2031.

    Additional details on the forecast, including a detailed breakdown on general or private aviation, cargo demand, and landing and takeoff operations at airports and FAA facilities can be found in the FAA Forecast Fact Sheet Fiscal Years 2011-31 .

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    Jeppesen and Executive Jet Management Collaborate to Gain FAA Authorization for Use of Jeppesen Charts on iPad

    ENGLEWOOD, Colo., Feb. 11, 2011 — Jeppesen today announced that Executive Jet Management has received authorization from the Federal Aviation Administration to use the Jeppesen Mobile TC App for iPad as an alternative to paper aeronautical charts. The authorization allows Executive Jet Management to use iPad and the Jeppesen Mobile TC App as the sole reference for electronic charts, even during taxi, takeoff and landing. Executive Jet Management, a wholly owned subsidiary of NetJets Inc., is a leading provider of worldwide jet charter and aircraft management services.

    This announcement is a result of a three-month extensive in-flight evaluation managed by Executive Jet Management and Jeppesen with regular engagement of the FAA (including local and national Electronic Flight Bag authorization authorities). The cross-industry collaboration sets an important precedent for the aviation community. Lessons learned, processes established, and templates developed during this project may benefit other companies seeking to deploy EFB solutions on iPad.
    “The exceptional collaboration between operator, supplier and the FAA was remarkable,” said Mark Van Tine, Jeppesen president and chief executive officer. “This serves as a model for how the FAA can be engaged in working through a challenge and defining a solution that moves the industry forward safely and efficiently. Executive Jet Management’s role was critical to the success of this project. They possess the necessary skills, credibility and EFB experience to help all parties understand, from an operator’s perspective, the unique issues and benefits related to using iPad in flight.”

    The Jeppesen Mobile TC App and iPad were thoroughly evaluated by Executive Jet Management pilots who logged more than 250 flight segments. Pilots participating in the evaluation reported that they were particularly pleased with the App’s ease of use, simplicity to manage, speed and display clarity. As a result of the full analysis, enhancements to crew procedures, training updates and software improvements were included in the Jeppesen Mobile TC App version 1.2, released last month.
    The authorized EFB configuration is a Class 1 portable, kneeboard EFB solution that is secured and viewable during critical phases of flight as defined in FAA Order 8900.1. Information obtained from this evaluation will also be useful in gaining future authorization for Class 2 mounted configurations utilizing iPad.

    “Executive Jet Management was pleased to collaborate with Jeppesen and the FAA on this leading-edge iPad EFB solution and to support the introduction of this technology to the industry,” said Executive Jet Management President Robert Garrymore. “The collaboration with Jeppesen and the FAA was key in making this innovation possible and we are proud to be a part of it.”
    In support of the authorization effort:

    A total of 55 pilots and 10 different aircraft types from the Executive Jet Management fleet were involved in 250 flight segments to ensure a broad scope of feedback
    Jeppesen commissioned a successful rapid decompression test on iPad to 51,000 feet in altitude
    Executive Jet Management completed successful non-interference testing on the evaluation aircraft
    The project followed established FAA EFB authorization requirements applicable to an air carrier

    For more information on the Jeppesen Mobile TC App, please visit www.jeppesen.com/jeppesen-mobile-tc.

  • Air Transport Association Applauds House FAA Bill for Furthering Airline Global Competitiveness; Urges NextGen Investment to Grow the Economy

    WASHINGTON, Feb. 11, 2011 — The Air Transport Association of America (ATA), the industry trade organization for the leading U.S. airlines, issued a statement commending the strong leadership of Chairman John Mica and the House Committee on Transportation and Infrastructure (T&I) for releasing a Federal Aviation Administration (FAA) reauthorization bill (H.R. 658) that recognizes the airlines’ critical role in the economy and takes measures to enhance the global competitiveness of U.S. airlines.

    “ATA applauds Chairman Mica and the House T&I Committee for crafting a bill that recognizes the critically important role that airlines play in driving the economy and job growth and takes measures to promote global competitiveness of the U.S. airlines while not further harming an industry and its customers already overburdened with taxes,” said ATA President and CEO Nicholas E. Calio. “We urge Congress to pass this bill and to invest in a NextGen air traffic management system that will improve the industry’s safety and efficiency, grow jobs and enable U.S. airlines to keep pace with global competitors.”

  • Airworthiness Directive AD-2011-03-14

    FAA released Airworthiness Directive AD-2011-03-14 requiring all Boeing 737-100, -200, -300, -400 and -500 types to install two additional warning lights, one for takeoff configuration and one for cabin altitude warning, and introduce updated documentation within 36 months following March 14th 2011.

    “SUMMARY: We are adopting a new airworthiness directive (AD) for the products listed above. This AD requires installing two warning level indicator lights on the P2-2 center instrument panel in the flight compartment for certain airplanes. For a certain other airplane, this AD requires activating the cabin altitude warning and takeoff configuration warning lights. For all airplanes, this AD also requires revising the airplane flight manual to remove certain requirements included by previous AD actions, requires new pressure altitude limitations for certain airplanes, and advises the flightcrew of the following changes: revised emergency procedures to use when a cabin altitude warning or rapid depressurization occurs, and revised cabin pressurization procedures for normal operations. This AD was prompted by a design change in the cabin altitude warning system that would address the identified unsafe condition. We are issuing this AD to prevent failure of the flightcrew to recognize and react properly to a valid cabin altitude warning horn, which could result in incapacitation of the flightcrew due to hypoxia (lack of oxygen in body), and consequent loss of control of the airplane.”

    http://rgl.faa.gov/Regulatory_and_Guidance_Library