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National Transportation Safety Board
Washington, DC 20594
July 7, 2011
http://www.ntsb.gov/doclib/recletters/2011/A-11-056-059.pdf
The National Transportation Safety Board makes the following recommendations to the Airborne Law Enforcement Association:
Revise your standards to define pilot rest and ensure that pilots receive protected rest periods that are sufficient to minimize the likelihood of pilot fatigue during aviation operations. (A-11-56)
Revise your accreditation standards to require that all pilots receive training in methods for safely exiting inadvertently encountered instrument meteorological conditions for all aircraft categories in which they operate. (A-11-57)
Encourage your members to install 406-megahertz emergency locator transmitters on all of their aircraft. (A-11-58)
Encourage your members to install flight-tracking equipment on all public aircraft that would allow for near-continuous flight tracking during missions. (A-11-59)
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.
The Civil Aviation Safety Authority is to seek to extend the suspension of Tiger Airways Australia Pty Ltd.
An application will be made to the Federal Court which will have the effect of continuing the suspension.
CASA is seeking a continuation of the suspension until 1 August 2011.
The application will be lodged at the Federal Court in Melbourne.
If CASA completes its investigations and determinations before 1 August 2011 and is satisfied Tiger Airways Australia no longer poses a serious and imminent risk to air safety it may be possible for it to resume operations earlier.
The suspension of Tiger Airways Australia’s operations remains in place until either the Federal Court refuses CASA’s application or CASA withdraws it.
CASA is making the application to the Court because investigations into Tiger Airways Australia will not be completed by the end of the initial five working day suspension period.
CASA will continue to work in a constructive and co-operative manner with Tiger Airways Australia during the investigation.
CASA suspended Tiger Airways Australia’s operations on 2 July 2011 because it believed permitting the airline to continue to fly posed a serious and imminent risk to air safety.
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.
Long known for substandard aviation, changes seem to be in Nigeria’s future.
Nigeria’s airports are slated to be revamped to meet international standards according to Stella Oduah, Minister of Aviation. Safety and security are intended to be the new priority, as they aim for “zero” accidents.
Infrastructure and services are also slated to be improved.
The ICAO’s AFI plan is part of the Third Pan-African Aviation Training Coordination Conference.
The conference is organized by the ICAO Comprehensive Regional Implementation Plan for Aviation Safety in Africa (AFI Plan) in cooperation with the aviation regional organizations in the AFI Region, and hosted by the Government of South Africa will be held in Cape Town, South Africa from 27 to 29 July 2011.
The agenda for the conference is here.
EASA Emergency AD No.: 2011-0122-E has been published limiting the life of A330 and A340 landing gear parts.
During ground load test cycles on an A340-600 aeroplane, the MLG bogie beam prematurely fractured. The results of the investigation identified that this premature fracture was due to high tensile standing stress, resulting from dry fit axle assembly method. Improvement has been introduced subsequently with a grease fit axle assembly method.
The ICAO released a report that they are joining forces with the World Customs Organization to counter terrorism and criminal activity. The Memorandum of Understanding between the WCO and ICAO is intended to strengthen Air Cargo Security.
The complex, multifaceted network of the global air cargo system will require a complex, multifaceted safety solution.
Two weeks ago, the ICAO announced they were adopting a Code of Conduct for sharing safety information touting the concept that “Transparency and sharing of safety information are fundamental to a safe air transportation system.”
The code is based on consistent, fact-based and transparent response to safety, and a guide to international bureaucracies for implementation of transparency.
Contact photographer Augustas Didzgalvis
After the European Aviation Safety Agency (EASA) approved the repair to the trim system, the Dassault Aviation Falcon 7X is no longer grounded. Since May, when a Malaysian Falcon 7X suffered an uncontrolled pitch trim runaway during descent, the plane has been grounded.
An additional electronic control has been added to ensure none of the 112 Falcon 7X tri-jets will not have a repeat of the “trim runaway.”
Although the grounding is over, the problem is not considered solved, and the investigation into the pitch trim fault is ongoing.
The International Air Transport Association (IATA) unveiled the first mock-up of a Checkpoint of the Future, designed to enhance security while reducing queues and intrusive searches at airports, using intelligence-driven risk-based measures.
IATA’s Checkpoint of the Future is being shown to delegates attending the Association’s 67th Annual General Meeting (AGM) and World Air Transport Summit, in Singapore.
“We spend $7.4 billion a year to keep aviation secure. But our passengers only see hassle. Passengers should be able to get from curb to boarding gate with dignity. That means without stopping, stripping or unpacking, and certainly not groping. That is the mission for the Checkpoint of the Future. We must make coordinated investments for civilized flying,” said Giovanni Bisignani, IATA’s Director General and CEO.
The main concepts of the Checkpoint are (1) strengthened security by focusing resources where risk is greatest, (2) supporting this risk-based approach by integrating passenger information into the checkpoint process, and (3) maximizing throughput for the vast majority of travelers who are deemed to be low risk with no compromise on security levels.
“Today’s checkpoint was designed four decades ago to stop hijackers carrying metal weapons. Since then, we have grafted on more complex procedures to meet emerging threats. We are more secure, but it is time to rethink everything. We need a process that responds to today’s threat. It must amalgamate intelligence based on passenger information and new technology. That means moving from a system that looks for bad objects, to one that can find bad people,” said Bisignani.
How does it work?
The Checkpoint of the Future ends the one-size-fits-all concept for security. Passengers approaching the checkpoint will be directed to one of three lanes: ‘known traveler’, ‘normal’, and ‘enhanced security’. The determination will be based on a biometric identifier in the passport or other travel document that triggers the results of a risk assessment conducted by government before the passenger arrives at the airport.
The three security lanes will have technology to check passengers according to risk. “Known travelers” who have registered and completed background checks with government authorities will have expedited access. “Normal screening” would be for the majority of travelers. And those passengers for whom less information is available, who are randomly selected or who are deemed to be an “Elevated risk” would have an additional level of screening.
Screening technology is being developed that will allow passengers to walk through the checkpoint without having to remove clothes or unpack their belongings. Moreover, it is envisioned that the security process could be combined with outbound customs and immigration procedures, further streamlining the passenger experience.
Next Steps
Through the International Civil Aviation Organization (ICAO), 19 governments, including the United States, are working to define standards for a Checkpoint of the Future. IATA is also coordinating closely with the US Department of Homeland Security’s Checkpoint of Tomorrow program which has similar goals.
“We have the ability to move to the biometric scanning and three-lane concept right now. And while some of the technology still needs to be developed, even by just re-purposing what we have today, we could see major changes in two or three years time,” said Bisignani.
For more information, please contact:
Director Corporate Communications
AGM Media Centre Tel: +65 6688 2734
Email: corpcomms@iata.org
NASA has selected five firms for awards under a $400 million solicitation to perform large general construction projects.
The work will be performed at NASA’s Johnson Space Center, Ellington Field, the Sonny Carter Training Facility, all in Houston, and the White Sands Test Facility in New Mexico.
The five selected firms are Swinerton Builders of Arvada, Colo.; J.T. Vaughn Construction, LLC of Houston; Kiewit Building Group of Arlington, Va.; Skanska USA Building of Houston; and Hensel Phelps Construction Co. of Austin, Texas.
Awardees will provide general construction services, including limited design-build capability, modification, repair and demolition for multiple unrelated large projects. The guaranteed minimum amount of work for each firm under the contracts is $5,000. The maximum total amount of all task orders under all contracts awarded under this
solicitation shall not exceed $400 million for the five-year period of performance. There are no options included.
The National Transportation Safety Board is investigating Today’s crash of a B-17 (N390TH) vintage airplane. The crash occurred approximately 3-4 miles southeast of the Aurora
Municipal Airport near Oswego, Illinois. It has been reported that there was an in-flight fire prior to impact. There were 7 persons on board. No injuries have beenreported at this time.
NTSB investigator Tim Sorenson will be the Investigator-in-Charge and is en route to the accident scene. Moreinformation regarding the investigation will be releasedwhen it becomes available.
NTSB Media Contact:
Keith Holloway (202) 314-6100
hollowk@ntsb.gov
The National Transportation Safety Board makes the following recommendation to the Aircraft Owners and Pilots Association:
Educate pilots of 14 Code of Federal Regulations Part 91 flight operations about the benefits of notifying passengers about the location and operation of survival and emergency communication equipment on board their airplanes.
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.
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.
Training Proposal PDF (full)
What: Beech 18 (N18R)
Where: near Opa-Locka Airport, Miami Gardens Florida
When: May 2, 2010
Who: pilot Harry Trauffer
Why: Right after takeoff, the pilot of the twin engine Beechcraft 18 cargo plane that was carrying household goods to the Bahamas radioed he was going down, before he clipped trees, crashed through a fence and 2 cars and into a residential yard. Neighbors were at home at the time of the crash, and witnessed it.
More than 90 Miami-Dade firefighters were on the scene. Although we saw reports that the fire only caused smoke damage to the exterior of the home, and that it did not strike the building, it is clear in the video that the house was breached by the plane, and there were several areas of the house that were on fire. The family is staying elsewhere and no one in the house was injured.
and was toxic while burning,
The pilot who was killed in the crash was 64 year old Harry Trauffer, who regularly flew clothing, bedding and auto parts to the Bahamas.
Near the accident site on 38th Avenue and 150th Street., the NTSB is holding a 3:00 PM press briefing conducted by NTSB Investigator-in-Charge, Todd Gunther
NTSB Identification: DCA10FA076
Scheduled 14 CFR Part 121: Air Carrier operation of DELTA AIRLINES INC
Accident occurred Thursday, July 15, 2010 in
Probable Cause Approval Date: 04/29/2011
Aircraft: BOEING 767, registration: N184DN
Injuries: 1 Serious,201 Uninjured.
The NTSB full Narrative:
History of Flight:
On July 15, 2010, at about 0200 UTC, a Boeing 767-332ER, registered in the United States as N184DN and operated by Delta Airlines, encountered turbulence at flight level 360 near TOESS intersection north of Antonio B. Won Pat International Airport (GUM) Guam. One flight attendant suffered a broken ankle during the turbulence event. The flight had departed GUM at 1125 UTC and landed at Narita International Airport (NRT), its original destination, at 0344 UTC. None of the other 192 passengers or 9 crewmembers were injured. The flight was operating under the provisions of 14 Code of Federal Regulations (CFR) Part 121, and was on an instrument flight rules flight plan, and flying in visual meteorological conditions at the time of the event.
According to the captain of the flight, at the time of the turbulence encounter he was navigating around scattered cloud build-ups. Nothing was showing on radar, as he adjusted the antenna tilt between -1 and -5 degrees. At that time the seatbelt sign was not illuminated.
According to the injured flight attendant, she was walking down the aisle between the mid galley and the aft galley and fell to the floor at the time of the turbulence encounter.
Injuries:
None of the other 9 crewmembers or the 192 passengers were injured.
Damage to Airplane:
The airplane was not damaged.
Meteorological Information:
According to the operator, no turbulence was forecast for the area in which the airplane was flying at the time of the turbulence encounter. In addition, satellite imagery revealed that the airplane was in an area not conducive to turbulence when the event occurred.
Medical and Pathological Information:
The injured flight attendant was examined by a physician passenger who did not provide a diagnosis. She declined medical treatment upon arrival at Narita and proceeded to her home base of Minneapolis before seeking further medical advice. Upon arrival home, she saw a doctor who stated that her ankle was broken.
Flight Data Recorder:
According to the flight data recorder, the vertical acceleration during the turbulence encounter varied between +1.5 g and -0.3 g. The encounter lasted about 5 seconds.
On April 25, the NTSB released information about the April 1 Southwest Airlines Boeing 737-300 fuselage incident where the rupture in the fuselage caused depressurization and forced pilots to make an emergency landing in Yuma.
From the release
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The NTSB Materials Laboratory work is actively conducting additional inspections and examinations in the following areas:
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Of 136 airplanes inspected worldwide four had crack indications at a single rivet and one plane was found to have crack indications at two rivets.
In spite of these findings, Boeing Chief Executive Jim McNerney told Reuters“I think the initial data that I think we’re all seeing is suggesting a possible workmanship issue on an airplane, rather than a design issue across a fleet of airplanes.”
If Boeing believes that the problem was workmanship on a single plane, then how did other planes reveal conditions precursing the same type of rupture incident as was incurred on Southwest Airlines Flight 812?
United Airlines pilots guilty as charged again, in that Airbus 320 that had to make an emergency return to New Orleans on April 4. A pilot in command should know he can’t skip procedures on the checklist (especially an Airbus checklist) or else there are consequences. In this case, the emergency restore didn’t work.
Ok, lest anyone accuse me of being incorrectly legal instead of correctly tongue-in-cheek, no one was “charged” with anything.
On April 4, 2011, the United Airlines Airbus 320-232 (N409UA), serial number 462, left Louis Armstrong New Orleans International Airport and returned 20 minutes after take-off due to electrical difficulties and an indication of smoke in the cockpit.
But the NTSB investigation points to pilot error. And as far as I am concerned any error that does not result in damage, but does result in amended procedures is a good thing. What has happened as a result of this pilot error is a revision to the pilot checklist that pilots have to follow when they are handling electrical malfunctions. The malfunction was not really the pilots however. There was a faulty fire-warning sensor, but the reboot procedures just made it worse since in the reboot procedure, a generator didn’t get turned back on.
Consequences the pilots had to deal with as a result of the absent generator included a blank screen for the copilot, steering issues with the jet’s nose gear and antiskid protection for the brakes, and the intercom.
It must have been a pretty exciting 20 minute ride for the passengers, as it ended on emergency slided.
On April 4, 2011, a United Airlines Airbus 320-232 with 109 passengers and crew aboard returned to the airport about 20 minutes after take-off due to electrical difficulties and smoke in the cockpit. On landing, the crew described a loss of anti-skid braking and nose-wheel steering and passengers had to exit via slide. (The right front slide failed.) Dan Bower is investigator-in-charge of the NTSB team including reps of Federal Aviation Administration,United Airlines, the Air Line Pilots Association, theAssociation of Flight Attendants, and the International Brotherhood of Teamsters and an Airbus rep appointed by the Bureau d’Enquêtes et d’Analyses (BEA) of the Government of France.
What: United Airlines Airbus A320-200 en route from New Orleans,LA to San Francisco,CA
Where: Louis Armstrong Airport
When: April 4 2011 7:20 a.m. after a 13 minute flight
Who: 100 passengers 5 crew
Why: After takeoff, the pilot reported smoke in the cockpit, and returned to the airport. The pilot reported losing all instruments, and landed on backup power, blowing out a tire and running off the runway. Passengers evacuated via slides.
After landing, passengers were taken to the Hilton.
TRANSCRIPT OF AIR TRAFFIC CONTROLLER, PILOT CONVERSATION
UA 497: Clear for takeoff runway 19, thank for you very much.
UA 497: We need to vector back to the airport, we got a smoke issue with the airplane.
N.O. Approach: Turn right 030 (degrees) and maintain 4,000 (feet.)
UA 497: 030 4,000. And we’d like the longest runway please.
N.O. Approach: There are men and equipment on the runway – they’re going to try to get them off now. Descend at pilot’s discretion. Maintain 2,000.
UA 497: We are declaring an emergency and please roll equipment for our landing please.
N.O. Approach: We are unable for (runway) 10, can you take (runway) 19?
UA 497: ..no..
N.O. Approach: Roger, we are clearing the runway now.
Airport operations: How much time do we have?
New Orleans Tower: I’d say they are about 11 miles to the west.
Airport operations: Tower, we can start trying to pull them off, but I don’t think we will get them all off in time.
N.O. Approach: United 497, Say souls on board and fuel remaining.
UA 497: 106 souls on board, fuel remaining 32,400 pounds.
N.O. Approach: They are still trying to get all the vehicles off the runway and 19 is still available if you like….
New Orleans Tower: … working as fast as they can (unintelligible) There is a bunch of equipment on there they’re tying to get off now.
UA 497: You need to clear it for us.
New Orleans Tower: I understand, sir. We’re getting them off as fast as we can.
N.O. Approach: Turn right heading 140, main 2,000 ….cleared ILS runway 10 approach.
New Orleans Tower: Can you verify the vehicles are exiting?
Airport operations: We are attempting to get the vehicles off right now, I’m removing the cones also.
New Orleans Tower: OK, cause I haven’t seen any of the vehicles move and the aircraft is ten to the northwest and they have to have runway 100.
N.O. Approach: United 497, Turn right heading 180.
UA 497: um…. We only have one… um … (Alarms sounding in background.)
N.O. Approach: United 497 say again sir?
New Orleans Tower: We need three minutes to get the runway clear.
UA 497: (alarms blaring) We’ve lost all our instruments right now and we’re going to need (directions)
N.O. Approach: United turn left heading, 20 degrees left
N.O. Approach: Just continue left turn, I’ll tell you when to stop.
UA 497: (unintelligible) What vector are we from the airport?
N.O. Approach: Right now sir you are on the 330 degree heading from the airport. Northwest of the airport for runway 19er. If you continue on this present heading you’ll set up on the shoreline for 19.
UA 497: Shoreline for 19.
N.O. Approach: I can set u up there or I can vector you, what’d you need?
UA 497: That’s fine.
N.O. Approach: (unintelligible…)You got the water, right?
UA 497: Yeah, we got the water and we’re going to stop here about 600 feet.
N.O. Approach: Roger that. The airport’s currently at your 1 o’clock and five miles.
UA 497: 1 o’clock and five miles roger.
New Orleans Tower to fire crews: Fox-6, next arrival runway 19er is our aircraft. And the aircraft is approximately 3 miles northwest runway 19er.
N.O. Approach: If you start your right turn now I can set you up on final.
UA 497: Start turn on final.
New Orleans Tower to fire crews: The aircraft is over the shoreline around two miles out. You do have permission to proceed on to the runway after he lands.
N.O. Approach: Make a right turn. The airport is off to yoru right side,
N.O. Approach: 497, clear to land 19er. You’ll be able to make it sir? Winds 180 at 16, gusts to 20, Clear to land. Runway 19er.
New Orleans Tower to fire trucks: Fox-5, this is our aircraft touvh ing down bow.
New Orleans Tower: Follow the aircraft down the runway.
New Orleans Tower: We’re going to need runway 10 operational. Runway 19er is fouled at this time.
Partial summary of what is included
From March 29-30 from 9 a.m. to 5 p.m. PDT on both days. the Ames Research Center in Moffett Field, California will be hosting a Nasa Open Source Summit.
Attending will be open source engineers, policy makers and other open sourcers.
Tsengdar Lee, Nicholas Skytland and others will be available for interview from noon to 1pm.
Tsengdar Lee is Nasa’s acting chief technology officer for information technology.Nicholas Skytland, director of NASA’s Open Government Initiative.
Reporters may register with Cristina LeClerc cristina.k.leclerc@nasa.gov by 4 p.m. on Monday, March 28. Non reporters may contact Jessica Culler jessica.culler@nasa.gov.
NTSB DETERMINES THE CAPTAIN’S DECISION TO ATTEMPT A GO- AROUND LATE IN THE LANDING ROLL WITH INSUFFICIENT RUNWAY REMAINING CAUSED THE 2008 ACCIDENT IN OWATONNA
The NTSB has released a conclusion in the 2008 plane crash at Owatonna Degner Regional Airport, Owatonna.
According to the NTSB report, probable cause was determined to be the captain’s decision to attempt a go-around late in the landing roll with insufficient runway remaining. Contributing factors were cited as “pilots’ poor crew coordination and lack of cockpit discipline; fatigue, which
likely impaired both pilots’ performance; and the failure of the Federal Aviation Administration (FAA) to require crew management training.”
The synopsis is available here:
http://www.ntsb.gov/events/2011/Owatonna_MN/synopsis.html
The webcast from todays meeting on Aircraft Accident Report – Crash on landing of Hawker Beechcraft BAE 125-800A, N818MV, Owatonna, Minnesota, July 31, 2008 will be available here.
The ICAO audit for Nigeria comes up in May (a whole lot of initials here — NAMA (Nigerian Airspace Management Agency), NCAA, FAAN, NCAT (Nigerian College of Aviation Technology), NIMET (Nigerian Meteorological Agency), and AIB (Accident Investigation Bureau)— and before all of that, the US American Transportation Security Administration (ATSA) is in phase two of auditing Nigerian airports.
Arik Air, United Airlines, and Delta Airlines will be audited for safety as well, as they are the three carriers which fly to the US. Now that Nigeria has Category “ONE” status and can fly to the US, the FAA will continue strict safety auditing in order to maintain that safety status.
In Montreal, Canada from 24-26 May 2011., the ICAO will be hosting an Enhancing Runway Safety symposium. The official event sponsors are Airbus, Airports Council International (ACI) and Boeing. In April of 2010, the ACI World Director General, declared support for the African States such as Nigeria who adopted the Abuja Declaration, which demonstrates the determination of African nations to contribute to the development of a new global aviation security strategy.
Great press, but what happens next? Africa has a long way to go to establish true aviation safety standards.
In case you didn’t know, planes should not fly into Meteorological Evaluation Towers.
The NTSB has just issued a warning for pilots to avoid these towers, which at 200 feet are below the threshold for markings. The biggest danger, apparently is that they can be built quickly and whoever builds them is not required to inform aviators.
So pilots, if you didn’t know to avoid them, you know now. Read the alert here.
