Agency

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    FAA: Phraseology Change

    Line Up and Wait Phraseology Change
    Notice Number: NOTC2554

    Beginning September 30, 2010 , the words “Line Up and Wait” will replace the words “Position and Hold” to instruct a pilot to enter the runway to await take-off clearance. Under the new “Line Up and Wait” phraseology, the controller will:

    – State your call-sign;
    – State the departure runway;
    – State “Line Up and Wait”.

    · Exercise Caution. Be aware the phrase “Traffic Holding in Position” will continue to be used to advise other aircraft that traffic has been authorized to “Line Up and Wait” on an active runway.

    · REMEMBER: Never cross a hold line without explicit ATC instructions. You may not enter a runway unless you have been:

    – Instructed to cross or taxi onto that specific runway
    – Cleared to take off from that runway, or
    – Instructed to “Line Up and Wait” on that specific runway.

    Please visit: www.faa.gov/go/runwaysafety/ for more details on the change as well as to view an instructional animation explaining the new phraseology.

    If in doubt ASK!

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    FAA: September/October 2010 issue of FAA Safety Briefing,


    Come Fly with Me

    September 14–The September/October 2010 issue of FAA Safety Briefing, which focuses on proficiency and its absolute importance for pilots and aviation maintenance technicians, also includes a must-read article for pilots. FAA’s Paul Greer writes about the complicated subject of receiving compensation for your flying. He says, “Flying and getting paid for it has been a dream that most pilots have had at one time or another. It’s been done by generations of pilots, but it’s also an area ripe with opportunities for new (and even older) pilots to run afoul of the regulations.” Read all about it on page 12 of the September/October 2010 issue.

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    RITA Press Release: Long Tarmac Delays in July Down Dramatically from Last Year

    Monday, September 13, 2010 – The nation’s largest airlines reported only three flights in July with tarmac delays of more than three hours, compared to 161 flights in July 2009, with only a slight increase in the rate of canceled flights, according to the Air Travel Consumer Report released today by the U.S. Department of Transportation (DOT).

    Data filed with the Bureau of Transportation Statistics (BTS) showed the only tarmac delays longer than three hours reported in July by the 18 airlines that file on-time performance with DOT involved three American Eagle Airlines flights departing Chicago’s O’Hare airport on July 23, a day in which the Chicago area experienced a severe thunderstorm and a number of aircraft were caught on the runway. July was the third full month of data since the new aviation consumer rule went into effect on April 29. There were only four tarmac delays of more than three hours in May and June 2010 combined, compared to 302 during the same two-month period of 2009. BTS is a part of DOT’s Research and Innovative Technology Administration (RITA).

    The largest carriers canceled 1.4 percent of their scheduled domestic flights in July, slightly up from the 1.2 percent cancellation rate of July 2009. They posted a 1.5 percent cancellation rate in June 2010.

    The new tarmac delay rule prohibits U.S. airlines operating domestic flights from permitting an aircraft to remain on the tarmac for more than three hours without deplaning passengers, with exceptions allowed only for safety or security or if air traffic control advises the pilot in command that returning to the terminal would disrupt airport operations. The Department will investigate tarmac delays that exceed this limit.

    The monthly report also includes data on on-time performance, chronically delayed flights, flight cancellations and the causes of flight delays by the reporting carriers. In addition, it has information on airline bumping, reports of mishandled baggage filed with the carriers, and consumer service, disability and discrimination complaints received by DOT’s Aviation Consumer Protection Division. This report also includes reports of incidents involving pets traveling by air, as required to be filed by U.S. carriers.

    On-time Performance

    The reporting carriers recorded an overall on-time arrival rate of 76.7 percent in July, down from the 77.6 percent on-time rate of July 2009, but better than June 2010’s 76.4 percent.

    Tarmac Delays

    In July, the carriers filing on-time performance data reported that .1030 percent of their scheduled flights had tarmac delays of two hours or more, up from .0840 percent in June. There were three flights with tarmac delays of more than three hours in July.

    Chronically Delayed Flights

    At the end of July, there were six flights that were chronically delayed – more than 30 minutes late more than 50 percent of the time – for three consecutive months. There were an additional 53 flights that were chronically delayed for two consecutive months. There were no chronically delayed flights for four consecutive months or more. A list of flights that were chronically delayed for a single month is available from BTS (www.bts.gov).

    Causes of Flight Delays

    In July, the carriers filing on-time performance data reported that 6.21 percent of their flights were delayed by aviation system delays, compared to 6.56 percent in June; 8.13 percent by late-arriving aircraft, compared to 8.12 percent in June; 6.37 percent by factors within the airline’s control, such as maintenance or crew problems, compared to 6.29 percent in June; 0.79 percent by extreme weather, compared to 0.74 percent in June; and 0.05 percent for security reasons, compared to 0.04 percent in June. Weather is a factor in both the extreme-weather category and the aviation-system category. This includes delays due to the re-routing of flights by DOT’s Federal Aviation Administration in consultation with the carriers involved. Weather is also a factor in delays attributed to late-arriving aircraft, although airlines do not report specific causes in that category.

    Data collected by BTS also shows the percentage of late flights delayed by weather, including those reported in either the category of extreme weather or included in National Aviation System delays. In July, 37.61 percent of late flights were delayed by weather, down 4.59 percent from July 2009, when 39.42 percent of late flights were delayed by weather, and down 6.98 percent from June when 40.43 percent of late flights were delayed by weather.

    Detailed information on flight delays and their causes is available on the BTS site on the World Wide Web at http://www.bts.gov.

    Mishandled Baggage

    The U.S. carriers reporting flight delays and mishandled baggage data posted a mishandled baggage rate of 3.79 reports per 1,000 passengers in July, an improvement over July 2009’s rate of 4.06, but up from June 2010’s 3.72 rate.

    Incidents Involving Pets

    In July, carriers reported eight incidents involving the loss, death or injury of pets while traveling by air, up from the six incidents reported in both July 2009 and June 2010. July’s incidents involved five deaths, one injury, and two lost pets.

    Complaints About Airline Service

    In July, the Department received 1,094 complaints about airline service from consumers, up 32.3 percent from the 827 complaints filed in July 2009, but down 22.9 percent from the 1,419 complaints received in June 2010.

    Complaints About Treatment of Disabled Passengers

    The report also contains a tabulation of complaints filed with DOT in July against airlines regarding the treatment of passengers with disabilities. The Department received a total of 56 disability-related complaints in July, higher than the total of 54 complaints filed in July 2009, but lower than the 60 received in June 2010.

    Complaints About Discrimination

    In July, the Department received 12 complaints alleging discrimination by airlines due to factors other than disability – such as race, religion, national origin or sex – down from both the total of 17 recorded in July 2009 and 22 received in June 2010.

    Consumers may file their complaints in writing with the Aviation Consumer Protection Division, U.S. Department of Transportation, C-75, W96-432, 1200 New Jersey Ave. SE, Washington, DC 20590; by voice mail at (202) 366-2220 or by TTY at (202) 366-0511; or on the web at http://airconsumer.dot.gov.

    Consumers who want on-time performance data for specific flights should call their airline’s reservation number or their travel agent. This information is available on the computerized reservation systems used by these agents.

    The Air Travel Consumer Report can be found on DOT’s World Wide Web site at http://airconsumer.dot.gov. It is available in “pdf” and Microsoft Word format.

    Air Travel Consumer Report July 2010
    Key On-Time Performance and Flight Cancellation Statistics

    Based on Data Filed with the Bureau of Transportation Statistics by the 18 Reporting Carriers

    Overall

    76.7 percent on-time arrivals

    Highest On-Time Arrival Rates

    1. Hawaiian Airlines – 94.7 percent

    2. Alaska Airlines – 88.7 percent

    3. United Airlines – 83.0 percent

    Lowest On-Time Arrival Rates

    1. ExpressJet Airlines – 68.6 percent

    2. Comair – 69.1 percent

    3. Delta Air Lines – 69.9 percent

    Flights with Longest Tarmac Delays

    1. American Eagle flight 4120 from Chicago O’Hare to Knoxville, TN, 7/23/10 – delayed on tarmac 214 minutes

    2. American Eagle flight 4241 from Chicago O’Hare to Raleigh/Durham, NC, 7/23/10 – delayed on tarmac 199 minutes

    3. American Eagle flight 4196 from Chicago O’Hare to Baltimore/Washington International Airport – delayed on tarmac 198 minutes

    (There were only three flights with tarmac delays of more than three hours in July)

    Highest Rates of Canceled Flights

    1. Comair – 3.7 percent

    2. Pinnacle Airlines – 2.9 percent

    3. Delta Air lines – 2.7 percent

    Lowest Rates of Canceled Flights

    1. Hawaiian Airlines – 0.0 percent*

    2. Continental Airlines – 0.2 percent

    3. Alaska Airlines – 0.4 percent

    *Hawaiian canceled two flights in July

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    Statement of Henry Krakowski, Chief Operating Officer, Air Traffic Organization

    Before the Senate Committee on Commerce, Science, & Transportation, Subcommittee on Aviation Operations, Safety, & Security on Field Hearing on the Integration of Unmanned Aircraft Systems (UASs) Into the National Airspace System (NAS): Fulfilling Imminent Operational and Training Requirements


    Chairman Dorgan, Senator Conrad, Congressman Pomeroy:

    Thank you for inviting the Federal Aviation Administration (FAA) to this hearing. Accompanying me today is John Allen, Director of the Flight Standards Service in the Office of Aviation Safety at the FAA. Together, we have distinct yet related duties in carrying out the FAA’s mission to ensure the safety and efficiency of the National Airspace System (NAS). Mr. Allen’s organization is charged with setting and enforcing the safety standards for aircraft operators and airmen. My role as the head of the Air Traffic Organization is to oversee the nation’s air traffic control system, to move flights safely and efficiently, while also overseeing the capital programs and the modernization of the system.

    As the most complex airspace in the world, the NAS encompasses an average of over 100,000 aviation operations per day, including commercial air traffic, cargo operations, business jets, etc. Additionally, there are over 238,000 general aviation aircraft that represent a wide range of sophistication and capabilities that may enter the system at any time. There are over 500 air traffic control facilities, more than 12,000 air navigation facilities, and over 19,000 airports, not to mention the thousands of other communications, surveillance, weather reporting, and other aviation support facilities. With this volume of traffic and high degree of complexity, the FAA maintains an extremely safe airspace through diligent oversight and the strong commitment to our safety mission.

    With regard to unmanned aircraft systems (UAS), the FAA sets the parameters for where a UAS may be operated and how those operations may be conducted safely in the NAS. Our main focus when evaluating UAS operations in the NAS is to avoid any situations in which a UAS would endanger other users of the NAS or compromise the safety of persons or property on the ground. The FAA acknowledges the great potential of UASs in national defense and homeland security, and as such, we strive to accommodate the needs of the Department of Defense (DoD) and Department of Homeland Security (DHS) for UAS operations, always with safety as our top priority.

    When new aviation technology becomes available, we must determine if the technology itself is safe and that it can be operated safely. Whether the technology is to be used by pilots, operators or air traffic controllers, we determine the risks associated with putting that technology into the NAS. Once the known risks are mitigated, we move forward with integration in stages, assessing safety at each incremental step along the way. Unforeseen developments, changing needs, technological improvements, and human factors all play a role in allowing operations within the civil airspace system.

    The FAA is using this same methodology to manage the integration of the new UAS technology into the NAS. While UASs offer a promising new technology, the limited safety and operational data available to date does not yet support expedited or full integration into the NAS. Because current available data is insufficient to allow unfettered integration of UASs into the NAS—where the public travels every day—the FAA must continue to move forward deliberately and cautiously, in accordance with our safety mandate.

    Because the airspace is a finite resource, and in order for us to carry out our safety mission, the FAA has developed a few avenues through which UAS operators may gain access to the NAS. First, the FAA has a Certificate of Waiver or Authorization (COA) process. This is the avenue by which public users (government agencies, including Federal, state, and local law enforcement, as well as state universities) that wish to fly a UAS can gain access to the NAS, provided that the risks of flying the unmanned aircraft in the civil airspace can be appropriately mitigated. Risk mitigations required to grant a COA frequently include special provisions unique to the requested type of operation. For example, the applicant may be restricted to a defined airspace and/or operating during certain times of the day. The UAS may be required to have a transponder if it is to be flown in a certain type of airspace. A ground observer or accompanying “chase” aircraft may be required to act as the “eyes” of the UAS. Other safety enhancements may be required, depending on the nature of the proposed operation.

    The FAA may also set aside airspace for an operator’s exclusive use to segregate the dangerous activity or protect something on the ground, when needed. Some of these exclusive use areas are known as Restricted, Warning or Prohibited Areas. The DoD conducts most of its training in such airspace. In order to set aside Restricted or Prohibited Area airspace, the FAA would need to undertake rulemaking to define the parameters of that airspace. This is typically a time-consuming process that would also include environmental reviews that could impact the proposed airspace.

    Civil UAS operators must apply for a Special Airworthiness Certificate – Experimental Category to gain access to the NAS. This avenue allows the civil users to operate UAS for research and development, demonstrations, and crew training. The Special Airworthiness Certificate – Experimental Category does not permit carriage of persons or property for compensation or hire. Thus, commercial UAS operations in the U.S. are not permitted at this time.

    We are working with our partners in government and the private sector to advance the development of UAS and the ultimate integration into the NAS. First, in accordance with Section 1036 of the Duncan Hunter National Defense Authorization Act (NDAA) for Fiscal Year 2009, Public Law 110-417, the DoD and FAA have formed an Executive Committee (ExCom) to focus on conflict resolution and identification of the range of policy, technical, and procedural concerns arising from the integration of UASs into the NAS. Other ExCom members include DHS and the National Aeronautics and Space Administration (NASA) to capture more broadly other Federal agency efforts and equities in the ExCom. The mission of this multi-agency UAS ExCom is to increase, and ultimately enable routine, access of Federal public UAS operations in the NAS to support the operational, training, developmental, and research requirements of the member agencies. All of these partner agencies are working to ensure that each department and agency is putting the proper focus and resources to continue to lead the world in the integration of UAS.

    The ExCom’s work has also facilitated the work of the Red River Task Force (RRTF), the interagency working group that was established to work on issues regarding the basing of UAS at Grand Forks Air Force Base (RDR). With the ExCom’s work and the RRTF’s work running in parallel, the FAA is able to support more easily and fully the DoD’s needs at RDR. One of the RRTF’s first tasks was to establish two separate tracks for DoD’s goals at RDR: one would be an aeronautical proposal that would involve establishment of a new restricted area(s), while the other would be a broader menu of operational options that could be used either as a stand-alone solution or as a layered approach for the operation of UASs at RDR. We have done this in numerous places and continue to streamline the approval process.

    Currently, the FAA is working with the DoD to determine and evaluate the scope and details of its operational needs at RDR. In addition, the RRTF has examined 18 option sets that can provide short, mid- and long-term solutions to UAS NAS access at RDR. The FAA continues to be committed to working with the DoD on matters relating to UAS operations at RDR in a manner consistent with our safety mission.

    Unmanned aircraft systems are a promising new technology, but one that was originally and primarily designed for military purposes. Although the technology incorporated into UASs has advanced, their safety record warrants caution. As we attempt to integrate these aircraft into the NAS, we will continue to look at any risks that UASs pose to the traveling public as well as the risk to persons or property on the ground. As the agency charged with overseeing the safety of our skies, the FAA seeks to balance our partner agencies’ security, defense, and other public needs with the safety of the NAS. We look forward to continuing our work with our partners and the Congress to do just that.

    Chairman Dorgan, Senator Conrad, Congressman Pomeroy, this concludes our prepared remarks. We would be pleased to answer any questions you might have.

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    Pilot Fatigue Fact Sheet

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

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

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    Press Release – FAA Proposes Sweeping New Rule to Fight Pilot Fatigue

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

    WASHINGTON — U.S. Transportation Secretary Ray LaHood and Federal Aviation Administration (FAA) Administrator Randy Babbitt today announced a landmark proposal to fight fatigue among commercial pilots by setting new flight time, duty and rest requirements based on fatigue science.

    “This proposal is a significant enhancement for aviation safety,” said Secretary LaHood. “Both pilots and passengers will benefit from these proposed rules that will continue to ensure the safety of our nation’s air transportation system.”

    Last year, Secretary LaHood and Administrator Babbitt identified the issue of pilot fatigue as a top priority during the Airline Safety Call to Action following the crash of Colgan Air 3407 in February 2009. Administrator Babbitt launched an aggressive effort to take advantage of the latest research on fatigue to create a new pilot flight, duty and rest proposal.

    Today’s proposal is compatible with provisions in the Airline Safety and Federal Aviation Administration Extension Act of 2010, which directs the FAA to issue a regulation no later than August 1, 2011, to specify limitations on the hours of pilot flight and duty time to address problems relating to pilot fatigue.

    “I know firsthand that fighting fatigue is a serious issue, and it is the joint responsibility of both the airline and the pilot,” said Administrator Babbitt. “After years of debate, the aviation community is moving forward to give pilots the tools they need to manage fatigue and fly safely.”

    Currently, there are different rest requirements for domestic, international and unscheduled flights. The proposed rule would eliminate these distinctions. The proposal also sets different requirements for pilots based on the time of day and number of scheduled segments, as well as time zones, type of flights, and likelihood that a pilot is able to sleep under different circumstances.
    The proposal defines “flight duty” as the period of time when a pilot reports for duty with the intention of flying an aircraft, operating a simulator or operating a flight training device. A pilot’s entire duty period can include both “flight duty” and other tasks that do not involve flight time, such as record keeping and ground training.
    The FAA proposes to set a nine-hour minimum opportunity for rest prior to the duty period, a one-hour increase over the current rules. The proposed rule would establish a new method for measuring a pilot’s rest period, so that the pilot can have the chance to receive at least eight hours of sleep during that rest period. Cumulative fatigue would be addressed by placing weekly and 28-day limits on the amount of time a pilot may be assigned any type of duty.

    Additionally, 28-day and annual limits would be placed on flight time. Pilots would have to be given at least 30 consecutive hours free from duty on a weekly basis, a 25 percent increase over the current rules.

    Congress recently mandated that all air carriers have a Fatigue Risk Management Plan (FRMP). Each carrier will be able to develop its own set of policies and procedures to reduce the risks of pilot fatigue and improve alertness. The FAA has prepared guidance material to help the airlines develop their FRMP.

    The proposed rule incorporates the work of an Aviation Rulemaking Committee (ARC) comprised of labor, industry, and FAA experts that delivered its recommendations to Administrator Babbitt on September 9, 2009.

    The Notice of Proposed Rulemaking is on display today at the Federal Registerat http://www.archives.gov/federal-register/public-inspection/. It is also available at http://www.faa.gov/regulations_policies/rulemaking/recently_published/.

    The 60-day public comment period closes on Nov. 13, 2010.

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    Press Release – FAA Revokes Phoenix Heliparts Certificate

    For Immediate Release
    September 9, 2010
    Contact: Ian Gregor
    Phone: (310) 725-3580

    LOS ANGELES — The Federal Aviation Administration (FAA) has revoked the air agency certificate of Phoenix Heliparts, Inc., (PHI) of Mesa, Ariz., for allegedly performing improper repairs and deliberately falsifying maintenance records. PHI must surrender its certificate to the FAA, as required under the terms of the emergency revocation.
    The FAA alleges that PHI mechanics failed to follow its repair station and/or quality control manuals when repairing aircraft, and used incorrect parts. The FAA also alleges that on at least four occasions, the company made intentionally false entries in the aircraft maintenance records.

    “Safety is not optional for aviation companies. Whether repairing airplanes or helicopters, repair stations are required to follow maintenance rules and procedures,” said FAA Administrator Randy Babbitt.

    Inspectors from the FAA’s Scottsdale Flight Service District Office inspected PHI Aug. 27, 2008, and found a variety of violations of the Federal Aviation Regulations. They included unauthorized use of an electronic recordkeeping system, failure to operate the maintenance shop according to its approved repair station and quality control manuals, and using unqualified people to perform the work.

    FAA inspectors reinspected PHI’s facility on Sept. 15 and 16, 2008, and discovered hundreds of additional discrepancies. These included identifying unserviceable parts as serviceable and retaining them for reuse; failure to document maintenance work and inspections; and failure to have and use approved data to guide major repairs and alterations.

    PHI performed major restoration work on a damaged Hughes 369 helicopter for the U.S. Department of Agriculture, but the department retained another company to inspect the helicopter before it returned to service. That inspection turned up more than 30 airworthiness discrepancies. The FAA also alleges company employees deliberately falsified maintenance forms, including a return-to-service authorization, when more than 100 items had not been inspected according to the company’s quality control manual.

    The FAA offered PHI numerous opportunities to correct its problems after the Aug. 27, 2008 inspection, but PHI was unable to bring the company into compliance.
    PHI can appeal the emergency nature of the revocation to the National Transportation Safety Board.

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    Press Release – Federal Aviation Administration Announces Additional Recovery Act Airport Grants

    For Immediate Release

    September 9, 2010
    Contact: Marcia Alexander-Adams

    Phone: (202) 267-3883

    WASHINGTON — The U.S. Department of Transportation’s Federal Aviation Administration today announced that five additional airport projects have been selected for funding, paid for with $9 million in American Recovery and Reinvestment Act (ARRA) funds that became available because of low bids on airport projects nationwide.

    “Earlier ARRA projects came in under budget and these savings can now be applied to other projects,” said U.S. Transportation Secretary Ray LaHood. “Transportation and infrastructure are the foundation of our economy. These airport projects are putting people to work in good-paying jobs across the country.”

    FAA Administrator Randy Babbitt made the announcement at an event celebrating the completion of a $4.9 million Recovery Act terminal project at Yeager Airport in Charleston, West Va. Yeager Airport will also receive an additional $2.58 million of the newly available ARRA funds to make additional terminal improvements, including a pedestrian bridge which will help passengers access the airport more safely.

    “These additional Recovery Act dollars are giving airports that serve a wide range of communities the chance to make needed improvements that wouldn’t otherwise be possible,” said FAA Administrator Randy Babbitt. “Safe and modernized airports will benefit these local economies for years to come.”

    Four other airports will also receive additional Recovery Act grants for construction and rehabilitation projects:

    • MBSInternational Airport (Midland-Bay City-Saginaw, Mich.)
      An additional ARRA grant of up to $3.39 million will expedite the completion of this airport terminal reconstruction project. The grant will be used to construct the roof, window systems and the concrete floor. An initial ARRA grant of $11.6 million funded the construction of passenger loading bridges, an access road and the relocation of navigational aids.
    • Killeen Skylark Field (Killeen, Texas)
      This $2.37 million ARRA grant is the first the airport has received. The project will rehabilitate runway 1-19 and the parallel taxiway. The pavement has deteriorated and this project is necessary to extend the useful life of the pavement.
    • BurlingtonInternational Airport (Burlington, Vt.)
      An additional ARRA grant of $452,100 will rehabilitate and realign a critical taxiway to reduce the risk of runway incursions at the airport. An original ARRA grant supported the rehabilitation of two additional taxiways.
    • Avi Suquilla Airport (Parker, Ariz.)
      An original ARRA grant supported the rehabilitation of over 70,000 square yards of pavement on two taxiways. This additional ARRA grant of $310,000 will fund a second phase of taxiway rehabilitation.

    Nationwide, over $1.3 billion in Recovery Act money has been made available for both airport improvement projects and air traffic control facility and system upgrades. These Recovery Act grants have been distributed to airports that serve commercial passengers, cargo and general aviation.

  • PR: Proficiency Goes Beyond Currency

    September 3–The September/October 2010 issue of FAA Safety Briefing focuses on proficiency and its absolute importance for pilots and aviation maintenance technicians. In the issue, you will find tips on developing your personal improvement plan, suggestions about getting back to flying after an absence, recommendations on how AMTs can keep their edge, an article on the complicated subject of receiving compensation for your flying, and much more.

  • |

    FAA Press Release – DOT Celebrates Baltimore Washington International Thurgood Marshall Airport Recovery Act Projects

    For Immediate Release
    September 2, 2010

    WASHINGTON — The U.S. Department of Transportation and the Federal Aviation Administration (FAA) highlighted $15 million in safety upgrades funded by the American Recovery and Reinvestment Act that will ensure the continued safe and efficient operation of aircraft at the Baltimore Washington International Thurgood Marshall Airport (BWI).

    “Recovery Act funding made these safety projects possible,” said U.S Deputy Transportation Secretary John Porcari during a press conference at BWI. “Not only are we keeping Marylanders at work, we are also improving airport safety and efficiency.”

    Deputy Secretary Porcari lauded the ongoing safety, environmental, communications, and utility projects at BWI. When completed next year, BWI’s reconstructed aircraft parking apron between Concourses C and D will allow for more efficient operations among larger aircraft and service vehicles. The projects also include a new environmentally friendly deicing fluid collection system and new communications and utility systems.

    “Recovery Act funds are making a difference at our nation’s airports,” said FAA Administrator Randy Babbitt. “These projects will ensure that BWI continues to meet the safety needs of the airport and traveling public.”

    This $15 million Recovery Act grant is one of the largest awarded by the FAA.

    Without Recovery Act dollars, construction on this critical $41 million project could not have gotten under way. The rest of the project is being funded by the FAA’s Airport Improvement Program funds and BWI Airport.

    The Recovery Act funded an additional $35 million in upgrades at airport runways and aircraft parking aprons in and around the Washington Metropolitan Area.

    Nationwide, $1.3 billion in Recovery Act money has been made available 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 and equipment and airport projects. These Recovery Act grants have been distributed to airports that serve commercial passengers, cargo and general aviation.

  • |

    FAA Controllers to Use New Terminology Prior to Takeoff

    August 31 — Pilots authorized by air traffic controllers to taxi onto runways and await takeoff clearance will be instructed to “line up and wait” rather than “position and hold” beginning on September 30 under new terminology adopted by the Federal Aviation Administration. The new terminology, which was recommended by the National Transportation Safety Board, conforms to terminology used internationally under International Civil Aviation Organization guidelines.

    A safety analysis conducted by the FAA’s Air Traffic Organization Terminal Services determined that adopting the phrase “line up and wait” will eliminate confusion, particularly among pilots who also fly overseas, and further reduce the risk of runway incursions.
    Beginning September 30, controllers will state the aircraft’s call sign, state the departure runway and then instruct pilots to “line up and wait,” i.e., “United 451, Runway 33L, line up and wait.” The phrase, “traffic holding in position” will continue to be used to advise other aircraft that traffic has been authorized to line up and wait on an active runway.

    The FAA will continue to emphasize that pilots are not permitted to cross any runway encountered while taxiing without explicit instructions from controllers.

  • |

    Press Release – FAA Celebrates Completion of San Francisco International Airport Recovery Act Projects

    For Immediate Release
    August 27, 2010

    SAN FRANCISCO — The U.S. Department of Transportation’s Federal Aviation Administration (FAA) today marked the completion of $14.5 million in runway projects funded by the American Recovery and Reinvestment Act of 2009 (ARRA) that will ensure continued safety for flights at San Francisco International Airport (SFO).
    “The Recovery Act made it possible for this important safety work to happen ahead of schedule,” said U.S Transportation Secretary Ray LaHood. “These projects kept workers in good-paying jobs, and these safety improvements will benefit the airport and passengers for years to come.”
    On Friday, FAA Administrator Randy Babbitt marked the completion of the work at an event at San Francisco International Airport. A $5.5 million ARRA grant allowed the Runway 10L/28R project to be completed a year ahead of schedule. Runway 1R/19L was also completed two years ahead of schedule thanks to a $9 million ARRA grant.
    “Healthy runways are safe runways,” said Administrator Babbitt. “Old pavement can crumble, creating debris that can damage aircraft and shut runways down causing delays for passengers.”
    The Recovery Act-funded projects leveled out two runways that tend to settle over time because of ground conditions. The new asphalt concrete resurface also will prevent unexpected runway shutdowns due to pavement breakdown, and will guard against crumbling pavement creating debris that can damage aircraft. The work also included: paving both runways with asphalt concrete; reconstructing sections of the runways; upgrading the runway and taxiway lighting systems with more energy efficient LED lighting; re-painting runway markings to increase visibility and improve safety for aircraft on the airfield; and improving the surrounding drainage system.
    Granite Rock Company of Watsonville, Calif. was the prime contractor for both projects, which required 92,000 tons of asphalt concrete covering 3.46 million square feet of runways. Work on both runway projects was done on the weekends to minimize disruption to the traveling public.
    The Recovery Act funded an additional $22.4 million in upgrades to airports and facilities in and around the San Francisco Bay Area.
    At Oakland International Airport, $14.9 million in Recovery Act funding is being used in the reconstruction of a large apron area used by airlines and cargo carriers and to reconfigure a taxiway. By replacing old apron pavement, the project will improve efficiency and allow larger aircraft to use the taxiway.
    In San Jose, a $5.17 million Recovery Act grant is funding the extension a taxiway at Norman Y. Mineta San Jose International Airport. This project, which was recommended by an FAA Runway Safety Action Team, will improve safety by eliminating the need for private planes to cross a runway while taxing to an engine run-up area.
    An additional $2.4 million in Recovery Act funds is being employed to modernize and make safety upgrades at area facilities and airports.
    Nationwide, $1.3 billion in Recovery Act money has been made available for both airport improvement projects and air traffic control facility and system upgrades. These Recovery Act grants have been distributed to airports that serve commercial passengers, cargo and general aviation.

  • |

    FAA Celebrates Completion of San Francisco International Airport Recovery Act Projects

    For Immediate Release
    August 27, 2010

    SAN FRANCISCO — The U.S. Department of Transportation’s Federal Aviation Administration (FAA) today marked the completion of $14.5 million in runway projects funded by the American Recovery and Reinvestment Act of 2009 (ARRA) that will ensure continued safety for flights at San Francisco International Airport (SFO).
    “The Recovery Act made it possible for this important safety work to happen ahead of schedule,” said U.S Transportation Secretary Ray LaHood. “These projects kept workers in good-paying jobs, and these safety improvements will benefit the airport and passengers for years to come.”

    On Friday, FAA Administrator Randy Babbitt marked the completion of the work at an event at San Francisco International Airport. A $5.5 million ARRA grant allowed the Runway 10L/28R project to be completed a year ahead of schedule. Runway 1R/19L was also completed two years ahead of schedule thanks to a $9 million ARRA grant.
    “Healthy runways are safe runways,” said Administrator Babbitt. “Old pavement can crumble, creating debris that can damage aircraft and shut runways down causing delays for passengers.”

    The Recovery Act-funded projects leveled out two runways that tend to settle over time because of ground conditions. The new asphalt concrete resurface also will prevent unexpected runway shutdowns due to pavement breakdown, and will guard against crumbling pavement creating debris that can damage aircraft. The work also included: paving both runways with asphalt concrete; reconstructing sections of the runways; upgrading the runway and taxiway lighting systems with more energy efficient LED lighting; re-painting runway markings to increase visibility and improve safety for aircraft on the airfield; and improving the surrounding drainage system.
    Granite Rock Company of Watsonville, Calif. was the prime contractor for both projects, which required 92,000 tons of asphalt concrete covering 3.46 million square feet of runways. Work on both runway projects was done on the weekends to minimize disruption to the traveling public.

    The Recovery Act funded an additional $22.4 million in upgrades to airports and facilities in and around the San Francisco Bay Area.

    At Oakland International Airport, $14.9 million in Recovery Act funding is being used in the reconstruction of a large apron area used by airlines and cargo carriers and to reconfigure a taxiway. By replacing old apron pavement, the project will improve efficiency and allow larger aircraft to use the taxiway.

    In San Jose, a $5.17 million Recovery Act grant is funding the extension a taxiway at Norman Y. Mineta San Jose International Airport. This project, which was recommended by an FAA Runway Safety Action Team, will improve safety by eliminating the need for private planes to cross a runway while taxing to an engine run-up area.

    An additional $2.4 million in Recovery Act funds is being employed to modernize and make safety upgrades at area facilities and airports.
    Nationwide, $1.3 billion in Recovery Act money has been made available for both airport improvement projects and air traffic control facility and system upgrades. These Recovery Act grants have been distributed to airports that serve commercial passengers, cargo and general aviation.

  • |

    Press Release – FAA Proposes Civil Penalty Against American Airlines

    For Immediate Release
    August 26, 2010

    WASHINGTON, D.C. — The Federal Aviation Administration (FAA) has proposed a $24.2 million civil penalty against American Airlines Inc. for failing to correctly follow an Airworthiness Directive involving the maintenance of its McDonnell Douglas MD-80 aircraft. This civil penalty is the largest ever proposed by the FAA.

    “We put rules and regulations in place to keep the flying public safe,” said U.S. Transportation Secretary Ray LaHood. “We expect operators to perform inspections and conduct regular and required maintenance in order to prevent safety issues. There can be no compromises when it comes to safety.”

    The FAA alleges American did not follow steps outlined in a 2006 Airworthiness Directive requiring operators to inspect wire bundles located in the wheel wells of MD-80 aircraft. The Airworthiness Directive, AD 2006-15-15, required a one-time general visual inspection by March 5, 2008 for chafing or signs of arcing of the wire bundle for the auxiliary hydraulic pump. It also required operators to perform corrective actions in accordance with the instructions of the applicable manufacturer’s Service Bulletin.

    The purpose of the Airworthiness Directive was to prevent the shorting of wires or arcing at the auxiliary hydraulic pump, which could result in loss of auxiliary hydraulic power or a fire in the wheel well of the aircraft. The Airworthiness Directive also sought to reduce the potential of an ignition source adjacent to the fuel tanks, which, in combination with the flammable vapors, could result in a fuel tank explosion.

    The FAA first detected the violations on March 25, 2008, during an inspection of two aircraft. The FAA informed American’s management that the aircraft did not comply with the AD, prompting a series of re-inspections and additional maintenance work that occurred during the following two weeks. On March 26, after American performed additional maintenance on its MD-80 fleet, the FAA inspected eight aircraft at American’s Tulsa maintenance base and found that seven did not comply with the Airworthiness Directive. On April 7, the FAA inspected another nine MD-80 aircraft at Dallas/Fort Worth International Airport and found that eight of them still did not comply with the AD. A tenth aircraft inspected by American mechanics also did not comply. On April 8, American began grounding its MD-80 fleet to conduct new inspections and redo work as necessary.

    The FAA subsequently determined that 286 of the airline’s MD-80s were operated on a combined 14,278 passenger flights while the aircraft were not in compliance with Federal Regulations. American ultimately completed the work required by the 2006 Airworthiness Directive.

    Over the last year and a half, FAA safety officials have reported progress in working with American Airlines to help improve the airline’s maintenance culture. The FAA is committed to continuing that work.

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

  • |

    Increased number of security related temporary flight restrictions (TFRs) across the country expected.

    Notice Number: NOTC2516

    Increased number of security related temporary flight restrictions (TFRs) across the country expected.

    All pilots and aircraft operators should be aware that there will be an increase in the number of security related temporary flight restrictions (TFRs) across the country.
    Reviewing NOTAMs prior to each flight is critical to flight safety.

    Pilots and aircraft operators should make every effort to familiarize themselves with TFRs that may impact their route of flight.

  • | |

    We Predict…

    …that you should watch this space tomorrow.

    If the Federal Aviation Administration publishes their safety directive as expected tomorrow, we will publish it here.

    Expectations are that airlines operating Boeing 737-600s will be the subject of the FAAs upcoming directive, and their Boeing tail sections will required to undergo revamped inspections.

  • |

    NASA TO ANNOUNCE LATEST FINDINGS BY KEPLER SPACECRAFT

    Aug. 23, 2010

    J.D. Harrington
    Headquarters, Washington

    WASHINGTON — NASA will hold a media teleconference Thursday, Aug. 26, at 1 p.m. EDT to discuss the Kepler spacecraft’s latest discovery about an intriguing planetary system.

    Kepler, a space observatory, looks for the data signatures of planets by measuring tiny decreases in the brightness of stars when planets cross in front of, or transit, them. In June, mission scientists announced the mission has identified more than 700 planet candidates, including five candidate systems that appear to have more than one
    transiting planet.

    Participating telecon panelists are:
    — Jon Morse, director, Science Mission Directorate Astrophysics
    Division, NASA Headquarters, Washington
    — William Borucki, Kepler Mission science principal investigator,
    NASA Ames Research Center, Moffett Field, Calif.
    — Matthew Holman, associate director, Theoretical Astrophysics
    Division, Harvard-Smithsonian Center for Astrophysics, Cambridge,
    Mass.
    — Alycia Weinberger, astronomer, Department of Terrestrial Magnetism,
    Carnegie Institution of Washington, Washington

    To participate in the teleconference, reporters should e-mail J.D. Harrington at j.d.harrington@nasa.gov by 11 a.m. EDT, Thursday, Aug. 26. Journalists must include their name, media affiliation and telephone number. Supporting information for the briefing will be posted at: http://www.nasa.gov/kepler when the telecon begins.

    Audio of the teleconference will be streamed live at:
    http://www.nasa.gov/newsaudio

  • |

    FAA Announces Category 1 Safety Rating for Nigeria

    For Immediate Release
    August 23, 2010

    WASHINGTON, D.C. — The U.S. Department of Transportation’s Federal Aviation Administration (FAA) today announced that Nigeria has achieved a Category 1 rating under the FAA’s International Aviation Safety Assessment (IASA) program, which means that Nigeria complies with international safety standards set by the International Civil Aviation Organization (ICAO). ICAO is the United Nations’ technical agency for aviation which establishes international standards and recommended practices for aircraft operations and maintenance.

    The IASA Category 1 rating is based on the results of a July FAA review of Nigeria’s civil aviation authority. With the IASA Category 1 rating, Nigerian air carriers may now apply to operate to the United States with their own aircraft.

    An IASA Category 1 rating means a country has the laws and regulations necessary to oversee air carriers in accordance with minimum international standards, and that its civil aviation authority – equivalent to the FAA for aviation safety matters – meets international standards for technical expertise, trained personnel, recordkeeping and inspection procedures.

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

  • |

    FAA Creates Center of Excellence for Commercial Space Transportation

    For Immediate Release
    August 18, 2010

    WASHINGTON, D.C. — U.S. Transportation Secretary Ray LaHood today announced that the Federal Aviation Administration (FAA) has selected New Mexico State University (NMSU), Las Cruces, NM, to lead a new Air Transportation Center of Excellence for Commercial Space Transportation. The center is a partnership of academia, industry, and government, developed for the purpose of creating a world-class consortium that will address current and future challenges for commercial space transportation.

    “The Obama Administration is committed to making sure the United States remains the world leader in space development and exploration,” said Secretary LaHood. “This new center underscores that commitment, and will ensure that the commercial space community can meet our current and future space transportation needs.”

    The Obama Administration recently released its new National Space Policy, which recognizes opportunities and advancements in commercial space transportation and lays out specific ways to use commercial capabilities.

    “Commercial space flight is ready to play a greater role in the nation’s space program,” said FAA Administrator Randy Babbitt. “Universities working with industry partners will fuel the research necessary to help keep us in the forefront of both technology and safety in space.”

    Called the Center of Excellence for Commercial Space Transportation, the new center is expected to begin operations this month. The research and development efforts will include four major research areas: space launch operations and traffic management; launch vehicle systems, payloads, technologies, and operations; commercial human space flight; and space commerce (including space law, space insurance, space policy and space regulation). The FAA will enter into 50-50 cost-sharing cooperative agreements to establish the partnerships, with plans to invest at least $1 million per year for the initial five years of the center’s operations.

    NMSU Las Cruces will lead a team of colleges and universities throughout the country. These include: Stanford University in California, the University of Florida, the Florida Institute of Technology in Melbourne, the New Mexico Institute of Mining and Technology in Socorro, the Florida Center for Advanced Aero-Propulsion based in Tallahassee, the University of Colorado at Boulder, and the University of Texas Medical Branch at Galveston.

    Congress authorized Air Transportation Centers of Excellence under the Federal Aviation Administration Research, Engineering and Development Authorization Act of 1990. This legislation enables the FAA to work with universities and their industry partners to conduct research in environment and aviation safety, and other activities to assure a safe and efficient air transportation system. With the establishment of this center, research will extend to cutting-edge technologies and infrastructure for private human spaceflight and orbital debris mitigation.

    The United States’ space program has three sectors — civil, military and commercial. The FAA’s Office of Commercial Space Transportation is responsible for licensing, regulating and promoting the commercial sector space industry. Since the office was created in 1984, the FAA has issued licenses for more than 200 launches, has licensed the operation of eight FAA-approved launch sites known as spaceports, and has helped ensure that no loss of life or serious injury has been associated with these efforts.

  • |

    NASA TO HOLD GREEN AVIATION SUMMIT SEPT. 8-9; BOLDEN TO HIGHLIGHT IMPORTANCE OF ISSUE TO FUTURE OF NASA

    MOFFETT FIELD, Calif. — NASA will host a Green Aviation Summit Sept.
    8-9 to highlight the agency’s work to develop environmentally
    responsible aviation technologies.

    The two-day meeting at NASA’s Ames Research Center in Moffett Field,
    Calif., will bring together experts from NASA, other federal
    government organizations, industry and academia. They will discuss
    groundbreaking solutions that NASA and its research partners are
    developing to reduce aircraft noise, emissions and fuel consumption,
    and to ensure the safe and manageable growth of the aviation system.

    The Green Aviation Summit will feature keynote presentations by
    leading policymakers as well as detailed technical presentations and
    panel discussions on the current state-of-the-art and emerging
    technologies. NASA Administrator Charles Bolden will address the
    participants on Sept. 8.

    Seating is limited. Journalists interested in attending the summit
    must register online by Aug. 31. Portions of the event will be
    broadcast live on NASA Television’s Education Channel.

  • |

    Federal Officials Mark Opening of New Aiken Transportation Resource Center

    Tuesday, August 17, 2010 – Peter Appel, Administrator of the U.S. Department of Transportation’s Research and Innovative Technology Administration (RITA), and Federal Transit Administration Regional Administrator Dr. Yvette Taylor today joined state and local officials to mark the expansion of a $2.9 million transportation resource center that will provide enhanced, coordinated, accessible, cost-effective transportation choices for older adults, people with disabilities and low-income populations in a six county region surrounding Aiken, SC.

    “The Resource Center here in Aiken is a great example of how Intelligent Transportation Systems technology can make a real difference in the lives of the people who depend on transportation and transit services to meet their most basic needs,” said RITA Administrator Appel. “American Recovery and Reinvestment Act-sponsored projects are getting Americans back to work and having a positive impact on the quality of life in our communities.”

    Funded in part by a $561,000 American Recovery and Reinvestment Act grant and $980,032 in grants from the U.S. Department of Transportation’s United We Ride/Mobility Services for All Americans (UWR/MSAA) initiatives, the Lower Savannah Council of Governments Aging, Disability & Transportation Resource Center (ADTRC) will now provide accessible customer-based travel information and trip planning services to a 4,000 square mile rural region with a population of 300,000 people.

    The newly enhanced transportation resource call center has added customer-oriented features, such as automated telephone and Internet-based trip reservations and management, and has expanded its transportation resources to four counties that previously had no access to transportation services. In addition to transportation management, callers and those visiting the center’s website will also have access to a searchable database of human service resources information, including utility bill assistance, local food pantries, support groups for health issues, workforce training, and how to contact officials concerning local governmental questions.

    The goal of the UWR/MSAA initiative is to improve transportation services and simplify access to employment, healthcare, education, and other community activities through advanced technologies like Intelligent Transportation Systems, and by extending transportation service partnerships with consumers and human service providers at the federal, state, and local levels across various modes of transportation, social welfare programs, and geographic areas. The ADTRC is one of three national demonstration one-call centers funded by the UWR/MSAA initiative.

  • |

    FAA Proposes $580,000 Civil Penalty Against Hillsboro Aviation

    Washington Headquarters Press Release

    For Immediate Release
    August 16, 2010

    FAA Proposes $580,000 Civil Penalty Against Hillsboro Aviation

    SEATTLE — The Federal Aviation Administration (FAA) is proposing a $580,000 civil penalty against Hillsboro Aviation, Inc., of Hillsboro, Ore., for allegedly performing improper repairs, deliberately falsifying maintenance records and operating a helicopter in a reckless manner.

    The FAA alleges that Hillsboro mechanics used incorrect parts and an unqualified individual to make repairs to a Bell 206 Jet Ranger helicopter. The FAA also alleges the company made no record in the aircraft maintenance logs of work performed, and deliberately falsified maintenance documents claiming an airworthiness directive had been completed when the work had not been done.

    In all, the company operated the helicopter on at least 103 flights when it was not in compliance with Federal Aviation Regulations between June 29 and Sept. 9, 2008. At least four of these operations were conducted under Part 135 (Commuter and On-Demand Operations) of the Federal Aviation Regulations.

    The FAA also alleges that Hillsboro mechanics failed to perform the required inspections after specified flight intervals on another Jet Ranger helicopter when the aircraft returned to service after maintenance. Hillsboro operated the aircraft on at least 430 flights, including at least 349 revenue flights under Part 135 between Jan. 13 and Sept. 7, 2008.

    The third violation involved the operation of another Jet Ranger on a passenger-carrying flight, July 8, 2008. The pilot flew under the Interstate 5 and 205 highway bridges over the Columbia River in Portland, Ore. The FAA alleged the flight endangered the lives and property of others, because it was conducted within 500 feet of a structure, and at a low altitude where a safe emergency landing might not have been possible.

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

  • |

    FAA Announces $9.2 million in Recovery Act Projects for Atlanta

    Washington Headquarters Press Release
    For Immediate Release
    August 13, 2010

    WASHINGTON, D.C. — The U.S. Department of Transportation’s Federal Aviation Administration announced more than $9 million in upgrades funded by the American Recovery and Reinvestment Act (ARRA) that will make flights at Hartsfield Jackson Atlanta International Airport safer, more efficient and more reliable.

    “These projects are just a few examples of the terrific work being done around the country thanks to the Recovery Act,” said U.S. Transportation Secretary Ray LaHood. “Construction workers and engineers are helping to modernize and repair our nation’s commercial and general aviation airports.”

    On Friday, FAA Administrator Randy Babbitt marked the beginning of a $5 million ARRA project to install a new approach lighting system for Runway 27L. The new lighting system will provide visual information to pilots as they approach the runway in bad weather. It will improve airport capacity, operational capability and safety.

    “Landing is one of the most critical phases of flight. This approach lighting system will give pilots an extra layer of safety,” said FAA Administrator Randy Babbitt. “The Recovery Act is responsible for safety enhancements and upgrades at airports and FAA facilities nationwide.”

    The Recovery Act also funded an additional $4.2 million in upgrades to aviation facilities around the Atlanta area.

    More than $1.5 million in ARRA funds went to install a new engine generator system for the FAA’s airport traffic control tower. The tower now has two engine generator systems, which will ensure essential back-up power for air traffic control operations at the world’s busiest airport. The system will provide highly reliable on-site power if both commercial power sources feeding the air traffic control tower fail during severe weather in Atlanta. The tower can operate all air traffic equipment at full capacity and with high reliability on the engine generator.

    ARRA also funded a $2.6 million power distribution system for the National Network Control Center (NNCC) in Hampton, Ga., which processes pilot flight plans. The new power system is comprised of two commercial power feeds, a standby generator, two uninterruptible power systems with battery back-ups and a power distribution system. Maintaining a fully-functioning NNCC is critical to efficient operation of the national airspace system.

    Under ARRA, $1.3 billion has 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 and equipment and airport projects. ARRA grants have been distributed to airports that serve commercial passengers, cargo and general aviation.

  • FAAST Blast — August 10, 2010

    FAAST Blast — August 10, 2010
    Biweekly FAA Safety Briefing News Update

    FAA Issues Cessna SAIB and Piper AD

    On July 30, 2010, FAA issued Special Airworthiness Information Bulletin (SAIB) CE-10-40R1 regarding a safety concern with water contamination in the fuel systems of Cessna 100-, 200-, and 300- series airplanes. FAA recommends you check all fuel drain locations every time before you fly. Take at least one sampler cup of fuel from each drain and check for water, proper clarity, odor, and/or contaminants. If you discover contaminants, take repeated samples until clear. Do not fly the aircraft if any contaminants cannot be cleared. Instead, contact maintenance personnel to drain and purge the fuel tank. FAA also recommends regularly checking all external entry sites, e.g., caps and access panels, for evidence of water entering the fuel system. To view the SAIB, go to www.faa.gov/aircraft/safety/alerts/SAIB/.

    FAA issued an Airworthiness Directive (AD) for certain Piper PA-28, PA-32, PA-34, and PA-44 series airplanes. The AD, which results from field reports of incorrectly assembled control-wheel shafts, requires these shafts to be inspected, and if necessary, replaced. A faulty control wheel shaft may lead to a loss of pitch-and-roll control if left uncorrected. The AD, which is effective August 31, 2010, affects nearly 42,000 airplanes. For more details, go to www.faa.gov/regulations_policies/airworthiness_directives/ and search AD 2010-15-10.

    Westfield Air Show Promises Plenty of Aviation “Star” Power

    On August 21 and 22, visitors to the 2010 Westfield International Air Show are in for a special treat. The two-day event at Barnes Municipal Airport in Westfield, MA, will host more than 60 aircraft displays and flight demonstrations, ranging from the legendary U.S. Air Force Thunderbirds to such aerobatic greats as Mike Goulian and Greg Poe.

    Also on hand will be members of the FAASTeam to help answer questions and provide airmen with information on the updated www.FAASafety.gov Web site and WINGS Program. “We’re excited to help spread the word about safety at such an important celebration of aviation,” said FAASTeam Manager James Adams. If you’re at the show, be sure to stop by the FAA booth to meet Adams and FAASTeam Manager Al Schnur. Visit www.westfieldairshow.net/ for more information.

    Do’s and Don’ts for Datalink Weather

    Datalink is an industry term used to describe a wide range of equipment and services that all do one basic thing—get data into the cockpit so pilots can use it to make decisions. This is especially the case with weather data, which can now be received, processed, and displayed in a myriad of panel-mounted displays and hand-held devices. In the July/August 2010 FAA Safety Briefing article, “Do’s and Don’ts for Datalink Weather,” author Meredith Saini warns pilots of some of the pitfalls of these high-tech devices. “Pilots must understand the limitations of any datalink weather product before using it to make strategic inflight decisions,” writes Saini. In addition to processing delays, NEXRAD data from ground stations can be affected by interference from buildings or terrain. “No matter how many full-color displays you have working for you, it’s still your responsibility to obtain a standard briefing before any flight.” See that article and more in the July/August issue for strategies to cope with Mother Nature.

    Produced by the editors, FAA Safety Briefing, http://www.faa.gov/news/safety_briefing/

  • |

    IATA: Avoid Spanish Air Traffic Control Strike

    Geneva – The International Air Transport Association (IATA) urged AENA, the Spanish air navigation service provider, and the Spanish air traffic controllers to take all measures possible to avoid strike action. Specifically, Giovanni Bisignani, IATA’s Director General and CEO urged Spain’s air traffic controllers to accept AENA’s offer to enter into an arbitration process to resolve their differences.

    “This is not the time for strikes. Arbitration is a fair, open and balanced means to settle the differences between AENA and the air traffic controllers. And it would avoid debilitating disruption to Spain’s economy,” said Bisignani.

    “The global financial crisis and Europe’s ongoing debt crisis are challenging governments, employers and employees to change in order to build stronger and more robust economies. With 20% unemployment, Spain cannot be a spectator. The economy is weak and it can ill afford the devastating effects of an air traffic control strike on Spanish business, especially tourism,” said Bisignani.

    “This is not just theory. When much of Europe’s air space closed for a few days as a result of the ash crisis, airlines lost $1.8 billion in revenue and the cost to economy is estimated at over $5 billion. Even the threat of a strike is seeing people changing plans to avoid Spanish destinations, airports and airspace. That’s lost money for the economy and puts Spanish jobs at risk. Agreeing to arbitration would remove the threat of a strike and restore passenger confidence,” said Bisignani.

    After decades of discussion, Europe is finally moving forward with some key elements of the Single European Sky. Uniting Europe’s air space is critical. Each year, the efficiencies generated will save over EUR 5 billion in costs, reduce delays by millions of minutes and reduce CO2 emissions by 16 million tonnes. Many of the changes under contention between AENA and the air traffic controllers are associated with the preparations for Spain to benefit from the Single European Sky.

    “Over the last decade, every industry has been challenged to change and to improve efficiency. Airlines improved productivity by 63% but, as the bankruptcy of Mexicana proves, the industry is fragile and even more change is needed. Changes in telecoms, automobiles or pharmaceuticals have all been massive, often times painful, but absolutely necessary to survive. AENA too must change to ensure that Spain has cost-efficient air connectivity to power its economy. The burden of this change includes the controllers,” said Bisignani.