Public Statement

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    NTSB TO HOLD PUBLIC FORUM ON CHILD PASSENGER SAFETY IN AUTOMOBILES AND ON AIRPLANES

    FOR IMMEDIATE RELEASE: September 13, 2010
    SB-10-35

    Washington, DC – The National Transportation Safety Board will address the safety of children traveling in airplanes or in cars when it holds a public forum on child passenger safety on Thursday, December 9, 2010.

    “American families are on the go, and children today are frequent travelers almost from the time they are born,” said NTSB Chairman Deborah A.P. Hersman. “Much more should be done to reduce fatalities and injuries of our smallest travelers, whether they are in a jumbo jet or their family’s car.”

    The forum will be geared to providing parents and care givers information they can use immediately to protect their children while traveling. The forum will explore current education and other safety advocacy efforts by non-profit groups and government, as well as the continuing problem of nonuse of child seats and seat belts by a significant portion of the traveling public.

    Safety experts from the transportation industry, trade associations, unions, advocacy groups, and federal government will be asked to discuss the best approaches for keeping children safe while flying and riding in cars, how to increase the use of child seats and seat belts, and the importance of government data collection on the issue of nonuse.

    The NTSB has issued 33 safety recommendations addressing child passenger safety; 12 of these safety recommendations have been or currently are on the NTSB’s Most Wanted List of Transportation Safety Improvements.

    The forum, titled “Child Passenger Safety in the Air and in Automobiles”, will be held at the NTSB’s Board Room and Conference Center, located at 429 L’Enfant Plaza, S.W., Washington, D.C. Parents, care givers, and others interested in child safety are encouraged to view the forum in person or by webcast on the NTSB’s website, www.ntsb.gov. Additional information about the forum can be found at www.ntsb.gov/children.

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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.

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    Boeing to Highlight Affordable, Low-Risk Solutions at AFA Air & Space Conference

    WASHINGTON, Sept. 9, 2010 — The Boeing Company at next week’s U.S. Air Force Association (AFA) Air & Space Conference and Technology Exposition, will highlight a range of affordable, low-risk solutions that enable the Air Force to fly, fight and win in air, space and cyberspace. The conference takes place Sept. 13-15 at the Gaylord National Resort and Convention Center, National Harbor, Md.
    “Events such as the annual AFA conference give us the opportunity to listen to our valued Air Force customers, gain a better understanding of their needs and challenges, and discuss what we can do to deliver more capable and affordable products and services to the warfighter,” said Jack Catton, Boeing Government Operations vice president of Combat Air Force Systems. “As a trusted industry partner, Boeing is committed to keeping America’s Air Force capable, relevant and mission-ready.”
    Some of the solutions that Boeing will highlight at its exhibits and in its media engagements are the NewGen Tanker; the P-8 Aerial Ground Sensor aircraft; the C-17 Globemaster III airlifter; the Advanced F-15E fighter; the Phantom Eye and Phantom Ray unmanned airborne systems; the C-130 Avionics Modernization Program and Air Force support and logistics services; cybersecurity; and military space programs such as GPS and Wideband Global SATCOM.

    Boeing’s exhibits at this year’s AFA conference will feature more interactivity for customers and other conference attendees.

    “The best way to showcase the capabilities of Boeing’s innovative products and services is to offer hands-on, interactive experiences,” Catton said. “In addition to the NewGen Tanker and 737 Family of Systems technology demonstration trailers and their advanced flight simulators, we’ll offer a sneak preview of the upcoming 3-D IMAX film ‘Rescue.’ This Boeing-sponsored film includes compelling C-17 and CH-47 footage from humanitarian relief operations around the world.”

    The following media briefing will be held in Maryland Briefing Room 4 at the Gaylord National Resort and Convention Center:
    TUESDAY, Sept. 14
    1330 – 1430: Filling the U.S. Government’s Satellite Capacity Gap
    Jim Simpson, vice president of Business Development, Space & Intelligence Systems, and Bill Reiner, assistant director of Satellite Communications and Cyber Security for Government Operations, discuss military and commercial satellites, hosted payloads and what Boeing is doing to help the U.S. government fill its satellite capacity needs.
    A unit of The Boeing Company, Boeing Defense, Space & Security is one of the world’s largest defense, space and security businesses specializing in innovative and capabilities-driven customer solutions, and the world’s largest and most versatile manufacturer of military aircraft. Headquartered in St. Louis, Boeing Defense, Space & Security is a $34 billion business with 68,000 employees worldwide.

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    NTSB TO HOLD BOARD MEETING ON MID-AIR COLLISION OVER HUDSON RIVER NEAR HOBOKEN, NEW JERSEY

    The National Transportation Safety Board will hold a public
    Board meeting on Tuesday, September 14, at 9:30 a.m., in its
    Board Room and Conference Center, 429 L’Enfant Plaza, S.W.,
    Washington, DC.

    On August 8, 2009, a Piper PA-32R-300 airplane, N71MC, and a
    Eurocopter AS350BA helicopter, N401LH, operated by Liberty
    Helicopters, collided over the Hudson River near Hoboken,
    New Jersey. All 9 people aboard the two aircraft died in the
    accident. The airplane flight was operating under the
    provisions of 14 Code of Federal Regulations (CFR) Part 91,
    and the helicopter flight was operating under the provisions
    of 14 CFR Parts 135 and 136. No flight plans were filed or
    were required for either flight, and visual meteorological
    conditions prevailed at the time of the accident.

    A live and archived webcast of the proceedings will be
    available on the Board’s website at
    www.ntsb.gov/Events/Boardmeeting.htm. Technical support
    details are available under “Board Meetings.” To report any
    problems, please call 703-993-3100 and ask for Webcast
    Technical Support.

    A summary of the Board’s final report, which will include
    findings, probable cause and safety recommendations, will
    appear on the website shortly after the conclusion of the
    meeting. The entire report will appear on the website
    several weeks later.

    Directions to Board Room: Front door located on Lower 10th
    Street, directly below L’Enfant Plaza. From Metro, exit
    L’Enfant Plaza station at 9th and D Streets escalator, walk
    through shopping mall, at CVS store take escalator down one
    level. Board room will be to your left.

    ###

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    Boeing Begins Assembly of 1,000th 767

    Commercial Airplanes, begins production of the 1,000th 767 with spar load in the Everett, Wash., factory.”]

    EVERETT, Wash., Sept. 7 /PRNewswire-FirstCall/ — Boeing (NYSE: BA) has begun assembly of the 1,000th 767 airplane at the factory in Everett, Wash. Mechanics took the first step in major assembly by loading the wing spar into the assembly tool. The spar is the internal support structure that runs through the full length of the wing.

    “This is an important milestone for the 767, which has continued to evolve and improve since entering service nearly 30 years ago,” said Kim Pastega, vice president and general manager of the 767 program, Boeing Commercial Airplanes. “The 767 is a high-performing twin-aisle airplane that delivers nearly 99 percent dispatch reliability every day for more than 90 operators around the world.”

    The 1,000th airplane, a 767-300ER (extended range) passenger model, is scheduled for delivery in February 2011 to long-time customer ANA (All Nippon Airways). ANA ordered its first 767 in 1979 and has taken delivery of 89 767s to date.

    Boeing will use the 767 as the platform for its NewGen Tanker if it wins the U.S. Air Force KC-X Tanker competition. Contract award currently is scheduled for mid-November.

    The Boeing 767 family is a family of clean, quiet, fuel-efficient airplanes that provide maximum market versatility in the 200- to 300-seat market. The Boeing 767 family includes three passenger models — the 767-200ER, 767-300ER and 767-400ER — and a medium-widebody freighter, which is based on the 767-300ER fuselage.

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    American Airlines and American Eagle Extend Ticketing Deadline to Help Customers Affected by Mexicana Airlines Service Suspension

    FORT WORTH, Texas, Sept. 3 /PRNewswire/ — American Airlines and its regional affiliate, American Eagle, today announced that the deadline for the special 20 percent discount off of any published fare for customers holding tickets for confirmed bookings on cancelled Mexicana flights has been extended until Sept. 12, 2010.

    Under an offer that became effective on Aug. 30, 2010, American and American Eagle will replace a customer’s travel itinerary with a new confirmed ticket to their original destination or to the closest airport served by the carriers. This offer is only valid for travel between the U.S. and Mexico. Changes to the closest airport served by American or American Eagle are permitted only if American or American Eagle do not serve the original destination. Travel must occur within seven days of the original travel dates. Travel must be completed by Oct. 28, 2010.

    To take advantage of this special offer, customers may call American Airlines reservations:

    U.S.-based Customers

    1-800-433-7300 (English)
    1-800-633-3711 (Spanish)

    Mexico-based Customers

    5209-1400 (Mexico City only)
    01-800-904-6000 (Rest of Mexico)

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    Boeing Statement on Proposed Agreement Regarding Santa Susana Cleanup

    SIMI VALLEY, CALIF., Sept. 3, 2010 – In response to today’s announcement of an agreement in principle between the California Department of Toxic Substances Control, the U.S. Department of Energy and NASA regarding the potential cleanup of Santa Susana Field Laboratory in California, Boeing issued the following statement:
    “We are reviewing the framework of the proposed agreement between the U.S. Department of Energy, NASA and the State of California. While we don’t have specific details about the proposed agreement, we are hopeful that it moves the cleanup forward while preserving the biological, historical and cultural resources at Santa Susana.

    “Boeing remains committed to a cleanup that fully protects human health and the environment and preserves Santa Susana as open space for future generations. We remain open to continued dialogue with the State and will continue our environmental investigations, interim soil and groundwater cleanups and storm water quality improvements.”

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    NTSB ASSISTS GOVERNMENT OF THE UNITED ARAB EMIRATES IN AVIATION ACCIDENT

    National Transportation Safety Board
    Washington, DC 20594

    September 3, 2010

    The National Transportation Safety Board will dispatch an aviation investigator to assist the government of United Arab Emirates in its investigation of the crash of a United Parcel Service (UPS)-operated cargo plane, a Boeing 747-400.

    On September 3, the aircraft, en route to Cologne, Germany, crashed near the international airport in the emirate of Dubai shortly after takeoff.

    NTSB Chairman Deborah A.P. Hersman has designated senior air safety investigator Bill English as the U.S. Accredited Representative. His team will include NTSB specialists in
    the areas of human performance, fire, operations, and systems. The team will also include technical advisors from the Federal Aviation Administration, Boeing, UPS, GE and
    Independent Pilots Association.

    The investigation is being conducted by the General Civil Aviation Authority of the United Arab Emirates, which will release all information on the progress of the investigation. The agency’s phone number in Abu Dhabi is (971) 2 405-4501/4445 and the agency’s email address is:
    accid@gcaa.ae.

  • |

    American to Move Its Asia-Pacific Regional Office to the Japan Airlines Building in Tokyo

    Move Further Demonstrates Ties Between the Two Airlines

    FORT WORTH, Texas, Sept. 1 /PRNewswire/ — American Airlines today announced it will move its Asia-Pacific Regional Office to the JAL Building, the headquarters of Japan Airlines (JAL), in the Shinagawa district of Tokyo. American plans to complete the move from its current office in Uchisaiwaicho by January 2011.

    “With the lease on our current Tokyo office location due to expire in December 2010 we have been reviewing opportunities to relocate our regional office. After completing a comprehensive review of available commercial property in Tokyo, we have identified a mutually beneficial opportunity for American to move into vacant offices on the 25th floor of the Japan Airlines headquarters building,” said Theo Panagiotoulias, American’s Vice President and Managing Director – Asia-Pacific. “This move will provide us with excellent office space and meeting facilities, while offering convenience and easy access for our employees.”

    Early in 2010, American and JAL jointly filed a request with the governments of both the United States and Japan to acquire antitrust immunity that will allow a Pacific joint business designed to benefit passengers, shippers, shareholders and employees, as well as other oneworld® Alliance partners. The two airlines are awaiting decisions from the U.S. Department of Transportation (DOT) and from Japan’s Ministry of Land, Infrastructure, Transport and Tourism.

    “With American’s proposed Pacific joint business with JAL anticipated to receive government approval by the end of this year, co-locating our offices with those of JAL will be beneficial and enable us to forge closer working relationships with our valued partner,” Panagiotoulias added. “We have been working closely so that we will be able to implement our joint business as quickly as possible after government approvals are received. We have also been discussing with JAL best practices in areas such as fuel hedging and aircraft management, all in an effort to lower our costs and improve the efficiency of the services we offer our customers.”

    On May 7, 2010, American was awarded the right to fly from New York’s John F. Kennedy International Airport (JFK) to Tokyo International Airport at Haneda (HND) and will begin this new service Jan. 20, 2011. The new flights will complement American’s service to Tokyo’s Narita International Airport (NRT) and benefit Japan Airlines and other oneworld carriers. American is working with JAL officials for ground handling services at Haneda. The two airlines also are continuing to pursue co-location of facilities at key airports including New York Kennedy, Chicago O’Hare and Los Angeles.

    Commenting on the relocation, Tsutomu Ando, Executive Officer of International Affairs at Japan Airlines said: “We warmly welcome American’s move of its Asia-Pacific regional offices into the same premises as JAL’s headquarters. JAL intends to maximize the effect of our alliance strategy and plans to engage in close collaboration with American Airlines upon obtaining necessary approval from the authorities. As both airlines are endeavoring to work more firmly together on ways to create greater benefits for our customers, there is no better timing than now for our offices to also be close in proximity. We are certainly looking forward to greater communications and a deeper relationship with American.”

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    Boeing Projects $700 Billion Commercial Airplanes Market in North America

    – Strong demand seen for new, more fuel efficient single-aisle airplanes
    – Modest growth predicted for region’s passenger traffic
    MONTREAL, Sept. 2 /PRNewswire/ — Boeing (NYSE: BA) forecasts that air carriers in North America will take delivery of about 7,200 new airplanes over the next 20 years at an investment of $700 billion.

    New airplane deliveries in Canada and the United States will be driven largely by the need to retire older, less fuel-efficient single-aisle airplanes and regional jets, as airlines replace them with new-generation, more fuel-efficient models. (For the purposes of the Boeing forecast, the North America market consists of the U.S. and Canada. Mexico is included in Boeing’s forecast for Latin America.)
    “North America is a large, mature market, and we expect passenger traffic for the region to grow at a modest rate of 3.4 percent,” said Randy Tinseth, vice president of Marketing, Boeing Commercial Airplanes, who released Boeing’s 2010 North America market outlook today in Montreal. “The fast-paced lifestyles in Canada and the U.S. require rapid, frequent and reliable coast-to-coast and interregional transportation. Driven by this demand, nearly three-quarters of the new deliveries over the next 20 years will be single-aisle airplanes.”

    Taking retirements of airplanes into account, the North America fleet will grow from 6,590 airplanes today to about 9,000 airplanes by 2029.

    Boeing forecasts that single-aisle airplanes will grow from 56 percent of the total North America fleet today to 71 percent of the fleet by 2029. Airlines are increasingly focusing on airplane age as fuel-thirsty, older airplanes weigh increasingly on earnings. Increased attention to aviation’s impact on global climate change also will be a factor in selecting airplanes that produce lower carbon emissions.

    Newer airplane types such as the Next-Generation 737 offer significant advantages in environmental performance as well as improved capabilities, fuel efficiency and maintenance costs.

    “After several years of losses among the region’s air carriers, we’re seeing signs of improvement and airlines are beginning to implement fleet renewal plans as they look to the future,” Tinseth said. “To help meet this demand, Boeing Commercial Airplanes will continue to work closely with our more than 500 suppliers and partners in Canada. Boeing imports parts and services from Canada amounting to more than a billion U.S. dollars a year, more than $625 million of which is associated with Boeing Commercial Airplanes.”

    Twin-aisle fleets will evolve in the region as airlines continue to expand international point-to-point services to a wider range of airport pairs and frequencies. Small- and mid-sized twin-aisle airplanes will grow to represent 19 percent of the North America fleet by 2029.

    Within the North America market, Boeing sees a demand for 1,180 new, efficient twin-aisle airplanes such as the 787 Dreamliner. Twin-aisles will account for only 16 percent of total airplane demand in the region over 20 years but will have a proportionally higher share of delivery cost, at 37 percent of the overall investment.

    Large airplanes (747-size and larger) will not see significant demand in North America, with only about 40 units (all freighters), or one percent of the total investment.

    Boeing also forecasts declining demand for regional jets in North America as airlines shift to more fuel-efficient turboprops or larger jetliner models. High fuel prices, intensified competition and the superior efficiencies of larger single-aisles will take a toll on the economics of small regional jets. This category will account for just 4 percent of the total investment for new airplanes, with only 800 new regional jet deliveries over the next 20 years, nearly all for replacement.

  • |

    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.

  • | |

    Symposium Announced: Airline Code-Sharing Arrangements and Their Role in Aviation Safety


    Date and Location:
    October 26 – 27, 2010
    NTSB Conference Center

    Short Description:
    The goals of the symposium are to (1) elicit information on the structures, practices, and oversight of domestic and international code-sharing arrangements; (2) gain insight into best practices regarding the sharing of safety information between airlines and their code-sharing partners; and (3) to explore the role that a major airline would have in the family disaster assistance response for an accident involving a code-sharing partner. These areas will be explored through presentations from major and regional airlines, industry organizations, and representatives of the traveling public.

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    Boeing-built GOES-15 Weather Satellite Enters Service for NASA, NOAA

    EL SEGUNDO, Calif., Sept. 1, 2010 — Boeing [NYSE: BA] today announced that GOES-15, the company’s eighth Geostationary Operational Environmental Satellite, has completed on-orbit testing and has been accepted into service by NASA and the National Oceanic and Atmospheric Administration (NOAA).
    “GOES-15 completes the fleet of advanced meteorological satellites that Boeing designed, built and launched to provide enhanced weather monitoring over North America and refresh NOAA’s operational fleet,” said Craig Cooning, vice president and general manager of Boeing Space & Intelligence Systems. “The United States will have state-of-the-art satellite images on nightly weather telecasts, better weather monitoring and prediction, and more accurate data for climate studies because of these new GOES satellites. We thank our NASA and NOAA customers for the nearly 13 successful years of cooperative development that has enabled us to deliver the full GOES fleet.”

    “Clearly, this is a great day for NASA, NOAA and all of our team members,” said André Dress, GOES deputy project manager at NASA’s Goddard Space Flight Center, Greenbelt, Md. “We take great pride in knowing that all the years of hard work, late hours and diligence have paid off. Boeing, Lockheed Martin, ITT and United Launch Alliance have really shone on this mission, and it shows in the final product. GOES-15 will be a great addition to the constellation, and we look forward to seeing it in operation.”
    GOES-15 was launched on March 4 from Cape Canaveral Air Force Station, Fla. The satellite successfully completed five months of on-orbit testing and demonstrated operational readiness of its subsystems, spacecraft instruments and communications services. GOES-15 has already started to deliver high-resolution photos from space, including the first visible and infrared images of Earth taken by its imager instrument, and the first image of the sun taken by its solar X-ray imager instrument.

    The eight GOES satellites that Boeing has built for NASA and NOAA began with GOES-D, which launched in 1980. The on-orbit GOES constellation includes the three recently produced Boeing satellites known as GOES-13 (formerly GOES-N), GOES-14 (formerly GOES-O) and GOES-15 (formerly GOES-P). GOES-13 was activated as the operational GOES-East satellite on April 14, in time to monitor the 2010 hurricane season over the Atlantic Ocean. GOES-13 replaced GOES-12, which NOAA moved to 60 degrees west longitude to provide coverage for South America as part of the Global Earth Observing System of Systems. GOES-14 is currently in a storage orbit of 105 degrees west longitude, ready to become a primary operational satellite in the next two years. GOES-15 will be placed in an on-orbit storage location at 105 degrees west longitude.

    The mission of the GOES satellites is to provide space-based Earth observation and global environment-sensing activities, delivering enhanced weather forecasting that protects life and property. In addition to providing the familiar weather images seen on television newscasts every day, NASA and NOAA also recently released a six-minute video of the 2009 hurricane season. The video includes data and images supplied by the GOES satellites.
    In addition to the acceptance of GOES-15, Boeing also handed over a government satellite to the U.S. Air Force on Aug. 26. The delivery of two operational satellites to two customers in the same week marks only the second time this has occurred in Space & Intelligence Systems’ 47-year history, underscoring Boeing’s commitment to solid program execution.

    A unit of The Boeing Company, Boeing Defense, Space & Security is one of the world’s largest defense, space and security businesses specializing in innovative and capabilities-driven customer solutions, and the world’s largest and most versatile manufacturer of military aircraft. Headquartered in St. Louis, Boeing Defense, Space & Security is a $34 billion business with 68,000 employees worldwide.

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    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.

  • ICAO Press Release

    FUTURE DIRECTION OF INTERNATIONAL CIVIL AVIATION TO BE SHAPED AT UPCOMING ICAO ASSEMBLY

    The future growth of the global economy depends upon a robust air transport sector. At the 37th triennial Session of its Assembly, the 190 Member States of ICAO will focus on policies and regulations that will deliver on systematic and consistent improvements to the level of safety, security and environmental sustainability of the sector in the years to come.

    Ministers and high-level officials from a number of Member States and representatives from some 30 international organizations, representing all aspects of international civil aviation will participate.

    SAFETY

    The challenge for aviation is to develop more sophisticated tools and techniques to proactively improve safety in an operating environment that is increasingly complex, due to the growth in the number of flights worldwide, the wider range of technologies from older and latest generation aircraft flying in the same airspace, and the progressive introduction of remote-controlled airborne vehicles. The challenge is also to further improve the safety of the global system while focusing on those regions of the world with the highest levels of safety risks. Accordingly, the Assembly will review for adoption a proposed safety strategy based on transparency and the sharing of safety information, the greater involvement of regional safety organizations and increased cooperation between regulators and industry stakeholders.

    SECURITY

    The attempted bombing of a commercial airliner on 25 December 2009 intensified efforts to protect commercial aircraft and air transport facilities from terrorist attacks. The ICAO Assembly will evaluate a range of proposals to deal with new and emerging threats to the security of flights, as well as persons on the ground, while accelerating the flow of passengers at airports. It is also expected to adopt a comprehensive security policy to further tighten the global security net.

    ENVIRONMENT

    In what is expected to be a landmark decision, the ICAO Assembly will be asked to adopt a policy on climate change that includes even more ambitious goals than those contained in a Programme of Action adopted last year by a high-level meeting on aviation and climate change. This will constitute the first and to date only globally-harmonized agreement from a sector for addressing its CO2 emissions. Member States will look at a number of mitigating measures to further reduce civil aviation’s impact on the environment, including market-based approaches and alternative fuels for aviation, as well as other technological and operational initiatives to support the sustainable growth of international aviation.

  • |

    Boeing to Provide Landing Gear Exchange Service to Qantas Airways

    SEATTLE, Aug. 31 /PRNewswire-FirstCall/ — Boeing (NYSE: BA) will perform landing gear exchange, repair and overhaul services on Qantas Airways’ 747-400ER (extended range) jetliners. Qantas, the program launch customer for the 747-400ER and operator of six of the airplanes, becomes the launch customer for the 747-400ER Landing Gear Overhaul and Exchange Program.
    Qantas will use the Boeing Service Center Repair Network for quick, reliable access to landing gear exchanges, repair and replacement around the world, greatly reducing maintenance time. The agreement takes effect in 2011.

    The launch of the Landing Gear Overhaul and Exchange Program by Qantas for the 747-400ER family provides a similar opportunity for operators of the 40 747-400ER Freighters currently in service.

    “We appreciate that a customer such as Qantas is demonstrating their confidence in Boeing to provide them with this important service,” said Dale Wilkinson, vice president, Material Services, Boeing Commercial Airplanes. “By choosing Boeing’s landing gear exchange program, Qantas will have immediate access to a replacement gear without having to invest in a landing gear asset themselves.”

    Qantas Airways is the latest of more than 70 customers to take advantage of the Boeing’s Landing Gear Overhaul and Exchange Program. Boeing coordinates with airlines and global component repair and overhaul suppliers to promptly return airplanes to service.

    More than 500 airplanes have benefitted from the Boeing Landing Gear Overhaul and Exchange Programs for 717, Next-Generation 737, Boeing Business Jet, 757-300, 767-300, 777-200ER/-300/300ER, MD-11 and, now 747-400ER/ERF models. The program adheres to Boeing-approved quality processes and procedures and provides full technical and emergency support.

  • |

    Boeing Sets 787 First Delivery Date for Mid-First Quarter 2011

    EVERETT, Wash., Aug. 27 /PRNewswire-FirstCall/ — The Boeing (NYSE: BA) Company said today that it now expects delivery of the first 787 in the middle of the first quarter 2011.

    The delivery date revision follows an assessment of the availability of an engine needed for the final phases of flight test this fall.

    While Boeing works closely with Rolls-Royce to expedite engine availability, flight testing across the test fleet continues as planned.

    Boeing said last month that the cumulative impact of a series of issues, including supplier workmanship issues related to the horizontal stabilizer and instrumentation delays, could push first delivery of the 787 a few weeks into 2011. The delay in engine availability has extended that estimate to mid-first quarter 2011.

    The schedule revision will not affect the company’s financial guidance.

    Forward-Looking Statements
    Certain statements in this report may be “forward-looking” within the meaning of the Private Securities Litigation Reform Act of 1995. Words such as “expects,” “intends,” “plans,” “projects,” “believes,” “estimates,” “targets,” “anticipates,” and similar expressions are used to identify these forward-looking statements. Forward-looking statements are based upon assumptions about future events that may not prove to be accurate. These statements are not guarantees of future performance and involve risks, uncertainties and assumptions that are difficult to predict. Actual outcomes and results may differ materially from what is expressed or forecasted in these forward-looking statements. As a result, these statements speak to events only as of the date they are made and we undertake no obligation to publicly update or revise any forward-looking statements, whether as a result of new information, future events or otherwise, except as required by federal securities laws. Specific factors that could cause actual results to differ materially from forward-looking statements include, but are not limited to, statements we make regarding our guidance relating to future financial and operating performance, the effect of economic conditions in the United States and globally, and general industry conditions as they may impact us or our customers, as well as the other important factors disclosed previously and from time to time in our other filings with the Securities and Exchange Commission.

  • |

    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.

  • |

    American’s Reply to FAA

    These events happened more than two years ago, and we believe this action is unwarranted. We plan to follow the FAA’s process and will challenge any proposed civil penalty. We are confident we have a strong case and the facts will bear this out. Receipt of the FAA proposed penalty will give us the chance to present the facts, which will support our actions taken back in early 2008. American Airlines has always maintained its aircraft to the highest standards, and we continue to do so. We assure our customers there was never a safety of flight issue surrounding these circumstances more than two years ago.

  • |

    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.