Public Statement

  • FAA Proposes $1.45 Million Civil Penalty against Northwest Airlines

    For Immediate Release
    March 23, 2010

    FAA Proposes $1.45 Million Civil Penalty against Northwest Airlines

    WASHINGTON, D.C. – The Federal Aviation Administration (FAA) has proposed a $1.45 million civil penalty against Northwest Airlines for operating a number of its Boeing 757 aircraft without proper windshield wiring inspections.

    A 1990 FAA airworthiness directive on Boeing 757s required inspections for the presence of undersized wires in the heating system for both the captain’s and first officer’s windows, and replacement if needed. Left uncorrected, the problem could cause overheating, smoking and possibly a fire.

    Northwest wrote maintenance instructions for its mechanics in April 1990 that omitted the required inspection of the wires under the first officer’s window. As a result, 32 of the carrier’s 757s flew more than 90,000 passenger flights between December 1, 2005 and May 27, 2008, while not in compliance with the airworthiness directive.

    “Safety is the number one priority for the Department of Transportation,” said Transportation Secretary Ray LaHood. “The FAA has airworthiness directives for a reason and carriers cannot pick and choose when they want to comply.”

    On May 28, 2008, Northwest discovered it had not performed the proper inspections and revised its maintenance instructions. However, the instructions did not require the work be performed before further flight, but at the next planned overnight layover. As a result, 29 of the 32 aircraft flew 42 passenger-carrying flights while they were still out of compliance with the airworthiness directive.

    “When an air carrier realizes that an airworthiness directive is not being followed the problem must be corrected immediately,” said FAA Administrator Randy Babbitt. “Safety cannot wait for the next scheduled maintenance.”

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

    ###

  • Northwest Pilot Decision

    FOR IMMEDIATE RELEASE: March 18, 2010
    SB-10-08

    NTSB SAYS NORTHWEST PILOTS’ DISTRACTION LED TO OVERFLIGHT OF MINNEAPOLIS, NOTES ATC SHORTCOMINGS; ISSUES RECOMMENDATIONS ON ATC PROCEDURES

    Washington, DC – The National Transportation Safety Board has determined that Northwest Airlines flight 188 overflew its destination airport of Minneapolis by more than 100 miles and failed to maintain radio communications because the pilots became distracted by a conversation unrelated to the operation of the aircraft. The NTSB’s accident brief, released today, also note air traffic control shortcomings during the event, and the Board issued two safety recommendations to address those shortcomings.

    On October 21, 2009, Northwest Airlines flight 188, an Airbus A320 (N374NW) operating as a scheduled flight between San Diego and Minneapolis, did not communicate with air traffic control for approximately one hour 17 minutes. While in this NORDO (no radio communications) state, it flew past its intended destination at a cruise altitude of 37,000 feet. The crew subsequently re-established radio communications and landed without further incident. There were no injuries.

    The NTSB said that the pilots continued to fly through several air traffic control sectors without replying to any radio commands. The investigation found that the pilots had become engaged in a conversation dealing with the process by which pilots request flight schedules and during the conversation each was using his personal laptop computer, contrary to company policy. The pilots were not aware of the repeated attempts by air traffic controllers’ and the airline to contact them until a flight attendant used the intercom to inquire about the progress of the flight.

    The NTSB also found that the lack of national requirements for recording ATC instructions when using automated flight tracking systems, such as directing an aircraft to switch frequencies or to indicate that an aircraft has checked in on an assigned frequency, was a factor in the controllers delay in performing necessary actions and notifications required by lost communications procedures. In addition, because NORDO events of a short duration are not uncommon, the Safety Board found that controllers and managers may have become complacent in completing necessary NORDO actions and required notifications in a timely manner.

    As a result of deficiencies in ATC communications procedures revealed in this investigation and an accident involving a Pilatus PC-12/45 that crashed in Butte, Montana on March 22, 2009, the Safety Board is making recommendations to the FAA to address the following issues:

    The lack of standard procedures for identifying flight crew-ATC communications in ATC facilities that use automated flight tracking systems.
    The lack of standard phraseology for identifying the emergency nature of emergency ATC radio transmissions.
    The Safety Board’s probable cause finding, with factual narrative, can be accessed at the following link on the Board’s website: http://www.ntsb.gov/ntsb/brief.asp?ev_id=20091022X00120&key=1

    The Safety Recommendation letter can also be found on the Board’s website at: http://www.ntsb.gov/Recs/letters/2010/A10_42_43.pdf.

    Previously, the Safety Board has addressed the potential hazards created by the use of personal electronic devices by transportation operators. Last month, following the Board’s investigation of the Colgan Air 3407 accident near Buffalo, NY, the Board issued a safety recommendation to the FAA to require all Part 121, 135, and 91K operators to incorporate explicit guidance to pilots, including checklist reminders as appropriate, prohibiting the use of personal portable electronic devices on the flight deck. Details of Safety Recommendation A-10-30 can be accessed at: http://www.ntsb.gov/Recs/letters/2010/A10_10_34.pdf.

    Recent accidents and incidents such as the midair collision over the Hudson River last August, Colgan Air flight 3407, and the Northwest pilot’s overflight of the Minnesota airport have demonstrated the clear hazards to aviation safety when pilots and air traffic controllers depart from standard operating procedures and established best practices.

    The Safety Board will convene a 3-day public forum on professionalism in aviation to address methods for ensuring excellence in pilot and air traffic controller performance. The forum is intended to raise awareness by promoting an open discussion between the Safety Board and invited panelists drawn from industry, labor, academia, and government on the importance of developing and reinforcing professionalism in the aviation industry. The forum is scheduled for May 18-20, 2010. More information regarding the forum will be announced in the coming weeks.

    – 30 –

  • NTSB SAYS NORTHWEST PILOTS’ DISTRACTION LED TO OVERFLIGHT OF MINNEAPOLIS,

    National Transportation Safety Board
    Washington, DC 20594

    FOR IMMEDIATE RELEASE: March 18, 2010
    SB-10-08

    NTSB SAYS NORTHWEST PILOTS’ DISTRACTION LED TO
    OVERFLIGHT OF MINNEAPOLIS, NOTES ATC SHORTCOMINGS; ISSUES
    RECOMMENDATIONS ON ATC PROCEDURES

    The National Transportation Safety Board has determined that
    Northwest Airlines flight 188 overflew its destination
    airport of Minneapolis by more than 100 miles and failed to
    maintain radio communications because the pilots became
    distracted by a conversation unrelated to the operation of
    the aircraft. The NTSB’s accident brief, released today,
    also note air traffic control shortcomings during the event,
    and the Board issued two safety recommendations to address
    those shortcomings.

    On October 21, 2009, Northwest Airlines flight 188, an
    Airbus A320 (N374NW) operating as a scheduled flight between
    San Diego and Minneapolis, did not communicate with air
    traffic control for approximately one hour 17 minutes.
    While in this NORDO (no radio communications) state, it flew
    past its intended destination at a cruise altitude of 37,000
    feet. The crew subsequently re-established radio
    communications and landed without further incident. There
    were no injuries.

    The NTSB said that the pilots continued to fly through
    several air traffic control sectors without replying to any
    radio commands. The investigation found that the pilots had
    become engaged in a conversation dealing with the process by
    which pilots request flight schedules and during the
    conversation each was using his personal laptop computer,
    contrary to company policy. The pilots were not aware of
    the repeated attempts by air traffic controllers’ and the
    airline to contact them until a flight attendant used the
    intercom to inquire about the progress of the flight.

    The NTSB also found that the lack of national requirements
    for recording ATC instructions when using automated flight
    tracking systems, such as directing an aircraft to switch
    frequencies or to indicate that an aircraft has checked in
    on an assigned frequency, was a factor in the controllers
    delay in performing necessary actions and notifications
    required by lost communications procedures. In addition,
    because NORDO events of a short duration are not uncommon,
    the Safety Board found that controllers and managers may
    have become complacent in completing necessary NORDO actions
    and required notifications in a timely manner.

    As a result of deficiencies in ATC communications procedures
    revealed in this investigation and an accident involving a
    Pilatus PC-12/45 that crashed in Butte, Montana on March 22,
    2009, the Safety Board is making recommendations to the FAA
    to address the following issues:
    · The lack of standard procedures for identifying flight
    crew-ATC communications in ATC facilities that use
    automated flight tracking systems.
    · The lack of standard phraseology for identifying the
    emergency nature of emergency ATC radio
    transmissions.

    The Safety Board’s probable cause finding, with factual
    narrative, can be accessed at the following link on the
    Board’s website: http://www.ntsb.gov/ntsb/brief.asp?ev_id=20091022X00120&key=1

    The Safety Recommendation letter can also be found on the
    Board’s website at: http://www.ntsb.gov/Recs/letters/2010/A10_42_43.pdf

    Previously, the Safety Board has addressed the potential
    hazards created by the use of personal electronic devices by
    transportation operators. Last month, following the Board’s
    investigation of the Colgan Air 3407 accident near Buffalo,
    NY, the Board issued a safety recommendation to the FAA to
    require all Part 121, 135, and 91K operators to incorporate
    explicit guidance to pilots, including checklist reminders
    as appropriate, prohibiting the use of personal portable
    electronic devices on the flight deck. Details of Safety
    Recommendation A-10-30 can be accessed at:
    http://www.ntsb.gov/Recs/letters/2010/A10_10_34.pdf.

    Recent accidents and incidents such as the midair collision
    over the Hudson River last August, Colgan Air flight 3407,
    and the Northwest pilot’s overflight of the Minnesota
    airport have demonstrated the clear hazards to aviation
    safety when pilots and air traffic controllers depart from
    standard operating procedures and established best
    practices.

    The Safety Board will convene a 3-day public forum on
    professionalism in aviation to address methods for ensuring
    excellence in pilot and air traffic controller performance.
    The forum is intended to raise awareness by promoting an
    open discussion between the Safety Board and invited
    panelists drawn from industry, labor, academia, and
    government on the importance of developing and reinforcing
    professionalism in the aviation industry. The forum is
    scheduled for May 18-20, 2010. More information regarding
    the forum will be announced in the coming weeks.

  • |

    Boeing Receives Authorised Engineering Organisation Certification for Australian Super Hornets

    AMBERLEY, Queensland, March 17, 2010 — Boeing Defence Australia, a wholly owned subsidiary of The Boeing Company has received accreditation from the Commonwealth of Australia as an Authorised Engineering Organisation (AEO) for the Royal Australian Air Force (RAAF) F/A-18F Super Hornet Weapon System.

    Boeing Defence Australia now is authorized to provide engineering services to support the RAAF’s 24 Boeing F/A-18F Super Hornet aircraft through a combination of local engineering services and U.S. capabilities based in St. Louis.
    RAAF Wing Cmdr. Jason Murray, chief engineer of the Tactical Fighter System Program Office, presented the AEO certification to Murray Brabook, Boeing Defence Australia director of Platform Maintenance, on March 2.

    “AEO certification is a significant achievement, as it acknowledges Boeing Defence Australia’s compliance with the RAAF Technical Airworthiness Regulatory framework and will enable the company to provide critical engineering services to the Australian Defence Force,” Murray said.

    “Becoming an AEO is an important component of Boeing Defence Australia’s Super Hornet support capabilities, and is the result of excellent teamwork and collaboration between Boeing and the Commonwealth,” Brabrook said.

    Subcontracted to Boeing under the Commonwealth’s Super Hornet Sustainment Contract, Boeing Defence Australia will deliver sustainment operations at its facilities at RAAF Base Amberley.
    Australia became the first international Super Hornet customer in 2007 with an order for 24 aircraft. The first contingent will arrive in-country this month, and Boeing is on schedule to deliver the remaining fighters to the RAAF throughout 2010 and 2011.
    Boeing Defence Australia also is an AEO for Australia’s F-111 Weapon System and F/A-18A/B Hornet Weapon System.

  • |

    Second Boeing 747-8 Freighter Completes First Flight


    For Immediate Release:
    EVERETT, Wash., March 15 — A second Boeing 747-8 Freighter, RC 522, successfully completed its first flight Sunday evening. The airplane took off from Paine Field in Everett, Wash., for a two-and-a-half-hour flight and landed at Boeing Field in Seattle.

    Captain Kirk Vining was at the controls for the flight, with Rick Braun operating as co-pilot and Joel Conard serving as systems operator. The airplane reached an altitude of 27,000 feet (8,230 m) and an airspeed of 240 knots, or about 276 miles (444 km) per hour. It took off at 3:57 p.m. PDT and landed at 6:25 p.m.

    “The airplane performed well on its first flight,” said Andy Hammer, test program manager for 747-8. “It was a good start to a demanding flight-test program for this airplane.”

    This is the second of three 747-8 Freighters being used in the flight-test program. Each airplane will be used for a specific set of tests, with this airplane focusing on community noise, environmental control systems and extended operation performance standards.
    The airplane will begin its flight-test program at Boeing Field before transitioning to Palmdale, Calif.

  • DOT SUBSTANTIATES WHISTLEBLOWER’S SAFETY CONCERNS AT DETROIT METROPOLITAN AIRPORT

    FOR IMMEDIATE RELEASE
    WASHINGTON, DC/March 11, 2010 – Today, the U.S. Office of Special Counsel (OSC) transmitted to the President and Congress the Department of Transportation’s (DOT) response to whistleblower allegations that Federal Aviation Administration (FAA) managers at Detroit Metropolitan Airport (DTW) compromised the safety of the flying public by operating an air traffic approach and departure configuration known as the “Southwest Flow” in an unsafe manner and in violation of FAA policy, and that FAA officials provided disingenuous information in response to a Congressional request.

    The whistleblower, Air Traffic Controller Vincent Sugent, also disclosed that management guidance to controllers for directing traffic on an airport taxiway was contradictory and unclear, and that procedures for segregating jet and propeller aircraft departures were unsafe.

    The June 2009 report and supplemental reports from DOT to OSC found that for a period of approximately six months, a critical segment of DTW’s “Southwest Flow” operation was often non-compliant with FAA Order 7110.65, which prescribes aircraft separation standards for intersecting runways, thus allowing a potentially unsafe condition to persist, in part as a result of DTW management’s failure to provide controllers with proper instruction on its safe operation. The report also determined that for two months during the same time period as referenced above, a DTW Operations Manager knowingly allowed the non-compliant operation to occur.

    The report also substantiated that DTW managers provided wording for FAA’s September 2007 response to an inquiry from Senator Carl Levin about the Southwest Flow that was, at a minimum, disingenuous. FAA sent a clarifying letter to Senator Levin in April 2008, only after OSC referred Mr. Sugent’s concerns for investigation. The report also found that the “hold short” lines on Taxiway Quebec, and as depicted on controller monitor screens, were insufficient for controllers to comply with DTW guidance for directing traffic on this taxiway. In addition, DTW’s guidance and Operating Manual contain contradictory language, which creates confusion for controllers. Finally, the report found that DTW management had not implemented necessary changes to written guidance provided to controllers for segregating jet and propeller aircraft departures.

    FAA pledged to take appropriate corrective and administrative action in response to the findings of the report. DTW has ceased operation of the Southwest Flow, the DTW managers have been counseled, and changes have been made to FAA and DTW guidance concerning Taxiway Quebec and jet and propeller departures. An audit of the corrective actions was completed by FAA’s Air Traffic Safety Oversight Services in November 2009 and a report is expected soon.

    OSC determined that the agency’s reports contain all the information required by statute and the findings appear reasonable.

  • FAA Proposes Civil Penalties Totaling $787,500 Against American Airlines

    For Immediate Release
    March 12, 2010
    WASHINGTON, D.C. – The Federal Aviation Administration (FAA) is seeking to collect three proposed civil penalties totaling $787,500 from American Airlines for maintenance violations.

    In the first case, which occurred in April 2008, the FAA alleges American Airlines mechanics diagnosed problems with one of two Central Air Data Computers (CADCs) on a McDonnell Douglas MD-82 jetliner. Instead of replacing the computer, mechanics improperly deferred this maintenance under the airline’s DC-9 Minimum Equipment List (MEL) by noting that the auto-throttles were inoperative. The MEL, however, does not allow deferral of an inoperative CADC.

    The airline subsequently flew the plane on 10 passenger flights before the computer was replaced. During this time, flight crews were led to believe that both computers were working properly.

    The FAA proposes a civil penalty of $625,000 in this case.

    In the second case, the FAA found that in March 2008, American failed to correctly follow an Airworthiness Directive involving the inspection of rudder components on certain Boeing 757 aircraft. As a result, four 757s operated by American Airlines did not comply with the requirements of the Airworthiness Directive.

    The FAA alleges that after American was advised of the situation, the company said it would cease flying the planes until they were repaired. However, during the following two days, the airline flew two of the planes on a total of three passenger flights. The FAA is seeking a penalty of $75,000 in this case.

    In the final case, the FAA alleges that in May 2009, American’s mechanics returned an MD-82 aircraft to service, even though several steps of a scheduled B-check maintenance visit had not been checked off as completed. The airline also replaced a landing gear door without noting it in the aircraft’s logbook.

    The aircraft was operated on two passenger flights with the logbook error. An FAA inspection of the aircraft revealed several discrepancies in the tail section, including loose screws, a missing nut plate and a right hand elevator torque tube binding and making noise. As a result of these discrepancies, the FAA proposes a civil penalty of $87,500.

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

  • FAA Safety

    Updated: 2:12 pm ET March 10, 201 Randy Babbitt, FAA Administrator announced that the FAA Air Traffic Organization is now managing under a safety management system to handle National Airspace System changes. This involves procedure modifications utilizing a new methodology for the FAA to “identify, assess and manage safety risks associated with changes to the National Airspace System.”

    The Safety Management System is made up of four components:

    • safety policy – how implementation is carried out, and functions, processes, and responsibilities.

    • safety assurance reviews, evaluations, audits, inspections, investigations, and data tracking and analysis measuring safety

    • safety risk management hazard identification and mitigation

    • safety promotion. safety education and training

  • NTSB: Glass Cockpits

    FOR IMMEDIATE RELEASE: March 9, 2010

    NTSB STUDY SHOWS INTRODUCTION OF ‘GLASS COCKPITS’ IN GENERAL
    AVIATION AIRPLANES HAS NOT LED TO EXPECTED SAFETY
    IMPROVEMENTS

    Washington, DC — Today the National Transportation Safety
    Board adopted a study concluding that single engine
    airplanes equipped with glass cockpits had no better overall
    safety record than airplanes with conventional
    instrumentation.

    The safety study, which was adopted unanimously by the
    Safety Board, was initiated more than a year ago to
    determine if light airplanes equipped with digital primary
    flight displays, often referred to as “glass cockpits,” were
    inherently safer than those equipped with conventional
    instruments.

    The study, which looked at the accident rates of over 8,000
    small piston-powered airplanes manufactured between 2002 and
    2006, found that those equipped with glass cockpits had a
    higher fatal accident rate then similar aircraft with
    conventional instruments.

    The Safety Board determined that because glass cockpits are
    both complex and vary from aircraft to aircraft in function,
    design and failure modes, pilots are not always provided
    with all of the information they need — both by aircraft
    manufacturers and the Federal Aviation Administration — to
    adequately understand the unique operational and functional
    details of the primary flight instruments in their
    airplanes.

    NTSB Chairman Deborah A.P. Hersman highlighted the role that
    training plays in preventing accidents involving these
    airplanes.

    “As we discussed today, training is clearly one of the key
    components to reducing the accident rate of light planes
    equipped with glass cockpits, and this study clearly
    demonstrates the life and death importance of appropriate
    training on these complex systems,” said Hersman. “We know
    that while many pilots have thousands of hours of experience
    with conventional flight instruments, that alone is just not
    enough to prepare them to safely operate airplanes equipped
    with these glass cockpit features.”

    Today, nearly all newly manufactured piston-powered light
    airplanes are equipped with digital primary flight displays.
    And the number of older airplanes being retrofitted with
    these systems continues to grow.

    “While the technological innovations and flight management
    tools that glass cockpit equipped airplanes bring to the
    general aviation community should reduce the number of fatal
    accidents, we have not — unfortunately — seen that happen,”
    said Hersman. “The data tell us that equipment-specific
    training will save lives. To that end, we have adopted
    recommendations today responsive to that data —
    recommendations on pilot knowledge testing standards,
    training, simulators, documentation and service difficulty
    reporting so that the potential safety improvements that
    these systems provide can be realized by the general
    aviation pilot community.”

    Based on the study findings, the NTSB made six safety
    recommendations to the FAA: 1) enhance pilot knowledge and
    training requirements; 2) require manufacturers to provide
    pilots with information to better manage system failures; 3)
    incorporate training elements regarding electronic primary
    flight displays into training materials and aeronautical
    knowledge requirements; 4) incorporate training elements
    regarding electronic primary flight displays into initial
    and recurrent flight proficiency requirements for pilots of
    small light general aviation airplanes equipped with those
    systems, that address variations in equipment design and
    operations of such displays; 5) support equipment-specific
    pilot training programs by developing guidance for the use
    of glass cockpit simulators other than those that are
    approved by the FAA as flight training devices; and 6)
    inform the general aviation community about the importance
    of reporting malfunctions or defects with electronic flight,
    navigation and control systems through the Service
    Difficulty Reporting system.

    The complete safety study will be available at www.ntsb.gov
    in several weeks.

  • Commercial Space Flight Reaches New Heights

    March 5 – March 4, 2010 marked a significant milestone in Federal Aviation Administration (FAA) efforts overseeing the safety of the nation’s commercial space transportation industry with the 201st FAA licensed commercial rocket launch. The vehicle carried into orbit an environmental satellite to improve weather forecasting and help monitor environmental events. FAA’s Office of Commercial Space Transportation safety inspectors were present to monitor operations of the Delta IV booster.

    Beginning in the late 1980s, all of FAA’s licensed launches have been completed without any fatalities, serious injuries, or significant property damage to the uninvolved public. This spotless record, spanning over two decades, underscores the total commitment to safe operations throughout the FAA’s full range of activities.

    “With, the retirement this year of NASA’s Space Shuttle, the nation will now look to the commercial space industry to take on added responsibilities, including commercial human space flights and replenishing equipment and technologies at the International Space Station,” said FAA Associate Administrator for Commercial Space Transportation George Nield. “Americans can feel confident that FAA’s Office of Commercial Space Transportation will be on the job monitoring and overseeing the safety of these new and exciting activities,” he added.

  • FATIGUE ENDANGERS TRANSPORTATION WORKERS AND PASSENGERS ACROSS ALL MODES

    FOR IMMEDIATE RELEASE: March 5, 2010 Washington, DC – National Transportation Safety Board Chairman Deborah A.P. Hersman today encouraged the sleep research and healthcare community to continue their efforts to educate transportation policy makers of the dangers of fatigue in all modes of transportation.

    Speaking before the annual conference of the National Sleep Foundation in Washington, D.C., Chairman Hersman remarked that fatigue has been a concern for the Board since the creation of the agency in 1967 and it has been an issue on the Board’s Most Wanted List of Transportation Safety Improvements since the list was established in 1990.

    “The work of the National Sleep Foundation and other organizations and individuals is critical to improving transportation safety policy,” said Chairman Hersman. “The NTSB is interested and willing to partner with you in developing a greater awareness of fatigue.”

    Hersman highlighted a number of accident investigations across all transportation modes that included fatigue as the probable cause or a contributing factor to accidents. As a result, the Board has made safety recommendations that range from deploying fatigue detection systems to reduce the occurrence of accidents to installing electronic on-board recorders that collect and maintain hours of service data on vehicle operators.

    “We can’t always prove fatigue as a cause of an accident, but the frequency with which we now routinely document the presence of fatigue-related factors in transportation operations is alarming,” Hersman stated.

    Hersman remarked that while there are still no definitive tools to conclusively identify the degree to which a person is fatigued, the major challenge is to ensure that all those in transportation report to work rested and fit for duty — for their own safety and for the safety of those they are transporting.

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  • NTSB TO EXAMINE SAFETY EFFECTS OF ‘GLASS COCKPITS’ IN SMALL LIGHT AIRPLANES

    Press Release-March 4, 2010 The National Transportation Safety Board will hold a public Board meeting to consider a study on what effect the introduction of glass cockpits into small light general aviation airplanes is having on the safety record of those
    aircraft.

    In 2000, almost all new single engine light airplanes were manufactured with conventional analog flight instruments. Today almost all new light planes come equipped with digital flight display avionic systems, also known as “glass cockpits.” The enhanced function and information capabilities of these systems represent a significant change and potential improvement in the way general aviation pilots monitor information needed to control their aircraft.

    The NTSB initiated this study to determine if the transition to glass cockpits in light aircraft would improve the safety record of those planes.

    For more information…

  • Federal Aviation Administration 35th Annual Aviation Forecast Conference

    WASHINGTON — The U.S. Department of Transportation’s (DOT) Federal Aviation Administration (FAA) is holding its 35th Annual Aviation Forecast Conference, “Looking Ahead in Aviation: Rational Rebound or Irrational Instability.” The FAA will release its Aerospace Forecast Fiscal Years 2010-2030, which provides the latest data about activity and growth in aviation products and services, as well as future estimates.

    WHO: U.S. Secretary of Transportation Ray LaHood
    FAA Administrator Randy Babbitt
    WHAT: 35TH Annual Aviation Forecast Conference
    WHEN: Tuesday, March 9, 8:30 a.m. – 5:30 p.m.
    Wednesday, March 10, 8:00 a.m.–12 noon.
    WHERE: Walter E. Washington Convention Center
    801 Mount Vernon Pl, N.W.
    Washington, D.C.

    The first day of the conference will begin at 8:30 a.m. and will feature remarks by Secretary LaHood and FAA Administrator Babbitt starting at 12:00 Noon. American Airlines Chairman, President and CEO Gerard J Arpey will keynote the luncheon at 1:00 p.m. The latest agenda including a list of panels cane be found at:http://www.faa.gov/news/conferences_events/aviation_forecast_2010/agenda/

    Media wishing to attend the conference should RSVP to Hank Price, hank.price@faa,gov.

  • |

    Boeing Press Release

    Boeing Delivers First 777 Freighters to Southern Air

    EVERETT, Wash., March 3 — Boeing (NYSE: BA) has delivered two 777 Freighters to Southern Air Holdings, Inc., the first 777s to join the Norwalk, Conn.-based cargo carrier’s fleet.

    The addition of these two airplanes makes Southern Air the world’s first aircraft, crew, maintenance and insurance (ACMI) operator to feature the 777 Freighter.

    “We are thrilled to take delivery of our first two Boeing 777 Freighters, the most advanced aircraft of its kind, offering unmatched payload, range and fuel efficiency,” said Daniel J. McHugh, CEO of Southern Air. “The addition of these two airplanes begins a new era for Southern Air, as we are now able to provide a mix of next- and current-generation freighter airplanes to serve our customers’ needs. Boeing is a valued business partner and we are proud to celebrate this milestone for our company with them.”

    Southern Air has entered into an agreement to operate the two 777 Freighters on behalf of Thai Airways International. Thai Airways will utilize the full capacity of the 777 Freighters, becoming the first carrier in Southeast Asia to offer this capability to its freight customers.

  • |

    JFK BAY RUNWAY PROJECT

    JFK is tackling delays with the reconstruction of Bay Runway at John F. Kennedy International Airport. Once completed, this project will reduce delays overall by an estimated 10,500 hours per year.

    Beginning March 1, 2010 one of the four runways at JFK will be closed for construction for 120 days; however this project should not impact travel significantly. The Port Authority in cooperation with the Federal Aviation Administration (FAA) and the airlines began in 2006 we have worked closely minimize the impact on airport operations when the runway is closed.

    The new concrete runway will have an anticipated life of more than 40 years, compared to an 8-year service life for asphalt. The project willl upgrade JFK’s airside infrastructure, widen and replace nearly three miles of runway. A central component of the Bay Runway reconstruction is the widening of the runway from 150 to 200 feet to make way for new delay-reduction taxiways. The new taxiways will improve aircraft queuing and enable swifter departures; and easier access from taxiways to terminal gates, saving time on the ground for every passenger at JFK.

    During the 120-day closure of the Bay Runway, three remaining runways will remain.

  • |

    DOT Confirmation

    FOR IMMEDIATE RELEASE:
    DEPARTMENT OF TRANSPORTATION SUBSTANTIATES WHISTLEBLOWER’S SAFETY CONCERNS ABOUT UNITED AIRLINES5 EMERGENCY DOOR BATTERIES AND OVERHEAD BINS

    WASHINGTON, D.C. – Press Release: The U.S. Office of Special Counsel (OSC)transmitted to the President and Congress the Department of Transportation’s (DOT) response towhistleblower allegations that Federal Aviation Administration (FAA) employees compromised thesafety of the flying public by failing in their oversight and regulatory responsibilities.

    The whistleblower, Cheryl Henderson, Aviation Safety Inspector, DOT, FAA, United AirlinesCertificate Management Office, Daly City, California, specifically disclosed concerns about the lackof proper FAA oversight of United Airlines’ compliance with an Airworthiness Directive (AD)concerning emergency door batteries on United’s Boeing 777s and the improper self-disclosure ofdefective overhead bins on its Boeing 767s.

    The August 2009 report from Secretary of Transportation Ray LaHood to OSC found that two FAAsenior supervisory inspectors had improperly permitted United Airlines to self-disclosenoncompliance with an AD about the installation of overhead bins in violation of FAA’s VoluntaryDisclosure Reporting Program (VDRP). The AD had been issued to prevent the failure of tie rods tothe center overhead stowage bin modules, which could result in a collapse of the bins and,consequently, injuries to passengers and crew.

    The investigation also found that the then-FAA Principal Avionics Inspector for United Airlines inDaly City, California, failed to adequately address the expiration of emergency door batteries andthe reliability of battery restoration equipment. DOT substantiated that the battery restorationequipment was not properly calibrated and, therefore, inadequate for measuring accurately thequality of the batteries. The investigation found that while United Airlines eventually replaced allthe emergency door batteries in question, FAA improperly delayed by 18 months a decision aboutUnited Airlines’ use of non-calibrated equipment. In addition to addressing the safety concernsidentified in the investigation, FAA also proposed suspensions for the senior managers for theirmismanagement and failure of oversight.

    OSC determined that the agency’s report contains all the information required by statute and thefindings appear reasonable.

  • Aircraft Accident Rate Drops In 2009 – Renewed Focus on Training, Data

    Montreal – Press Release:The International Air Transport Association (IATA) announced the aviation safety performance for 2009 showing that the year’s accident rate for Western-built jet aircraft as the second lowest in aviation history. 


    The 2009 global accident rate (measured in hull losses per million flights of Western-built jet aircraft) was 0.71. That is equal to one accident for every 1.4 million flights. This is a significant improvement of the 0.81 rate recorded in 2008 (one accident for 1.2 million flights).  The 2009 rate was the second lowest in aviation history, just above the 2006 rate of 0.65. Compared to 10 years ago, the accident rate has been cut 36% from the rate recorded in 2000.


    In absolute numbers, 2009 saw the following results



    • 2.3 billion people flew safely on 35 million flights (27 million jet, 8 million turboprop)
    • 19 accidents involving western built jet aircraft compared to 22 in 2008
    • 90 accidents (all aircraft types, Eastern and Western built) compared to 109 in 2008
    • 18 fatal accidents (all aircraft types) compared to 23 in 2008
    • 685 fatalities compared to 502 in 2008

    “Safety is the industry’s number one priority. Even in a decade during which airlines lost an average of US$5 billion per year, we still managed to improve our safety record. Last year, 2.3 billion people flew safely. But every fatality is a human tragedy that reminds us of the ultimate goal of zero accidents and zero fatalities,” said Giovanni Bisignani, IATA’s Director General and CEO.


    IATA member airlines outperformed the industry average with a Western-built jet hull accident rate of 0.62. That rate is equal to one accident for every 1.6 million flights. “In 2009 IATA marked an important milestone in aviation safety. From April 1, all IATA members were on the registry of the IATA Operational Safety Audit – a testimony to our commitment to the highest global standards for operational safety. IOSA is the global standard. Today 332 carriers are on the registry, including IATA’s 231 members,” said Bisignani.


    There are significant regional differences in the accident rate.



    • North Asia, Latin America and the Caribbean as well as the Commonwealth of Independent States (CIS) had zero western-built jet hull losses in 2009
    • North America (0.41) and Europe (0.45) performed better than the global average of 0.71
    • Asia-Pacific’s accident rate worsened to 0.86 in 2009 (compared to 0.58 in 2008) with three accidents involving carriers from the region.
    • The Middle East and North Africa region saw its accident rate rise to 3.32 (compared to 1.89 in 2008) with four accidents involving carriers from the region.
    • Africa had an accident rate of 9.94, significantly higher than their 2008 rate of 2.12. Africa has once again the worst rate of the world.  There were five Western-built jet hull losses with African carriers in 2009. African carriers are 2% of global traffic, but 26% of global western-built jet hull losses.


    An analysis of the causes of the 2009 accidents focuses on three main areas:



    • Runway excursions continue to be a challenge and accounted for 26% of all accidents in 2009.  However, the total number of runway excursions dropped by 18% (23 vs 28 in 2008). IATA released its Runway Excursion Risk Reduction Toolkit in 2009, with an updated version to be produced later this year. The toolkit is incorporated with IATA’s broad ranging safety data tools in the IATA Global Safety Information Center (GSIC), a customizable website which will enable users to extract relevant safety information through a single application and enable them to perform performance benchmark and conduct trend analysis and risk management.
    • Ground damage accounted for 10% of all accidents in 2009. To improve safety and reduce this US$4 billion annual industry cost, IATA introduced the IATA Safety Audit for Ground Operations (ISAGO). Built on similar principles to IOSA, ISAGO is the industry’s first global standard for the oversight and auditing of ground handling companies. The first audits took place in 2008. To date a total of 149 audits have been conducted.
    •  While runway excursions and ground damage were the main categories of accidents, pilot handling was noted as a contributing factor in 30% of all accidents. IATA’s Training & Qualification Initiative (ITQI) is pushing for harmonizing a competency-based approach focused on training real skills while addressing threats presented by accident/incident reports and flight data collection and reporting. IATA will also work through ICAO to develop a Fatigue Risk Management System as part of the Safety Management System. This will be a new process to systematically manage crew fatigue taking into account changes in aircraft capabilities and airline operations.

    These initiatives are consistent with IATA’s comprehensive Six-point Safety Program which focuses on infrastructure safety, safety data management and analysis, operations, Safety Management Systems, maintenance and auditing.


    “Safety is a constant challenge. Having made aviation the safest way to travel, further improvements will come only with careful data analysis. We must understand the underlying safety risk trends, not just from the handful of accidents each year, but by bringing together and analyzing data from millions of safe flights. The IATA Global Safety Information Center was launched in December 2009 for just that purpose. Going forward our goal is to work with other organizations and governments involved in aviation safety to add to the database and drive even more improvements,” Said Bisignani.


    http://www.iata.org/pressroom/pr/2010-02-18-01.htm

  • Boeing Signs AU$44M Contract Expansion for Australian Army Rotary Wing Support

    OAKEY, Queensland, Feb. 26, 2010 Boeing has signed an AU$44 million change proposal with the Commonwealth of Australia to increase the scope of the Army Aviation Training and Training Support (AATTS) contract.

    Awarded the contract in 2007, Boeing subsidiary Boeing Defence Australia has been supporting the Australian Army’s Black Hawk and Kiowa helicopters with pilot, aircrew and technician training, operational fleet maintenance, and support services at the Army Aviation Training Centre in Oakey.

    Following detailed operational reviews, the Commonwealth and Boeing Defence Australia changed the scope of the AATTS contract to reflect the Army’s current and future aircrew training requirements. Under the updated contract, Boeing Defence Australia is additionally responsible for delivering:

    • The Initial Army Pilot Helicopter Qualification Course, using the B-206 Kiowa
    • 85 percent of S-70A-9 Black Hawk pilot training
    • CH-47 Chinook helicopter instructor and technician training.

    The $44 million agreement also includes the Commonwealth’s first one-year extension of AATTS, continuing the contract until September 2013. The original AATTS contract includes five one-year extension options.
    “The Commonwealth’s decision to both increase the scope of AATTS and extend the contract until 2013 reinforces Boeing Defence Australia’s position as the preeminent ab-initio [‘from the beginning’] training provider to the Australian Defence Force,” said Mark Brownsey, Boeing Defence Australia senior manager for Global Services & Support — Training Operations.
    “To date, Boeing Defence Australia has exceeded all Australian Army training and maintenance requirements, including standing up the entire program on time, completing 100 percent of training courses on schedule, supporting close to 7,000 training sorties annually, and providing maintenance support to the Australian Defence Force Kiowa fleet, which recently achieved more than 50,000 flight hours,” said Matthew Sibree, Boeing Defence Australia AATTS project manager. “To ensure AATTS continues on time and on budget, 20 additional employees will be hired on to the 160-strong team to ensure we meet our customer’s expectations.”

    The updated AATTS contract will further strengthen Boeing Defence Australia’s training capability while ensuring the Australian Army maintains a constant supply of qualified helicopter pilots, aircrew and technicians to conduct complex helicopter missions in support of domestic and global operations.

    Boeing Defence Australia, a wholly owned subsidiary of The Boeing Company and a business unit of Boeing Defense, Space & Security, is a leading Australian aerospace enterprise. With a world-class team of nearly 2,000 employees at 13 locations throughout Australia and two international sites, Boeing Defence Australia supports some of the largest and most complex defense projects in Australia.

    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.

  • NTSB: FOR IMMEDIATE RELEASE: February 25, 2010

    NTSB CHAIRMAN TESTIFIES BEFORE CONGRESS ON THE CRASH OF COLGAN AIR FLIGHT 3407

    Washington, DC – National Transportation Safety Board Chairman Deborah A. P. Hersman testified in the U.S. Senate today about the status of aviation safety a year after the crash of Continental Flight 3407 near Buffalo, New York on February 12, 2009. The flight was operated by Colgan Air. The crash resulted in 50 fatalities, including all of the passengers, the flight crew, and one person on the ground.

    The NTSB issued its final report on the investigation of the accident following a public board meeting on February 2. Chairman Hersman provided a summary of the investigation that led to the Board’s final report and a determination that the probable cause of the accident was the captain’s inappropriate response to an aerodynamic stall from which the airplane did not recover.

    At the hearing before the Subcommittee on Aviation of the Senate Committee on Commerce, Science and Transportation, Hersman noted that the Safety Board’s final report makes 25 new recommendations to the FAA and reiterates 3 previously issued recommendations. The recommendations cover a wide range of safety issues that were factors in this accident, including pilot training and fatigue. Just last week, the NTSB updated its 2010 Most Wanted List of Transportation Safety Issues to better emphasize these 2 safety concerns, Hersman noted.

    “If we are serious about aviation safety, we must establish a system that minimizes pilot fatigue and ensures that flight crews report to work rested and fit for duty,” said Chairman Hersman. “We must also have a system in which we are steadfastly confident that all of our commercial pilots are proficient and well-trained.”

  • |

    Boeing and United Airlines Finalize

    United to expand international service with fuel-efficient Dreamliner
    Boeing (NYSE: BA) and United Airlines (Nasdaq: UAUA) have finalized an order for 25 787-8 jetliners. The agreement includes the opportunity to purchase another 50 Dreamliners.

    “Boeing and United Airlines share an 80-year partnership,” said Jim Albaugh, president and CEO of Boeing Commercial Airplanes. “United, which launched the Boeing 777, now begins a new chapter with the 787 Dreamliner, the most technologically advanced commercial jetliner ever built.”

    The order is valued at $4.2 billion at average list prices.

    “United’s Boeing 787 order represents a substantial investment in our future and will enhance the significant progress we are making in improving the global competitiveness of our company while providing the opportunity to open new profitable markets and serve a broader range of international destinations,” said John Tague, president of United Airlines.

    United expects to take delivery of the 787s at the same time it will begin to retire its Boeing 747s and 767s operating on international routes.

    The 787 Dreamliner, currently in flight test, will provide greater fuel efficiency, allowing airlines to add new, nonstop city pairs and the additional frequencies that passengers prefer.

    The 787 also promises a more comfortable flying experience for passengers. Its innovations include a new interior environment with improvements in air filtration, higher cabin pressurization resulting in reduced physical fatigue, larger windows, more stowage space, improved lighting and other passenger-preferred conveniences.

    The technologically advanced 787 will also provide airlines with up to 45 percent more cargo revenue capacity

    Including United Airlines, 57 customers around the world have ordered 876 Dreamliners, making the 787 the fastest-selling new commercial jetliner in history.

  • NTSB PRESS RELEASE

    NTSB CHAIRMAN TESTIFIES BEFORE CONGRESS ON THE CRASH OF
    COLGAN AIR FLIGHT 3407

    Washington, DC – National Transportation Safety Board
    Chairman Deborah A. P. Hersman testified in the U.S. Senate
    today about the status of aviation safety a year after the
    crash of Continental Flight 3407 near Buffalo, New York on
    February 12, 2009. The flight was operated by Colgan Air.
    The crash resulted in 50 fatalities, including all of the
    passengers, the flight crew, and one person on the ground.

    The NTSB issued its final report on the investigation of the
    accident following a public board meeting on February 2.
    Chairman Hersman provided a summary of the investigation
    that led to the Board’s final report and a determination
    that the probable cause of the accident was the captain’s
    inappropriate response to an aerodynamic stall from which
    the airplane did not recover.

    At the hearing before the Subcommittee on Aviation of the
    Senate Committee on Commerce, Science and Transportation,
    Hersman noted that the Safety Board’s final report makes 25
    new recommendations to the FAA and reiterates 3 previously
    issued recommendations. The recommendations cover a wide
    range of safety issues that were factors in this accident,
    including pilot training and fatigue. Just last week, the
    NTSB updated its 2010 Most Wanted List of Transportation
    Safety Issues to better emphasize these 2 safety concerns,
    Hersman noted.

    “If we are serious about aviation safety, we must establish
    a system that minimizes pilot fatigue and ensures that
    flight crews report to work rested and fit for duty,” said
    Chairman Hersman. “We must also have a system in which we
    are steadfastly confident that all of our commercial pilots
    are proficient and well-trained.”

  • | |

    Testimony: Colgan Air

    Statement of Peggy Gilligan, Associate Administrator for Aviation Safety

    Before the Senate Committee on Commerce, Science, and Transportation, Subcommittee on Aviation Operations, Safety, and Security on Aviation Safety: One Year After The Crash of Flight 3407

    Chairman Dorgan, Senator DeMint, Members of the Subcommittee:

    Thank you for inviting me here today to provide you with an update on the Federal Aviation Administration’s (FAA’s) Call to Action on airline safety and pilot training. There is no question that the FAA’s job is to ensure that we have the safest aviation system in the world. The aviation safety record in the United States reflects the dedication of safety-minded aviation professionals in all parts of our industry, including the FAA’s inspector workforce. In an agency dedicated to aviation safety, any failure in the system, especially one that causes loss of life, is keenly felt. When accidents do happen, they reveal risks, including the tragic Colgan Air accident. Consequently, it is incumbent on all parties in the system to identify the risks in order to eliminate or mitigate them. As Administrator Babbitt noted when he appeared before you in December, history has shown that we are able to implement safety improvements far more quickly and effectively when the FAA, industry, and labor work together on agreed upon solutions. The fastest way to implement a solution is for it to be done voluntarily, and that is what the Call to Action was intended to facilitate. On January 27, the FAA issued a report that describes the progress made toward fulfilling commitments made in the Call to Action and offers recommendations for additional steps to enhance aviation safety. I would like to use this opportunity to review the issues the Administrator identified in December and let you know where we stand on them.

    Pilot Flight Time, Rest and Fatigue: When Administrator Babbitt was last here he told you that the aviation rulemaking committee (ARC) he convened for the purpose of making recommendations on flight time, rest and fatigue, consisting of representatives from the FAA, industry and labor organizations, provided him with recommendations for a science-based approach to fatigue management in early September. While we were extremely pleased with the product provided, the ARC did not reach a consensus agreement on all areas and was not charged with doing any type of economic analysis. Consequently, in spite of the Administrator’s direction for a very aggressive timeline in which to develop a Notice of Proposed Rulemaking (NPRM), his hope that a rulemaking proposal could be issued by the end of last year was not realized. The complexities involved with these issues are part of the reason why the FAA has struggled to finalize proposed regulations on fatigue and duty time that were issued in the mid-1990s. However, with the Administrator’s continued emphasis on this topic, we hope to issue an NPRM this spring. Although this is slightly later that we originally hoped, it is still an extremely expedited schedule, and I can assure you the FAA team working on this is committed to meeting the target.

    One of the issues contributing to fatigue that I know is of interest to many of you is that of pilots who commute by air to their job. I would like to describe some of the emails and letters the Administrator has been receiving on the issue of commuting from pilots who choose to commute by air to their job. As you can imagine, those pilots who commute responsibly are understandably concerned that they could be forced to relocate because of the irresponsible actions of a few. Should some sort of hard and fast commuting rule be imposed, it could result in families being separated, people being forced to sell homes at a loss, or even people being forced to violate child custody agreements. It is important to keep in mind these personal accounts because, to people not familiar with the airline industry, the issue of living in one city and working hundreds of miles away in another does not make sense. But in the airline industry, this is not only a common practice, it is one airline employees have come to rely on. So we want to emphasize these issues are complex and, depending on how they are addressed, could have significant impacts on people’s lives.

    Focused Inspection Initiative: From June 24, 2009 to September 30, 2009, FAA inspectors conducted a two-part, focused review of air carrier flight crewmember training, qualification, and management practices. The FAA inspected 85 air carriers to determine if they had systems to provide remedial training for pilots. The FAA did not inspect the 14 carriers that have FAA-approved Advanced Qualification Programs (AQP) because AQP includes such a system. Seventy-six air carriers, including AQP carriers, have remedial training programs. An additional 15 air carriers had some part of a remedial training program. There were eight air carriers that lacked any component of a remedial training program that received additional scrutiny and have since instituted some component of a remedial training system. Since we started, all carriers have implemented some component of a remedial training program. The FAA inspectors also observed 2,419 training and checking events during the evaluation. In the few instances we observed regulatory non-compliance, we took corrective action.

    Training Program Review Guidance: Based on the information from last summer’s inspections, the FAA is drafting a Safety Alert for Operators (SAFO) with guidance material on how to conduct a comprehensive training program review in the context of a safety management system (SMS). A complementary Notice to FAA inspectors will provide guidance on how to conduct surveillance. SMS aims to integrate modern safety risk management and safety assurance concepts into repeatable, proactive systems. SMS programs emphasize safety management as a fundamental business process in the same manner as other aspects of business management. Now that we have completed our data evaluation and drafting, both guidance documents are in internal coordination.

    Obtain Air Carriers’ Commitment to Most Effective Practices: To solidify oral commitments made at the Call to Action, Administrator Babbitt sent a letter to all part 121 operators and their unions and requested written commitments to adhere to the highest professional standards. Many airlines are now taking steps to promote the larger airline’s most effective safety practices at their smaller partner airlines. The Air Transport Association’s Safety Council is now including safety directors from the National Air Carrier Association and the Regional Airline Association in their quarterly meetings. Several large air carriers are conducting periodic meetings with those with whom they have contract agreements to review safety information and we are encouraged by these efforts.

    In addition, I am pleased to say that since July 2009, after the Call to Action, the FAA approved 12 new Flight Operations Quality Assurance (FOQA) programs. Three air carriers that had no Aviation Safety Action Programs (ASAP) have now established them. Four more air carriers have established new ASAP programs for additional employee groups. All of this supports the contention that the Call to Action did make a difference.

    Professionalism and Mentoring: Last week, the FAA met with labor organizations to discuss further developing and improving professionalism and transfer of pilot experience. In the interim, these organizations have answered the Call to Action and support the establishment or professional standards and ethics committees, a code of ethics, and safety risk management meetings between the FAA and major and regional air carriers. We also believe that labor organizations can explore some of the ideas raised in the Call to Action road shows, such as establishing joint strategic councils within a “family of carriers,” use of professional standards committee safety conferences, and mentoring possibilities between air carriers and university aviation programs, with the goal of coming up with concrete ideas on mentoring. These ideas merit further discussion and the FAA looks forward to continuing to work with these organizations on these concepts.

    Crew Training Requirements: As the Administrator explained during his last appearance before this Committee, the FAA issued a rulemaking proposal in January 2009 to enhance training programs by requiring the use of simulation devices for pilots. More than 3,000 pages of comments were received. The FAA is now developing a supplemental proposal that will be issued in the coming months to allow the public to comment on the revisions that were made based on the comments that were submitted.

    One of the things that the Call Action has shone a light on is the issue of varying pilot experience. The FAA is attempting to address this issue with an Advanced Notice of Proposed Rulemaking (ANPRM) in which we can consider possible alternative requirements, such as an endorsement on a commercial license to indicate specific qualifications. We know some people believe that simply increasing the minimum number of hours required for a pilot to fly in commercial aviation is appropriate. As Administrator Babbitt has stated repeatedly, he does not believe that simply raising quantity – the total number of hours of flying time or experience – without regard to the quality and nature of that time and experience – is an appropriate method by which to improve a pilot’s proficiency in commercial operations.

    The ANPRM requests recommendations from the public to improve pilot performance and professionalism; specifically on whether existing flight crew eligibility, training and qualification requirements should be increased for commercial pilots engaged in part 121 operations. The FAA is requesting comments and recommendations on four concepts for the purpose of reviewing current pilot certification regulations. The four concepts are: (1) requirement for all pilots employed in part 121 air carrier operations to hold an Airline Transport Pilot (ATP) certificate with the appropriate aircraft category, class and type rating, or meet the aeronautical experience requirements of an ATP certificate; (2) academic training as a substitute for flight hours experience; (3) endorsement for air carrier operations; and, (4) new additional authorization on an existing pilot certificate. The FAA has also asked for recommendations from industry and the public on any other concepts they may wish to offer. The ANPRM was published in the Federal Register on February 8.

    Pilot Records: While Congress is working to amend the Pilot Records Improvement Act of 1996 and the FAA amends its guidance to airlines, Administrator Babbitt asked that air carriers immediately implement a policy of asking pilot applicants to voluntarily disclose FAA records, including notices of disapproval for evaluation events. The airlines agreed to use this best practice for pilot record checks to allow for a more expansive review of records created over the course a pilot’s career. The expanded review would include all the records the FAA maintains on pilots in addition to the records airlines already receive from past employers. Of the 80 air carriers that responded to the FAA on this issue, 53 air carriers, or 66 percent, reported that they already require full disclosure of a pilot applicant’s FAA records. Another 15 percent reported that they plan to implement the same policy.

    As the Administrator stated when he appeared before you in December, the core of many of the issues facing the air carrier industry today is professionalism. It is the duty of the flight crew to arrive for work rested and ready to perform their jobs, regardless of whether they live down the street from the airport or a thousand miles away. Professionalism is not something we can regulate, but it is something to which we must encourage and urge pilots and flight crews to aspire. The conversations we have been having, in part because of the Call to Action, help emphasize the importance of professionalism in aviation safety.

    In conclusion, our efforts will not stop or even slow down just because the final report on the Call to Action was issued. We have been gratified with the response to this effort. We believe that the collective efforts of FAA, the airlines, labor unions and, of course, Congress, will continue to result in implementing best practices, transferring pilot experience, and achieving an overall improvement in safety. Safety is at the core of the FAA’s mission, and we will always strive to make a safe system safer.

    Mr. Chairman, Senator DeMint, Members of the Subcommittee, this concludes my prepared remarks. I would be happy to answer any questions that you might have.

  • FAA Press Release

    FAA Proposes $1.2 Million Civil Penalty for GE Caledonian
    WASHINGTON, D.C. — The FAA has proposed a civil penalty of $1,225,000 for GE Caledonian, an FAA-certificated foreign repair station based in Scotland, for improper maintenance procedures involving 101 engines over a three and one-half year period.

    “We hold certificated foreign repair stations to the same high standards as the repair stations here in the U.S.,” said Transportation Secretary Ray LaHood. “When necessary, we will issue civil penalties and ensure that companies take corrective action.”

    Between January 2005 and May 2008, GE Caledonian used a procedure to remove the thrust pins from the forward engine mounts of 101 CF6 engines that was different than the one required by the manufacturer’s maintenance manuals. When it removed the thrust pins, GE Caledonian welded the locking screw to the thrust pin instead of drilling and tapping a hole in the thrust pin, as required in the manual.

    “Our safety regulations are the core of our aviation system and we take them seriously,” said FAA Administrator Randy Babbitt.

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

  • Press Release: Boeing’s ZA004 Joins 787 Flight-Test Program

    Boeing’s ZA004 Joins 787 Flight-Test Program
    EVERETT, Wash., Feb. 24     – A third airplane has joined the Boeing (NYSE: BA) 787 Dreamliner flight-test program. ZA004, the fourth flight-test airplane to be built, took off at 11:43 a.m. local time from Paine Field in Everett, Wash. The program plan called for ZA004 to fly before ZA003 because the data ZA004 is collecting is needed more quickly both for certification and development of the 787-9.
    Captains Heather Ross and Craig Bomben completed a three-hour-and-two-minute flight at 2:45 p.m., landing at Boeing Field in Seattle. Flight-test personnel were also on board to monitor airplane performance.

    “Airplane No. 4 operated flawlessly today,” Ross said after landing. “We’ve got a lot of work ahead of us but I can’t imagine a better start to the flight test program for this airplane.”
    Ross will serve as chief pilot for ZA004. This airplane will be used to accomplish the following types of tests: aerodynamics, high-speed performance, propulsion performance, flight loads, community noise and extended operations (ETOPS) and other test conditions.
    During today’s flight, the airplane reached an altitude of 30,000 feet (9,144 m) and an airspeed of 255 knots, or about 293 miles (472 km) per hour. As the testing of the 787 fleet progresses, the airplane will fly at its expected in-service maximum altitude of 40,000 feet (12,192 m) and speed of Mach 0.85.

    “We are continuing to make good progress on the flight test program,” said Scott Fancher, vice president and general manager of the 787 program, Boeing Commercial Airplanes. “The team is staying focused and disciplined in keeping the priority on safety and execution of the plan.

  • NTSB PRESS RELEASE

    NTSB CHAIRMAN HERSMAN TESTIFIES ON AIRCRAFT ICING

    NTSB Chairman Deborah A.P. Hersman today, in testimony
    before the House Aviation Subcommittee, Committee on
    Transportation and Infrastructure, discussed the dangers of
    aircraft flying in icing conditions and highlighted
    longstanding Safety Board recommendations that have yet to
    be adopted by the Federal Aviation Administration to address
    the issue.

    Reducing the dangers of flying in icing conditions has been
    on the NTSB’s Most Wanted List of Transportation Safety
    Improvements since 1997. Last week, the NTSB voted to keep
    the issue area, along with its four open recommendations to
    the FAA, on the 2010 Most Wanted List with a “red”
    classification. The red classification indicates an
    unacceptable response by the FAA.

    “Although the NTSB relies on others to implement these
    recommendations, we have worked to educate the pilot
    community about some of the hazards associated with icing
    conditions through our Safety Alerts,” Hersman said.

    In 1981, the NTSB published a report titled “Aircraft Icing
    Avoidance and Protection” and recommended the FAA review
    icing certification criteria. The special study followed a
    series of icing-related accidents where aircraft operating
    in icing conditions and the varying consequences that ice
    accretion had on different types of aircraft raised concern,

    In the 1990s the NTSB re-examined the issue of airframe
    structural icing and concluded that the icing certification
    process continues to be inadequate. The Board also became
    concerned about airplanes that fly in supercooled large
    droplet conditions and that used pneumatic boots to deice
    the aircraft in flight. In the last decade, the Board has
    investigated more than 50 accidents involving aircraft
    icing, resulting in over 200 fatalities and it continues to
    investigate accidents where icing is a factor.

    In the last few years, the FAA has addressed some of the
    recommendations related to icing by issuing a number of
    final and proposed regulations. However, not all of the
    NTSB’s recommendations on icing have been addressed.